Brake control device, brake control system and brake control method

Abstract

A brake control device (1) comprises a weight determination device (11), a target braking force determination device (12), a mechanical target braking force determination device (14), a control device (15), and a compensator (16). The weight determination device (11) determines the weights of individual train cars, bogies, axles, or wheels. The target braking force determination device (12) determines target braking forces from a braking command and the weights. The mechanical target braking force determination device (14) determines mechanical target braking forces from the target braking forces. The control device (15) controls mechanical brake devices (71a-71h) in accordance with the mechanical target braking forces.The compensator (16) compensates for variations in the adhesion force between the rails and the wheels intended for the same train car, bogie or axle by adjusting the weights, target braking forces and / or mechanical target braking forces.

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] Railway vehicles each comprise mechanical braking devices that press or apply friction elements to rotating bodies ("urge") that rotate during the journey of the railway vehicle, thus generating mechanical braking forces, and a brake control device that controls the mechanical braking devices. This type of brake control device is disclosed in patent literature 1. The brake control device for a railway vehicle disclosed in patent literature 1 measures the weight of a train car using wheel load sensors and changes braking forces depending on changes in wheel load. Citation list of patent literature

[0003] Patent literature 1: Unexamined Japanese patent application with publication number H5-39019 Summary of the invention: Technical problem

[0004] In a rail vehicle traveling, for example, in a location with a height difference between the right and left rails, or in a location with a difference in surface conditions between the right and left rails, the right and left wheels of the rail vehicle experience different wheel loads. This means that the adhesive force between the left rail and the wheels differs from the adhesive force between the right rail and the wheels. If the friction elements are pressed evenly against the wheels intended for the same train car or vehicle body to generate mechanical braking forces, one of the wheels could tend to slip due to the mechanical braking force exceeding the adhesive force.

[0005] One objective of the present disclosure, which was achieved in view of the situations above, is to provide a brake control device, a brake control system and a brake control method that can suppress skidding. Solution to the problem

[0006] To achieve the above objective, a brake control device according to the present disclosure controls mechanical brake devices provided for individual wheels of a railway vehicle and comprises a weight determination device, a target braking force determination device, a mechanical target braking force determination device, a control device, and a compensator. The weight determination device determines the weights of individual units corresponding to train cars encompassed by the railway vehicle, bogies of the train cars, axles provided for the bogies, or wheels provided for the axles. The target braking force determination device determines target braking forces, which specify target values ​​of braking forces, from the weights and a brake command to instruct the railway vehicle to decelerate or stop.The mechanical target braking force determination device calculates mechanical target braking forces from the target braking forces. These target braking forces specify the braking forces to be generated by the mechanical braking devices. The control device controls the mechanical braking devices in accordance with these mechanical target braking forces. The compensator compensates for variations in the adhesive force between the rails and the wheels, which are intended for a common set of carriages, bogies, or axles, by adjusting the weights used in the target braking force calculation, the target braking forces, and / or the mechanical target braking forces. When the compensator adjusts the weights of individual wheels, the target braking force determination device calculates the target braking forces for each individual wheel from the braking command and the adjusted weights.When the compensator adjusts the target braking forces, the mechanical target braking force determination device calculates the mechanical target braking forces from the adjusted target braking forces. When the compensator adjusts the mechanical target braking forces, the control device operates the mechanical braking devices in accordance with the adjusted mechanical target braking forces. Advantageous effects of the invention

[0007] The brake control device according to the present disclosure compensates for variations in the adhesive force between the rails and the wheels intended for the same train car, bogie, or axle by adjusting the weights, target braking forces, and / or mechanical target braking forces. The brake control device can thus suppress wheel slippage due to variations in the adhesive force between the rails and the wheels intended for the same train car, bogie, or axle of the rail vehicle. Brief description of the drawings Fig. Figure 1 shows a front view of a train carriage comprising a brake control device according to embodiment 1; Fig. Figure 2 shows a side view of the train carriage comprising the brake control device according to embodiment 1; Fig. Figure 3 shows a top view of the bogies of the train carriage, which includes the brake control device according to embodiment 1; Fig. Figure 4 shows a front view of the train car comprising the brake control device according to embodiment 1 when located on an inclined surface; Fig. Figure 5 shows a block diagram illustrating a brake control system according to embodiment 1; Fig. Figure 6 shows a detailed block diagram illustrating the brake control system according to embodiment 1; Fig. Figure 7 illustrates a hardware configuration of the brake control device according to embodiment 1; Fig. Figure 8 represents a flowchart illustrating an exemplary operation of a brake control process carried out by the brake control device according to embodiment 1; Fig. 9 represents a block diagram illustrating a brake control system according to embodiment 2; Fig. Figure 10 presents a flowchart illustrating an exemplary operation of a brake control process carried out by a brake control device according to embodiment 2; Fig. Figure 11 shows a block diagram illustrating a brake control device according to embodiment 3; Fig. Figure 12 presents a flowchart illustrating an exemplary operation of a brake control process carried out by the brake control device according to embodiment 3; and Fig. Figure 13 illustrates a modification of a hardware configuration of the brake control device according to the embodiments. Description of the embodiments

[0008] 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. Components that are identical or equivalent are identified in the drawings by the same reference numerals. Design 1

[0009] The following describes a brake control device according to embodiment 1, which focuses on an exemplary brake control device installed in a rail vehicle that decelerates using either an electric braking force and / or a mechanical braking force, and which controls the mechanical braking devices provided for the respective wheels.

[0010] As in the Fig. 1 and Fig. As illustrated in Figure 2, a rail vehicle 60 comprises a number of train cars 61. Each of the train cars 61 comprises a car body 62 and bogies 63 and 64, which support the car body 62. As shown in Figure 2, the train car 60 comprises a car body 62 and bogies 63 and 64, which support the car body 62. Fig. Figure 3, which illustrates the bogies 63 and 64 as seen from below the vehicle body 62, also includes air springs 51 and 52 for bogie 63 and air springs 53 and 54 for bogie 64. Fig. Figure 3 illustrates the contour of the vehicle body 62 with the dotted line to clarify the positional relationship between the vehicle body 62 and the air springs 51, 52, 53 and 54.

[0011] In the Fig. In sections 1 to 3, the X-axis extends in the direction of travel of the rail vehicle 60, whereas the Y-axis extends in the width direction of the vehicle body 62. The Z-axis is orthogonal to both the X-axis and the Y-axis. In the Fig. In sections 1 to 3, it is assumed that the rail vehicle 60 is located on a horizontal plane. In other words, this means that the Z-axis is in the Fig. 1 to 3 parallel to a vertical axis or vertical axis AX, which extends in the vertical direction, as shown by the dashed line in Fig. 1 is illustrated.

