BRAKE CONTROL DEVICE AND BRAKE CONTROL METHOD

Abstract

A brake control device (4) that controls the use of a block brake (6) and a regenerative brake serving as brakes for a train car (100), wherein the block brake (6) generates braking force by pressing a brake block (12) against a wheel (13), comprises: a detection unit (41) that detects position information about the train car (100);and a control unit (42) which changes a brake usage condition for preferential use of the regenerative brake over the block brake (6) based on the position information (7A), sliding information indicating a sliding position at which the wheel (13) can slide on a track on which the train car (100) travels, and braking information indicating a braking position at which the train car (100) causes the brakes to be applied, and roughens a running surface of the wheel (13) with the brake block (12) by the block brake (6) in a predetermined ratio for braking force required by a braking command (1A) in a case where the braking command (1A) is detected when the brake usage condition has been changed.

Description

Area

[0001] The present disclosure relates to a brake control device installed in a train carriage and a brake control method. background

[0002] A train car conventionally controls the generation of a variety of braking forces for deceleration by a variety of means. In particular, the train car decelerates by braking force, which is a combination of a regenerative braking force from a drive device and a frictional braking force from an air brake or the like. The train car must decelerate without deceleration when a braking command is issued. Patent literature 1 discloses a technique in which, when an air brake device installed in a train car receives a zero-thrust command, an initial filling pressure, which is an air pressure that does not generate any actual torque, is applied to a brake pad to bring the brake pad into light contact with the running surface of a wheel. The air brake device described in patent literature 1 brings the brake pad into light contact with the running surface of the wheel.This makes it possible to generate braking force without delay by pressing the brake pad against the running surface of the wheel. Citation list of patent literature

[0003] Patent Literature 1: Japanese Patent Application Publication No. 2009-247170 Brief description of the invention Problem to be solved by the invention

[0004] The air brake device described in patent literature 1, however, brings the brake pad into slight contact with the wheel tread while the train car is in motion, thus rendering the tread in a mirror-smooth state. Therefore, the problem arises that the train car can slip on the rails when the air brake device is applied during high-speed travel, as it is not possible to ensure a sufficient adhesive force between the brake pad and the wheel tread in this mirror-smooth state. In particular, if slippage becomes likely due to a change in the condition of the track on which the train car is traveling, the braking distance increases.

[0005] The present disclosure was made in view of the foregoing, and one objective of the present disclosure is to provide a brake control device that can prevent a wheel of a train carriage from being brought into a mirror-smooth state and that can prevent the braking distance from increasing in a situation where slippage is likely due to a change in the condition of a track on which the train carriage is traveling. Means to solve the problem

[0006] To solve the problems described above and to achieve the objective, the present disclosure relates to a brake control device for controlling the use of a block brake and a regenerative brake, which serve as brakes for a train carriage, wherein the block brake generates braking force by pressing a brake block against a wheel.The brake control device comprises: a sensing unit to acquire position information about the train car; and a control unit to change a brake usage condition for preferential use of the regenerative brake over the block brake based on the position information, sliding information, and braking information, wherein the sliding information indicates a sliding position at which the wheel can slide on a track on which the train car is traveling, the braking information indicates a braking position at which the train car causes the brakes to be applied, and wherein a running surface of the wheel with the brake block is roughened using the block brake in a predetermined ratio for braking force requested by a braking command, in a case where the braking command has been acquired when the brake usage condition has been changed. Effects of the invention

[0007] The brake control device of the present disclosure has the effect of preventing a wheel of a train carriage from being brought into a mirror-smooth state and of preventing the braking distance from increasing in a situation in which slippage becomes likely due to a change in the condition of a track on which the train carriage is traveling. Brief description of the drawings Fig. Figure 1 is a diagram illustrating an exemplary configuration of a brake control system comprising a brake control device according to a first embodiment. Fig. Figure 2 is a diagram illustrating an exemplary sliding position specified by sliding information and an exemplary braking position specified by braking information and stored in a memory unit of the brake control device according to the first embodiment. Fig. Figure 3 is a diagram illustrating details of a control system implemented by the brake control device according to the first embodiment. Fig. Figure 4 is a flowchart illustrating the operation of the brake control device according to the first embodiment. Fig. Figure 5 is a diagram illustrating an exemplary case in which a processing circuit included in the brake control system according to the first embodiment comprises a processor and a memory. Fig. Figure 6 is a diagram illustrating an exemplary case in which a processing circuit included in the brake control system according to the first embodiment has specialized hardware. Fig. Figure 7 is a first diagram illustrating exemplary relationships of the use of a regenerative brake and a block brake on the braking force required by a brake control device according to a second embodiment. Fig. Figure 8 is a second diagram illustrating exemplary ratios of the use of the regenerative brake and the block brake on the braking force required by the brake control device according to the second embodiment. Fig. Figure 9 is a third diagram illustrating exemplary ratios of the use of the regenerative brake and the block brake on the braking force required by the brake control device according to the second embodiment. Description of embodiments

