Brake control device, brake control system and brake control method

Abstract

A brake control device (1) comprises a target braking force determination device (11), a target mechanical braking force determination device (12), an adjustment device (13), and a brake control device (14). The target braking force determination device (11) determines a target braking force from a braking command. The target mechanical braking force determination device (12) determines a first target mechanical braking force from the target braking force, which is a target value of the braking force to be generated by the mechanical braking devices (30). The adjustment device (13) adjusts the first target mechanical braking force and thus determines a second target mechanical braking force, which is repeatedly increased and decreased from the first target mechanical braking force. The brake control device (14) controls each of the mechanical brake devices (30) according to the first target mechanical braking force or the second target mechanical braking force.

Description

Technical field

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

[0002] A typical rail vehicle has mechanical braking devices that generate mechanical braking forces by pressing friction elements against rotating bodies that turn as the rail vehicle travels, and a brake control device that controls the mechanical braking devices. When traveling in cold environments, the rail vehicle can be affected by ice and snow accumulating between the rotating bodies and the friction elements. This ice and snow alters the coefficients of friction of the contact surfaces between the rotating bodies and the friction elements. As the ice and snow between them harden, the rotating bodies and the friction elements can stick together or become stuck.

[0003] Ice and snow that get between the rotating bodies and the friction elements make it difficult to generate the desired braking forces. To solve the problem of adhesion or sticking between the rotating bodies and the friction elements, the braking device disclosed in patent reference 1 has release solenoid valves that quickly release the compressed air from the brake cylinders. If a wheel and a brake shoe are frozen together in a parked rail vehicle, the braking device disclosed in patent reference 1 activates the release solenoid valve to quickly release the air from the brake cylinder. This release generates a shock force that separates the brake shoe from the wheel. Citation list for patent literature

[0004] Patent literature 1: Unexamined Japanese patent application with publication no. 2000-255429 Summary of the invention: Technical problem

[0005] The braking device disclosed in patent literature 1 activates the release solenoid valve, exerts an impact force on the wheel and brake shoe, which are frozen together, and thereby separates the brake shoe from the wheel in the parked rail vehicle. In other words, the braking device disclosed in patent literature 1 is not capable of preventing the wheels and brake shoes from sticking together in a rail vehicle operating in a cold environment.

[0006] One objective of the present disclosure, which has been achieved in view of the foregoing situations, is to provide a brake control device, a brake control system and a brake control method that can suppress sticking or sticking between rotatable bodies and friction elements. Solution to the problem

[0007] To solve the aforementioned problem, a brake control device according to the present disclosure controls mechanical brake devices provided on the respective wheels of a rail vehicle, each configured to press a friction element against a rotatable body rotating during travel of the rail vehicle, thereby generating a braking force. The brake control device comprises a target braking force determination device, a target mechanical braking force determination device, an adjustment device, and a brake control device. When an operating command for the rail vehicle is a braking command instructing the rail vehicle to decelerate, the target braking force determination device determines a target braking force from the braking command.The target mechanical braking force determination device determines a first target mechanical braking force from the target braking force. This first target mechanical braking force is a target value for the braking force to be generated by the mechanical braking devices. The adjustment device adjusts the first target mechanical braking force, thereby determining a second target mechanical braking force, which is repeatedly increased and decreased based on the first target mechanical braking force. The brake control device controls each of the mechanical braking devices according to either the first or the second target mechanical braking force. Advantageous effects of the invention

[0008] The brake control device according to the present disclosure adjusts the first target mechanical braking force and thus determines the second target mechanical braking force, which repeatedly increases and decreases relative to the first target mechanical braking force, and controls each of the mechanical braking devices according to the first target mechanical braking force or the second target mechanical braking force. Controlling the mechanical braking device according to the second target mechanical braking force, which repeatedly increases and decreases, results in a repetition of the pressing and releasing of the friction element against the rotatable body. This control can therefore suppress any sticking or locking between the rotatable body and the friction element. Brief description of the drawings Fig. Figure 1 is a block diagram showing a brake control system according to embodiment 1; Fig. Figure 2 shows hardware components of a brake control device according to embodiment 1; Fig. Figure 3 shows a structure of a mechanical braking device according to embodiment 1; Fig. Figure 4 shows an exemplary movement of the mechanical braking device according to embodiment 1; Fig. Figure 5 is a flowchart of an example of a brake control process carried out by the brake control device according to embodiment 1; Fig. Figure 6 is a time diagram illustrating an example of an actual braking force generated by the brake control process carried out by the brake control device according to embodiment 1; Fig. Figure 7 is a block diagram showing a brake control system according to embodiment 2; Fig. Figure 8 is a flowchart of an exemplary operation of a brake control process carried out by a brake control device according to embodiment 2; Fig. 9 is a time diagram illustrating an example of an actual braking force generated by the brake control process carried out by the brake control device according to embodiment 2; Fig. Figure 10 is a block diagram showing a brake control system according to embodiment 3; Fig. Figure 11 is a flowchart of an exemplary operation of a brake control process carried out by a brake control device according to embodiment 3; Fig. Figure 12 is a block diagram showing a brake control system according to embodiment 4; and Fig. Figure 13 shows a modification of hardware components of the brake control device according to the embodiments. Description of embodiments

[0009] A brake control device, a brake control system, and a brake control method according to some embodiments of the present disclosure are described in detail below with reference to the accompanying drawings. In the drawings, identical or corresponding components are identified by the same reference numeral. Design 1

[0010] The following describes a brake control device according to embodiment 1, focusing on an exemplary brake control device installed in a rail vehicle that decelerates using an electric braking force and a mechanical braking force, and which controls the mechanical braking devices provided on the respective wheels. A Fig. 1 The brake control system 100 shown comprises electrically operated mechanical brake devices 30, each of which uses the torque of a motor 32 to press a friction element onto a rotatable body which rotates during a journey of the rail vehicle and thereby generates a braking force, and a brake control device 1 which controls the mechanical brake devices 30. Fig. Figure 1 shows only the components related to the electrical control among the components of the mechanical brake device 30.

[0011] The brake control device 1, for example, comprises a target braking force determination device 11, which receives an operating command D1 from an operating device 41 installed in a driver's cab and determines a target braking force from a braking command contained in the operating command D1, and a target mechanical braking force determination device 12, which determines a first target mechanical braking force from the target braking force. The first target mechanical braking force is a target value of the braking force to be generated by the mechanical braking devices 30.

[0012] The brake control device 1 also includes an adjusting device 13 which, in response to receiving a suppression command S1 from the operating device 41 to instruct the brake control device 1 to suppress any sticking or sticking between the rotatable bodies and the friction elements, adjusts the first target mechanical braking force and thus determines a second target mechanical braking force which is repeatedly increased and decreased, and a brake control device 14 which controls each of the mechanical brake devices 30 according to the first target mechanical braking force or the second target mechanical braking force.