[0012] As in Fig. As illustrated in Figure 3, the vehicle body 62 is supported by the four air springs 51, 52, 53 and 54, which are arranged two-dimensionally along both the X-axis direction and the Y-axis direction.

[0013] The bogies 63 and 64 are located below the vehicle body 62 and are aligned in the direction of travel of the rail vehicle 60, i.e., in the X-axis direction. The bogies 63 and 64 have the same structure. The bogie 63 is equipped with air springs 51 and 52, which are aligned in the width direction of the vehicle body 62, i.e., in the Y-axis direction. The bogie 64 is equipped with air springs 53 and 54, which are aligned in the Y-axis direction.

[0014] The bogie 63 comprises wheels 73a and 73b, which are provided on axle 65, and wheels 73c and 73d, which are provided on axle 66. The bogie 64 comprises wheels 73e and 73f, which are provided on axle 67, and wheels 73g and 73h, which are provided on axle 68.

[0015] As in Fig. As illustrated in Figure 2, the vehicle body 62 is equipped with a brake control device 1 located beneath it. The brake control device 1 causes mechanical brake devices to press friction elements against the respective wheels 73a to 73h, which are examples of rotating bodies that turn during a journey of the rail vehicle 60. This control causes the mechanical brake devices to generate braking forces.

[0016] In a curved section of track for rail vehicle 60, an outer of the curved rails is installed in a position higher than the inner of the curved rails to ensure stable operation of the rail vehicle 60. The rail vehicle 60 is thus located on an inclined surface within the curved section, as shown in Fig. Figure 4 illustrates this. In the rail vehicle 60, which is located on the inclined surface, the wheels 73b, 73d, 73f and 73h, which bear against a rail 92 located vertically above it, experience a lower wheel load than the wheels 73a, 73c, 73e and 73g, which bear against a rail 91 located vertically below it.

[0017] The wheels 73b, 73d, 73f, and 73h and the rail 92 thus exhibit a lower adhesive force between them than the wheels 73a, 73c, 73e, and 73g and the rail 91. If the same force is applied to press the friction elements onto the wheels 73a to 73h, the wheels 73b, 73d, 73f, and 73h could slip because the braking force exceeds the adhesive force.

[0018] The following describes the brake control device 1, which can suppress slippage. Fig. Figure 5 illustrates a brake control system 100 comprising mechanical brake devices 71a, 71b, 71c, 71d, 71e, 71f, 71g and 71h installed in the same train car 61, and the brake control device 1 which controls the mechanical brake devices 71a to 71h.

[0019] The mechanical brake devices 71a, 71b, 71c, 71d, 71e, 71f, 71g and 71h are linked to or connected with the respective wheels 73a, 73b, 73c, 73d, 73e, 73f, 73g and 73h. The mechanical brake devices 71a, 71b, 71c, 71d, 71e, 71f, 71g and 71h press friction elements 72a, 72b, 72c, 72d, 72e, 72f, 72g and 72h against the respective wheels 73a, 73b, 73c, 73d, 73e, 73f, 73g and 73h, thus generating mechanical braking forces.

[0020] The brake control device 1 comprises a weight determination device 11, which determines the weights of the individual units corresponding to the train cars 61, the bogies 63 and 64, the axles 65 to 68, or the wheels 73a to 73h; a target braking force determination device 12, which determines target braking forces from a braking command and the weights; an electrical target braking force determination device 13, which determines an electrical target braking force that specifies a target value for an electrical braking force; a mechanical target braking force determination device 14, which determines mechanical target braking forces that specify the target values ​​of the braking forces to be generated by the mechanical braking devices 71a to 71h; a control device 15, which controls the mechanical braking devices 71a to 71h; and a compensator 16, which compensates for fluctuations in an adhesion force between the wheels 73a to 73h and the rails. 91 and 92 are compensated by the weights,the target braking forces and / or the mechanical target braking forces are adjusted.

[0021] The weight determination device 11 records the wheel loads of wheels 73a to 73h, which are measured by the wheel load sensors 41. The wheel load sensors 41 are provided, for example, for wheels 73a to 73h. The wheel loads of wheels 73a to 73h represent vertical forces exerted by the wheels 73a to 73h on the surface of the rail 91 or 92. From the wheel loads of wheels 73a to 73h, the weight determination device 11 calculates the weights of the individual units, i.e., the weights of the train cars 61, the loads on the individual bogies 63 and 64, the loads on the individual axles 65 to 68, or the loads on the individual wheels 73a to 73h. In embodiment 1, the weight determination device 11 determines the weight of a train car 61 from the wheel loads of wheels 73a to 73h. The weight determination device 11 outputs the determined weight of the train car 61 to the target braking force determination device 12.

[0022] The target braking force determination device 12 detects a braking command from an operating device 42, which is installed, for example, in a driver's cab. The braking command includes a normal braking command, an emergency braking command, a safety braking command and / or a parking brake command.

[0023] The normal brake is used during braking of the rail vehicle 60 in normal situations. The normal brake command specifies a target deceleration of the rail vehicle 60, which changes depending on manipulation of the operating device 42. The emergency brake is used in emergency situations. The emergency brake command specifies a target deceleration that is greater than or equal to the maximum target deceleration specified by the normal brake command. The safety brake is used when the normal brake or the emergency brake is ineffective. The safety brake command specifies a predetermined target deceleration. The parking brake prevents unintentional movement of the rail vehicle 60, for example, in a station or depot. The parking brake command specifies a predetermined target deceleration.

[0024] The description of the brake control device 1 according to embodiment 1 focuses on an example in which the brake command, which contains the normal brake command, is fed to the target brake force determining device 12.

[0025] The target braking force determination device 12 determines a total target braking force for each train car 61 by multiplying the target deceleration specified by the braking command by the weight of the train car 61, as determined by the weight determination device 11. The total target braking force represents the braking force necessary to achieve the target deceleration specified by the braking command. The target braking force determination device 12 determines target braking forces for the individual wheels 73a to 73h by dividing the total target braking force for the train car 61 by the number of wheels 73a to 73h assigned to the train car 61. The target braking force determination device 12 outputs the determined target braking forces for the individual wheels 73a to 73h to the compensator 16.

[0026] The compensator 16 compensates for fluctuations in the adhesive force between the wheels 73a to 73h and the rails 91 and 92 by adjusting the target braking forces in accordance with fluctuation factors that cause the fluctuations in the adhesive force between the wheels 73a to 73h and the rails 91 and 92. The fluctuation factors include at least the height difference and / or the surface condition difference between the right rail 91 and the left rail 92, which change depending on the direction of travel and the location of the rail vehicle 60. In embodiment 1, the fluctuation factors include a cant value that specifies the height difference (in millimeters) between the right rail 91 and the left rail 92 at the location of the rail vehicle 60. The cant value is, for example, a positive value.The compensator 16 obtains the cant value and information about one of the rails 91 and 92, located, for example, vertically below it, from a train information management system (not illustrated). The compensator 16 adjusts the target braking forces for the individual wheels 73a to 73h in accordance with the cant value. The compensator 16 outputs the target braking forces for the individual wheels 73a to 73h, adjusted as described above, to the electrical target braking force determination device 13 and the mechanical target braking force determination device 14.