[0008] A brake control device and a brake control method according to the respective embodiments of this disclosure are described in detail below with reference to the diagrams. It should be noted that the description of the following embodiments uses as an example an air brake that operates a block brake by using air pressure as the pressure medium; however, the movement mechanism in this disclosure is not limited to this, as long as a block brake is used that presses a brake block against a wheel tread. The movement mechanism for pressing the brake block against the wheel tread can, for example, be a block brake driven by a motor or an electric actuator, or the like, instead of using the pressure medium. First embodiment.

[0009] Fig. Figure 1 is a diagram illustrating an exemplary configuration of a brake control system 30, which includes a brake control device 4 according to a first embodiment. The brake control system 30 is a system installed in a train car 100 and is capable of using a regenerative brake, controlled by a regenerative brake control unit 5, and a block brake 6 as brakes for the train car 100. The brake control system 30 includes a brake command unit 1, a load balancing unit 2, a speed sensor 3, the brake control device 4, the regenerative brake control unit 5, the block brake 6, a train information management unit 7, and a wheel 13. It should be noted that the train carriage 100 actually has a multitude of speed sensors 3, a multitude of brake control devices 4, a multitude of block brakes 6 and a multitude of wheels 13.Furthermore, if a train comprises a large number of train cars 100, a selection of structural elements such as the brake control unit 1 may only be installed in certain train cars 100, such as a lead car and an end car of the train.

[0010] The brake command unit 1 is installed in a driver's cab (not shown) or the like of the train carriage 100, receives an operation by a train driver or the like, generates a brake command 1A according to the details of the received operation and outputs the brake command 1A to the brake control device 4.

[0011] The load balancing unit 2 generates a load balancing signal 2A using an air spring pressure sensor (not shown) or the like and outputs the load balancing signal 2A to the brake control device 4. The load balancing signal 2A indicates a pressure exerted on the train car 100 by passengers or the like.

[0012] The speed sensor 3 is a sensor that generates a speed signal 3A based on the rotational speed of the wheel 13 and outputs the speed signal 3A to the brake control device 4. The speed signal 3A indicates the speed of the train car 100. It should be noted that the speed sensor 3, although not in Fig. 1 shown, is installed on one front and one rear bogie of train car 100, so that the speed of each wheel 13 can be recorded in train car 100.

[0013] The regenerative braking control unit 5 calculates an actual regenerative braking force corresponding to an actual torque based on a regenerative pattern signal 4A detected by the brake control device 4 and controls a regenerative brake to be applied by a drive unit (not shown) or the like. The regenerative braking control unit 5 generates a regenerative feedback signal 5A, which indicates the actual regenerative braking force, and outputs the regenerative feedback signal 5A to the brake control device 4.

[0014] The block brake 6 generates braking force by pressing a brake block 12 against the wheel 13 based on a pressure control signal 4B detected by the brake control device 4. In addition to the brake block 12, the block brake 6 includes structural elements such as an electropneumatic changeover valve, a main air reservoir, a relay valve, a pressure sensor, and a brake cylinder. However, since these are common structural elements, a detailed description of each is omitted. The block brake 6 generates a block feedback signal 6A with respect to, for example, an air control signal pressure (AC pressure), which is an air signal command from the electropneumatic changeover valve, and a brake cylinder pressure (BC pressure), which is a brake cylinder pressure from the relay valve, and outputs the block feedback signal 6A to the brake control device 4.

[0015] The train information management unit 7 performs power and braking management, management of various on-board equipment, and the like in train units within train car 100. The train information management unit 7 is, for example, a train information management system (TIMS). The train information management unit 7 outputs position information 7A for train car 100, obtained through normal management, to the brake control device 4.