[0013] Although Fig. Figure 1 shows, for the sake of simplicity, a single mechanical brake device 30 as a target to be controlled by the brake control device 1; in reality, the brake control device 1 controls several mechanical brake devices 30 provided on the respective wheels. Although Fig. 1 has a single brake control device 14 which is included in the brake control device 1, the number of brake control devices 14 which are included in the brake control device 1 depends on the number of units for brake control.

[0014] When the brake control device 1 receives the suppression command S1 from the operating device 41 to instruct the brake control device 1 to suppress the sticking between the rotating bodies and the friction elements, the brake control device 1 controls each of the mechanical brake devices 30 according to the second target mechanical braking force, which repeatedly increases and decreases. This control repeatedly presses and releases the friction element against the rotating body, thus facilitating the falling off of ice and snow adhering to the friction element, thereby suppressing sticking between the rotating body and the friction element due to ice and snow.

[0015] The individual components of the brake control device 1 are described below. The target brake force determination device 11 receives the operating command D1 from the operating device 41. The operating command D1 is a brake command to instruct the rail vehicle to decelerate, a power running command to instruct the rail vehicle to accelerate, or a coasting command to instruct the rail vehicle to coast or run in neutral. The term "deceleration of the rail vehicle" refers not only to slowing down the rail vehicle but also to parking. In detail, the brake command contains at least one normal brake command, one emergency brake command, and one safety brake command.

[0016] The normal braking command instructs the rail vehicle to decelerate in normal situations and specifies a target deceleration. The emergency braking command instructs the rail vehicle to decelerate in emergency situations and specifies a target emergency deceleration that is equal to or greater than the maximum target deceleration specified by the normal braking command. The safety braking command is applied if the rail vehicle does not decelerate sufficiently despite the input of either the normal braking command or the emergency braking command.

[0017] The operating device 41 comprises a master control unit that issues a normal braking command specifying a target deceleration, an emergency braking command specifying a target emergency deceleration, a power command specifying a target acceleration, or a neutral command to instruct the rail vehicle to travel in neutral; a safety brake machine that issues a safety brake command; and an adhesion suppression machine that issues a suppression command S1 to suppress adhesion between the rotatable bodies and the friction elements. The operating device 41 issues to the target braking force determination device 11 the operating command D1, which is a braking command containing at least one of the normal braking command, the emergency brake command, and the safety brake command, a power command, or a neutral command.The operating device 41 also issues the suppression command S1 to the adaptation device 13 to suppress the adhesion between the rotatable bodies and the friction elements.

[0018] In response to an operator applying a normal brake, the master control unit issues a normal brake command specifying a target deceleration corresponding to the notch value associated with the operator's action. In response to an operator applying an emergency brake, the master control unit issues an emergency brake command specifying a target emergency deceleration. In response to an operator accelerating, the master control unit issues a power command specifying a target acceleration corresponding to the notch value associated with the operator's action. In response to an operator coasting command, the master control unit issues a coasting command specifying zero acceleration.

[0019] The safety brake machine generates a safety brake command at a high (H) level in response to an operator activation of the safety brake and generates a safety brake command at a low (L) level in the absence of such activation. The safety brake machine then outputs the generated safety brake command.

[0020] In response to an operator actuation to suppress sticking between the rotating bodies and the friction elements, the sticking suppression machine generates a suppression command S1 to suppress sticking between the rotating bodies and the friction elements and outputs the suppression command S1 to the adjusting device 13. In the absence of an operator actuation to suppress sticking between the rotating bodies and the friction elements, the sticking suppression machine does not output a sticking suppression command. For example, the sticking suppression machine outputs the suppression command S1 at the H level when the operator performs an actuation to suppress sticking between the rotating bodies and the friction elements, and outputs the suppression command S1 at the L level when the operator does not perform an actuation to suppress sticking between the rotating bodies and the friction elements.L-level is deactivated if the operator does not perform any action to suppress the sticking between the rotating bodies and the friction elements.

[0021] The target braking force determination device 11 determines a target braking force from the braking command contained in the operating command D1 received by the operating device 41. The target braking force is the braking force required to achieve the deceleration specified by the braking command. When the target braking force determination device 11 receives the braking command, which is either the normal braking command or the emergency braking command, it determines a target braking force for the rail vehicle according to the target deceleration specified by the normal braking command or the target emergency deceleration specified by the emergency braking command. More precisely, the target braking force determination device 11 receives the weight of the vehicle bodies from load compensators (not shown) and determines a target braking force by multiplying the weight of the vehicle bodies by the target deceleration or the target emergency deceleration.

[0022] When the target braking force determination device 11 receives the safety braking command, it determines a target braking force by multiplying a predetermined safety deceleration by the weight of the vehicle bodies. The target braking force determination device 11 stores preliminary information about the safety deceleration. The target braking force determination device 11 then outputs the determined target braking force to the target mechanical braking force determination device 12.

[0023] The target braking force determination device 11 determines a target electric braking force from the determined target braking force. The target electric braking force is a target value of the electric braking force caused by the consumption of electrical energy generated by main motors acting as electric generators. The main motor is supplied with electrical energy and generates the drive or propulsion for the rail vehicle. The main motor serves as an electric generator during braking. The target braking force determination device 11 transmits the determined target electric braking force to a main circuit control device 43.

[0024] The main circuit control device 43 controls a main energy conversion device, which converts electrical energy supplied by a current collector into electrical energy to be supplied to the main motors and supplies the converted electrical energy to the main motors, or converts electrical energy supplied by the main motors serving as electrical generators into electrical energy to be supplied to other rail vehicles and outputs the converted electrical energy to the current collector. During braking, the main circuit control device 43 controls the main energy conversion device according to the target electric braking force obtained from the target braking force determination device 11. The input and consumption of the electrical energy supplied by the main motors serving as electric generators in other rail vehicles results in the generation of an electric braking force.The main circuit control device 43 transmits a regeneration feedback, which indicates the actual electrical braking force or the electrical braking force actually generated, to the target mechanical braking force determination device 12.

[0025] The target mechanical braking force determination device 12 determines a first target mechanical braking force from the difference between the target braking force and the actual electrical braking force specified by the regeneration feedback. The first target mechanical braking force is a target value of the mechanical braking force to be generated by the mechanical braking devices 30. The target mechanical braking force determination device 12 receives the pressing force of each of the mechanical braking devices 30 from a load cell 37 contained in the mechanical braking device 30 and determines an actual mechanical braking force, or the actual generated mechanical braking force.The target mechanical braking force determination device 12 adjusts the value of the first target mechanical braking force by feedback control based on the actual mechanical braking force and outputs the adjusted first target mechanical braking force to the brake control devices 14.