[0027] In the event of any height difference between the right and left rails 91 and 92 at the location of the rail vehicle 60, as in Fig. As illustrated in Figure 4, the compensator 16 increases the target braking forces for wheels 73a, 73c, 73e, and 73g, which bear against rail 91 located vertically below, and decreases the target braking forces for wheels 73b, 73d, 73f, and 73h, which bear against rail 92 located vertically above. The compensator 16 adjusts the target braking forces for individual wheels 73a to 73h, for example, using a coefficient c1, which has a positive value less than 1 and changes depending on the superelevation value. More specifically, this means that the compensator 16 multiplies the target braking forces for wheels 73a, 73c, 73e, and 73g by the value (1+c1) and the target braking forces for wheels 73b, 73d, 73f, and 73h by the value (1-c1), and then adjusts the target braking forces for the individual wheels 73a to 73h. The superelevation value and the coefficient c1 are positively correlated.In other words, increasing the overestimation value leads to a higher coefficient c1.

[0028] Preferably, the total target braking force for the train car 61, which is determined from the target braking forces for wheels 73a to 73h before adjustment by the compensator 16, is essentially equal to the total target braking force for the train car 61, which is determined from the target braking forces for wheels 73a to 73h after adjustment by the compensator 16. In other words, this means that the sum of the target braking forces for wheels 73a to 73h before adjustment by the compensator 16 is preferably equal to the sum of the target braking forces for wheels 73a to 73h after adjustment by the compensator 16.

[0029] In the case where there is no height difference between the right and left rails 91 and 92 at the location of the rail vehicle 60, as in Fig. As illustrated in Figure 1, the compensator 16 outputs the target braking forces for the individual wheels 73a to 73h, obtained from the target braking force determination device 12, to the electrical target braking force determination device 13 and the mechanical target braking force determination device 14 without the target braking force adjustment described above.

[0030] The electrical target braking force determination device 13 determines an electrical target braking force from the target braking forces obtained by the compensator 16. The electrical target braking force specifies a target value for the electrical braking force to be generated by consuming the electrical power produced when a main motor acts as an electric generator to produce thrust for the rail vehicle 60. The electrical target braking force determination device 13 outputs the determined electrical target braking force to a main circuit control device 43.

[0031] The main circuit control device 43 controls a main power conversion device, which converts electrical power supplied by a pantograph into electrical power to be supplied to the main motor and outputs the converted electrical power, or converts electrical power supplied by the main motor, which acts as an electric generator, into electrical power to be supplied to other rail vehicles and outputs the converted electrical power to the pantograph. During braking, the main circuit control device 43 controls the main power conversion device in accordance with the electrical target braking force obtained from the electrical target braking force determining device 13.The main circuit control device 43 transmits a regeneration feedback, indicating the actual electrical braking force or the electrical braking force actually generated, to the mechanical target braking force determining device 14.

[0032] The mechanical target braking force determination device 14 determines mechanical target braking forces based on the differences in target braking forces for wheels 73a to 73h from the actual electrical braking force. These target braking forces are specified as the braking force values ​​to be generated by the individual mechanical braking devices 71a to 71h. The mechanical target braking force determination device 14 outputs the determined mechanical target braking forces to the control unit 15. Preferably, the mechanical target braking force determination device 14 adjusts the values ​​of the mechanical target braking forces by means of a feedback control based on the actual mechanical braking forces and then outputs the adjusted mechanical target braking forces to the control unit 15.The actual mechanical braking forces are determined from the pressure forces recorded by load cells, which are not illustrated, and for which the mechanical braking devices 71a to 71h are provided; more specifically, this means the forces of the mechanical braking devices 71a to 71h that press the respective friction elements 72a to 72h onto the wheels 73a to 73h.

[0033] The control unit 15 controls the mechanical brake devices 71a to 71h in accordance with the mechanical target braking forces obtained by the mechanical target braking force determining device 14. The mechanical brake devices 71a to 71h, controlled by the control unit 15, press the friction elements 72a to 72h against the wheels 73a to 73h and thus generate mechanical braking forces.

[0034] In embodiment 1, the mechanical braking devices 71a to 71h are electrically operated mechanical braking devices. This means, in detail, as shown in Fig. Figure 6 illustrates that the mechanical brake device 71a comprises a motor 74a, which is driven to rotate by an electrical power supplied from a control power source (not illustrated), and a transmission mechanism 75a that converts a rotary motion of the motor 74a into a linear motion to press the friction element 72a onto the wheel 73a or to release the friction element 72a from the wheel 73a. The mechanical brake devices 71b, 71c, 71d, 71e, 71f, 71g, and 71h also each comprise motors 74b, 74c, 74d, 74e, 74f, 74g, and 74h, and transmission mechanisms 75b, 75c, 75d, 75e, 75f, 75g, and 75h. Motors 74a to 74h have the same configuration. Transmission mechanisms 75a to 75h have the same configuration.

[0035] The control unit 15 comprises drivers 15a, 15b, 15c, 15d, 15e, 15f, 15g, and 15h, which convert the electrical power supplied to the control unit from the power source into electrical power to be supplied to the individual motors 74a, 74b, 74c, 74d, 74e, 74f, 74g, and 74h, and outputs the converted electrical power. Drivers 15a to 15h each determine, from the mechanical target braking forces of the mechanical braking devices 71a to 71h, the compressive forces of the transmission mechanisms 75a to 75h that press the friction elements 72a to 72h against the wheels 73a to 73h. The drivers 15a to 15h then determine target torques of the motors 74a to 74h required to achieve the pressure forces and actuate the inverters in accordance with the target torques.The inverters, which are included by the drivers 15a to 15h, convert the electrical power for a control system into electrical power to be supplied to the motors 74a to 74h, and output the converted electrical power to the motors 74a to 74h.

[0036] The mechanical target braking forces of the individual mechanical braking devices 71a to 71h are determined from the target braking forces for the individual wheels 73a to 73h, as described above. In the case of any height difference between the right and left rails 91 and 92 at the running position of the rail vehicle 60, as in Fig. As illustrated in Figure 4, the compensator 16 adjusts the target braking forces for the individual wheels 73a to 73h. This adjustment increases the mechanical target braking forces of the mechanical brake devices 71a, 71c, 71e and 71g and decreases the mechanical target braking forces of the mechanical brake devices 71b, 71d, 71f and 71h compared to those in the case where no adjustment of the target braking forces is made.