[0016] As a brake control device for train car 100, the brake control device 4 controls the use of the block brake 6, which presses the brake block 12 against the wheel 13 to generate braking force, and the use of the regenerative brake via the regenerative brake control unit 5. The brake control device 4 generates braking force through the regenerative brake, which is applied by the drive unit (not shown) or the like via the regenerative brake control unit 5 in train car 100. Furthermore, the brake control device 4 controls the block brake 6 in train car 100 so that the brake block 12 is pressed against the wheel 13 to generate braking force in the block brake 6.Examples of details of a control system implemented in the brake control device 4 at the regenerative brake via the regenerative brake control unit 5 include a control system for applying the regenerative brake and a control system for releasing the regenerative brake. Examples of details of a control system implemented in the brake control device 4 at the block brake 6 include a control system for applying the block brake 6 and a control system for releasing the block brake 6. The control system for applying the block brake 6 and the regenerative brake refers to a control system for decelerating the train car 100, i.e., a so-called brake control system. The control system for releasing the block brake 6 and the regenerative brake refers to a control system for accelerating the train car 100, i.e., a so-called brake release control system.

[0017] A detailed configuration and operation of the brake control device 4 are described below. As in Fig. As shown in Figure 1, the brake control device 4 has a detection unit 41, a control unit 42 and a storage unit 43.

[0018] The detection unit 41 detects the brake command 1A from the brake command unit 1, the load balancing signal 2A from the load balancing unit 2, the speed signal 3A from the speed sensor 3, and the position information 7A from the train information management unit 7. Furthermore, the detection unit 41 detects the regenerative feedback signal 5A from the regenerative brake control unit 5 and the block feedback signal 6A from the block brake 6. The detection unit 41 outputs the detected commands, signals, information, and the like to the control unit 42.It should be noted that the acquisition unit 41 can alternatively acquire the position information 7A for the train car 100 from the train information management unit 7 by summing a travel distance of the train car 100 from a predetermined point, which can be calculated using the speed signal 3A acquired by the speed sensor 3.

[0019] The storage unit 43 stores sliding information, which specifies a sliding position at which the wheel 13 can slide on a track on which the train car 100 is traveling, and stores braking information, which specifies a braking position at which the train car 100 applies its brakes. The sliding position in the sliding information is, for example, a position at which a section of the train car 100's route transitions from an underground section to an above-ground section. The braking position in the braking information is, for example, information specifying the position of a station at which the train car 100 stops.The storage unit 43 can store the sliding information and the braking information in advance before the start of operation of the train car 100 by an operator of maintenance personnel or the like of a railway undertaking operating the train car 100, or it can acquire the sliding information and the braking information from an external device such as the train information management unit 7 and store the acquired sliding information and braking information.

[0020] Here, an example sliding position, specified by the sliding information, and an example braking position, specified by the braking information, are described. Fig. Figure 2 is a diagram illustrating an exemplary sliding position specified by the sliding information and an exemplary braking position specified by the braking information, which is stored in the memory unit 43 of the brake control device 4 according to the first embodiment. Fig. 2. The sliding position specified by the sliding information is the position at which a section of the train car 100's journey transitions from an underground section to an above-ground section. Furthermore, the braking position specified by the braking information is the position of a station where the train car 100 stops. Since the train car 100 is not affected by the weather, particularly rain or similar conditions, in a section of the journey where it travels underground, it is unlikely that the train car 100 will slide on a track wet from rain or similar conditions.Meanwhile, in a section of track where it travels above ground, the train car 100 is affected by the weather, particularly by rain or the like, which changes the condition of the track on which the train car 100 travels and increases the probability that the train car 100 will slip on a track wet due to rain or the like, compared to the case of underground travel. Specifically, in train car 100, if the brake control device 4 brings the brake shoe 12 into slight contact with a tread of the wheel 13 by means of a proximity control between the brake shoe 12 and the wheel 13 during normal travel, the tread of the wheel 13 is rendered to a mirror-smooth condition, making slippage of the train car 100 more likely.The proximity control between the brake pad 12 and the wheel 13 is, for example, a control for applying an initial filling pressure in the case of the use of an air brake, as described in the "Background" section.