[0026] When the adapting device 13 receives the suppression command S1 from the operating device 41, the adapting device 13 adjusts the first target mechanical braking force received from the target braking force determination device 12 and thus determines a second target mechanical braking force that repeatedly increases and decreases relative to the first target mechanical braking force. The adapting device 13 outputs the determined second target mechanical braking force to the brake control devices 14. The second target mechanical braking force repeatedly increases and decreases over time within a range around the first target mechanical braking force.

[0027] In the absence of the suppression command S1 from the operating device 41, the adaptation device 13 outputs the first target mechanical braking force received from the target braking force determination device 12 to the brake control devices 14.

[0028] Each of the brake control devices 14 controls the electrically operated mechanical brake device 30. In detail, the brake control device 14 has a speed control device 15, which determines a target torque from the first target mechanical braking force or the second target mechanical braking force, a torque control device 16, which generates a pulse width modulation signal (PWM signal) from the target torque and the actual torque of the motor 32 and outputs the PWM signal, and an energy conversion circuit 17, which converts electrical energy supplied by an energy source device 42 into electrical energy to be supplied to the motor 32 of the mechanical brake device 30.

[0029] The speed control unit 15 receives the first target mechanical braking force or the second target mechanical braking force from the adaptation unit 13 and receives the rotational speed of the motor 32 from a pulse sensor 36 contained in the mechanical braking device 30. The speed control unit 15 determines a target pushing force or a target value of the pushing force from the first target mechanical braking force or the second target mechanical braking force. The speed control unit 15 determines a target torque or a target value of the torque of the motor 32 from the target pushing force and parameters of the mechanical braking device 30. The parameters of the mechanical braking device 30 are used to convert the pushing force into the torque of the motor 32. The speed control unit 15 stores preliminary information about the parameters of the mechanical braking device 30.The speed control device 15 receives the rotational speed of the motor 32 from the pulse sensor 36, adjusts the target torque determined as described above to gradually increase the rotational speed of the motor 32, and outputs the adjusted target torque to the torque control device 16.

[0030] The torque control unit 16 receives the target torque of the motor 32 from the speed control unit 15 and receives current readings from current sensors 18 of the current output by the energy conversion circuit 17. Specifically, the torque control unit 16 receives a reading of the U-phase current and a reading of the V-phase current from the current sensors 18 and determines a value of the W-phase current from the readings of the U-phase and V-phase currents. The torque control unit 16 then determines an actual torque of the motor 32 from the values ​​of the U-phase, V-phase, and W-phase currents. The torque control unit 16 generates PWM signals by feedback control based on the target torque and the actual torque. The torque control unit 16 outputs the PWM signals to respective switching elements contained in the energy conversion circuit 17.

[0031] The energy conversion circuit 17 comprises switching elements that are controlled by the PWM signals supplied by the torque control device 16. The switching operation of the switching elements causes the energy conversion circuit 17 to convert direct current energy supplied by the energy source device 42 into three-phase alternating current energy and to supply the three-phase alternating current energy to the motor 32 of the mechanical brake device 30.

[0032] The energy source device 42 converts the electrical energy supplied by the current collector (not shown) into electrical energy to be supplied to the energy conversion circuits 17, and outputs the converted electrical energy to the energy conversion circuits 17. The energy source device 42 comprises an inverter, which is supplied with direct current energy from the current collector to obtain electrical energy from a substation via a power supply line, and which converts the direct current energy into alternating current energy, and a rectifier circuit, which rectifies the alternating current energy into direct current energy.

[0033] Fig. Figure 2 shows the hardware components of the brake control device 1 with the configuration described above. The brake control device 1 has a processor 81, a memory 82, and an interface 83. The processor 81, the memory 82, and the interface 83 are interconnected via buses 80. The functions of the components of the brake control device 1 are performed by software, firmware, or a combination of software and firmware. The software and firmware are described in the form of programs and stored in the memory 82. The programs stored in the memory 82 are read and executed by the processor 81, thereby performing these functions of the components. That is, the memory 82 stores programs for the processes of the components of the brake control device 1.

[0034] Examples of memory 82 include non-volatile or volatile semiconductor memories, such as random access memory (RAM), read-only memory (ROM), flash memory, erasable programmable read-only memory (EPROM) and electrically erasable and programmable read-only memory (EEPROM), magnetic disks, flexible disks, optical disks, compact discs, minidiscs, and digital versatile discs (DVDs).

[0035] The brake control device 1 is connected via interface 83 to the operating device 41, the power source device 42, the main circuit control device 43, and the mechanical brake devices 30. Interface 83 comprises interface modules according to one or more standards, depending on the connection objectives.

[0036] The in Fig. 1 and Fig. 3 The mechanical brake device 30 shown has a push mechanism 31 which is driven by the electrical energy supplied by the brake control device 14 to push a force amplification mechanism 38, and the force amplification mechanism 38 which, according to the force with which it is pushed by means of the push mechanism 31, pushes a friction element 50 onto a rotatable body 60 which rotates during a journey of the rail vehicle.

[0037] The pusher mechanism 31 comprises a motor 32, which is driven by the electrical energy supplied by the brake control device 14 to rotate a drive shaft 32a; a holding mechanism 33 to transfer the rotation from the input side of the motor 32 to the output side; and a reduction gear 34, which is connected to the output side of the holding mechanism 33 to output the reduced rotational speed. The pusher mechanism 31 also comprises a rotary-to-linear conversion mechanism 35, which is connected to the drive shaft 32a of the motor 32 via the holding mechanism 33 and the reduction gear 34. The rotary-to-linear conversion mechanism 35 displaces its output shaft in accordance with the rotation of the drive shaft 32a to push the output shaft onto the power amplification mechanism 38.

[0038] The mechanical braking device 30 further includes the pulse sensor 36, which detects the rotational speed of the motor 32, and the force measuring unit 37, which detects the pressing force or the force of the force amplification mechanism 38, which presses the friction element 50 onto the rotatable body 60.

[0039] The components of the mechanical brake device 30 are described in detail below. The motor 32 is set in rotation by the three-phase alternating current energy supplied by the energy conversion circuit 17. The rotation of the motor 32 is transmitted to the holding mechanism 33 via the drive shaft 32a.

[0040] The holding mechanism 33 transmits the torque from the motor 32 to the reduction gear 34. The holding mechanism 33 suppresses the transmission of the rotation of the reduction gear 34 to the motor 32.

