Slip / Slip Discrimination Device, Brake Control System and Slip / Slip Discrimination Method

Abstract

A slip and slide detection device (13) comprises an axle speed decision device (51), a reference axle speed decision device (52), and a determination device (53). The axle speed decision device (51) determines, for each of a plurality of axles, an axle speed that varies based on the rotational speed of a wheel. The reference axle speed decision device (52) determines, based on the axle speed and a physical quantity that varies during a journey of a rail vehicle, a reference axle speed in the vehicle. The determination device (53) determines, based on a comparison between the axle speed and the reference axle speed, whether slip or slide of the wheel is occurring.

Description

Technical field

[0001] The present disclosure relates to a slip and slide detection device, a brake control system and a slip and slide detection method. Technological background

[0002] A moving rail vehicle may exhibit wheel slip or sliding if the adhesive force between the wheels and the rails decreases. Wheel slip or sliding can prevent the rail vehicle from traveling at a speed corresponding to a target acceleration. Therefore, it is preferred to detect the occurrence of slip or sliding and to apply moderate acceleration or deceleration to the rail vehicle in order to achieve wheel re-adhesion to the rail. Patent literature 1 describes a brake control system as an exemplary device for detecting the occurrence of slip or sliding. List of citations from patent literature

[0003] Patent literature 1: Unexamined Japanese patent application with publication number 2008-143365 Summary of the invention: Technical problem

[0004] The brake control system described in patent literature 1 determines whether wheel slip occurs based on a rapid drop in axle speed caused by the slip. More specifically, the brake control system uses the maximum axle speed of each of the four axles in every vehicle as its reference axle speed. If the difference between the axle speed of any axle and the reference axle speed is greater than or equal to a threshold, the brake control system determines that wheel slip occurs in the wheel attached to the axle for which the difference is greater than or equal to the threshold.

[0005] If the wheels on all four axles of a single vehicle slip, the axle speed of each of these axles decreases rapidly, and consequently, the reference axle speed also decreases rapidly. In this state, the difference between the axle speed of each axle and the reference axle speed does not increase. Thus, if the wheels on all axles are slipping, the brake control system described in patent literature 1 cannot detect the slippage. Similarly, this problem also arises when detecting slippage from a single wheel if the wheels on all four axles of the single vehicle are slipping.

[0006] Under such circumstances, it is an object of the present disclosure to provide a slip and slide determination device, a brake control system and a slip and slide determination method that determines whether slip or slide occurs from any wheel when the wheels fitted to all axles in a single vehicle exhibit slip or slide. Solution to the problem

[0007] To achieve the above objective, a slip and slide determination device according to one aspect of the present disclosure comprises an axle speed decider, a reference axle speed decider, and a determination device. The axle speed decider determines a variable axle speed for each of a plurality of axles in a vehicle consisting of one or more vehicles encompassed by a rail vehicle, based on the rotational speed of a wheel attached to each of the plurality of axles in the vehicle.The reference axle speed determination device establishes a reference axle speed within the vehicle based on the axle speed of each of the multiple axles and a physical quantity that varies during the vehicle's operation. The device then determines, by comparing the axle speed to the reference axle speed, whether wheel slippage or sliding is occurring. Advantageous effects of the invention

[0008] The slip and slide detection device according to the aspect above of the present disclosure determines the reference axle speed based on the axle speed and the physical quantity that varies during a journey of the rail vehicle, and determines, based on a comparison between the axle speed and the reference axle speed, whether slip or slide of a wheel occurs in the vehicle. The slip and slide detection device can thus determine whether slip or slide occurs of any wheel when wheels fitted to all axles in a single vehicle exhibit slip or slide. Brief description of the drawings Fig. Figure 1 illustrates a rail vehicle equipped with a slip and slide detection device according to embodiment 1; Fig. Figure 2 shows a block diagram illustrating a brake control device of embodiment 1; Fig. Figure 3 shows a block diagram illustrating the slip and slide determination device according to embodiment 1; Fig. Figure 4 illustrates a hardware configuration of the brake control device and the slip and slide detection device according to embodiment 1; Fig. Figure 5 presents a flowchart illustrating exemplary steps of a slip determination process performed by the slip and slide determination device according to embodiment 1; Fig. Figure 6 illustrates exemplary changes in axis velocity and a reference axis velocity in a comparative example; Fig. Figure 7 illustrates exemplary changes to the axis velocity and a reference axis velocity in embodiment 1; Fig. Figure 8 illustrates a rail vehicle equipped with a slip and slide detection device according to embodiment 2; Fig. Figure 9 shows a block diagram illustrating the slip and slide determination device according to embodiment 2; Fig. Figure 10 presents a flowchart illustrating exemplary steps of a slip determination process performed by the slip and slide determination device according to embodiment 2; Fig. Figure 11 shows a block diagram illustrating a slip and slide determination device according to embodiment 3; Fig. Figure 12 shows a block diagram illustrating a reference axis velocity determination device of embodiment 3; Fig. Figure 13 illustrates a rail vehicle equipped with a slip and slide detection device according to embodiment 4; Fig. Figure 14 shows a block diagram illustrating the slip and slide determination device according to embodiment 4; Fig. Figure 15 presents a flowchart illustrating exemplary steps of a slip determination process performed by the slip and slide determination device according to embodiment 4; Fig. Figure 16 shows a block diagram illustrating a power converter according to embodiment 5; Fig. Figure 17 shows a block diagram illustrating a slip and slide detection device according to embodiment 5; Fig. Figure 18 shows a block diagram illustrating a reference axis velocity determination device of embodiment 5; Fig. Figure 19 presents a flowchart illustrating exemplary steps of a slip and slide determination process performed by the slip and slide determination device according to embodiment 5; Fig. Figure 20 illustrates exemplary changes to an axis velocity and a reference axis velocity in embodiment 5; Fig. Figure 21 shows a block diagram illustrating a reference axis velocity determination device in a first modification of an embodiment; Fig. Figure 22 presents a block diagram illustrating a reference axis velocity determination device in a second modification of an embodiment; and Fig. Figure 23 illustrates a modification of a hardware configuration of a slip and slide detection device. Description of embodiments

[0009] With reference to the accompanying drawings, a slip and slide detection device, a brake control system, and a slip and spin detection method according to one or more embodiments of the present disclosure are described in detail. In the drawings, components that are identical or corresponding to one another are identified by the same reference numerals. Design 1

[0010] A slip and slide detection device according to embodiment 1 is described, which is mounted on a rail vehicle comprising one or more vehicles. The slip and slide detection device determines whether slip or slide occurs of any wheel of a rail vehicle, wherein the slip or slide is caused by a decrease in the static friction between the wheel and a rail.

[0011] A in Fig. 1. Illustrated rail vehicle 1 comprises a vehicle 100 and a vehicle 200 connected to each other. For example, vehicle 100 is a railcar with an electric motor (not illustrated), and vehicle 200 is a trailer without an electric motor.

[0012] The vehicle 100 comprises a main control unit 5, which issues an operating command in response to an operation by an operator, a load detector 11, which detects a load on the vehicle 100, and a brake control system 10, which determines whether slip or skidding occurs of any wheel of the vehicle 100 and controls the brake of the vehicle 100. The brake control system 10 comprises a brake control device 12, which controls the brake of the vehicle 100, and a slip and skid detection device 13, which determines whether slip or skidding occurs of any wheel of the vehicle 100.

[0013] A bogie supporting the vehicle body of vehicle 100 is provided with the electric motor and axles 14a, 14b, 14c, and 14d, which rotate with a rotational force transmitted by the electric motor. A wheel 15a is attached to each end of axle 14a and rotates integrally with axle 14a. A wheel 15b is attached to each end of axle 14b and rotates integrally with axle 14b. A wheel 15c is attached to each end of axle 14c and rotates integrally with axle 14c. A wheel 15d is attached to each end of axle 14d and rotates integrally with axle 14d.

[0014] The vehicle 100 comprises speed detectors 16a, 16b, 16c and 16d, which detect the rotational speeds of the respective wheels 15a, 15b, 15c and 15d. The vehicle 100 further comprises, as mechanical braking devices, brake blocks 17a, 17b, 17c and 17d, which come into contact with the respective wheels 15a, 15b, 15c and 15d to generate a braking force, and brake cylinders 18a, 18b, 18c and 18d, which are attached to the respective brake blocks 17a, 17b, 17c and 17d to receive a fluid supplied by the brake control device 12. The vehicle 100 decelerates when the brake blocks 17a, 17b, 17c and 17d are pressed as friction elements against the wheels 15a, 15b, 15c and 15d as rotors, which rotate during a journey of the rail vehicle 1.

[0015] The vehicle 100 further comprises anti-slip valves 19a, 19b, 19c and 19d which drain the fluid supplied to the respective brake cylinders 18a, 18b, 18c and 18d.

[0016] The vehicle 200 comprises a load detector 21, which detects a load on the vehicle 200, and a brake control system 20, which determines whether slip or sliding occurs of any wheel of the vehicle 200 and controls the brake of the vehicle 200. The brake control system 20 comprises a brake control device 22, which controls the brake of the vehicle 200, and a slip and sliding detection device 23, which determines whether slip or sliding occurs of any wheel of the vehicle 200.

[0017] A bogie supporting the body of vehicle 200 is provided at axles 24a, 24b, 24c, and 24d. A wheel 25a is attached to each end of axle 24a and rotates integrally with axle 24a. A wheel 25b is attached to each end of axle 24b and rotates integrally with axle 24b. A wheel 25c is attached to each end of axle 24c and rotates integrally with axle 24c. A wheel 25d is attached to each end of axle 24d and rotates integrally with axle 24d.

[0018] The vehicle 200 comprises speed determination devices 26a, 26b, 26c and 26d, which determine the rotational speeds of the respective wheels 25a, 25b, 25c and 25d. The vehicle 200 further comprises, as mechanical braking devices, brake blocks 27a, 27b, 27c and 27d, which come into contact with the respective wheels 25a, 25b, 25c and 25d to generate a braking force, and brake cylinders 28a, 28b, 28c and 28d, which are attached to the respective brake blocks 27a, 27b, 27c and 27d to receive a fluid supplied by the brake control device 22. The vehicle 200 decelerates when the brake blocks 27a, 27b, 27c and 27d are pressed as friction elements against the wheels 25a, 25b, 25c and 25d as rotors, which rotate during the journey of the rail vehicle 1.