[0021] Therefore, based on the position information 7A, the sliding information, and the braking information for train car 100, the brake control device 4 performs a counter-control to prevent the mirror-smooth condition of the wheel 13 before the train car 100 enters a section where sliding is likely, or exits a section where sliding is unlikely. This eliminates the mirror-smooth condition of the wheel 13's running surface. Consequently, the brake control device 4 can allow the train car 100 to travel through the section where sliding is likely after the wheel 13's running surface has been brought to a suitable roughness. In the example of Fig. 2. If station 51 is defined as the last station at which train car 100 stops before transitioning from an underground to an above-ground section, and station 52 is defined as a station one station before station 51 and the last station at which train car 100 stops before transitioning from the underground to the above-ground section, the brake control device 4 performs the counter-control to the mirror-smooth state in a period extending from the time train car 100 passes through station 52 until the time train car 100 passes through station 51. It should be noted that Fig. Figure 2 illustrates an exemplary case in which train car 100 stops at station 51 after departing from station 52 and before entering the above-ground section of track. However, the section in which the brake control device 4 performs the counter-control to prevent slippage is not limited to a section between stations. The brake control device 4 only needs to roughen the running surface of the wheel 13 when train car 100 enters the section where slippage is likely; that is, it only needs to roughen the running surface of the wheel 13 for a period extending from the time train car 100 departs from station 52 until the time train car 100 enters the above-ground section of track. Therefore, the brake control device 4 can perform the counter-control to prevent slippage even if station 51 does not exist.

[0022] It should be noted that while the case described is one where the sliding position indicated by the sliding information is a position where the track section of train car 100 is transferred from the underground section to the above-ground section, the sliding position is not limited to this. The sliding position can be a position where the track section of train car 100 is transferred from the inside of a tunnel to the outside of the tunnel, a position where a water source is located within a specified area of ​​the track on which train car 100 is traveling, or a position where fallen leaves can accumulate on the track on which train car 100 is traveling.The position of a body of water within the specified area of ​​the track on which train car 100 travels is, for example, a position where the sea, a lake, a river, or the like is located around the track. Furthermore, the position where fallen leaves can accumulate on the track on which train car 100 travels is, for example, a position where a forest or the like is located around the track. It should be noted that the sliding position specified by the sliding information can also be a combination of information about these positions.

[0023] The control unit 42 performs the counter-control to achieve the mirror-smooth state in which the Fig. Section 2 illustrates the process of counteracting the mirror-smooth state. More precisely, based on the position information 7A, the sliding information, and the braking information, the control unit 42 modifies a braking usage condition to favor the regenerative brake over the block brake 6. This condition applies to the use of both the regenerative brake and the block brake 6 within a period extending from the time the train car 100 passes through a second braking position until the time the train car passes through a first braking position. The first braking position is defined as the braking position closest to and preceding the sliding position, and the second braking position is defined as the braking position closest to and preceding the first braking position.The brake usage condition is a condition under which control is carried out in such a way that the regenerative brake mainly covers the required braking force, that is, the regenerative brake is used preferentially over the block brake 6, in a normal state in which the brake usage condition has not been changed.

[0024] In a case where the brake command 1A is detected by the brake command unit 1 when the brake application condition has changed, the control unit 42 roughens the running surface of the wheel 13 with the brake pad 12 using the block brake 6 in a predetermined ratio for the braking force required by the brake command 1A. The predetermined ratio is the ratio of the block brake 6 to the required braking force that can ensure a braking force of the block brake 6 pressing the brake pad 12 against the wheel 13 to such an extent that the running surface of the wheel 13 can be roughened by the brake pad 12 of the block brake 6, that is, that the perfectly smooth condition of the wheel 13 can be eliminated when the block brake 6 is used in the predetermined ratio for the required braking force.The control unit 42 roughens the running surface of the wheel 13 with the brake pad 12 to eliminate the mirror-smooth condition by using the block brake 6 for the braking force required by the braking command 1A in the specified ratio.

[0025] In the example of Fig. 2. The braking position is information indicating the position of a station where train car 100 stops. The first braking position is the position of station 51, which is one station before the sliding position and is the first station where train car 100 stops last. The second braking position is the position of station 52, which is one station before station 51, the first station, and the second station where train car 100 stops. In this case, the control unit 42 changes the brake usage condition during a period extending from the time when train car 100 departs from station 52, which is the second station, until the time when train car 100 departs from station 51, which is the first station, after having stopped at station 51, which is the first station, and cancels the change in the brake usage condition after train car 100 has departed from station 51, which is the first station.

[0026] With reference to Fig. Section 3 describes when and to what extent the regenerative brake is used and when and to what extent the block brake 6 is used in the train car 100. Fig. Figure 3 is a diagram illustrating details of a control operation to be carried out by the brake control device 4 according to the first embodiment. Fig. Figure 3 indicates whether the brake usage condition has been changed, represented by an ON and OFF brake usage condition change flag. If the brake usage condition change flag is ON, the brake usage condition has been changed; if the brake usage condition change flag is OFF, the brake usage condition has not been changed. Train car 100 is traveling in Fig. 3 in one direction from left to right.