[0037] Accordingly, wheels 73a, 73c, 73e, and 73g, which bear against rail 91 located vertically below, experience increased braking forces, whereas wheels 73b, 73d, 73f, and 73h, which bear against rail 92 located vertically above, experience decreased braking forces. The adhesive force between each of wheels 73a, 73c, 73e, and 73g and rail 91 located vertically below is higher than the adhesive force between each of wheels 73b, 73d, 73f, and 73h and rail 92 located vertically above.Increasing the braking forces generated at wheels 73a, 73c, 73e and 73g, which have a higher adhesion force with rail 91, and decreasing the braking forces generated at wheels 73b, 73d, 73f and 73h, which have a low adhesion force with rail 92, can suppress slippage of wheels 73a to 73h resulting from the braking force exceeding the adhesion force.

[0038] Fig. Figure 7 illustrates a hardware configuration of the brake control device 1, which has the configuration described above. The brake control device 1 comprises 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, thus performing these functions of the components. This means that the memory 82 stores programs for the operations performed by the components of the brake control device 1.

[0039] 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, floppy disks, optical disks, compact disks, minidiscs, and digital general-purpose data carriers (DVDs).

[0040] The brake control device 1 is connected to the wheel load sensors 41, the operating device 42, the main circuit control device 43, and the mechanical brake devices 71a to 71h via the interface 83. The interface 83 comprises interface modules according to one or more standards, depending on the respective connection targets.

[0041] The following describes a brake control operation performed by the brake control device 1, which has the configuration described above, with reference to Fig. 8. The brake control device 1 initiates or begins the Fig. Figure 8 illustrates the process for starting or beginning a journey of the rail vehicle 60. More specifically, this means that the brake control device 1 applies the in Fig. Figure 8 illustrates the process initiated when a push-up switch is manipulated to bring a pantograph, which is an example of a current collector, into contact with an overhead line, which is an example of a power supply line.

[0042] The weight determination device 11 determines the weight of the train car 61, which is equipped with wheels 73a to 73h, from the wheel loads of wheels 73a to 73h measured by the wheel load sensors 41 (step S11). If the target braking force determination device 12 does not detect or receive a braking command (step S12; No), step S11 is repeated. If a braking command is received (step S12; Yes), the target braking force determination device 12 obtains target braking forces for the individual wheels 73a to 73h by multiplying the target deceleration specified by the braking command by the weight of the train car 61 determined in step S11, and then dividing the product by the number of wheels 73a to 73h (step S13).

[0043] The compensator 16 determines whether the target braking forces need to be adjusted based on the fluctuation factors (step 14). If it is determined that an adjustment is necessary (step S14; Yes), the compensator 16 adjusts the target braking forces for the individual wheels 73a to 73h (step S15). More specifically, this means that if the right and left rails 91 and 92 have a height difference at the vehicle's operating position 60, the compensator 16 adjusts the target braking forces for the individual wheels 73a to 73h in accordance with the superelevation value. If it is determined that no adjustment is necessary (step S14; No), the compensator 16 omits step S15.

[0044] The electrical target braking force determination device 13 determines an electrical target braking force from the target braking forces determined in step S13 or from the target braking forces adjusted in step S15 (step S16). The electrical target braking force determination device 13 outputs the electrical target braking force to the main circuit control device 43.

[0045] The mechanical target braking force determination device 14 determines mechanical target braking forces of the individual mechanical braking devices 71a to 71h based on the difference of the target braking forces determined in step S13 or the target braking forces adjusted in step S15 from the actual electrical braking force specified by the regeneration feedback (step S17).

[0046] The control unit 15 controls the mechanical brake devices 71a to 71h in accordance with the mechanical target braking forces of the individual mechanical brake devices 71a to 71h, which are determined in step S17 (step S18). After step S18, the brake control unit 1 returns to step S11 and repeats the steps described above. The brake control unit 1 repeats the process described above, which is described in Fig. Figure 8 illustrates this at predetermined intervals during a journey of the rail vehicle 60.

[0047] As described above, the brake control device 1 according to embodiment 1 adjusts the target braking forces for the individual wheels 73a to 73h in accordance with the superelevation value, which specifies the height difference between the right and left rails 91 and 92 at the location of the rail vehicle 60. In the case of a height difference between the right and left rails 91 and 92, as in Fig. As illustrated in Figure 4, the brake control device 1 increases the target braking forces for the wheels 73a, 73c, 73e and 73g, which bear against the rail 91, which is located vertically below, and decreases the target braking forces for the wheels 73b, 73d, 73f and 73h, which bear against the rail 92, which is located vertically above.

[0048] This control mechanism causes the friction elements 72b, 72d, 72f, and 72h to be pressed against the wheels 73b, 73d, 73f, and 73h, which have a lower adhesive force with the rail 92, by forces that are lower than the forces exerted by pressing the friction elements 72a, 72c, 72e, and 72g against the wheels 73a, 73c, 73e, and 73g, which have a higher adhesive force with the rail 91. The wheels 73b, 73d, 73f, and 73h, which have a lower adhesive force with the rail 92, therefore experience lower braking forces than the wheels 73a, 73c, 73e, and 73g, which have a higher adhesive force with the rail 91. The control system can therefore suppress slippage resulting from the braking force exceeding the adhesion force.

[0049] The adjustment of the target braking forces for the individual wheels 73a to 73h by the brake control device 1, as described above, can regulate the braking forces exerted on the wheels 73a to 73h. This regulation of the braking forces compensates for fluctuations in the adhesive force between the wheels 73a to 73h and the rails 91 and 92, thereby preventing the wheels 73a to 73h from derailing from the rail 91 or 92 due to fluctuations in the adhesive force. Design 2

[0050] The compensator could adjust any value that differs from the target braking forces, provided the compensator can compensate for adhesion force fluctuations. The description of embodiment 2 is directed to a brake control device that compensates for fluctuations in an adhesion force by a procedure that differs from that of embodiment 1, with a focus on the differences from embodiment 1.

[0051] Fig. Figure 9 illustrates a brake control system 100 according to embodiment 2, comprising mechanical brake devices 71a to 71h and a brake control device 2 that controls the mechanical brake devices 71a to 71h. The mechanical brake devices 71a to 71h have a configuration similar to that of embodiment 1. The brake control device 2 includes a compensator 17 that adjusts the values ​​of loads to be used for the individual units in a target brake force calculation. The brake control device 2 has a hardware configuration similar to that of brake control device 1.