[0019] The vehicle 200 further includes anti-slip valves 29a, 29b, 29c and 29d which drain the fluid supplied to the respective brake cylinders 28a, 28b, 28c and 28d.

[0020] Fig. Figure 1 illustrates air lines with bold solid lines and flows of electrical signals transmitted and received between components in vehicles 100 and 200 with solid arrows. The same applies to the following figures.

[0021] As with the bold solid lines in Fig. As illustrated in Figure 1, the fluid is supplied from a fluid source (not illustrated), compressed by the brake control device 12, and delivered to the brake cylinders 18a, 18b, 18c, and 18d. The fluid is, for example, air.

[0022] A piston in brake cylinder 18a slides in response to the pressure of the fluid in brake cylinder 18a, causing the brake pad 17a, attached to the piston, to move towards or away from the wheel 15a. Similarly, a piston in brake cylinder 18b slides in response to the pressure of the fluid in brake cylinder 18b, causing the brake pad 17b, attached to the piston, to move towards or away from the wheel 15b. Similarly, a piston in brake cylinder 18c slides in response to the pressure of the fluid in brake cylinder 18c, causing the brake pad 17c, attached to the piston, to move towards or away from the wheel 15b. Similarly, a piston in the brake cylinder 18d slides in response to the pressure of the fluid in the brake cylinder 18d, causing the brake pad 17d, which is attached to the piston, to move towards or away from the wheel 15d.

[0023] The brake pads 17a, 17b, 17c and 17d come into contact with the respective wheels 15a, 15b, 15c and 15d, generating the braking force to limit the rotation of the wheels 15a, 15b, 15c and 15d.

[0024] The fluid is supplied from the fluid source, compressed by the brake control device 22, and delivered to the brake cylinders 28a, 28b, 28c, and 28d. A piston in brake cylinder 28a slides in response to the pressure of the fluid in brake cylinder 28a, causing the brake pad 27a, which is attached to the piston, to move toward and away from the wheel 25a. Similarly, a piston in brake cylinder 28b slides in response to the pressure of the fluid in brake cylinder 28b, causing the brake pad 27b, which is attached to the piston, to move toward and away from the wheel 25b. Similarly, a piston in the brake cylinder 28c slides in response to the pressure of the fluid in the brake cylinder 28c, causing the brake pad 27c, which is attached to the piston, to move towards or away from the wheel 25b.Similarly, a piston in the brake cylinder 28d slides in response to the pressure of the fluid in the brake cylinder 28d, causing the brake pad 27d, which is attached to the piston, to move towards or away from the wheel 25d.

[0025] The brake pads 27a, 27b, 27c and 27d come into contact with the wheels 25a, 25b, 25c and 25d, generating the braking force to limit the rotation of the wheels 25a, 25b, 25c and 25d.

[0026] The main control unit 5, for example, is installed in a driver's cab and issues the operating command to the brake control devices 12 and 22 and to the slip and slide detection devices 13 and 23 in response to the operator's input. The operating command could be a power command to accelerate the rail vehicle 1, a brake command to decelerate the rail vehicle 1, or a coasting command to initiate coasting operation of the rail vehicle 1.

[0027] The load detector 11 detects a load on the vehicle 100 based on a change in the pressure of an air spring attached to the bogie that supports the vehicle body of the vehicle 100, and transmits the detected load on the vehicle 100 to the brake control device 12. Similarly, the load detector 21 detects a load on the vehicle 200 based on a change in the pressure of an air spring attached to the bogie that supports the vehicle body of the vehicle 200, and transmits the detected load on the vehicle 200 to the brake control device 22.

[0028] Brake control devices 12 and 22 have the same structure. Brake control device 12 is therefore referred to as follows: Fig. 2 described. The brake control device 12 comprises a target brake force decider 41, which decides or determines a target brake force as a target value for the braking force of the vehicle 100, and a target pressure decider 42, which decides or determines a target pressure as a target value for the pressure of the fluid in the brake cylinders 18a, 18b, 18c and 18d in accordance with the target brake force. The brake control device 12 further comprises an output valve 43 which compresses a fluid supplied by a fluid source 81 in accordance with the target pressure and supplies the compressed air to the brake cylinders 18a, 18b, 18c and 18d through the anti-slip valves 19a, 19b, 19c and 19d.

[0029] The brake control device 12 further comprises a pressure sensor 44 which measures a value of the pressure of the fluid that is discharged from the output valve 43, and a re-adherence control device 47 which adjusts the opening degrees of the anti-slip valves 19a, 19b, 19c and 19d in accordance with a determination result obtained from the slip and slide determination device 13.

[0030] If the operating command obtained or received by the main control unit 5 includes a braking command, the target braking force determination device 41 determines the target braking force in accordance with a target deceleration specified by the braking command and the load on the vehicle 100 obtained from the load detector 11. More specifically, this means that the target braking force determination device 41 outputs to the target pressure determination device 42 a value obtained by multiplying the target deceleration by the load on the vehicle 100 as the target braking force.

[0031] The target pressure determination device 42 determines, based on the coefficient of friction of a contact surface between each of the brake pads 17a, 17b, 17c and 17d and the corresponding wheel 15a, 15b, 15c or 15d, as well as on the target braking force, a target contact force as the target value of a contact force for pressing each of the brake pads 17a, 17b, 17c and 17d against the corresponding wheel 15a, 15b, 15c or 15d. The target pressure determination device 42 stores information about the coefficients of friction of contact surfaces between the brake pads 17a, 17b, 17c and 17d and the wheels 15a, 15b, 15c and 15d in advance. The target pressure determining device 42 determines the target pressure as a target value for the pressure of the fluid in the brake cylinders 18a, 18b, 18c and 18d in order to obtain the target contact force.

[0032] More specifically, this means that, in order to obtain the target pressure, the target pressure determining device 42 divides the target contact force by the area of ​​a surface perpendicular to the direction in which the pistons of the brake cylinders 18a, 18b, 18c, and 18d slide. The target pressure determining device 42 performs feedback control to adjust the target pressure obtained by the above calculation, based on the measurement from the pressure sensor 44. The target pressure determining device 42 transmits the adjusted target pressure to the output valve 43.

[0033] The output valve 43 comprises an electropneumatic transducer valve 45, which adjusts the pressure of the fluid supplied by the fluid source 81 to the target pressure and discharges the pressure-adjusted fluid, and a relay valve 46, which compresses the fluid supplied by the fluid source 81 in accordance with the output of the electropneumatic transducer valve 45 and discharges the compressed fluid. The electropneumatic transducer valve 45 adjusts the pressure of the fluid supplied by the fluid source 81 to the target pressure, which is specified by an electrical signal transmitted by the target pressure determining device 42, and discharges the pressure-adjusted fluid to the relay valve 46.The relay valve 46 receives the pressure of the fluid output from the electropneumatic converter valve 45 as a command pressure, compresses the fluid output from the fluid source 81 in accordance with the command pressure and delivers the compressed fluid to the brake cylinders 18a, 18b, 18c and 18d through the anti-slip valves 19a, 19b, 19c and 19d.

[0034] The re-adherence control device 47 adjusts the opening degrees of the anti-slip valves 19a, 19b, 19c, and 19d in accordance with the determination result received from the slip and slide detection device 13. More specifically, this means that if the slip and slide detection device 13 determines that slipping is occurring at any of the wheels 15a, 15b, 15c, and 15d, the re-adherence control device 47 opens the corresponding anti-slip valves 19a, 19b, 19c, or 19d according to the slipping wheel 15a, 15b, 15c, or 15d. For example, if the slip and slide detection device 13 determines that slippage of the wheel 15a is occurring, the re-adhesion control device 47 opens the anti-slip valve 19a to drain the fluid from the brake cylinder 18a to which the brake pad 17a is attached to limit rotation of the wheel 15a.When the anti-slip valve 19a is open, the fluid in the brake cylinder 18a is released, thereby reducing the pressure of the fluid in the brake cylinder 18a. This reduces the braking force on the wheel 15a, thus causing the wheel 15a to re-engage with the rail.

[0035] Slip and slide detection devices 13 and 23 have the same structure. Slip and slide detection device 13, which determines whether any slipping occurs, is thus referred to as follows: Fig. 3 described. The slip and slide detection device 13 comprises an axle speed decider 51, which decides or determines the axle speed of each of the axles 14a, 14b, 14c and 14d of the vehicle 100, a reference axle speed decider 52, which decides or determines the reference axle speed, and a determination device 53, which determines, based on a comparison between the axle speed and the reference axle speed, whether any slippage occurs of any of the wheels 15a, 15b, 15c and 15d.

[0036] The axle speed determination device 51 determines the axle speed, which changes in accordance with the rotational speeds of the wheels 15a, 15b, 15c and 15d, each mounted at the ends of the respective axle 14a, 14b, 14c or 14d. In embodiment 1, the circumferential speed of each of the wheels 15a, 15b, 15c and 15d is used as the axle speed.

[0037] More specifically, this means that the axis velocity determination device 51 obtains the measured value of the rotational velocity of each of the axes 14a, 14b, 14c and 14d from the corresponding velocity detector 16a, 16b, 16c or 16d. Each of the velocity detectors 16a, 16b, 16c and 16d is located adjacent to or near the corresponding axis 14a, 14b, 14c or 14d.

[0038] Each of the velocity detectors 16a, 16b, 16c, and 16d comprises a velocity generator that detects the rotational speed of the corresponding axis 14a, 14b, 14c, or 14d. Each velocity generator outputs a sensor signal with a frequency that changes relative to the rotational speed of the corresponding axis 14a, 14b, 14c, or 14d. Based on a sensor signal output from the corresponding velocity generator, each of the velocity detectors 16a, 16b, 16c, and 16d determines the rotational speed of the corresponding axis 14a, 14b, 14c, or 14d and outputs the determined rotational speed of the corresponding axis 14a, 14b, 14c, or 14d to the axis velocity determination device 51 in the slip and slide determination device 13.