[0041] The reduction gear 34 reduces the rotational speed of the motor 32 and transmits the torque of the motor 32 to the rotary-to-linear conversion mechanism 35.

[0042] The rotary-to-linear conversion mechanism 35 is coupled to the drive shaft 32a of the motor 32 via the holding mechanism 33 and the reduction gear 34. In embodiment 1, the output shaft of the rotary-to-linear conversion mechanism 35 moves towards the power amplification mechanism 38 in response to the forward rotation of the motor 32. The output shaft of the rotary-to-linear conversion mechanism 35 moves away from the power amplification mechanism 38 in response to the reverse rotation of the motor 32.

[0043] The force amplification mechanism 38 presses the friction element 50 against the rotatable body 60 according to the force with which it is pressed by the output shaft of the rotary-to-linear conversion mechanism 35. In embodiment 1, the force amplification mechanism 38 is a lever mechanism that amplifies the force exerted by the output shaft of the rotary-to-linear conversion mechanism 35 of the push mechanism 31 on a point of application or effect 38a and delivers the amplified force at a load point 38d. In detail, the force amplification mechanism 38 has an arm 38c that can pivot about a pivot point 38b. The load point 38d, which is located at the end opposite the point of application 38a with respect to the pivot point 38b of the arm 38c, is provided with the friction element 50 via a fastening mechanism 40.

[0044] Examples of the friction element 50 include brake shoes and brake pads. Examples of the rotatable body 60 include wheels and disc rotors. As in Fig. As shown in Figure 4, when a force is applied to the point of application 38a of the force amplification mechanism 38, the arm 38c pivots about the pivot point 38b. This pivoting movement presses the friction element 50, which is attached to the load point 38d via the fastening mechanism 40, onto the rotatable body 60, thus generating a braking force to decelerate the rail vehicle.

[0045] As described above, the output shaft of the rotary-to-linear conversion mechanism 35 drives the force amplification mechanism 38 using the torque of the motor 32, thereby pressing the friction element 50 against the rotatable body 60. The torque of the motor 32 is determined by the force with which the friction element 50 is pressed against the rotatable body 60, using parameters defined by a positional relationship between the point of application 38a, the pivot point 38b, and the load point 38d of the force amplification mechanism 38, a ratio between the magnitude of the rotary motion and the magnitude of the linear motion in the rotary-to-linear conversion mechanism 35, a reduction rate of the reduction gear 34, and other factors. The speed control device 15 of the brake control device 14 stores these parameters provisionally or in advance in the form of parameters of the mechanical brake device 30.

[0046] The pulse sensor 36 is located near the motor 32 and detects the rotational speed of the motor 32. The pulse sensor 36 transmits the detected rotational speed of the motor 32 to the speed control unit 15 of the brake control unit 14.

[0047] The force sensor 37 is provided on the force amplification mechanism 38. The force sensor 37 measures the pressing force of the force amplification mechanism 38, which presses the friction element 50 onto the rotatable body 60, and transmits the measured pressing force to the target mechanical braking force determination device 12 of the brake control device 1.

[0048] The following describes a brake control process performed by the brake control device 1 with the configuration described above, with reference to Fig. 5. The brake control device 1 directs the Fig. The process shown in section 5 begins at the start of a journey by the rail vehicle. More precisely, the brake control device 1 initiates the process shown in Fig. The process shown in Figure 5 occurs when a lifting switch is activated to bring pantographs, which are examples of the current collector, into contact with an overhead line, which is an example of the power supply line.

[0049] In the absence of the operating command D1 containing a braking command from the operating unit 41 (step S11; No), the target braking force determination unit 11 repeats step S11.

[0050] When the target braking force determination device 11 receives the operating command D1 containing a braking command from the operating device 41 (step S11; Yes), it determines a target braking force from the braking command (step S12). The target braking force determination device 11 outputs the determined target braking force to the target mechanical braking force determination device 12.

[0051] The target braking force determination device 11 determines a target electrical braking force from the determined target braking force (step S13). The target braking force determination device 11 transmits the determined target electrical braking force to the main circuit control device 43.

[0052] The target mechanical braking force determination device 12 determines a first target mechanical braking force from the difference between the target braking force determined in step S12 and the actual electrical braking force specified by the regeneration feedback received from the main circuit control device 43 (step S14).

[0053] If the adaptation device 13 receives the suppression command S1 at the H level (step S15; Yes), the adaptation device 13 adjusts the first target mechanical braking force and thus determines a second target mechanical braking force that increases and decreases relative to the first target mechanical braking force (step S16). In the absence of the suppression command S1 (step S15; No), the adaptation device 13 skips step S16.

[0054] The brake control unit 14 controls the mechanical brake device 30 according to the first target mechanical braking force determined in step S14 or the second target mechanical braking force determined in step S16 (step S17). Specifically, while no suppression command S1 is input to the brake control unit 1, the brake control unit 14 controls the mechanical brake device 30 according to the first target mechanical braking force. Conversely, while the suppression command S1 is input to the brake control unit 1, the brake control unit 14 controls the mechanical brake device 30 according to the second target mechanical braking force. After step S17, the brake control unit 1 returns to step S11 and repeats the steps described above. The brake control unit 1 repeats the steps described above. Fig. The process shown in section 5 occurs at predetermined intervals during a journey of the rail vehicle.

[0055] Fig. Figure 6 shows an example of an actual braking force generated by the brake control process described above, which is performed by the brake control device 1. The time of input of the operating command D1, which contains a brake command, is defined as time T1. The time of transition of the suppression command S1 to the H level after time T1 is defined as time T2.

[0056] No braking command is entered until time T1, as shown in graph A. The target mechanical braking force determination device 12 therefore does not determine a first target mechanical braking force, as shown in graph C. Since the first target mechanical braking force is not determined until time T1, the adjustment device 13 does not determine a second target mechanical braking force, as shown in graph D. Consequently, no actual braking force is generated in the mechanical braking device 30, as shown in graph E.

[0057] At time T1, the operating command D1, which contains the braking command specifying a braking notch BN1, is input into the brake control device 1, as shown in graph A. The target braking force determination device 11 then determines a target braking force from the braking notch BN1. The target mechanical braking force determination device 12 then determines a first target mechanical braking force from the difference between the target braking force corresponding to the braking notch BN1 and the actual electrical braking force, as shown in graph C. This first target mechanical braking force is assumed to have a value BP1.

[0058] Up to time T2, the suppression command S1 is at the L level, as shown in graph B. Therefore, the adaptation device 13 does not determine a second target mechanical braking force up to time T2, as shown in graph D.