[0027] In the brake control device 4, the control unit 42 calculates the required braking force upon receiving the brake command 1A from the brake command unit 1, using the load balancing signal 2A, the speed signal 3A, and the like. Fig. 3. The required braking force is represented as the total braking force, and the total braking force is expressed as follows: Total braking force = regenerative braking force + block braking force. When the train car 100 stops at station 52 or a station 50, the train car 100 is in a normal state in which the braking operating condition has not changed, and therefore the control unit 42 performs a control such that the regenerative brake mainly covers the required braking force. It should be noted that the block braking force is affected by the proximity control between the brake block 12 of the block brake 6 and the wheel 13, as shown in Fig. Figure 3 shows a braking force at which the running surface of the wheel 13 cannot be roughened by the brake block 12 of the block brake 6, i.e., the mirror-smooth condition of the wheel 13 cannot be eliminated.

[0028] Meanwhile, the control unit 42 changes the brake application condition when train car 100 departs from station 52. The control unit 42 changes the brake application condition after train car 100 has departed from station 52, which is one station before station 51, an underground station where train car 100 makes its last stop before transitioning from the underground to the above-ground section. Upon receiving the brake command 1A in a case where the brake application condition has changed, the control unit 42 performs a control operation such that the block brake 6 provides the entire required braking force without using the regenerative brake to counteract the slippery surface. It should be noted that the control unit 42 does not apply any unnecessary braking to train car 100 in order to implement countermeasures against the mirror-smooth condition.

[0029] The control unit 42 performs a control such that the brake on train car 100 is applied when train car 100 stops at station 51. However, since the brake application condition has already been changed before the brake is applied, stable brake control can be carried out without having to suddenly change the type of brake application at the time of application. It should be noted that, as in Fig. Figure 3 shows that a period in which the brake usage condition has changed also includes a period in which train car 100 travels from station 52 to station 51. Therefore, even in a case where train car 100, for example, brakes unexpectedly hard while traveling from station 52 to station 51, the control unit 42 performs a control action such that the block brake 6 provides the required braking force without using the regenerative brake, as in a case where the train car stops at station 51.

[0030] Fig. Figure 4 is a flowchart illustrating the operation of the brake control device 4 according to the first embodiment. In the brake control device 4, the control unit 42 determines whether the brake command 1A has been detected by the brake command unit 1 via the detection unit 41 (step S101). If the brake command 1A has not been detected by the brake command unit 1 (step S101: No), the control unit 42 waits until the brake command 1A is detected by the brake command unit 1 via the detection unit 41. If the brake command 1A is detected by the brake command unit 1 via the detection unit 41 (step S101: Yes), the control unit 42 calculates the required braking force (step S102).

[0031] If the brake usage condition change flag is set to OFF, meaning the brake usage condition has not been changed (step S103: Yes), the control unit 42 uses a minimum required braking force for the block brake 6, for example, by proximity control between the brake pad 12 and the wheel 13, taking into account the response behavior of the regenerative brake. It calculates a ratio between the regenerative brake and the block brake 6 such that the regenerative brake covers the remaining portion of the required braking force and controls the regenerative brake and the block brake 6 according to the calculated ratio so that the regenerative brake is primarily used (step S104). If the brake usage condition is not to be changed (step S105: No), the control unit 42 returns to step S101.If the brake usage condition is to be changed (step S105: Yes), the control unit 42 switches the brake usage condition change flag to ON to change the brake usage condition (step S106), and returns to step S101.

[0032] If the brake usage condition change flag is ON, meaning the brake usage condition has been changed (step S103: No), the control unit 42 controls the block brake 6 so that it provides the required braking force without using regenerative braking (step S107). If the brake usage condition change is not to be reversed (step S108: No), the control unit 42 returns to step S101. If the brake usage condition change is to be reversed (step S108: Yes), the control unit 42 switches the brake usage condition change flag OFF to reverse the brake usage condition change (step S109) and returns to step S101. It should be noted that, as shown in the control diagram, the one at station 51 in Fig. 3. If the process is carried out, the control unit 42 generally makes a "Yes" decision in step S108 and executes step S109. However, if the brake is applied in step S107 for such a short period that the running surface of the wheel 13 cannot be roughened and the mirror-smooth condition of the wheel 13 cannot be eliminated, the control unit 42 may make a "No" decision in step S108 and not turn off the brake usage condition change flag in order to avoid canceling the brake usage condition change.