[0052] The weight determination device 11 determines the weights of the individual units according to the wheels from the wheel loads of the wheels 73a to 73h, which are measured by the wheel load sensors 41, i.e. loads on the individual wheels 73a to 73h, and outputs the determined loads to the compensator 17.

[0053] The compensator 17 adjusts the measured values ​​of the loads on wheels 73a to 73h, which are to be used in calculating target braking forces, in accordance with the wheel loads measured by the wheel load sensors 41. Specifically, this means that the compensator 17 obtains the measured wheel loads of the individual wheels 73a to 73h from the wheel load sensors 41. In the rail vehicle 60, which is located on an inclined surface, as in Fig. As illustrated in Figure 4, wheels 73b, 73d, 73f, and 73h, which bear against rail 92 located vertically above it, experience a lower wheel load than wheels 73a, 73c, 73e, and 73g, which bear against rail 91 located vertically below it. This means that the difference in wheel loads between wheels 73a and 73b, which are intended for the same axle 65, represents the height difference between the right and left rails 91 and 92 at the location of the rail vehicle 60. The same applies to the difference in wheel loads between wheels 73c and 73d, which are intended for the same axle 66, to the difference in wheel loads between wheels 73e and 73f, which are intended for the same axle 67, and to the difference in wheel loads between wheels 73g and 73h, which are intended for the same axle 68.

[0054] In the event of a difference in wheel loads, the compensator 17 adjusts the weight values ​​for wheels 73a to 73h, which are to be used in calculating target braking forces, in accordance with the wheel loads measured by the wheel load sensors 41. The compensator 17 outputs the adjusted weight values ​​for the individual wheels 73a to 73h to the target braking force determination device 12.

[0055] In embodiment 2, the compensator 17 adjusts the weight values ​​for the individual wheels 73a to 73h, which are determined by the weight determination device 11, using a coefficient c2 that has a positive value less than 1 and changes depending on the wheel load difference. For example, the compensator 17 adjusts the weight values ​​for wheels 73a and 73b using the coefficient c2, which changes depending on the difference in the measured wheel loads between the wheels 73a and 73b provided for axle 65. More specifically, this means that if wheel 73a experiences a higher wheel load than wheel 73b, the compensator 17 multiplies the weight of wheel 73a by the value (1+c2) and the weight of wheel 73b by the value (1-c2) and then adjusts the values ​​of weights on wheels 73a and 73b.The absolute value of the difference in wheel loads and the coefficient c2 are positively correlated. More specifically, this means that an increase in the absolute value of the difference in wheel loads leads to a higher coefficient c2. The same adjustment is also applied to the weight values ​​of wheels 73c to 73h in accordance with the wheel load differences.

[0056] Preferably, the weight of the train car 61, determined from the weights on the wheels 73a to 73h before adjustment by the compensator 17, is substantially equal to the weight of the train car 61, determined from the weights on the wheels 73a to 73h after adjustment by the compensator 17. In other words, the sum of the weights on the wheels 73a to 73h before adjustment by the compensator 17 is preferably substantially equal to the sum of the weights on the wheels 73a to 73h after adjustment by the compensator 17.

[0057] In the case that there is no wheel load difference, the compensator 17 outputs the values ​​of weights on the wheels 73a to 73h, obtained from the weight determination device 11, to the target braking force determination device 12 without the adjustment described above.

[0058] The target braking force determination device 12 determines target braking forces for the individual wheels 73a to 73h by multiplying the target deceleration specified by the braking command obtained from the operating device 42 by the weights on the wheels 73a to 73h obtained from the compensator 17. The target braking force determination device 12 outputs the determined target braking forces for the individual wheels 73a to 73h to the electrical target braking force determination device 13 and the mechanical target braking force determination device 14.

[0059] The electrical target braking force determination device 13 determines an electrical target braking force from the target braking forces obtained by the target braking force determination device 12 and outputs the determined electrical target braking force to the main circuit control device 43.

[0060] The mechanical target braking force determination device 14 determines mechanical target braking forces of the mechanical braking devices 71a to 71h based on the differences of the target braking forces for the wheels 73a to 73h from the actual electrical braking force.

[0061] The control unit 15 controls the mechanical brake devices 71a to 71h in accordance with the mechanical target braking forces obtained by the mechanical target braking force determining device 14. The mechanical brake devices 71a to 71h, controlled by the control unit 15, press the friction elements 72a to 72h against the wheels 73a to 73h and thus generate mechanical braking forces.

[0062] The target braking forces for the individual wheels 73a to 73h are determined from the target deceleration and the weights on the individual wheels 73a to 73h, as described above. The mechanical target braking forces of the individual mechanical braking devices 71a to 71h are determined from the target braking forces for the individual wheels 73a to 73h. In the case of a height difference between the right and left rails 91 and 92 at the location of the rail vehicle 60, as described in Fig. As illustrated in Figure 4, the compensator 17 adjusts the weight values ​​to the individual wheels 73a to 73h. This adjustment increases the mechanical target braking forces of the mechanical brake devices 71a, 71c, 71e and 71g and decreases the target braking forces of the mechanical brake devices 71b, 71d, 71f and 71h compared to those in the case of no weight adjustment.

[0063] Accordingly, wheels 73a, 73c, 73e, and 73g, which bear against rail 91 located vertically below, experience increased braking forces, whereas wheels 73b, 73d, 73f, and 73h, which bear against rail 92 located vertically above, experience decreased braking forces. Increasing the braking forces generated by wheels 73a, 73c, 73e, and 73g, which have a higher adhesive force with rail 91, and decreasing the braking forces generated by wheels 73b, 73d, 73f, and 73h, which have a lower adhesive force with rail 92, can suppress wheel slippage caused by the braking force exceeding the adhesive force.

[0064] The following describes a brake control process carried out by the brake control device 2, with reference to Fig. 10. Steps S11 to S13 and S16 to S18 are similar to the corresponding steps in Fig. 8, which are carried out by the brake control device 1 according to embodiment 1.

[0065] After step S12, the compensator 17 determines whether the weights need to be adjusted, based on the wheel loads measured by the wheel load sensors 41 (step 21). If it is determined that an adjustment is necessary (step S17; Yes), the compensator 17 adjusts the weight values ​​for wheels 73a to 73h (step S22). If it is determined that no adjustment is necessary (step S21; No), the compensator 17 skips step S22.

[0066] The following steps S13 and S16 to S18 are similar to those of embodiment 1. After step S18, the brake control device 2 returns to step S11 and repeats the steps described above. The brake control device 2 repeats the process described above, which in Fig. 10 illustrates this at predetermined intervals during a journey of the rail vehicle 60.