[0039] Axle 14a and the wheel 15a attached to axle 14a rotate integrally. In this configuration, the rotational speed of axle 14a, as determined by velocity detector 16a, is presumably the same as the rotational speed of wheel 15a. Similarly, axle 14b and the wheel 15b attached to axle 14b rotate integrally. In this configuration, the rotational speed of axle 14b, as determined by velocity detector 16b, is presumably the same as the rotational speed of wheel 15b. Similarly, axle 14c and the wheel 15c attached to axle 14c rotate integrally. In this configuration, the rotational speed of axle 14c, as determined by velocity detector 16c, is presumably the same as the rotational speed of wheel 15c. In a similar way, the axis 14d and the wheel 15d, which is attached to the axis 14d, rotate integrally.In this structure, the rotational speed of axis 14d, obtained from the velocity detector 16d, presumably corresponds to the rotational speed of wheel 15d.

[0040] The axle speed determination device 51 calculates the circumferential speed of each of the wheels 15a, 15b, 15c, and 15d based on the rotational speed of the corresponding axle 14a, 14b, 14c, or 14d, obtained from the corresponding speed detector 16a, 16b, 16c, or 16d. The axle speed determination device 51 then outputs the circumferential speed of each of the wheels 15a, 15b, 15c, and 15d to the reference axle speed determination device 52 and to the determination device 53 as the axle speed of the corresponding axle 14a, 14b, 14c, or 14d.

[0041] The reference axle speed determining device 52 determines the reference axle speed based on the axle speed and the physical quantity that changes during the movement of the rail vehicle 1. The physical quantity, or magnitude, changes during the movement of the rail vehicle 1 and changes in a way that differs from any axle speed of vehicle 100 when vehicle 100 experiences slippage or slides. Since the physical quantity changes during the movement of the rail vehicle 1, the reference axle speed determining device 52 uses, for example, the axle speed of the other vehicle 200, which in other words is the axle speed of each of the axles 24a, 24b, 24c, and 24d.

[0042] More specifically, this means that the reference axis velocity determination device 52 selects a maximum value of velocities that are the axis velocity obtained by the axis velocity determination device 51 and the reference axis velocity obtained by a reference axis velocity determination device encompassed by the slip and slide determination device 23, and outputs the maximum value to the determination device 53 and to the slip and slide determination device 23 as the reference axis velocity. Immediately after the slip and slide determination device 13 starts a slip determination process, the reference axis velocity determination device 52 outputs the maximum value of the axis velocity of each of the axes 14a, 14b, 14c, and 14d to the determination device 53 and to the slip and slide determination device 23.

[0043] The determining device 53 determines, based on a comparison between each axle speed obtained by the axle speed decision device 51 and the reference axle speed, whether wheel slippage is occurring at one of the wheels. More specifically, the determining device 53 calculates a difference between each axle speed obtained by the axle speed determination device 51 and the reference axle speed, and determines whether each difference is greater than or equal to a first threshold. Each speed difference provides an absolute value of the difference between the corresponding axle speed and the reference axle speed.The first threshold is defined by a difference between the reference axle speed and any axle speed generated when wheel slip occurs, for example, during a test run or a simulation of rail vehicle 1. If any of the speed differences is greater than or equal to the first threshold, the corresponding axle speed is assumed to be sufficiently lower than the reference axle speed. In this condition, wheel slip is determined to have occurred. If any speed difference is less than the first threshold, wheel slip of wheels 15a, 15b, 15c, and 15d is not determined to have occurred.

[0044] The determining device 53 transmits the above determination result to the brake control device 12. The determining device 53 transmits, for example, to the brake control device 12 information about the axle 14a, 14b, 14c or 14d which has an axle speed that is greater than or equal to the first threshold compared to the reference axle speed.

[0045] Fig. Figure 4 illustrates a hardware configuration of control units in the brake control devices 12 and 22 and the slip and slide detection devices 13 and 23, with the structures shown above. The brake control devices 12 and 22 and the slip and slide detection devices 13 and 23 each comprise a processor 91, a memory 92, and an interface 93. The processor 91, the memory 92, and the interface 93 are interconnected via a bus 90. The function of each of the brake control devices 12 and 22 and the slip and slide detection devices 13 and 23 is implemented by software, firmware, or a combination of both. The software and firmware are written as programs and are stored in the memory 92. The processor 91 reads and executes the programs stored in the memory 92 to implement the functions of the components shown above.In other words, this means that the memory stores 92 programs for processing, which is carried out by the components of the corresponding brake control device 12 or 22 or the corresponding slip and slide determination device 13 or 23.

[0046] Memory 92 is, for example, a non-volatile or volatile semiconductor memory, such as a random access memory (RAM), a read-only memory (ROM), a flash memory, an erasable programmable ROM (EPROM) or an electrical erasable programmable ROM (EEPROM), or a magnetic disk, a flexible disk, an optical disk, a compact disk, a mini disk or a digital versatile disk (DVD).

[0047] The brake control device 12 is connected to the main control unit 5, the load detector 11, the slip and slide detection device 13, and the anti-slip valves 19a, 19b, 19c, and 19d via interface 93. The brake control device 22 is connected to the main control unit 5, the load detector 21, the slip and slide detection device 23, and the anti-slip valves 29a, 29b, 29c, and 29d via interface 93. The slip and slide detection device 13 is connected to the main control unit 5, the slip and slide detection device 23, and the speed detectors 16a, 16b, 16c, and 16d via interface 93. The slip and slide detection device 23 is connected to the main control unit 5, the slip and slide detection device 13 and the speed detectors 26a, 26b, 26c and 26d via the interface 93.Interface 93 includes an interface module that conforms to one or more standards, depending on the connection targets.

[0048] The slip and slide determination devices 13 and 23 with the structure above perform the slip determination process in the same way. Thus, the slip determination process performed by the slip and slide determination device 13 is described with reference to Fig. 5 described. Upon receiving an operating command from the main control unit 5, the slip and slide detection device 13 starts the process in Fig. 5. If the received operating command does not include a braking command (No in step S11), the processing in step S11 is repeated.

[0049] If the operating command includes a braking command (Yes in step S11), the axis speed determination device 51 determines the axis speed for each of the axes 14a, 14b, 14c, and 14d based on the measurement from the corresponding speed detector 16a, 16b, 16c, or 16d (step S12). The reference axis speed determination device 52 determines, as the reference axis speed, the maximum value from the velocities that are the axis speed of each axis determined in step S12 and the reference axis speed obtained from the slip and slide determination device 23 (step S13).

[0050] The determining device 53 calculates the difference between each axis velocity determined in step S12 and the reference axis velocity determined in step S13 (step S14). If the velocity differences calculated in step S14 are less than the first threshold (No in step S15), the processing in step S11 and subsequent steps described above are repeated.

[0051] If at least any of the speed differences calculated in step S14 is greater than or equal to the first threshold (yes in step S15), the determining device 53 outputs information to the brake control device 12 about the axle 14a, 14b, 14c, or 14d that has an axle speed that differs from the reference axle speed by a factor greater than or equal to the first threshold; in other words, information about any of the axles 14a, 14b, 14c, and 14d to which the slipping wheel 15a, 15b, 15c, or 15d is attached (step S16). When the processing in step S16 ends, the processing in step S11 and subsequent steps described above are repeated.

[0052] Fig. Figure 6 illustrates changes in the reference axle speed and each axle speed in a comparative example. In the comparative example, the reference axle speed is simply determined based on each axle speed in a single vehicle, and the occurrence of wheel slip is determined based on whether the difference between the corresponding axle speed and the reference axle speed is greater than or equal to the threshold. Fig. 6. The solid line indicates changes in the axis velocity, and the dotted line indicates changes in the reference axis velocity. Fig. Figure 6 indicates time on the horizontal axis and velocity on the vertical axis. Braking control is initiated at time T1. At time T1 and at subsequent times, each axis velocity and the reference axis velocity decrease at a constant rate or velocity based on the target decelerations.

[0053] All wheels in the individual vehicle are slipping at time T2. At time T2, each axle speed begins to decrease rapidly. As described above, in the comparative example, the reference axle speed is simply based on each axle speed in the individual vehicle. Thus, when all wheels are slipping, the reference axle speed decreases rapidly in the same way as each axle speed. In this state, the difference between the reference axle speed and each axle speed does not increase. In the comparative example, no occurrence of slipping is incorrectly determined, even though all wheels are slipping.

[0054] For example, if all wheels 15a, 15b, 15c and 15d slip and none of the wheels 25a, 25b, 25c and 25d slip, each axle speed in vehicle 100 and the reference axle speed will change, as shown in Fig. 7 illustrates this. Fig. 7. The solid line indicates changes in the axis velocity, and the dotted line indicates changes in the reference axis velocity. Fig. 7 indicates time on the horizontal axis and velocity on the vertical axis. The brake control is initiated at time T1. At time T1, the main control unit 5 is activated to transmit an operating command, which includes a braking command, to the slip and slide detection devices 13 and 23. At time T1 and at subsequent times, each axis velocity and the reference axis velocity decrease at a constant rate based on the target deceleration.

[0055] All wheels 15a, 15b, 15c, and 15d are slipping at time T2. At time T2, the axle speed of each of the axles 14a, 14b, 14c, and 14d begins to decrease rapidly. None of the wheels 25a, 25b, 25c, and 25d are slipping at time T2 or at subsequent times. Thus, the reference axle speed, obtained from the slip and slide detection device 23 by the slip and slide detection device 13, decreases at a constant rate based on the target deceleration. Although the axis velocity of each of the axes 14a, 14b, 14c and 14d decreases rapidly, the reference axis velocity determining device 52 in the slip and slide determining device 13 thus outputs the reference axis velocity, which decreases at a constant rate, unlike the rapidly decreasing axis velocity of each of the axes 14a, 14b, 14c and 14d.