[0033] Next, a hardware configuration of the brake control system 30 is described. In the brake control system 30, structural elements other than the brake control device 4 are implemented by devices installed in a general train carriage. The brake control device 4 is implemented by a processing circuit. The processing circuit can be a memory and a processor that executes programs stored in the memory, or it can be specialized hardware.

[0034] Fig. Figure 5 is a diagram illustrating an exemplary case in which a processing circuit 90, included in the brake control system 30 according to the first embodiment, comprises a processor 91 and a memory 92. In this case, where the processing circuit 90 comprises the processor 91 and the memory 92, each function of the processing circuit 90 of the brake control system 30 is implemented by software, firmware, or a combination of software and firmware. The software or firmware is described as a program and stored in the memory 92. In the processing circuit 90, the processor 91 reads and executes the program stored in the memory 92 to implement each function. That is, the processing circuit 90 has the memory 92 for storing programs, the execution of which performs the processing of the brake control system 30.Furthermore, it can be said that these programs cause a computer to execute a procedure and process for the brake control system 30.

[0035] It can be said that the above program is a program that causes the brake control device 4, which controls the use of the block brake 6 and the regenerative brake, which generates braking force by pressing the brake block 12 against the wheel 13, as brakes for the train car 100, to perform the following: a detection step in which the position information 7A for the train car 100 is detected by the detection unit 41;and a control step in which the control unit 42 changes a brake usage condition for preferential use of the regenerative brake over the block brake 6 based on the position information 7A, the sliding information and the braking information, wherein the sliding information specifies a sliding position at which the wheel 13 can slide on a track on which the train car 100 travels, the braking information specifies a braking position at which the train car 100 causes the brakes to be applied, and wherein the running surface of the wheel 13 with the brake block 12 is roughened by the block brake 6 in a predetermined ratio for the braking force required by the braking command 1A, in a case in which the braking command 1A is detected when the brake usage condition has been changed.

[0036] The processor 91 can be a central processing unit (CPU), a processing unit, an arithmetic unit, a microprocessor, a microcomputer, a digital signal processor (DSP), or the like. Furthermore, for example, non-volatile or volatile semiconductor memory such as random access memory (RAM), read-only memory (ROM), flash memory, erasable programmable ROM (EPROM), or electrically erasable programmable ROM (EEPROM) (registered trademark), a magnetic disk, a flexible floppy disk, an optical disk, a compact disc, a mini-disc, or a digital versatile disk (DVD) can be used as memory 92.

[0037] Fig. Figure 6 is a diagram illustrating an exemplary case in which a processing circuit 93, included in the brake control system 30 according to the first embodiment, has specialized hardware. In a case in which the processing circuit 93 has specialized hardware, examples of the hardware shown in Figure 6 include: Fig. The processing circuit 93 shown in Figure 6 comprises a single circuit, a compound circuit, a programmed processor, a parallel programmed processor, an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), and a combination thereof. Each function of the brake control system 30 can be implemented individually by the processing circuit 93. Alternatively, the functions of the brake control system 30 can also be implemented jointly by the processing circuit 93.

[0038] It should be noted that some of the functions of the brake control system 30 may be implemented by specialized hardware, and some other functions by software or firmware. Therefore, the processing circuit can implement any of the functions described above by specialized hardware, software, firmware, or a combination thereof.

[0039] As described above, in the present embodiment of the brake control system 30, the control unit 42 of the brake control device 4 changes the brake usage condition for preferential use of the regenerative brake compared to the block brake 6 based on the position information 7A of the train car 100, the sliding information indicating the sliding position at which the wheel 13 can slide on the track on which the train car 100 travels, and the braking information indicating the braking position at which the train car 100 applies the brakes, and roughens the running surface of the wheel 13 with the brake block 12 by the block brake 6 for the braking force required by the braking command 1A in a predetermined ratio (here 100%), in a case where the braking command 1A is detected when the brake usage condition has been changed.As a result, the brake control device 4 can prevent the wheel 13 of the train car 100 from becoming in a mirror-smooth state and prevent the braking distance from increasing in a situation where slippage is likely due to a change in the condition of the track on which the train car 100 is traveling. Second embodiment.