[0059] From time T1 to time T2, the brake control device 14 controls the mechanical brake device 30 according to the first target mechanical braking force, more precisely, the braking force BP1. The mechanical brake device 30 thus generates a mechanical braking force, as shown in graph E. It is assumed that the actual braking force of this mechanical brake device 30 has a value BP1'.

[0060] When the suppression command S1 transitions to the H level at time T2, as shown in graph B, the adjustment device 13 adapts the first target mechanical braking force BP1, thereby determining a second target mechanical braking force that increases and decreases around the first target mechanical braking force. For example, the second target mechanical braking force repeatedly increases and decreases around braking force BP1 by a positive value ΔBM1 to adjust in one cycle ΔT1, as shown in graph D.

[0061] After time T2, the actual braking force of the mechanical braking device 30 repeatedly increases and decreases by a value ΔBM1' around a braking force BP1', as shown in graph E. This operation causes a repetition of the pressing and releasing of the friction element 50 against the rotatable body 60 and thus facilitates the falling off or detachment of the ice and snow adhering to the friction element 50, thereby suppressing the adhesion of ice and snow between the rotatable body 60 and the friction element 50.

[0062] While the operating command D1 containing a braking command and the suppression command S1 are entered into the brake control device 1 at the H level, the brake control device 1 controls the mechanical brake device 30 according to the second target mechanical braking force, which increases and decreases as described above.

[0063] As described above, when the brake control device 1 according to embodiment 1 receives the suppression command S1 at the H level, it controls each of the mechanical brake devices 30 according to the second target mechanical braking force, which increases and decreases relative to the first target mechanical braking force determined from the target braking force. This operation causes a repetition of the pressing and releasing of the friction elements 50 against the rotatable bodies 60, thus facilitating the removal of ice and snow adhering to the friction elements 50 and suppressing the adhesion of ice and snow between the rotatable body 60 and the friction element 50. Design 2

[0064] The control process for suppressing adhesion between the rotatable bodies 60 and the friction elements 50 can be carried out not only during braking, but also, for example, during power running or coasting. The description of embodiment 2 refers to a brake control device that also performs the control process for suppressing adhesion between the rotatable bodies 60 and the friction elements 50 during power running or coasting, focusing on the differences compared to embodiment 1.

[0065] Fig. Figure 7 shows a brake control device 2 according to embodiment 2, which has the same configuration as the brake control device 1 according to embodiment 1, except that the brake control devices 14 receive the operating command D1 and the suppression command S1 from the operating device 41. The brake control device 2 has the same hardware components as the brake control device 1.

[0066] When each of the brake control devices 14 receives the suppression command S1 at the H level and the operating command D1, which contains a power-drive command or a coasting command, the brake control device 14 determines a target torque according to a third target mechanical braking force and outputs the determined target torque to the torque control device 16. The third target mechanical braking force is smaller than the first and second target mechanical braking forces and increases and decreases repeatedly. Preferably, the third target mechanical braking force is sufficiently small so as not to prevent the rail vehicle from traveling at the target acceleration specified by the power-drive command or from coasting or coasting.

[0067] The following is made with reference to Fig. 8 describes a brake control process that is carried out by the brake control device 2 according to embodiment 2. The brake control device 2 directs the Fig. The process shown in section 8 begins at the start of a rail vehicle journey. Steps S11 to S17 in Fig. 8 are similar to steps S11 to S17 in Fig. 5, which are carried out by the brake control device 1.

[0068] If the brake control device 14 receives the operating command D1, which contains a power driving command or an idle driving command, i.e., in other words, does not receive a brake command (step S11; No), and if the brake control device 14 receives the suppression command S1 at the H level (step S21; Yes), the brake control device 14 controls the mechanical brake device 30 according to the defined third target mechanical braking force (step S22).

[0069] In the absence of the suppression command S1 at the H level (step S21; No), the adaptation device skips step S22.

[0070] After step S17 or S22, or if no brake command is received (step S11; No) and no suppression command S1 is received at the H level (step S21; No), the brake control device 2 returns to step S11 and repeats the steps described above. The brake control device 2 repeats the steps described above, in Fig. The process shown in section 8 occurs at predetermined intervals during a journey of the rail vehicle.

[0071] Fig. Figure 9 shows an example of the actual braking force generated by the brake control process described above, which is performed by the brake control device 2. The time of input of the operating command D1, which contains the power running command specifying a power running notch PN1, is defined as time T11. The time of transition of the suppression command S1 to the H level after time T11 is defined as time T12.

[0072] At time T11, the operating command D1, which contains the power driving command specifying the power driving notch PN1, is input into the brake control device 2, as shown in graph A. The suppression command S1 is at the L level at this time, so the brake control device 14 does not perform control based on the third target mechanical braking force, as shown in graph C. The mechanical brake device 30 therefore does not generate a braking force, as shown in graph D.

[0073] At time T12, when the suppression command S1 transitions to the H level, as shown in graph B, the brake control device 14 controls the mechanical brake device 30 according to the third target mechanical braking force, as shown in graph C. The third target mechanical braking force repeatedly increases and decreases by a braking force BP3 by a change amount ΔBM3' in one cycle ΔT2. The braking force BP3 is less than the value BP1 of the first target mechanical braking force and the value BP1-ΔBM1 or BP1-ΔBM1 of the second target mechanical braking force in embodiment 1.

[0074] After time T12, the actual braking force of the mechanical brake device 30 repeatedly increases and decreases by a value ΔBM3' around a braking force BP3, as shown in graph D. This operation causes a repetition of the pressing and releasing of the friction element 50 against the rotatable body 60 during operation or idling, thus facilitating the falling off or detachment of the ice and snow adhering to the friction element 50, thereby preventing the rotatable body 60 and the friction element 50 from sticking due to ice and snow.

[0075] While the operating command D1, which contains a power-on command or an idle-on command, and the suppression command S1 are input to the brake control device 2 at the H level, the brake control device 2 controls each of the mechanical brake devices 30 according to the third target mechanical braking force, which repeatedly increases and decreases as described above. When the power-on command or the idle-on command transitions to the brake command in the presence of the suppression command S1 at the H level, the brake control device 2 controls each of the mechanical brake devices 30 according to the second target mechanical braking force, which increases and decreases as in embodiment 1.

[0076] As described above, when the brake control device 2 according to embodiment 2 receives the operating command, which includes a power-drive command or an idle-drive command, and the suppression command S1 at the H level, it controls each of the mechanical brake devices 30 according to the third target mechanical braking force, which increases and decreases. This operation causes a repetition of the pressing and releasing of the friction elements 50 against the rotatable bodies 60 during power-drive or idle-drive, thus facilitating the falling off of ice and snow adhering to the friction elements 50, thereby suppressing adhesion or sticking between the rotatable body 60 and the friction element 50 due to ice and snow. embodiment 3

[0077] The necessity for the process of suppressing adhesion between the rotatable bodies 60 and the friction elements 50 can be evaluated in the brake control device. The description of embodiment 3 refers to a brake control device that evaluates the necessity for the process of suppressing adhesion between the rotatable bodies 60 and the friction elements 50, focusing on the differences from embodiment 1.