[0067] As described above, according to embodiment 2, the brake control device 2 adjusts the weight values ​​on the individual wheels 73a to 73h, which are determined by the weight determination device 11, in accordance with the difference in wheel load, which represents the height difference between the right and left rails 91 and 92 at the location of the rail vehicle 60. In detail, this means that, based on the difference in wheel load, which represents the height difference between the rails 91 and 92, the brake control device 2 increases the weight value on one of the wheels 73a and 73b, which are for the same axle 65 and experience a higher wheel load, and decreases the weight value on the other wheel, which experiences a lower wheel load. The same applies to wheels 73c to 73h.

[0068] Accordingly, the friction elements 72b, 72d, 72f and 72h are pressed onto the wheels 73b, 73d, 73f and 73h, which have a lower adhesive force with the rail 92, by forces that are less than the forces that press the friction elements 72a, 72c, 72e and 72g onto the wheels 73a, 73c, 73e and 73g, which have a higher adhesive force with the rail 91, in the rail vehicle 60, which is located on the inclined surface, as in Fig. Figure 4 illustrates this. Wheels 73b, 73d, 73f, and 73h, which exhibit low adhesion to rail 92, therefore absorb braking forces that are lower than those of wheels 73a, 73c, 73e, and 73g, which exhibit higher adhesion to rail 91. This control can thus suppress slippage resulting from the braking force exceeding the adhesion force.

[0069] The adjustment of the wheel loads of wheels 73a to 73h by the brake control device 2, as described above, can regulate the braking forces to be exerted on wheels 73a to 73h. This regulation of the braking forces compensates for fluctuations in the adhesive force between wheels 73a to 73h and rails 91 and 92, thereby preventing wheels 73a to 73h from derailing from rail 91 or 92 due to fluctuations in the adhesive force. embodiment 3

[0070] The compensator could compensate for a value that differs from the target braking forces and the weights on the wheels, provided that the compensator can compensate for fluctuations in an adhesive force. The description of embodiment 3 is directed to a brake control device that compensates for fluctuations in an adhesive force by a procedure that differs from those of embodiments 1 and 2, with a focus on the differences from embodiments 1 and 2.

[0071] Fig. Figure 11 illustrates a brake control system 100 according to embodiment 3, comprising mechanical brake devices 71a to 71h and a brake control device 3 that controls the mechanical brake devices 71a to 71h. The mechanical brake devices 71a to 71h have a configuration similar to that of embodiment 1. The brake control device 3 according to embodiment 3 comprises a compensator 18 that adjusts the mechanical target braking forces of the mechanical brake devices 71a to 71h in accordance with the surface condition difference between the rails 91 and 92. The brake control device 3 comprises a hardware configuration similar to that of brake control device 1.

[0072] The weight determination device 11 determines the weights of the individual units corresponding to the bogies from the wheel loads of the wheels 73a to 73h, which are measured by the wheel load sensors 41, i.e. loads on the individual bogies 63 and 64, and outputs the determined loads to the target braking force determination device 12.

[0073] The target braking force determination device 12 determines target braking forces for individual wheels 73a to 73d by multiplying the target deceleration specified by the braking command by the load on bogie 63 and then dividing the product by the number of wheels 73a to 73d. The target braking force determination device 12 also determines target braking forces for individual wheels 73e to 73h by multiplying the target deceleration specified by the braking command by the load on bogie 64 and then dividing the product by the number of wheels 73e to 73h. The target braking force determination device 12 outputs the determined target braking forces for individual wheels 73a to 73h to the electrical target braking force determination device 13 and the mechanical target braking force determination device 14.

[0074] The electrical target braking force determination device 13 determines an electrical target braking force from the target braking forces obtained by the target braking force determination device 12 and outputs the determined electrical target braking force to the main circuit control device 43.

[0075] The mechanical target braking force determination device 14 determines the mechanical target braking forces of the mechanical braking devices 71a to 71h based on the differences in the target braking forces for the wheels 73a to 73h derived from the actual electrical braking force. The mechanical target braking force determination device 14 outputs the determined mechanical target braking forces to the compensator 18.

[0076] The compensator 18 obtains information about the surface conditions of the rails 91 and 92 from sensors, which are not illustrated. The surface conditions of the rails 91 and 92 include at least the temperatures of the rails 91 and 92, the surface roughness of the rails 91 and 92, and / or the amounts of foreign matter adhering to the rails 91 and 92. In embodiment 3, the sensors comprise a front-facing monitoring camera installed in the rail vehicle 60 and output information about the surface conditions of the rails 91 and 92, indicating the amounts of foreign matter adhering to the rail surfaces.

[0077] The surfaces of rails 91 and 92, which are covered with foreign matter such as water droplets, fallen leaves, pebbles, and grains of sand, have a lower coefficient of adhesion and therefore exhibit a lower adhesive force than the surfaces that are not covered with foreign matter. If the friction elements on the wheels bearing against the rail with the lower coefficient of adhesion are pressed by the same force as the force on the wheels bearing against the rail with the higher coefficient of adhesion, each of the wheels could slip as a result of the braking force exceeding the adhesive force.

[0078] In the event of a difference in the amount of adhering foreign matter between rails 91 and 92, the compensator 18 adjusts the mechanical target braking forces obtained by the mechanical target braking force determining device 14 in accordance with the difference in the amount of foreign matter. The compensator 18 outputs the adjusted mechanical target braking forces of the individual mechanical braking devices 71a to 71h to the control device 15.

[0079] In embodiment 3, the compensator 18 adjusts the mechanical target braking forces of the individual mechanical brake devices 71a to 71h using a coefficient c3, which has a positive value less than 1 and changes depending on the difference in the amount of foreign matter adhering to the rails 91 and 92. More specifically, this means that if the rail 92 has more foreign matter than the rail 91, the compensator 18 multiplies the mechanical target braking forces of the mechanical brake devices 71a, 71c, 71e, and 71g, which are connected to the wheels 73a, 73c, 73e, and 73g bearing against the rail 91, by the value (1+c3). The compensator 18 also multiplies the mechanical target braking forces of the mechanical braking devices 71b, 71d, 71f and 71h, which are linked to the wheels 73b, 73d, 73f and 73h, which are in contact with the rail 92, by the value (1-c3).The absolute value of the difference in the quantities of foreign matter and the coefficient c3 are positively correlated. More specifically, this means that an increase in the absolute value of the difference in the quantities of foreign matter leads to a higher coefficient c3.

[0080] Preferably, the sum of the mechanical target braking forces of the mechanical braking devices 71a to 71h installed in the train car 61, determined from the mechanical target braking forces before adjustment by the compensator 18, is essentially equal to the sum of the mechanical target braking forces of the mechanical braking devices 71a to 71h installed in the train car 61, determined from the mechanical target braking forces after adjustment by the compensator 18. In other words, the sum of the mechanical target braking forces of the mechanical braking devices 71a to 71h before adjustment by the compensator 18 is preferably essentially equal to the sum of the mechanical target braking forces of the mechanical braking devices 71a to 71h after adjustment by the compensator 18.