[0056] At time T3, for example, the difference between the axle speed of each of axles 14a, 14b, 14c, and 14d and the reference axle speed reaches the first threshold. At time T3, the difference between the axle speed of each of axles 14a, 14b, 14c, and 14d and the reference axle speed is greater than or equal to the first threshold, which causes the determining device 53 in the slip and slide determining device 13 to transmit the result to the brake control device 12, indicating that all wheels 15a, 15b, 15c, and 15d, which are attached to axles 14a, 14b, 14c, and 14d, are slipping.

[0057] Upon receiving the determination result from the slip and slide determination device 13, the brake control device 12 opens the anti-slip valves 19a, 19b, 19c, and 19d to release the fluid in the brake cylinders 18a, 18b, 18c, and 18d. This reduces the pressure on the fluid in the brake cylinders 18a, 18b, 18c, and 18d, thereby reducing the contact force required to press the brake pads 17a, 17b, 17c, and 17d against the wheels 15a, 15b, 15c, and 15d. As the contact force decreases, or in other words, as the brake is released, the difference between the axle speed of each of the axles 14a, 14b, 14c, and 14d and the reference axle speed begins to decrease. Subsequently, the difference between the axle speed of each of the axles 14a, 14b, 14c and 14d and the reference axle speed reaches zero, resulting in the wheels 15a, 15b, 15c and 15d re-adhering to the rails at time T4.

[0058] As described above, the slip and slide detection device 13 according to embodiment 1 determines the reference axle speed based on the axle speed of each of the axles 14a, 14b, 14c, and 14d in vehicle 100 and the reference axle speed based on the axle speed of each of the axles 24a, 24b, 24c, and 24d in the other vehicle 200. This prevents the reference axle speed from rapidly decreasing to a level unequal to the axle speed of each of the axles 14a, 14b, 14c, and 14d in vehicle 100, even though all wheels 15a, 15b, 15c, and 15d attached to axles 14a, 14b, 14c, and 14d are slipping. This allows the device to determine, based on the difference between each axle speed and the reference axle speed, whether any wheel is slipping. occurs.Similarly, the slip and slide detection device 23 can determine whether any slippage occurs of any of the wheels 25a, 25b, 25c and 25d attached to the axles 24a, 24b, 24c and 24d of the vehicle 200, even if all wheels 25a, 25b, 25c and 25d are slipping. Design 2

[0059] The method for deciding or determining the reference axle speed based on each axle speed and the physical quantity that changes during the movement of the rail vehicle is not limited to the examples described above. A slip and slide determination device according to embodiment 2 decides or determines the reference axle speed using a method that differs from the method used in embodiment 1 and is therefore described focusing on the differences compared to embodiment 1.

[0060] In Fig. 8 comprises a rail vehicle 2 the vehicle 100. The vehicle 100 comprises a slip and slide detection device 31, which determines whether any slip occurs of any of the wheels 15a, 15b, 15c and 15d in the vehicle 100, and an acceleration detector 82, which detects the acceleration of the vehicle 100.

[0061] The acceleration detector 82 measures the acceleration of the vehicle 100 and transmits data indicating the measured value to the slip and slide detection device 31. If the vehicle 100 accelerates, the measured value is positive. If the vehicle 100 decelerates, the measured value is negative.

[0062] The slip and slide determination device 31 in Fig. 9 comprises a vehicle speed decider 54, which decides or determines the speed of the vehicle 100 based on the measured acceleration of the vehicle 100 obtained from the acceleration detector 82, and a reference axle speed decider 55, which decides or determines the reference axle speed based on the speed of the rail vehicle 2 and the axle speed of each of the axles 14a, 14b, 14c, and 14d, which is determined by the axle speed determination device 51. The slip and slide determination device 31 with the structure above has the same hardware configuration as in embodiment 1.

[0063] Upon receiving an operating command from the main control unit 5, the vehicle speed determination device 54 repeatedly integrates the measured acceleration of vehicle 100, obtained from the acceleration detector 82, and outputs the integral of the measured acceleration to the reference axle speed determination device 55 as the speed of vehicle 100. The speed of vehicle 100 presumably corresponds to the speed of the rail vehicle 2 that comprises vehicle 100.

[0064] The reference axle speed determination device 55 determines the reference axle speed based on the axle speed of each of the axles 14a, 14b, 14c, and 14d, which is determined by the axle speed determination device 51, and the speed of the vehicle 100, which is determined by the vehicle speed decision device 54. More specifically, this means that the reference axle speed determination device 55 selects a maximum value from the speeds that are the axle speed of each of the axles 14a, 14b, 14c, and 14d, which is determined by the axle speed determination device 51, and the speed of the vehicle 100, which is determined by the vehicle speed determination device 54, and outputs the maximum value, as the reference axle speed, to the determination device 53.

[0065] The slip determination process, which is carried out by the slip and slide determination device 31 with the structure above, is described with reference to Fig. 10 described. Upon receiving an operating command from the main control unit 5, the slip and slide determination device 31 starts the process in Fig. 10. The vehicle speed determination device 54 determines the speed of the vehicle 100 based on the measured acceleration of the vehicle 100 obtained from the acceleration detector 82 (step S21). The processing in steps S11 and S12 is the same as the processing in steps S11 and S12 performed by the slip and slide determination devices 13 and 23 in Fig. 5 is performed. If the received operating command does not include a braking command (No in step S11), the processing in step S21 and in the subsequent steps described above is repeated as described in Fig. 10 illustrated.

[0066] After step S12, the reference axle speed determination device 55 determines the reference axle speed as the maximum value from the speeds that are the axle speed of each of the axles determined in step S12 and the vehicle speed 100 determined in step S21 (step S22). The processing in subsequent steps S14 to S16 is the same as the processing in steps S14 to S16, which is carried out by the slip and slide determination devices 13 and 23 in Fig. 5 is carried out.

[0067] If all wheels 15a, 15b, 15c, and 15d slip, the speed of the vehicle 100 does not decrease rapidly, unlike the axle speed of each of the axles 14a, 14b, 14c, and 14d. For example, if the rail vehicle 2 is traveling on a flat section and all wheels 15a, 15b, 15c, and 15d slip, the speed of the rail vehicle 2 decreases gradually, causing the reference axle speed output from the reference axle speed determining device 55 to decrease gradually. In this condition, the occurrence of wheel slippage 15a, 15b, 15c, and 15d can be determined based on a comparison between the axle speed of each of the axles 14a, 14b, 14c, and 14d and the reference axle speed.

[0068] As described above, the slip and slide detection device 31 according to embodiment 2 determines the reference axle speed based on the axle speed of each of the axles 14a, 14b, 14c, and 14d in the vehicle 100 and on the speed of the vehicle 100. This prevents the reference axle speed from rapidly decreasing to a value unequal to the axle speed of each of the axles 14a, 14b, 14c, and 14d, even though all wheels 15a, 15b, 15c, and 15d, which are attached to the axles 14a, 14b, 14c, and 14d, are slipping in the vehicle 100. This allows the occurrence of slippage of any wheel to be determined based on the difference between each axle speed and the reference axle speed. embodiment 3

[0069] The method for deciding or determining the reference axle speed based on each axle speed and the physical quantity that changes during the movement of the rail vehicle is not limited to the examples described above. A slip and slide determination device according to embodiment 3 determines the reference axle speed using a method that differs from the methods in embodiments 1 and 2, and which is therefore described focusing on the differences compared to the methods in embodiments 1 and 2.

[0070] In Fig. 11 is a slip and slide determination device 32 according to embodiment 3 mounted on the vehicle 100, similar to the slip and slide determination device 31 according to embodiment 2. The slip and slide determination device 32 comprises a reference axle decider 56, which determines the reference axle speed based on the axle speed of each of the axles 14a, 14b, 14c, and 14d, determined by the axle speed determiner 51, and the acceleration of the rail vehicle 1. The slip and slide determination device 32 with the structure shown above has the same hardware configuration as in embodiment 1.

[0071] The reference axle speed determination device 56 determines the reference axle speed that keeps the rate of change of the reference axle speed within a target range. More specifically, this means that the reference axle speed determination device 56 determines the reference axle speed that keeps the rate of change of the reference axle speed within the target range, which is defined based on the acceleration of the rail vehicle 1. The acceleration of vehicle 100 can be used as the acceleration of rail vehicle 2. Thus, the reference axle speed determination device 56 determines the reference axle speed to keep the rate of change of the reference axle speed within the target range, which is defined based on the measured acceleration of vehicle 100 obtained from the acceleration detector 82.

[0072] As in Fig. As illustrated in Figure 12, the reference axis velocity determination device 56 comprises a maximum value output device 70, which outputs the maximum value of the axis velocity, and an acceleration converter 71, which converts the acceleration of the vehicle 100, obtained from the acceleration detector 82, into a change in the velocity of the vehicle 100 in one calculation cycle. The calculation cycle corresponds to an interval in which the reference axis velocity determination device 56 repeats a decision or determination of the reference axis velocity and is thus determined based on a time duration required to determine the reference axis velocity. The calculation cycle is, for example, one second.

[0073] The reference axis velocity determination device 56 comprises an adding device 72, which adds a value output from the acceleration converter 71 to the last determined reference axis velocity, and a maximum value output device 73, which outputs a maximum value of values ​​output from the maximum value output device 70 and from the adding device 72.

[0074] The maximum value output device 70 outputs to the maximum value output device 73 the maximum value of the axis velocity of each of the axes 14a, 14b, 14c and 14d, which is obtained by the axis velocity determination device 51.

[0075] If the measured acceleration of vehicle 100, obtained from the acceleration detector 82, indicates a change in the speed of the rail vehicle 1 per second (in km / h / s) and the calculation cycle for the reference axle speed determination device 56 is one second, the acceleration converter 71 outputs the measured acceleration of vehicle 100, obtained from the acceleration detector 82, to the adding device 72 as the change in speed (in km / h) of vehicle 100 in the calculation cycle.

[0076] The adding device 72 adds the value (in km / h) output by the acceleration converter 71 to the reference axis velocity (in km / h) last output by the maximum value output device 73. The value output by the adding device 72 corresponds to the axis velocity of each of the axes 14a, 14b, 14c, and 14d that can be obtained when no slippage occurs.