[0078] Fig. Figure 10 shows a brake control device 3 according to embodiment 3, which, in addition to the components of the brake control device 1 according to embodiment 1, has an evaluation unit 19 that evaluates the necessity for the process of suppressing adhesion between the rotatable bodies 60 and the friction elements 50. The brake control device 3 has the same hardware components as the brake control device 1, except that the brake control device 3 is connected via the interface 83 to a temperature sensor 39, which is included in each of the mechanical brake devices 30.

[0079] The evaluation unit 19 receives a sticking indicator, which is a physical quantity that indicates a cause of sticking between the rotatable bodies 60 and the friction elements 50, and evaluates whether the sticking indicator lies within a target range. In embodiment 3, the sticking indicator is a measured temperature detected by the temperature sensor 39 of each of the mechanical braking devices 30. The temperature sensor 39 is provided on a brake shoe, which is an example of the friction element 50, and measures, for example, the air temperature around the friction element 50.

[0080] The target area is defined depending on the values ​​of the adhesion indicator while the rotatable bodies 60 and the friction elements 50 are adhering to each other. For example, the target area is defined depending on the ambient temperatures at which the rotatable bodies 60 and the friction elements 50 may potentially adhere to each other.

[0081] The evaluation unit 19 receives the operating command D1 from the operating device 41. If the received operating command D1 contains a braking command, the evaluation unit 19 compares the temperature detected by the temperature sensor 39 with the target range of the ambient temperature defined according to the braking command.

[0082] Evaluation unit 19 outputs to adjustment unit 13 the result of the evaluation as to whether the adhesion indicator lies within the target range. If the evaluation shows that the adhesion indicator lies outside the target range, evaluation unit 19 determines a deviation of the adhesion indicator from the target range and outputs the determined deviation to adjustment unit 13. A typical example of the deviation of the adhesion indicator from the target range is the ratio of the adhesion indicator to the upper or lower limit of the target range.

[0083] The adjustment device 13 adjusts the first target mechanical braking force according to the adhesion indicator and thus determines a second target mechanical braking force. In embodiment 3, the adjustment device 13 adjusts the first target mechanical braking force using a positive adjustment amount that is positively correlated with the deviation received from the evaluation device 19, and thus determines a second target mechanical braking force. In other words, the adjustment amount increases with a greater deviation of the adhesion indicator from the target range. The adjustment amount decreases as the adhesion indicator approaches the target range.

[0084] Below, a brake control process carried out by the brake control device 3 according to embodiment 3 is described with reference to Fig. 11 described. The brake control device 3 directs the in Fig. The process depicted in 11 begins at the start of a rail vehicle journey. Steps S11 to S14 and S17 in Fig. 11 are similar to steps S11 to S14 and S17 in Fig. 5, which are executed by the brake control device 1.

[0085] Evaluation unit 19 assesses whether the adhesion indicator lies outside the target range (step S31). If the adhesion indicator lies outside the target range (step S31; yes), evaluation unit 19 determines a deviation of the adhesion indicator from the target range (step S32). Evaluation unit 19 then outputs the determined deviation to adjustment unit 13.

[0086] The adjustment device 13 adjusts the first target mechanical braking force using an adjustment amount that is positively correlated with the deviation determined in step S32, thus determining a second target mechanical braking force (step S33). Specifically, the adjustment device 13 determines the second target mechanical braking force by repeating the addition of the adjustment amount, which is positively correlated with the deviation, to the first target mechanical braking force and the subtraction of the adjustment amount from the first target mechanical braking force.

[0087] If the adhesion indicator is within the target range (step S31; No), the evaluation unit 19 skips steps S32 and S33. The subsequent step is similar to that in embodiment 1. In detail, each of the brake control units 14 controls the mechanical brake device 30 according to the first target mechanical braking force determined in step S14 or the second target mechanical braking force determined in step S33. The brake control unit 3 repeats the above-described process. Fig. 11. Process depicted at predetermined intervals during a journey of the rail vehicle.

[0088] As described above, the brake control device 3 according to embodiment 3 evaluates the necessity for the process of suppressing adhesion between the rotatable bodies 60 and the friction elements 50 based on whether the target area includes the adhesion indicator, which is a physical quantity that indicates a cause of adhesion between the rotatable bodies 60 and the friction elements 50. The brake control device 3 controls each of the mechanical brake devices 30 according to the second target mechanical braking force, which is determined by adjusting the first target mechanical braking force using the adjustment amount that is positively correlated with the deviation of the adhesion indicator from the target area. A greater deviation of the adhesion indicator from the target area leads to a greater variation in the actual braking force generated by the mechanical brake device 30. This control can prevent the drop or...To facilitate the removal of ice and snow adhering to the friction elements 50, thereby suppressing adhesion between the rotatable body 60 and the friction element 50 due to ice and snow. Design 4

[0089] The process of suppressing adhesion between the rotatable bodies 60 and the friction elements 50 can be carried out at different times among the brake control units. Fig. Figure 12 shows a brake control device 4 according to embodiment 4, which has a similar configuration to that in embodiment 1. Fig. Figure 12 shows the mechanical brake devices 30a, 30b, 30c, 30d, 30e, 30f, 30g, and 30h provided on the respective wheels. Mechanical brake devices 30a and 30b press the friction elements 50 against the respective rotatable bodies 60, which are different wheels mounted on the same axle. Mechanical brake devices 30c and 30d press the friction elements 50 against the respective rotatable bodies 60, which are different wheels mounted on the same axle. Mechanical brake devices 30e and 30f press the friction elements 50 against the respective rotatable bodies 60, which are different wheels mounted on the same axle. Furthermore, mechanical brake devices 30g and 30h press the friction elements 50 against the respective rotatable bodies 60, which are different wheels mounted on the same axle.

[0090] The mechanical braking devices 30a to 30h have the same configuration as the mechanical braking device 30 in embodiment 1. Fig. Figure 12 does not show some arrows from the mechanical brake devices 30a to 30h to the components of the brake control device 4, for the sake of simplicity.

[0091] In embodiment 4, the brake control device 4 considers or understands the wheels as the units for control in the brake control process. In other words, the brake control device 4 has brake control units 14a, 14b, 14c, 14d, 14e, 14f, 14g and 14h, each of which controls the mechanical brake devices 30a, 30b, 30c, 30d, 30e, 30f, 30g and 30h.