[0081] In the case that there is no difference in surface conditions between rails 91 and 92, the compensator 18 outputs to the control device 15 the mechanical target braking forces of the mechanical braking devices 71a to 71h, which are obtained from the mechanical target braking force determining device 14, without the adjustment of the mechanical target braking forces described above.

[0082] The control unit 15 controls the mechanical brake devices 71a to 71h in accordance with the mechanical target braking forces obtained from the compensator 18. The mechanical brake devices 71a to 71h, controlled by the control unit 15, press the friction elements 72a to 72h against the wheels 73a to 73h and thus generate mechanical braking forces.

[0083] In the event of a difference in surface conditions between rails 91 and 92, the compensator 18 adjusts the mechanical target braking forces of the mechanical brakes 71a to 71h. This adjustment increases the braking forces to be generated by wheels 73a, 73c, 73e, and 73g, which are in contact with rails 91 and 92, which have fewer foreign objects (e.g., rail 91), and decreases the braking forces to be generated by wheels 73b, 73d, 73f, and 73h, which are in contact with rail 92, which has more foreign objects, compared to those that would occur without any adjustment of the mechanical target braking forces. The control system can thus suppress wheel slippage 73a to 73h resulting from the braking force exceeding the adhesion force.

[0084] The following describes a brake control process carried out by the brake control device 3, with reference to Fig. 12. Steps S11 to S13 and S16 to S18 are similar to the corresponding steps in Fig. 8, which are implemented by the brake control device 1 according to embodiment 1.

[0085] After step S17, the compensator 18 determines whether the mechanical target braking forces need to be adjusted, based on the difference in the amounts of adhering foreign matter between rails 91 and 92 (step 31). If it is determined that an adjustment is necessary (step S31; Yes), the compensator 18 adjusts the mechanical target braking forces of the individual mechanical braking devices 71a to 71h (step S32). If it is determined that no adjustment is necessary (step S31; No), the compensator 18 skips step S32.

[0086] The subsequent step S18 is similar to that in embodiment 1. After step S18, the brake control device 3 returns to step S11 and repeats the steps described above. The brake control device 3 repeats the process described above, which in Fig. 12 illustrates this at predetermined intervals during a journey of the rail vehicle 60.

[0087] As described above, the brake control device 3 according to embodiment 3 increases the mechanical target braking forces of the mechanical brake devices 71a, 71c, 71e, and 71g, which are associated with the wheels 73a, 73c, 73e, and 73g bearing against one of the rails 91 and 92, which has fewer foreign bodies, for example, rail 91, in accordance with the difference in the amounts of adhering foreign bodies between rails 91 and 92, which represent examples of the surface conditions of rails 91 and 92. The brake control device 3 also decreases the mechanical target braking forces of the mechanical brake devices 71b, 71d, 71f, and 71h, which are associated with the wheels 73b, 73d, 73f, and 73h bearing against rail 92, which has more foreign bodies on its surface.

[0088] Accordingly, the friction elements 72b, 72d, 72f and 72h are pressed onto the wheels 73b, 73d, 73f and 73h, which have a lower adhesion force with the rail 92 due to more foreign bodies, by forces that are lower than the forces with which the friction elements 72a, 72c, 72e and 72g are pressed onto the wheels 73a, 73c, 73e and 73g, which have a higher adhesion force with the rail 91 due to fewer foreign bodies. The wheels 73b, 73d, 73f and 73h, which have a lower adhesive force with the rail 92, therefore absorb lower braking forces than the wheels 73a, 73c, 73e and 73g, which have a higher adhesive force with the rail 91, thus suppressing slippage resulting from the braking force exceeding the adhesive force.

[0089] The adjustment of the target braking forces for the individual wheels 73a to 73h by the brake control device 3, as described above, can regulate the braking forces exerted on the wheels 73a to 73h. This regulation of the braking forces compensates for fluctuations in the adhesive force between the wheels 73a to 73h and the rails 91 and 92, thereby preventing the wheels 73a to 73h from derailing due to fluctuations in the adhesive force from the rail 91 or 92.

[0090] The embodiments described above are not to be construed as limiting the scope of this disclosure. The embodiments described above could be combined with one another in any way. For example, the compensator 16 of the brake control device 1 could adjust the target braking forces in accordance with the wheel loads measured by the wheel load sensors 41, as does the compensator 17 of the brake control device 2 according to embodiment 2. The compensator 16 of the brake control device 1 could, for example, adjust the target braking forces in accordance with the difference in surface conditions between the rails 91 and 92, as does the compensator 18 of the brake control device 3 according to embodiment 3.

[0091] As a further example, the compensator 17 of the brake control device 2 could adjust the values ​​of weights on the wheels 73a to 73h, which are to be used in a calculation of target braking forces, in accordance with the superelevation value, as does the compensator 16 of the brake control device 1 according to embodiment 1. Alternatively, the compensator 17 of the brake control device 2 could adjust the values ​​of weights on the wheels 73a to 73h, which are to be used in a calculation of target braking forces, in accordance with the difference in surface conditions between the rails 91 and 92, as does the compensator 18 of the brake control device 3 according to embodiment 3.

[0092] As another example, the compensator 18 of the brake control device 3 could adjust the mechanical target braking forces in accordance with the superelevation value, like the compensator 16 of the brake control device 1 according to embodiment 1. Alternatively, the compensator 18 of the brake control device 3 could adjust the mechanical target braking forces in accordance with the wheel loads measured by the wheel load sensors 41, like the compensator 17 of the brake control device 2 according to embodiment 2.

[0093] The compensators 16 to 18 could perform a process, provided that they are capable of compensating for fluctuations in the adhesive force between wheels 73a, 73c, 73e, and 73g and the rail 91, and between wheels 73b, 73d, 73f, and 73h and the rail 92. For example, compensator 16 of the brake control device 1 could obtain kilometer position information and the direction of travel of the rail vehicle 60 from the train information management system and determine a superelevation value based on the kilometer position information and the direction of travel. The kilometer position information indicates a distance relative to a reference point, such as a terminal station. In this modification, the compensator 16 temporarily maintains correspondence relationships between the superelevation values ​​and the locations specified by the kilometer position information and the direction of travel of the rail vehicle 60.

[0094] As another example, the compensator 16 could adjust the target braking forces in accordance with a superelevation value that specifies an inclination angle of the inclined surface on which the rail vehicle 60 is located.