[0040] In the first embodiment, if the braking operating condition has changed, the brake control device 4 allows the block brake 6 to provide the entire required braking force without using the regenerative brake. However, the brake control device 4 can also use the regenerative brake in a case where the braking operating condition has changed. This is because, when actually applying the brake in a case where the braking operating condition has changed, the brake control device 4 only needs to press the brake block 12 against the wheel 13 to roughen the wheel 13, that is, to eliminate the perfectly smooth condition of the wheel 13. A second embodiment describes an operation of the brake control device 4 that is to be carried out when a braking operating condition has changed.

[0041] In the second embodiment, the configuration of train car 100 is identical to the configuration of train car 100 of the first embodiment, which is described in Fig. 1 is shown.

[0042] Fig. Figure 7 is a first diagram illustrating exemplary relationships of the use of a regenerative brake and the block brake 6 on the braking force required by the brake control device 4 according to the second embodiment. Fig. 7 is a simplified representation of Fig. 3, in which the brake usage condition has been changed. In the brake control device 4, in a case where the brake usage condition has been changed, the control unit 42 does not use the regenerative brake for the required braking force, but uses the block brake 6 for 100% of the required braking force over a predetermined initial fixed period, as in the first embodiment. After the fixed period has elapsed, however, the control unit 42 can use the block brake 6 to the extent of an approach control between the brake block 12 and the wheel 13 and allow the regenerative brake to cover the required braking force, as in a case where the brake usage condition has not been changed. The control unit 42 can achieve the goal of eliminating the mirror-smooth condition of the wheel 13 if the brake block 12 during the in Fig. The fixed period shown in section 7 can roughen the running surface of wheel 13. Therefore, it is also possible to use the regenerative brake after the fixed period has expired.

[0043] Fig. Figure 8 is a second diagram illustrating exemplary ratios of the use of the regenerative brake and the block brake 6 on the braking force required by the brake control device 4 according to the second embodiment. Fig. 8 is a simplified representation of Fig. 3, in which the brake usage condition has been changed. In the brake control device 4, the control unit 42, in a case where the brake usage condition has been changed, uses the block brake 6 for the required braking force in a predetermined ratio and uses the regenerative brake with a regenerative braking force that is expressed as follows: total braking force - block braking force. The control unit 42 can achieve the goal of eliminating the mirror-smooth condition of the wheel 13 when the brake block 12 smooths the running surface of the wheel 13 by using the block brake 6 in the manner described in Fig. The ratio shown in section 8 can be roughened. Therefore, the block braking force does not have to cover 100% of the required braking force.

[0044] Fig. Figure 9 is a third diagram illustrating exemplary ratios of the use of the regenerative brake and the block brake 6 on the braking force required by the brake control device 4 according to the second embodiment. Fig. 9 is a simplified representation of Fig. 3, in which the brake usage condition has been changed. In the brake control device 4, the control unit 42 can, in a case where the brake usage condition has been changed, use the block brake 6 and the regenerative brake for the required braking force over a predetermined initial fixed period, as in the example of Fig. 8, and the block brake 6 and the regenerative brake after the end of the fixed period in the same way as after the end of the fixed period which is in Fig. The control unit 42, as shown in Figure 7, can achieve the goal of eliminating the mirror-smooth condition of the wheel 13, even if the block braking force does not cover 100% of the required braking force during the specified initial fixed period, provided the brake block 12 can roughen the running surface of the wheel 13. Therefore, it is also possible to use a control unit as shown in Figure 7. Fig. 9 to be carried out as shown.

[0045] In this way, in a case where the brake usage condition is as in Fig. 7 and Fig. As shown in 9, the control unit 42 can change the proportion of use of the block brake 6 in the braking force required by the braking command 1A while the block brake 6 is in use.

[0046] The operation of the brake control device 4 in the second embodiment differs with regard to the control to be carried out in step S107 from the flowchart of the first embodiment, which is shown in Fig. 4 is shown. More precisely, the brake control in step S107 is as shown in Fig. 7, Fig. 8 or Fig. The process described in section 9 is carried out. However, since the operational procedure itself is similar, a description of the process with reference to the flowchart is omitted.

[0047] As described above, in the present embodiment of the brake control system 30, the control unit 42 of the brake control device 4 changes the brake usage condition for a preferred use of the regenerative brake compared to the block brake 6 based on the position information 7A of the train car 100, the sliding information indicating the sliding position at which the wheel 13 can slide on the track on which the train car 100 travels, and the braking information indicating the braking position at which the train car 100 applies the brakes, and roughens the running surface of the wheel 13 with the brake block 12 by the block brake 6 for the braking force required by the braking command 1A in a predetermined ratio, in a case where the braking command 1A is detected when the brake usage condition has been changed.As a result, the brake control device 4 can prevent the wheel 13 of the train car 100 from becoming in a mirror-smooth state and prevent the braking distance from increasing in a situation where slippage is likely due to a change in the condition of the track on which the train car 100 is traveling.