[0077] Maximum Value Output Device 73 outputs the maximum value of the values ​​output from Maximum Value Output Device 70 and from Adding Device 72. If all wheels 15a, 15b, 15c, and 15d, which are attached to axles 14a, 14b, 14c, and 14d, slip, the axle speed of each of the axles 14a, 14b, 14c, and 14d decreases rapidly. This causes the value output from Maximum Value Output Device 70 to decrease rapidly and fall below the value output by Adding Device 72.

[0078] The maximum value output device 73 then outputs the value output from the adding device 72 to the determining device 53 as the reference axis velocity.

[0079] Although all wheels 15a, 15b, 15c, and 15d are slipping, the reference axle speed determining device 56 outputs the reference axle speed corresponding to the axle speed of each of the axles 14a, 14b, 14c, and 14d that can be obtained when no slipping occurs. This enables the determining device 53 to determine, based on the difference between the axle speed of each of the axles 14a, 14b, 14c, and 14d and the reference axle speed, whether any slippage of any wheel is occurring.

[0080] As described above, the slip and slide detection device 32 according to embodiment 3 modifies the reference axle speed in such a way as to keep the rate of change of the reference axle speed within the target range, or more specifically, within the target range defined in accordance with the acceleration of the vehicle 100. This prevents the reference axle speed from rapidly decreasing to a level unequal to the axle speed of each of the axles 14a, 14b, 14c, and 14d in the vehicle 100, even though all wheels 15a, 15b, 15c, and 15d attached to axles 14a, 14b, 14c, and 14d are slipping, thus enabling the determination of the occurrence of slippage of any wheel based on the difference between each axle speed and the reference axle speed. Design 4

[0081] To determine whether slip or slide occurs in the vehicle, the determination could be based on the acceleration of the rail vehicle in addition to a comparison between each axle speed and the reference axle speed. A slip and slide determination device according to embodiment 4 determines whether slide occurs using a method that differs from the methods of embodiments 1 to 3 and which is described focusing on the differences compared to the methods of embodiments 1 to 3.

[0082] In Fig. Vehicle 100 includes a slip and slide detection device 33, and vehicle 200 includes a slip and slide detection device 34. Vehicle 100 includes the acceleration detector 82. The acceleration detector 82 transmits data indicating the measured acceleration of vehicle 100 to the slip and slide detection devices 33 and 34. The acceleration of vehicle 100 can correspond to the acceleration of the rail vehicle 1 comprising vehicles 100 and 200.

[0083] Slip and slide determination devices 33 and 34 have the same structure. The structure of slip and slide determination device 33 is therefore described below. Fig. 14 The slip and slide determination device 33 comprises an axle acceleration decider 57 or an axle acceleration determination device 57, which decides or determines each axle acceleration as a circumferential acceleration of the corresponding wheel 15a, 15b, 15c or 15d, an acceleration difference calculation device 58, which decides or determines a difference between each axle acceleration and the acceleration of the rail vehicle 1, and a determination device 59, which determines whether slippage of any of the wheels 15a, 15b, 15c and 15d occurs, based on a comparison between each axle speed and the reference axle speed or on a comparison between each axle acceleration and the acceleration of the rail vehicle 1.The slip and slide detection devices 33 and 34 with the structure above have the same hardware configuration as in embodiment 1.

[0084] The axis acceleration determination device 57 obtains the axis velocity of each of the axes 14a, 14b, 14c, and 14d from the axis velocity determination device 51 and determines the axis acceleration (in km / h / s) for each of the axes 14a, 14b, 14c, and 14d based on the change in the corresponding axis velocity per unit time. The axis acceleration determination device 57 outputs each axis acceleration to the acceleration difference calculation device 58.

[0085] The acceleration difference calculation device 58 calculates the difference between the measured acceleration of the vehicle 100, obtained from the acceleration detector 82, and the axis acceleration of each of the axes 14a, 14b, 14c and 14d, and outputs the calculated acceleration difference to the determination device 59. Each acceleration difference gives an absolute value of the difference between the measured acceleration of the vehicle 100 and each axis acceleration.

[0086] The determining device 59 determines whether a slip occurs based on the difference between each axle velocity and the reference axle velocity or based on each acceleration difference. In embodiment 1, the determination is based on the difference between each axle velocity and the reference axle velocity. More specifically, as in embodiment 1, the determining device 59 determines whether the difference between each axle velocity and the reference axle velocity is greater than or equal to the first threshold. If any of the velocity differences is greater than or equal to the first threshold, the corresponding axle velocity is sufficiently lower than the reference axle velocity. In this condition, the occurrence of a slip can be determined.

[0087] The determination of a slip based on each acceleration difference is described. The determination device 59 determines whether each acceleration difference obtained by the acceleration difference calculation device 58 is greater than or equal to a second threshold. The second threshold is defined based on a difference between the acceleration of the rail vehicle 1 and each axle velocity generated when a slip occurs during, for example, a test run or a simulation of the rail vehicle 1. If any of the acceleration differences is greater than or equal to the second threshold, the corresponding axle acceleration is sufficiently smaller than the acceleration of the vehicle 100. In this condition, a slip can be detected.

[0088] The slip and slide determination devices 33 and 34 with the structure above perform the slip determination process in the same way. Thus, the slip determination process performed by the slip and slide determination device 33 is described with reference to Fig. 15 described. Upon receiving an operating command from the main control unit 5, the slip and slide determination device 33 starts the process in Fig. 15. The processing in steps S11 and S12 is the same as the processing in steps S11 and S12 performed by the slip and slide determination device 13 according to embodiment 1 in Fig. 5 is carried out.

[0089] The axis acceleration determination device 57 determines each axis acceleration based on the corresponding axis velocity determined in step S12 (step S31). The acceleration difference calculation device 58 calculates the acceleration difference based on each axis acceleration determined in step S31 and the measured acceleration of the vehicle 100 obtained from the acceleration detector 82 (step S32). The determination device 59 determines whether the acceleration difference calculated in step S32 is greater than or equal to the second threshold.

[0090] If at least any of the acceleration differences calculated in step S32 is greater than or equal to the second threshold (Yes in step S33), the determining device 59 outputs information to the brake control device 12 about the axles 14a, 14b, 14c, or 14d with an axle acceleration that differs from the vehicle acceleration 100 by a difference greater than or equal to the second threshold; in other words, information about any of the axles 14a, 14b, 14c, and 14d to which the slipping wheel 15a, 15b, 15c, or 15d is attached (step S34). When the processing in step S34 ends, the processing in step S11 and the subsequent steps described above are repeated.

[0091] If all acceleration differences calculated in step S32 are less than the second threshold (No in step S33), the processing in step S11 and subsequent steps described above is repeated without performing the processing in step S34.

[0092] While processing is carried out in steps S31 to S34, processing in steps S13 to S16 is carried out in parallel. The processing in steps S13 to S16 is the same as the processing in steps S13 to S16 performed by the slip and slide detection device 13 according to embodiment 1 in Fig. 5 is carried out.

[0093] As described above, the slip and slide detection device 33 according to embodiment 4 determines whether a slide occurs based on a comparison between the axle acceleration of each of the axles 14a, 14b, 14c and 14d in the vehicle 100 and the acceleration of the vehicle 100, in addition to a comparison between the axle velocity of each of the axles 14a, 14b, 14c and 14d and the reference axle velocity, which is determined based on the axle velocity of each of the axles 24a, 24b, 24c and 24d in the vehicle 200.

[0094] The slip and slide detection device 33 determines that a slide occurs when any of the acceleration differences is greater than or equal to the second threshold or when any of the velocity differences is greater than or equal to the first threshold. This allows for a more accurate and faster determination of the occurrence of a slide than in embodiments 1 to 3. Design 5

[0095] The slip and slide detection devices described above can determine the occurrence of slip in addition to sliding. A slip and slide detection device according to embodiment 5 determines the occurrence of both sliding and slip and is described focusing on differences compared to embodiment 1.

[0096] The vehicle 100 includes a power converter 83, which is in Fig. Figure 16 illustrates a drive device for the rail vehicle 1, an electric motor 87 which is operated with a power supplied by the power converter 83 to generate a driving force for the rail vehicle 1, and a slip and slide determination device 35 which determines the occurrence of a slip or a slide.

[0097] The power converter 83, for example, is a three-phase direct current (DC) converter mounted on the rail vehicle 1 using a DC power supply device. It converts DC power supplied by a power supply (not illustrated) into three-phase alternating current (AC) power for supplying or feeding the three-phase AC power to a load. The power converter 83 includes an input terminal 83a, which is to be connected to the power supply, and an input terminal 83b, which is to be grounded.The power converter 83 further comprises a power conversion circuit 84, which converts DC power supplied by the power supply into three-phase AC power and supplies the three-phase AC power to the electric motor 87; a current sensing circuit 85, which measures the phase current output from the power conversion circuit 84; and a power conversion circuit control device 86, which controls the power conversion circuit 84. The power converter 83 further comprises an inductor L1 and a capacitor C1. The inductor L1 and the capacitor C1 are connected in series between the input terminals 83a and 83b. The power converter 83, with the structure shown above, is located under the floor of the vehicle 100, which serves as a railcar.

[0098] The input terminal 83a is electrically connected to the power supply, or more specifically to a pantograph, by means of a contactor or circuit breaker, which are not illustrated. The pantograph receives power supplied by a substation via a power supply line. Examples of pantographs include a stork's beak for receiving power from an overhead line as an example of a power supply line, and a current collector shoe for receiving power from a third rail as an example of a power supply line. The input terminal 83b is grounded, for example, by an earthing ring, an earthing brush, or the wheels, which are not illustrated.

[0099] The power conversion circuit 84, for example, is an inverter that changes the effective voltage and frequency of the output AC power. The power conversion circuit 84 comprises several switching elements. Each switching element is controlled by the power conversion circuit control unit 86. Each switching element is, for example, an insulated-gate bipolar transistor (IGBT).

[0100] The current sensing circuit 85 comprises a current transformer (CT) mounted on a busbar that electrically connects the power conversion circuit 84 and the electric motor 87. The current sensing circuit 85 measures the phase current, or more specifically a U-phase current, a V-phase current, and a W-phase current, output from the power conversion circuit 84. The current sensing circuit 85 transmits the measured value of each phase current to the power conversion circuit control unit 86.