[0095] As another example, the adjustment by compensators 16 to 18 could involve adding or subtracting a compensation value. Compensator 16 could, for example, subtract a compensation value corresponding to the superelevation value from the target braking forces for wheels 73b, 73d, 73f and 73h, which are in contact with rail 92, and add the compensation value to the target braking forces for wheels 73a, 73c, 73e and 73g, which are in contact with rail 91.

[0096] The fluctuation factors could be any factor that differs from those in the examples described above, causing fluctuations in the adhesive force between the wheels and the rails. For example, the compensators 16 to 18 could adjust in accordance with the pressure difference between the air springs 51 to 54, which are provided for the bogies 63 and 64 to hold and support the train car 61, respectively. In the event that there is a height difference between the right and left rails 91 and 92 at the running location of the rail vehicle 60, as in Fig. As illustrated in Figure 4, air spring 51 has a higher pressure than air spring 52. For example, compensator 16 increases the target braking forces for wheels 73a and 73c and decreases the target braking forces for wheels 73b and 73d. Similarly, if air spring 53 has a higher pressure than air spring 54, compensator 16 increases the target braking forces for wheels 73e and 73g and decreases the target braking forces for wheels 73f and 73h.

[0097] As another example, compensators 16 to 18 could receive information from the train information management system about the locations where a rail vehicle has slipped or spun during a journey, and information about the wheels that experienced slipping or spun. Compensator 16, for example, reduces the target braking forces for some of the wheels 73a to 73h according to the wheels that experienced slipping or spun, and increases the target braking forces for the other wheels.

[0098] The need for adjustment could be determined by any procedure. For example, compensator 16 could adjust the target braking forces if the superelevation value is at least a first threshold. The first threshold is defined based on the minimum superelevation value that can cause any of the wheels 73b, 73d, 73f, and 73h bearing against the rail 92 located vertically above it to slip.

[0099] As a further example, the compensator 17 could adjust the values ​​of weights if the wheel load difference is at least a second threshold. The second threshold is defined based on the minimum value of the wheel load differences that can cause any of the wheels 73b, 73d, 73f and 73h bearing against the rail 92 located vertically above it to slip.

[0100] For a rail vehicle 60 that decelerates using only mechanical braking forces without an electric braking force, the mechanical target braking force determination device 14 of the brake control device 1 could determine mechanical target braking forces of the mechanical brake devices 71a to 71h from the target braking forces obtained by the compensator 16. The mechanical target braking force determination device 14 of the brake control devices 2 and 3 could also determine mechanical target braking forces from the target braking forces determined by the target braking force determination device 12.

[0101] The mechanical braking devices 71a to 71h are not necessarily the electrically actuated or operated mechanical braking devices. The mechanical braking devices 71a to 71h could, for example, include friction elements 72a to 72h designed to be displaced in accordance with the pressure of a fluid, such as air or oil. In this modification, the friction elements 72a to 72h can be displaced by controlling the pressure of the fluid.

[0102] The target braking force determination device 12 of the brake control device 3 could determine a target braking force of the train car 61 and output the target braking force of the train car 61 to the electrical target braking force determination device 13 and the mechanical target braking force determination device 14. In this modification, the mechanical target braking force determination device could determine mechanical target braking forces of the mechanical brake devices 71a to 71h by subtracting the actual electrical braking force from the target braking force of the train car 61 and then dividing the difference by the number of wheels 73a to 73h.

[0103] The central component, comprising the processor 81, the memory 82, and the interface 83, which executes the control operation, can be implemented not only by dedicated systems but also by ordinary computer systems. For example, a computer program for performing the operation described above could be stored and distributed on computer-readable storage media such as floppy disks, CD-ROMs, or DVD-ROMs. The computer program could then be installed on a computer to configure each of the brake control devices 1 to 3 to perform the operations. Alternatively, the computer program could be stored in memory provided by a server in a communication network and downloaded to an ordinary computer system to configure the brake control devices 1 to 3.

[0104] In the case where the functions of the brake control devices 1 to 3 are achieved by sharing an operating system (OS) and an application program, or by the OS and the application program cooperating, for example only the application program could be stored in the recording medium or a storage device.

[0105] The computer program could be distributed over a communication network by superimposing carrier waves. The computer program could be deployed on a bulletin board system (BBS) within a communication network and distributed to computers via the communication network. The computers could then 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 operations described above.

[0106] The brake control devices 1 to 3 could be implemented by a processing circuit 84, as shown in Fig. Figure 13 illustrates this. The processing circuit 84 is connected to the wheel load sensors 41, the operating device 42, the main circuit control device 43, and the mechanical brake devices 71a to 71h via an interface circuit 85. In the case where the processing circuit 84 is purpose-built 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 custom-programmed gate array (FPGA), or a combination thereof. The individual components of the brake control devices 1 to 3 could be implemented by separate processing circuits 84 or by the same processing circuit 84.

[0107] Some of the functions of the brake control devices 1 to 3 could be performed by dedicated hardware, while other functions could be performed by software or firmware. For example, the weight determination device 11 and the target braking force determination device 12 of the brake control device 1 could be performed by the [devices described in the following]. Fig. The processing circuit 84 illustrated in Figure 13 can be implemented, whereas the electrical target braking force determination device 13, the mechanical target braking force determination device 14, the control device 15, and the compensator 16 could be implemented by the programs stored in the memory 82 if the programs were executed by the Fig. 7 illustrated processor 81 can be read and executed.

[0108] 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 can be made with respect to a form and a detail without departing from the broader spirit and scope of the invention. Accordingly, the description and drawings are to be regarded as explanatory rather than limiting. Therefore, the detailed description is not to be understood in a limiting sense, and the scope of the invention is defined solely by the claims included, together with the full scope of the equivalents to which those claims refer. Reference symbol list 1, 2, 3 Brake control device 11 Weight determination device 12 Target braking force determination device 13 electrical target braking force determination device 14 mechanical target braking force determination device 15 Control unit 15a, 15b, 15c, 15d, 15e, 15f, 15g, 15h driver 16, 17, 18 compensator 41 Wheel load sensor 42 Operating device 43 Main circuit control device 51, 52, 53, 54 Air spring 60 rail vehicles 61 train cars 62 vehicle bodies 63, 64 bogie 65, 66, 67, 68 axis 71a, 71b, 71c, 71d, 71e, 71f, 71g, 71h mechanical braking device 72a, 72b, 72c, 72d, 72e, 72f, 72g, 72h friction member 73a, 73b, 73c, 73d, 73e, 73f, 73g, 73h wheel 74a, 74b, 74c, 74d, 74e, 74f, 74g, 74h engine 75a, 75b, 75c, 75d, 75e, 75f, 75g, 75h Transmission mechanism 80 Bus 81 processor 82 memory 83 Interface 84 Processing circuit 85 Interface circuit 91, 92 rail 100 Brake control system AX Vertical axis

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