[0092] Although Fig. Figure 12 does not show the configuration of the brake control devices 14a to 14h for the sake of simplicity; the brake control devices 14a to 14h have the same configuration as the brake control device 14 according to embodiment 1. The brake control device 4 according to embodiment 4 has the same hardware components as that in embodiment 1.

[0093] The target mechanical braking force determination device 12 determines target mechanical braking forces of the respective mechanical braking devices 30a to 30h, as in embodiment 1. The target mechanical braking force determination device 12 outputs the determined target mechanical braking forces of the respective mechanical braking devices 30a to 30h to the adaptation device 13.

[0094] When the adaptation device 13 receives the suppression command S1 at level H from the operating device 41, the adaptation device 13 determines second target mechanical braking forces that increase and decrease at different times under the axles. In detail, the adjustment device 13 determines the second target mechanical braking forces of the mechanical braking devices 30a to 30h such that time shifts are introduced during the cycles of increasing and decreasing the second target mechanical braking forces of the mechanical braking devices 30a and 30b, the cycles of increasing and decreasing the second target mechanical braking forces of the mechanical braking devices 30c and 30d, the cycles of increasing and decreasing the second target mechanical braking forces of the mechanical braking devices 30e and 30f, and the cycles of increasing and decreasing the second target mechanical braking forces of the mechanical braking devices 30g and 30h.These differences cause the actual braking forces of the mechanical braking devices 30a to 30h to increase and decrease at the same times. This control system suppresses large fluctuations in the braking force of the entire rail vehicle and enables a stable braking force for the entire rail vehicle.

[0095] As described above, the brake control device 4 according to embodiment 4 controls the mechanical brake devices 30a to 30h according to the second target mechanical braking forces, which are determined such that time shifts are introduced in the cycles of increase and decrease under the axles. This control can suppress adhesion between the rotatable bodies 60 and the friction elements 50 while maintaining the braking forces of the entire rail vehicle.

[0096] The embodiments described above are not to be understood as limiting the scope of this disclosure. The embodiments described above can be combined with one another in any way. For example, the brake control devices 2 and 3 according to embodiments 2 and 3 can control the mechanical brake devices 30a to 30h according to the second target mechanical braking forces, which are determined such that time shifts are introduced in the cycles of increase and decrease under the axles, as with brake control device 4.

[0097] In another example, the brake control devices 1 and 2 according to embodiments 1 and 2 can adjust the first target mechanical braking force according to the adhesion indicator and thus determine a second target mechanical braking force, as does the brake control device 3. In this modification, a suppression command S1 can be supplied to the brake control devices 1 and 2, which contains an adhesion indicator and information about the presence of an instruction to suppress adhesion between the rotatable bodies 60 and the friction elements 50.

[0098] The second target mechanical braking force can be determined by a different procedure than those described above. For example, the adjustment device 13 can determine a second target mechanical braking force of the mechanical braking device 30a by increasing the first target mechanical braking force of the mechanical braking device 30a, corresponding to one of the wheels mounted on a given axle, by an adjustment amount, and decreasing the first target mechanical braking force of the mechanical braking device 30b, corresponding to the other wheel mounted on the same axle, by the same adjustment amount. The same applies to the mechanical braking devices 30c to 30h.

[0099] In another example, the adaptation device 13 of the brake control device 4 can determine second target mechanical braking forces in such a way that time shifts are introduced or introduced in the cycles of increase and decrease among the units for brake control, such as wheels, axles, bogies and vehicle bodies.

[0100] For a rail vehicle that decelerates using only a mechanical braking force without an electric braking force, the target mechanical braking force determination device 12 determines target mechanical braking forces of the mechanical braking devices 30a to 30h from the target braking force determined by the target braking force determination device 11.

[0101] The brake control device 1 can control the mechanical brake device 30 in each unit for one control, such as each axle, bogie, or vehicle body, as well as each wheel. The brake control unit 14 is provided for one control for each unit, i.e., for each wheel, axle, bogie, or vehicle body. In an exemplary case of controlling the mechanical brake devices 30a to 30h for each axle, the motors 32 contained in the mechanical brake devices 30a and 30b are supplied with the same electrical energy or power. The motors 32 contained in the mechanical brake devices 30c and 30d are supplied with the same electrical energy or power. The motors 32 present in the mechanical brake devices 30e and 30f are supplied with the same electrical energy or power.The motors 32 contained in the mechanical brake devices 30g and 30h are also supplied with the same electrical energy or power.

[0102] The evaluation device 19 can evaluate the necessity of the process of suppressing adhesion between the rotatable bodies 60 and the friction elements 50 by a procedure other than those described above. For example, the evaluation device 19 can use the pressing force detected by the load cell 37 of each of the mechanical braking devices 30 as the adhesion indicator. In order to generate the braking force using the friction element 50 covered with snow equivalent to the braking force using the friction element 50 not covered with ice or snow, the friction element 50 covered with snow must be pressed against the rotatable body 60 with a greater pressing force than the friction element 50 not covered with ice or snow.In other words, if the pressing force of the mechanical brake 30 exceeds a target range associated with the brake command, the rotatable body 60 and the friction element 50 are more likely to adhere to one another. The evaluation unit 19 thus evaluates whether the pressing force of the mechanical brake 30 is within the target range. If the evaluation unit 19 determines that the pressing force of the mechanical brake 30 is outside the target range, the adjustment unit 13 determines a second target mechanical brake force from the first target mechanical brake force.

[0103] In another example, the evaluation unit 19 can use as an adhesion indicator a result of a measurement of the amount of snow accumulation or snowfall, detected by a camera or sensor installed in the rail vehicle. Alternatively, the evaluation unit 19 can receive a measured or predicted weather indicator, such as the amount of snow accumulation or snowfall, in the area where the rail vehicle is traveling from an external device and use the received measured or predicted weather indicator as the adhesion indicator.

[0104] The second target mechanical braking force can be determined by a different procedure than those described above. For example, the adjusting device 13 can determine a second target mechanical braking force by repeatedly multiplying the first target mechanical braking force by the value (1+c1) and by multiplying the first target mechanical braking force by the value (1-c1), where c1 is a positive coefficient less than 1.

[0105] In another example, the adaptation device 13 can determine a second target mechanical braking force that increases or decreases the first target mechanical braking force, which serves as an upper or lower limit.