[0101] The power conversion circuit control unit 86 receives an operating command from the main control unit 5. The power conversion circuit control unit 86 generates a power conversion control signal to control each switching element in the power conversion circuit 84 in accordance with the operating command and the determination result from the slip and slide detection device 35 and outputs the power conversion control signal to the power conversion circuit 84. The power conversion control signal is, for example, a pulse width modulation (PWM) signal.

[0102] The inductor L1 has one end connected to the input terminal 83a. The other end of the inductor L1 is connected to a primary terminal of the power conversion circuit 84. The capacitor C1 has one end connected to the junction between the other end of the inductor L1 and the primary terminal of the power conversion circuit 84. The other end of the capacitor C1 is connected to the junction between the input terminal 83b and the primary terminal of the power conversion circuit 84. The inductor L1 and the capacitor C1 are enclosed by an LC filter for attenuating harmonic components resulting from the switching operation performed by the power conversion circuit 84.

[0103] The electric motor 87 is mounted on the bogie that supports the vehicle body of the vehicle 100. When the electric motor 87 is operated with power supplied by the power converter 83, the shaft of the electric motor 87 rotates. The torque of the shaft is transmitted to the axles 14a, 14b, 14c, and 14d via a joint and a gear mechanism. More specifically, this means that the vehicle 100 comprises two bogies to support the vehicle body. Each bogie contains two electric motors 87. The torque of the shafts in the electric motors 87 on one bogie is transmitted to axles 14a and 14b, and the torque of the shafts in the electric motors 87 on the other bogie is transmitted to axles 14c and 14d. In response to the rotation of the axes 14a, 14b, 14c and 14d, the wheels 15a, 15b, 15c and 15d, which are each attached to both ends of the respective axle 14a, 14b, 14c or 14d, also rotate.This generates the driving force of the rail vehicle 1.

[0104] The slip and slide determination device 35 in Fig. 17 obtains the reference axle speed from the slip and slide detection device 36 in the vehicle 200. The slip and slide detection devices 35 and 36 have the same structure. Thus, the slip and slide detection device 35, which determines whether slip or slide of a wheel occurs, is described. The slip and slide detection device 35 comprises a reference axle speed decision unit 60 (or reference axle speed determination unit 60) and a determination unit 61. The reference axle speed determination unit 60 decides (or determines), in response to an operating command, the reference axle speed based on each axle speed determined by the axle speed determination unit 51 and the reference axle speed obtained from the slip and slide detection device 36.The determining device 61 determines whether slip or sliding occurs based on a comparison between each axis velocity and the reference axis velocity. The slip and sliding determining devices 35 and 36 with the structure shown above have the same hardware configuration as in embodiment 1.

[0105] The reference axis velocity determination device 60 in Fig. 18 includes the maximum value output device 70, which outputs a maximum value of the axis speed, a minimum value output device 74, which outputs a minimum value of the axis speed, and a switch 75, which outputs the value output from the maximum value output device 70 or the value output from the minimum value output device 74 in response to an operating command.

[0106] The maximum value output device 70 obtains the axis speed of each of the axes 14a, 14b, 14c and 14d from the axis speed determination device 51 and outputs the maximum value of the obtained axis speed to the switch 75.

[0107] The minimum value output device 74 obtains the axis speed of each of the axes 14a, 14b, 14c and 14d from the axis speed determination device 51 and outputs the minimum value of the obtained axis speed to the switch 75.

[0108] If the operating command received from the main control unit 5 includes a braking command, switch 75 outputs the value from the maximum value output unit 70 as the reference axle speed to the determining unit 61 and the slip and slide determining device 36. If the operating command does not include a braking command, or in other words, if the operating command includes a power drive command or a coasting command, switch 75 outputs the value from the minimum value output unit 74 as the reference axle speed to the determining unit 61 and the slip and slide determining device 36.

[0109] If the operating command includes a braking command, the determining device 61 calculates a difference between each axle speed obtained by the axle speed determining device 51 and the reference axle speed obtained by the reference axle speed determining device 60, and determines whether each speed difference is greater than or equal to the first threshold. Each speed difference provides an absolute value of the difference between the corresponding axle speed and the reference axle speed. If any of the speed differences is greater than or equal to the first threshold, the corresponding axle speed is sufficiently lower than the reference axle speed. In this condition, the occurrence of skidding can be determined.If each speed difference is less than the first threshold, no slippage of wheels 15a, 15b, 15c, and 15d is detected. The determining device 61 transmits the result of the determination to the brake control device 12 above.

[0110] If the operating command does not include a braking command, the determining device 61 calculates the difference between each axle speed obtained by the axle speed determining device 51 and the reference axle speed obtained by the reference axle speed determining device 60, and determines whether each speed difference is greater than or equal to a third threshold. Each speed difference represents an absolute value of the difference between the corresponding axle speed and the reference axle speed. The third threshold is defined based on a difference between the reference axle speed and each axle speed generated when slip is created, for example, during the test run or during the simulation of the rail vehicle 1.If any of the speed differences is greater than or equal to the third threshold, the corresponding axle speed is sufficiently higher than the reference axle speed. In this condition, slippage can be detected. If any speed difference is less than the third threshold, no slippage of wheels 15a, 15b, 15c, and 15d is detected.

[0111] The determining device 61 transmits the determination result to the power conversion circuit control device 86. If, for example, one of the speed differences is greater than or equal to the third threshold, the determining device 61 transmits a message about a slip to the power conversion circuit control device 86.

[0112] Below is a description of a power conversion process carried out by the power converter 83 with the structure shown above. Fig. 16. If the operating command includes a power driving command, the power converter 83 converts the DC power supplied by the power supply into three-phase AC power and delivers the three-phase AC power to the electric motor 87. The electric motor 87 is operated with the delivered three-phase AC power to generate the tractive force of the rail vehicle 1.

[0113] More specifically, this means that if the operating command includes a power command, the power conversion circuit control unit 86 determines a torque command value τ* as the target torque for the electric motor 87 in accordance with the target acceleration specified by the power command as a target value for the acceleration of the rail vehicle 1, and the measured rotational speed of the electric motor 87 obtained from a speed detector (not illustrated). The power conversion circuit control unit 86 determines an excitation current command value id* and a torque current command value iq* in accordance with the torque command value τ*.In order to determine an excitation current value id and a torque current value iq, the power conversion circuit control device 86 converts a three-phase coordinate into a dq rotation coordinate based on an estimated position θ, which is estimated from the measured value for the rotational speed of the electric motor 87, for the measured value of the phase current obtained from the current sensing circuit 85.

[0114] The power conversion circuit control unit 86 determines an excitation voltage command value Vd* based on a difference between the excitation current value id and the excitation current command value id*, and determines a torque voltage command value Vq* based on a difference between the torque current value iq and the torque current command value iq*. To determine a U-phase voltage command value Vu*, a V-phase voltage command value Vv*, and a W-phase voltage command value Vw*, the power conversion circuit control unit 86 converts the dq rotational coordinates into three-phase coordinates based on the estimated position θ for the excitation voltage command value Vd* and the torque voltage command value Vq*.The power conversion circuit control device 86 then generates and outputs the power conversion control signal and the corresponding carrier wave to control the switching of each switching element in the power conversion circuit 84 based on each of the U-phase voltage command value Vu*, the V-phase voltage command value Vv* and the W-phase voltage command value Vw*.

[0115] Upon receiving a message about slippage from the slip and slide detection device 35, the power conversion circuit control unit 86 sets the torque command value τ* to a smaller value than the torque command value τ* specified above, which is determined in accordance with the target acceleration of the rail vehicle 1, specified by the power drive command, and with the measured rotational speed of the electric motor 87, as described above. The power conversion circuit control unit 86 then performs the operation described above based on the torque command value τ* set to the smaller value and generates the power conversion control signal.

[0116] When the power conversion control signal is supplied to a gate signal for each switching element in the power conversion circuit 84, the corresponding switching element performs a switching operation. This enables the power conversion circuit 84 to convert the DC power into three-phase AC power and to supply the three-phase AC power to the electric motor 87.

[0117] If the operating command includes a braking command, the electric motor 87, operating as a power generator, supplies three-phase AC power to the power converter 83. The power converter 83 converts the three-phase AC power supplied by the electric motor 87 into DC power and delivers the DC power through the pantograph and the power supply line to other rail vehicles traveling near the rail vehicle 1, which includes the power converter 83. The three-phase AC power generated by the electric motor 87 is supplied to and consumed by the other rail vehicles. This generates a regenerative braking force to decelerate the rail vehicle 1.

[0118] More specifically, this means that if the operating command includes a braking command, the power conversion circuit control unit 86 obtains the voltage reading between the terminals of capacitor C1 from a voltage sensor (not shown) and the reading of each phase current flowing from the electric motor 87 to the power conversion circuit 84 from the current sensing circuit 85. Based on the voltage reading between the terminals of capacitor C1 and the measured phase current flowing from the electric motor 87 to the power conversion circuit 84, the power conversion circuit control unit 86 determines a voltage command value as the target value for the voltage output from the power conversion circuit 84.

[0119] The target voltage output from the power conversion circuit 84 is within a target voltage range that is, for example, greater than the overhead voltage and the voltages that can be applied to the regenerative braking system. The power conversion circuit control unit 86 then generates, in accordance with the voltage command value, the power conversion control signal to control the switching of each switching element in the power conversion circuit 84 and outputs the power conversion control signal.

[0120] When the power conversion control signal is supplied to a gate signal for each switching element in the power conversion circuit 84, the corresponding switching element performs a switching operation. This enables the power conversion circuit 84 to convert the three-phase AC power supplied by the electric motor 87 into DC power and to charge the capacitor C1 with the DC power.

[0121] As described above, when the other rail vehicles accelerate near rail vehicle 1, which includes the power converter 83, the power generated by the electric motor 87 is supplied to and consumed by the other rail vehicles. This generates a regenerative braking force to decelerate rail vehicle 1.

[0122] Slip and slide determination devices 35 and 36 perform a slip and slide determination process in the same way. Thus, the slide determination process performed by slip and slide determination device 35 is described with reference to Fig. 19 described. Upon receiving an operating command from the main control unit 5, the slip and slide determination device 35 begins the process in Fig. 19.

