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TECHNICAL PAPERS

Feedback Control of Braking Deceleration on Railway Vehicle

[+] Author and Article Information
Masanobu Nankyo

Vehicle Control Technology Div., Railway Technical Research Institute, 2-8-38 Hikari-cho Kokubunji, Tokyo, 185-8540, Japannankyo@rtri.or.jp

Tadashi Ishihara

Faculty of Science and Technology, Fukushima University, Fukushima, Japan

Hikaru Inooka

New Industry Creation Hatchery Center, Tohoku University, Sendai, Japan

J. Dyn. Sys., Meas., Control 128(2), 244-250 (Apr 16, 2005) (7 pages) doi:10.1115/1.2192825 History: Received December 28, 2003; Revised April 16, 2005

An increase of the deceleration in high-speed and high-density train operations degrades riding comfort and frequently causes wheel skids. This requires an introduction of the control technology to upgrade the control performance of brake systems on railway vehicles. We are now studying control methods for a mechanical brake that uses friction and pneumatic pressure, including nonlinear elements as the basis of a brake force. Furthermore, the system itself has certain “dead time,” which is not negligible and makes control difficult. One of our targets is to develop a brake control device that can control the deceleration in accordance with a decelerating pattern that optimizes the riding comfort of trains and prevents wheel skids. In this paper, a design method of the controller for the deceleration tracking control and the system compensating the dead time are proposed. Finally, the effects of them are confirmed through computer simulations and experimental results on a dynamo test stand.

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Copyright © 2006 by American Society of Mechanical Engineers
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References

Figures

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Figure 1

Single wheel model of pneumatic brake system

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Figure 2

Model of the electro-pneumatic proportional valve

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Figure 3

Theoretical mass flow rate of the EPPV

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Figure 4

The block diagram of the pneumatic servo system for braking

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Figure 5

The block diagram of the simplified model for the controller design

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Figure 6

An example of measured friction coefficient

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Figure 7

Brock diagram of deceleration control system

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Figure 8

Area of required KP and KI

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Figure 9

Closed loop with smith predictor

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Figure 10

Simulation results

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Figure 11

Nyquist plot of variable parameter system

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Figure 12

Experimental setup with the dynamo test stand

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Figure 13

Experimental results

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