[0106] In another example, the adjustment device 13 can determine a second target mechanical braking force such that the sum of the first target mechanical braking forces of the mechanical braking devices 30a to 30h is equal to the sum of the second target mechanical braking forces of the mechanical braking devices 30a to 30h. More precisely, the adjustment device 13 can determine a second target mechanical braking force for each of the mechanical braking devices 30a, 30b, 30c, and 30d by adding an adjustment amount to the first target mechanical braking force, and determine a second target mechanical braking force for each of the mechanical braking devices 30e, 30f, 30g, and 30h by subtracting the adjustment amount from the first target mechanical braking force. This control system makes it possible to maintain the braking force throughout the entire rail vehicle at the target deceleration specified by the braking command.

[0107] In another example, the adaptation device 13 can adjust the first target mechanical braking force using an adjustment amount that increases with a decrease in the air temperature around the friction element 50, thus determining a second target mechanical braking force. Alternatively, the adaptation device 13 can determine a second target mechanical braking force by alternately adding a positive adjustment amount and a negative adjustment amount to the first target mechanical braking force. The absolute values ​​of these adjustment amounts can be defined as a function of the adhesion indicator. For example, the absolute values ​​of the positive adjustment amount and the negative adjustment amount are positively correlated with the deviation of the adhesion indicator from the target range.The deviation of the adhesion indicator from the target range is not necessarily the ratio of the adhesion indicator to the upper or lower limit of the target range, but can also be, for example, the difference between the adhesion indicator and the upper or lower limit of the target range.

[0108] The brake control devices 1 to 4 can receive the operating command D1 by a procedure other than those described above. For example, the target braking force determination device 11 can receive the operating command D1, which contains a braking command, a power command, or a coasting command, via a train information management system. In another example, the brake control devices 1 to 4 can receive a braking command containing an emergency braking command from an automatic train stop (ATS) apparatus. Alternatively, the brake control devices 1 to 4 can receive a safety braking command from the safety brake machine, which issues the safety braking command at the H level if the deceleration of the rail vehicle is less than a threshold value despite the input of the normal braking command or the emergency braking command.

[0109] The mechanical brake devices 30 and 30a to 30h are not necessarily the electrically operated mechanical brake devices. For example, each of the mechanical brake devices 30 and 30a to 30h may have a push-button mechanism 31 whose output shaft is displaced according to the pressure of a fluid, such as air or oil. In this case, the brake control devices 1 to 4 each displace the position of the output shaft by varying the pressure of the fluid supplied to the push-button mechanism 31, thus controlling the mechanical brake devices 30 and 30a to 30h.

[0110] The mechanical braking device 30 may have a different configuration than in the examples described above. For example, the force amplification mechanism 38 is not necessarily a lever mechanism, but may also be a toggle mechanism or a linkage mechanism. In another example, the mechanical braking device 30 may lack the force sensor 37. In the case that no force sensor 37 is present, the speed control unit 15 of the brake control unit 14 may, for example, perform feedback control based on the speed of the rail vehicle.

[0111] The braking command may include a parking brake command. For example, if the brake control device 1 receives the braking command, which includes a parking brake command, and the suppression command S1 at the H level, the brake control device 1 controls each of the mechanical brake devices 30 according to the second target mechanical braking force determined by adjusting the first target mechanical braking force.

[0112] The central part, comprising the processor 81, memory 82, and interface 83, and executing the control process, can be implemented not only by specialized systems but also by ordinary computer systems. For example, a computer program for performing the operation described above can be stored and distributed on non-transient, computer-readable recording media such as flexible disks, Compact Disc Read-Only Memories (CD-ROMs), and Digital Versatile Disc Read-Only Memories (DVD-ROMs). The computer program can then be installed on a computer to configure one of the brake control devices 1 to 4 to perform the operation. Alternatively, the computer program can be stored in memory located in a server on a communication network and downloaded to an ordinary computer system to configure the brake control device 1.

[0113] In the case where the functions of the brake control device 1 are achieved by the joint use of an operating system (OS) and an application program or by the cooperation of the operating system and the application program, for example only the application program can be stored in a non-transitory recording medium or storage device.

[0114] The computer program can be distributed over a communication network in the form of a superposition on carrier waves. For example, the computer program can be published or posted on a communication network in a bulletin board system (BBS) and distributed to computers via the communication network. The computers can activate this computer program and execute it under the control of the operating system in the same way as other application programs, thereby performing the processes described above.

[0115] The brake control devices 1 to 4 can be implemented by a processing circuit 84, as shown in Fig. Figure 13 shows the processing circuit 84. The processing circuit 84 is connected via an interface circuit 85 to the operating device 41, the power source device 42, the main circuit control device 43, and the mechanical brake devices 30. In the case where the processing circuit 84 is dedicated or special hardware, it may, for example, comprise a single circuit, a combined circuit, a programmed processor, a parallel programmed processor, an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or a combination thereof. The individual components of the brake control devices 1 to 4 may be implemented by separate processing circuits 84 or by the common processing circuit 84.

[0116] Some of the functions of the brake control devices 1 to 4 can be performed by dedicated or special hardware, while other functions can be performed by software or firmware. For example, the target braking force determination device 11 and the target mechanical braking force determination device 12 of the brake control device 1 can be performed by the Fig. The processing circuit 84 shown in 13 can be implemented, while the adaptation device 13 and the brake control device 14 can be implemented by the programs stored in the memory 82, if the programs are from the Fig. The processor 81 shown in the diagram can be read and executed.

[0117] The foregoing describes some embodiments for illustrative purposes. Although the preceding discussion has presented specific embodiments, the person skilled in the art will recognize that changes in form and detail can be made without departing from the broader spirit and scope of the invention. Accordingly, the description and drawings are to be understood 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 only by the appended claims, together with the entire range of equivalents to which those claims extend. Reference symbol list 1, 2, 3, 4 Brake control device 11 Target braking force determination device 12 Target mechanical braking force determiner 13 Adjustment device (“adjuster”) 14, 14a, 14b, 14c, 14d, 14e, 14f, 14g, 14h Brake control device 15 Speed ​​control device 16 Torque control device 17 Energy conversion circuit 18 Current sensor 19 Evaluation unit 30, 30a, 30b, 30c, 30d, 30e, 30f, 30g, 30h Mechanical braking device 31 pressing mechanism 32 engine 32a Drive shaft 33 Holding mechanism 34 Reduction gear 35 Rotary-to-linear conversion mechanism 36 Pulse sensor 37 load cell 38 Force amplification mechanism 38a Effort point 38b Pivot point (“fulcrum”) 38c Arm 38d load point 39 Temperature sensor 40 fastening mechanism 41 Operating device 42 Power source device 43 Main circuit control device 50 friction element 60 Rotating Body 80 Bus 81 processor 82 memory 83 Interface 84 Processing circuit 85 Interface circuit 100 Brake control system D1 Operating command S1 Suppression Order 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 2000-255429

[0004]

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