[0123] The processing in step S12 is the same as the processing in step S12 performed by the slip and slide determination device 13 according to embodiment 1 in Fig. 5 is carried out. If the received operating command includes a braking command (Yes in step S41), processing is carried out in steps S13 to S16. The processing in steps S13 to S16 is the same as the processing in steps S13 to S16 performed by the slip and slide determination device 13 according to embodiment 1 in Fig. 5. If the speed differences calculated in step S14 are less than the first threshold (No in step S15), the processing in step S12 and subsequent steps described above is repeated. If any of the speed differences calculated in step S14 are greater than or equal to the first threshold (Yes in step S15), the determining device 61 outputs information to the brake control device 12 about the axle 14a, 14b, 14c, or 14d that has an axle speed that differs from the reference axle speed by more than or equal to the first threshold (step S16). When the processing in step S16 ends, the processing in step S12 and subsequent steps described above is repeated.

[0124] If the received operating command does not include a braking command (No in step S41), the reference axis speed determining device 60 determines as the reference axis speed the minimum value of speeds which are each axis speed decided in step S12 and the reference axis speed obtained by the slip and slide determining device 36 (step S42).

[0125] The determining device 61 calculates the difference between each axis velocity determined in step S12 and the reference axis velocity determined in step S42 (step S43). If the velocity differences calculated in step S43 are less than the third threshold (No in step S44), the processing in step S12 and in the subsequent steps described above is repeated.

[0126] If at least one of the speed differences calculated in step S43 is greater than or equal to the third threshold (Yes in step S44), the determining device 61 transmits a slip message to the power conversion circuit control device 86 (step S45).

[0127] For example, if all wheels 15a, 15b, 15c and 15d exhibit slippage and none of the wheels 25a, 25b, 25c and 25d exhibit slippage, the axle speed and the reference axle speed in vehicle 100 change, as shown in Fig. 20 illustrated. Fig. In section 20, the solid line indicates changes in axis velocity, and the dotted line indicates changes in the reference axis velocity. Fig. The horizontal axis (20) indicates time, and the vertical axis indicates velocity. A power run is initiated at time T11. At time T11, the main control unit 5 is activated to transmit an operating command, which includes a power run command, to the slip and slide detection devices 35 and 36. At time T11 and at subsequent times, the axis velocity and the reference axis velocity increase at a constant rate based on the target acceleration.

[0128] All wheels 15a, 15b, 15c, and 15d exhibit slip at time T12. At time T12, the axle speeds of all axles 14a, 14b, 14c, and 14d begin to increase rapidly. None of the wheels 25a, 25b, 25c, and 25d exhibit slip at time T12 or at subsequent times. Thus, the reference axle speed, obtained from the slip and slide detection device 36 by the slip and slide detection device 35, increases at a constant rate based on the target acceleration. Although the axis velocity of all axes 14a, 14b, 14c and 14d increases rapidly, the reference axis velocity decision device 60 in the slip and slide determination device 35 thus outputs the reference axis velocity, which decreases at a constant rate unequal to the rapid increase of an axis velocity of axes 14a, 14b, 14c and 14d.

[0129] For example, the difference between the axis velocity of each of the axes 14a, 14b, 14c and 14d and the reference axis velocity reaches the third threshold at time T13. At time T13, the velocity difference between the axis velocity of each of the axes 14a, 14b, 14c and 14d and the reference axis velocity is greater than or equal to the third threshold, which causes the detection device 61 in the slip and slide detection device 35 to transmit a message about a slip to the power conversion circuit control device 86.

[0130] Upon receiving a message about slippage from the slip and slide detection device 35, the power conversion circuit control unit 86 sets the torque command value τ* to a smaller value than the torque command value τ* determined based on the target acceleration of the rail vehicle 1 specified by the power drive command and the measured rotational speed of the electric motor 87. The power conversion circuit control unit 86 generates the power conversion control signal based on the torque command value τ* set to the smaller value.

[0131] When the power conversion control signal, generated as described above, is supplied to the gate signal for each switching element in the power conversion circuit 84, the power output from the power conversion circuit 84 decreases, and the rotational speed of the electric motor 87 also decreases. As the rotational speed of the electric motor 87 decreases and the acceleration is reduced, the difference between the axle speed of each of the axles 14a, 14b, 14c, and 14d and the reference axle speed begins to decrease. Subsequently, the difference between the axle speed of each of the axles 14a, 14b, 14c, and 14d and the reference axle speed reaches zero, so that the wheels 15a, 15b, 15c, and 15d re-engage with the rails at time T14.

[0132] As described above, the slip and slide detection device 35 according to embodiment 5 determines the reference axle speed based on the axle speed of each of the axles 14a, 14b, 14c, and 14d in vehicle 100 and the axle speed of each of the axles 24a, 24b, 24c, and 24d in the other vehicle 200. This prevents the reference axle speed from changing rapidly and not equal to the axle speed of each of the axles 14a, 14b, 14c, and 14d in vehicle 100, even though all wheels 15a, 15b, 15c, and 15d attached to axles 14a, 14b, 14c, and 14d are slipping or sliding, so that a determination of the occurrence of slipping or sliding of a wheel based on the difference between each axle speed is not possible. and the reference axis velocity is enabled.

[0133] Similarly, the slip and slide detection device 36 determines the reference axle speed based on the axle speed of each of the axles 24a, 24b, 24c and 24d in vehicle 200 and the axle speed of each of the axles 14a, 14b, 14c and 14d in the other vehicle 100. This enables the determination of the occurrence of slip or slide of any of the wheels 25a, 25b, 25c and 25d, which are attached to the axles 24a, 24b, 24c and 24d in vehicle 200, based on the difference between each axle speed and the reference axle speed, even though all wheels 25a, 25b, 25c and 25d are slipping or sliding.

[0134] The present disclosure is not limited to the embodiments described above. The embodiments described above could, if necessary, be combined. For example, the occurrence of slippage or sliding in embodiments 1 to 4 could be determined in the same way as in embodiment 5.

[0135] In another example, similar to the reference axis velocity determination device 56, the reference axis velocity determination device 60 in the slip and slide determination device 35 according to embodiment 5 could determine the reference axis velocity that keeps the rate of change of the reference axis velocity within the target range. More specifically, this means that the reference axis velocity determination device 60 in Fig. 21 comprises an output device 76 for a decreased speed, which outputs a limit value for a speed decrease in one calculation cycle, and an output device 77 for an increased speed, which outputs a limit value for a speed increase in one calculation cycle. The reference axis speed determining device 60 further comprises an adding device 78, which adds a value output from the output device 77 for an increased speed to the last determined reference axis speed, and a minimum value output device 79, which outputs a minimum value of values ​​output from the minimum value output device 74 and from the adding device 78.

[0136] The output device 76 for reduced speed outputs as the limit above (in km / h) for example the reduced speed of the vehicle 100 in each calculation cycle based on the maximum value of the target deceleration specified by the braking command.

[0137] The adding device 72 adds the value (in km / h) output from the output device 76 for a reduced speed to the last determined reference axis speed (in km / h) output from the switch 75. The value output from the adding device 72 corresponds to the axis speed of each of the axes 14a, 14b, 14c, and 14d, obtained in accordance with the maximum target deceleration value when no skidding occurs.

[0138] The output device for an increased speed 77 outputs as the limit (in km / h) above, for example, the increased speed of the vehicle 100 in each calculation cycle in accordance with the maximum value of the target acceleration specified by the power driving command.

[0139] The adding device 78 adds the value (in km / h) output from the output device 77 for an increased speed to the last determined reference axis speed (in km / h) output from the switch 75. The value output from the adding device 78 corresponds to the axis speed of each of the axes 14a, 14b, 14c, and 14d that can be achieved based on the maximum target acceleration value when no slippage occurs.

[0140] The minimum value output device 79 outputs the minimum value of values ​​output from the minimum value output device 74 and from the adding device 78.

[0141] Switch 75 outputs the value from maximum value output device 73 when the operating command includes a braking command, and the value from minimum value output device 79 when the operating command does not include a braking command. The reference axis speed output from switch 75 changes in each calculation cycle based on the limit, such as the upper limit output from output device 76 for a decreased speed or the limit output from output device 77 for an increased speed.

[0142] In yet another example, the slip and slide detection device 13 could, in order to prevent the reference axis velocity from increasing in the event of a fault in the velocity detector 16a, 16b, 16c, or 16d, have an upper limit for the reference axis velocity. The slip and slide detection device 13 in Fig. 22 comprises the maximum value output device 70, which outputs the maximum value of speeds that are each axle speed obtained by the axle speed decision device 51 and the reference axle speed obtained by the slip and slide determination device 23; an upper speed limit output device 80 for an upper speed limit, which outputs the upper limit of the reference axle speed; and the minimum value output device 79, which outputs the minimum value of values ​​output from the maximum value output device 70 and from the upper speed limit output device 80. The upper limit of the reference axle speed could be determined in accordance with, for example, the maximum speed that can be achieved by the rail vehicle 1.

[0143] Rail vehicle 1 could comprise any number of vehicles. The acceleration detector 82 could be located in some vehicles or in every vehicle.

[0144] The reference axle speed determining devices 52 and 60 could obtain the axle speed of each of the axles 24a, 24b, 24c and 24d in the other vehicle 200 instead of the reference axle speed of the other vehicle 200.

[0145] The vehicle speed determination device 54 could determine the position of the rail vehicle 2 based on radio waves from a global positioning system (GPS) satellite and could determine the speed of the vehicle 100 based on a change in the position of the rail vehicle 2 per unit of time.

[0146] Each of the slip and slide determination devices 13, 23, 31, 32, 33, 34, 35, and 36 could use the rotational speed of each of the axes 14a, 14b, 14c, and 14d as the corresponding axis speed. For example, the slip and slide determination device 13 could determine the reference axis speed based on the rotational speed of each of the axes 14a, 14b, 14c, and 14d and the rotational speed of each of the axes 24a, 24b, 24c, and 24d.