[0048] The configurations shown in the above embodiments are examples, and it is possible to combine the configurations with another known technique or to combine the embodiments with each other, and it is also possible to partially omit or modify the configurations without leaving the scope of protection of the present disclosure. Reference symbol list

[0049] 1 Brake command unit; 1A Brake command; 2 Load balancing unit; 2A Load balancing signal; 3 Speed ​​sensor; 3A Speed ​​signal; 4 Brake control device; 4A Regenerative pattern signal; 4B Pressure control signal; 5 Regenerative brake control unit; 5A Regenerative feedback signal; 6 Block brake; 6A Block feedback signal; 7 Train information management unit; 7A Position information; 12 Brake block; 13 Wheel; 30 Brake control system; 41 Detection unit; 42 Control unit; 43 Storage unit; 50 to 52 Station; 90, 93 Processing circuit; 91 Processor; 92 Memory; 100 Train car. 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 2009-247170

[0003]

Claims

[1] Brake control device for controlling the use of a block brake and a regenerative brake serving as brakes for a train carriage, wherein the block brake generates braking force by pressing a brake block against a wheel, the brake control device comprising: a data acquisition unit to capture positional information about the train carriage; and A control unit to change a brake usage condition for preferential use of the regenerative brake over the block brake based on position information, sliding information, and braking information, wherein the sliding information specifies a sliding position at which the wheel can slide on a track on which the train car travels, the braking information specifies a braking position at which the train car causes the brakes to be applied, and to roughen a running surface of the wheel with the brake block using the block brake in a predetermined ratio for braking force required by a braking command, in a case where the braking command is detected when the brake usage condition has been changed. [2] Brake control device according to claim 1, wherein, based on the position information, the sliding information and the braking information, the control unit changes the brake usage condition in a period of time extending from the time at which the train car passes through a second braking position to the time at which the train car passes through a first braking position, wherein the first braking position is defined as the braking position closest to the sliding position that lies before the sliding position, and the second braking position is defined as the braking position closest to the first braking position that lies before the first braking position. [3] Brake control device according to claim 1 or 2, wherein the sliding position is a position where a section of the train carriage is transferred from an underground section to an above-ground section, a position where the section of the train carriage is transferred from an interior of a tunnel to an exterior of the tunnel, a position where a water source is located within a predetermined area of ​​the track, or a position where fallen leaves can accumulate on the track. [4] Brake control device according to one of claims 1 to 3, wherein, when the brake usage condition has been changed, the control unit changes the proportion of use of the block brake in the braking force required by the braking command while the block brake is in use. [5] Brake control method for a brake control device controlling the use of a block brake and a regenerative brake serving as brakes for a train carriage, wherein the block brake generates braking force by pressing a brake block against a wheel, comprising: a data acquisition step in which positional information about the train carriage is captured by a data acquisition unit; and A control step in which a control unit changes a brake usage condition for preferential use of the regenerative brake over the block brake based on position information, sliding information, and braking information, wherein the sliding information specifies a sliding position at which the wheel can slide on a track on which the train car travels, the braking information specifies a braking position at which the train car causes the brakes to be applied, and wherein a running surface of the wheel with the brake block is roughened using the block brake in a predetermined ratio for braking force required by a braking command, in a case where the braking command is detected when the brake usage condition has been changed. [6] Brake control method according to claim 5, wherein the control step comprises a change in the brake usage condition by the control unit in a period extending from the time at which the train car passes through a second brake position to the time at which the train car passes through a first brake position, based on the position information, the sliding information and the brake information, wherein the first brake position is defined as the brake position closest to the sliding position that lies before the sliding position, and the second brake position is defined as the brake position closest to the first brake position that lies before the first brake position. [7] Brake control method according to claim 5 or 6, wherein the sliding position is a position where a section of the train carriage is transferred from an underground section to an above-ground section, a position where the section of the train carriage is transferred from an interior of a tunnel to an exterior of the tunnel, a position where a water source is located within a predetermined area of ​​the track, or a position where fallen leaves can accumulate on the track. [8] Brake control method according to any one of claims 5 to 7, wherein the control step comprises changing the proportion of use of the block brake in the braking force required by the braking command by the control unit while the block brake is being used when the brake usage condition has been changed.

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