[0147] The operations performed by the slip and slide detection devices 13, 23, 31, 32, 33, 34, 35, and 36 when slippage is determined to have occurred are not limited to the examples described above. For example, if slippage is detected by the slip and slide detection device 13, the target braking force determination device 41 in the brake control device 12 sets the target braking force to a lower value than the target braking force determined based on the target deceleration and the load on the vehicle 100. The target pressure determination device 42 determines the target pressure based on the target braking force set to the lower value. In this state, the slip and slide detection devices 13 and 23 transmit the determination results to each other, or receive them from each other.Upon receiving a message about slippage in vehicle 100 from the slip and slide detection device 23, the brake control device 12 in vehicle 200 preferably sets the target braking force to a higher value than the target braking force determined based on the target deceleration and the load on vehicle 200. An increase in braking distance resulting from the slippage is thus suppressed.

[0148] The slip and slide determination devices 13, 23, 31, 32, 33, 34, 35 and 36 could be implemented as a function of the train information management system or could be located in a ground device, for example in an operations control center.

[0149] The mechanical braking devices in vehicles 100 and 200 are not limited to the examples described above. Vehicles 100 and 200 could each include a mechanical braking device that generates a braking force by pressing a brake pad as a friction element against a brake disc as a rotor.

[0150] The hardware configurations of the brake control devices 12 and 22 and the slip and slide detection devices 13, 23, 31, 32, 33, 34, 35, and 36 are not limited to the examples described above. The brake control devices 12 and 22 and the slip and slide detection devices 13, 23, 31, 32, 33, 34, 35, and 36 could be implemented by a processing circuit 94, which is located in Fig. Figure 23 illustrates this. The processing circuit 94 is connected to an external device via an interface circuit 95. For example, the brake control device 12 is connected to the main control unit 5, the load detector 11, the slip and slide detection device 13, and the anti-slip valves 19a, 19b, 19c, and 19d via the interface circuit 95. The slip and slide detection device 13 is connected to the main control unit 5, the slip and slide detection device 23, and the speed detectors 16a, 16b, 16c, and 16d via the interface circuit 95.

[0151] If the processing circuit 94 is purpose-built hardware, the processing circuit 94 may, for example, comprise a single circuit, a complex circuit, a processor, an application-specific integrated circuit (ASIC), a custom-programmable gate array (FPGA), or a combination of two or more of these. Each component of the brake control devices 12 and 22 and each component of the slip and slide detection devices 13, 23, 31, 32, 33, 34, 35, and 36 could be implemented by a single processing circuit 94 or by a shared processing circuit 94.

[0152] Some of the functions of the brake control devices 12 and 22 and the slip and slide detection devices 13, 23, 31, 32, 33, 34, 35 and 36 could be implemented by dedicated hardware, and others could be implemented by software or firmware. For example, in the slip and slide detection device 13, the processing circuit 94 in Fig. 23 implement the functions of the axis velocity determination device 51 and the reference axis velocity determination device 52 and the processor 91 in Fig. 4 reads and executes the programs stored in memory 92 to implement the functions of the destination device 53.

[0153] The foregoing describes some exemplary embodiments for illustrative purposes. Although the preceding discussion has presented specific embodiments, the person skilled in the art will recognize that changes regarding a form and a detail can be made without departing from the broader spirit and scope of the invention. Accordingly, the description and drawings are to be regarded in an illustrative rather than a limiting sense. This detailed description is therefore not to be understood in a limiting sense, and the scope of the invention is defined solely by the claims included, together with the full scope of the equivalents to which these claims entitle. Reference symbol list 1, 2 Rail vehicle 5 Main control unit 10, 20 Brake control system 11, 21 Load detector 12, 22 Brake control device 13, 23, 31, 32, 33, 34, 35, 36 Slip and slide determination device 14a, 14b, 14c, 14d, 24a, 24b, 24c, 24d axis 15a, 15b, 15c, 15d, 25a, 25b, 25c, 25d wheel 16a, 16b, 16c, 16d, 26a, 26b, 26c, 26d Velocity detector 17a, 17b, 17c, 17d, 27a, 27b, 27c, 27d brake pad 18a, 18b, 18c, 18d, 28a, 28b, 28c, 28d brake cylinder 19a, 19b, 19c, 19d, 29a, 29b, 29c, 29d anti-slip valve 41 Target braking force determination device 42 Target pressure determination device 43 Dispensing valve 44 Pressure sensor 45 electropneumatic converter valve 46 Relay valve 47 Reattachment control device 51 Axle speed determination device 52, 55, 56, 60 Reference axis velocity determination device 53, 59, 61 Destination facility 54 Vehicle speed determination device 57 Axis acceleration determination device 58 Acceleration difference calculation device 70, 73 Maximum value output device 71 Acceleration converters 72, 78 Adding device 74, 79 Minimum value output device 75 switches 76 Reduced-speed output device 77 Increased speed output device 80 Upper speed limit output device 81 Fluid source 82 Acceleration detector 83 power converters 83a, 83b Input connection 84 Power conversion circuit 85 Current sensing circuit 86 Power conversion circuit control unit 87 Electric motor 90 Bus 91 processor 92 memory 93 Interface 94 Processing circuit 95 Interface circuit 100,200 vehicles C1 Capacitor L1 Throttle coil QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] JP 2008-143365

[0003]

Claims

[1] Slip and slide determining device comprising: an axle speed determining device for determining, for each of a plurality of axles in a vehicle of one or more vehicles included in a railway vehicle, an axle speed that is variable in accordance with a rotational speed of a wheel mounted on each of the plurality of axles in the vehicle; a reference axle speed determining means for determining, based on the axle speed of each of the plurality of axles in the vehicle and a physical quantity that is variable during a travel of the rail vehicle, a reference axle speed in the vehicle; and a determining device for determining, based on a comparison between the axle speed and the reference axle speed, whether wheel slippage or sliding occurs. [2] Slip and slide determining device according to claim 1, wherein the one or more vehicles is a plurality of vehicles, the reference axle speed determining means determines the reference axle speed based on the axle speed of each of the plurality of axles in the vehicle and an axle speed of each of a plurality of axles in another vehicle of the plurality of vehicles. [3] Slip and slide determining device according to claim 2, wherein the reference axle speed determining means selects, as the reference axle speed, a maximum value from speeds which are the axle speed of each of the plurality of axles in the vehicle and the axle speed of each of the plurality of axles in the other vehicle, and the determining device determines whether wheel slip occurs based on a comparison between the axle speed and the reference axle speed. [4] Slip and slide determining device according to claim 2, wherein the reference axle speed determining means selects, as the reference axle speed, a minimum value of the axle speed of each of the plurality of axles in the vehicle and the axle speed of each of the plurality of axles in the other vehicle, and the determining device determines whether wheel slip occurs based on a comparison between the axle speed and the reference axle speed. [5] Slip and slide determining device according to claim 1, wherein the reference axle speed determining means determines the reference axle speed based on the axle speed of each of the plurality of axles in the vehicle and a speed of the rail vehicle. [6] Slip and slide determining device according to claim 5, wherein the reference axle speed determining means selects, as the reference axle speed, a maximum value from speeds that are the axle speed of each of the plurality of axles in the vehicle and from the speed of the rail vehicle, and the determining device determines whether wheel slippage occurs based on a comparison between the axle speed and the reference axle speed. [7] Slip and skid determining device according to claim 5, wherein the reference axle speed determining means selects, as the reference axle speed, a minimum value of the axle speed of each of the plurality of axles in the vehicle and the speed of the rail vehicle, and the determining device determines whether wheel slip occurs based on a comparison between the axle speed and the reference axle speed. [8] Slip and skid determining device according to one of claims 1 to 7, wherein the reference axis speed determining means determines the reference axis speed that keeps a rate of change of the reference axis speed within a target range. [9] Slip and slide determining device according to claim 8, wherein the reference axle speed determining device determines the reference axle speed that keeps the rate of change of the reference axle speed within the target range defined based on an acceleration of the rail vehicle. [10] Slip and skid determining device according to one of claims 1 to 9, further comprising: an axis acceleration determining device for determining an axis acceleration based on the axis speed, wherein the determining means determines whether a slip or a slide of the vehicle occurs based on a comparison between the axle speed and the reference axle speed or a comparison between the axle acceleration and an acceleration of the rail vehicle. [11] Slip and skid determining device according to one of claims 1 to 10, wherein the axle speed determining means determines the axle speed corresponding to a peripheral speed of the wheel based on the rotational speed of the wheel attached to each of the plurality of axles. [12] Brake control system comprising: a brake control device for controlling, in accordance with a brake command indicating a target deceleration that is a target value for deceleration of the rail vehicle, a mechanical brake device provided for each of a plurality of wheels in one of one or more vehicles included in a rail vehicle, wherein the mechanical brake device is configured to delay a brake command of the vehicle by pressing a friction member against a rotor during travel of the rail vehicle based on a pressure of a supplied fluid; and the slip and slide determining device according to one of claims 1 to 11, wherein the brake control device comprises a target braking force determining means for obtaining the braking command and for determining a target braking force, which is a braking force for achieving the target deceleration, a target pressure determining means for determining, based on the target braking force, a target pressure which is a target value for the pressure of the fluid to be supplied to the mechanical braking device, an output valve for compressing the fluid supplied from a fluid source in accordance with the target pressure and for supplying the compressed fluid to the mechanical braking device, and a re-adhesion control device for reducing, when a determination result is received from the slip and skid determining device and the determining device in the slip and skid determining device determines that a skid of at least one wheel of the plurality of wheels occurs, the braking force generated by the mechanical braking device corresponding to the at least one wheel for which the occurrence of a skid is determined by the determining device. [13] Slip and spin determination method comprising: Determining, for each of a plurality of axles in a vehicle of one or more vehicles included in a rail vehicle, an axle speed that is variable in accordance with a rotational speed of a wheel mounted on each of the plurality of axles in the vehicle; Determining a reference axle speed in the vehicle based on the axle speed of each of the plurality of axles in the vehicle and a physical quantity that is variable during travel of the rail vehicle; and Determine whether wheel slippage or sliding is occurring based on a comparison between the axle speed and the reference axle speed.

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