Brake control device, brake control method, and brake control program

Abstract

To provide a technology for generating braking force according to a load of a vehicle body when all air springs supporting the vehicle body fail.SOLUTION: A brake control device 80 of the present invention includes: a first acquisition unit 101 that acquires pressure values of a plurality of air springs of one vehicle among a plurality of vehicles; a determination unit 103 that determines whether or not a specific condition that all of the plurality of air springs are abnormal is satisfied based on the plurality of pressure values; a second acquisition unit 105 that acquires the pressure values of the air springs acquired by the other brake control device 80 from the other brake control device 80 provided in the other vehicle different from the one vehicle among the plurality of vehicles or the other of a pair of trucks; and a control unit 106 that controls a brake mechanism based on the pressure value acquired by the first acquisition unit 101 when it is determined that the specific condition is not satisfied, and controls the brake mechanism based on the pressure value acquired by the second acquisition unit 105 when it is determined that the specific condition is satisfied.SELECTED DRAWING: Figure 4

Description

[Technical Field]

[0001] The present invention relates to a brake control device, a brake control method, and a brake control program. [Background technology]

[0002] There are known brake control devices that perform load adaptive control, which controls a target brake force according to the load from the car body with passengers on board. For example, the brake control device described in Patent Document 1 controls the target brake force based on the pressure values ​​of multiple air springs installed between the car body and the bogie.

[0003] In the case where an air spring supporting the car body fails, the target brake force is generally controlled based on a fixed value. For example, in the brake control device described in Patent Document 1, when a failure is detected in one of the air springs supporting one bogie, the target brake force is calculated using the initial value of the total weight. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] International Publication No. 2022 / 085065 Summary of the Invention [Problem to be solved by the invention]

[0005] When the air springs supporting the vehicle body fail, as in the brake control device described in Patent Document 1, if the target braking force is calculated using a fixed value such as the initial value of the total weight, it becomes impossible to generate braking force according to the load from the vehicle body, which can result in excessive or insufficient braking force.

[0006] In view of the above, an object of the present invention is to provide a brake control technology that can generate a braking force corresponding to the load on the vehicle body even if all of the air springs supporting the vehicle body fail. [Means for solving the problem]

[0007] In order to solve the above problem, a brake control device according to one embodiment of the present invention includes a first acquisition unit that acquires pressure values ​​of a plurality of air springs that are provided between the body of one of a plurality of vehicles that make up a train and one of a pair of bogies that supports the one vehicle; a determination unit that determines whether a specific condition that all of the plurality of air springs are abnormal is met based on the acquired pressure values; a second acquisition unit that acquires pressure values ​​of air springs acquired by another brake control device that is provided on another vehicle other than the one of the plurality of vehicles or on the other of the pair of bogies; and a control unit that, if it is determined that the specific condition is not met, controls a brake mechanism that applies braking force to the vehicle based on the pressure values ​​acquired by the first acquisition unit, and, if it is determined that the specific condition is met, controls the brake mechanism based on the pressure values ​​acquired by the second acquisition unit. Equipped with

[0008] Another aspect of the brake control method of the present invention includes a first acquisition step of acquiring pressure values ​​of a plurality of air springs provided between the body of one of a plurality of vehicles constituting a train and one of a pair of bogies supporting the one vehicle; a judgment step of determining whether a specific condition that all of the plurality of air springs are abnormal is met based on the acquired pressure values; a second acquisition step of acquiring pressure values ​​of air springs acquired by another brake control device provided on another vehicle other than the one of the plurality of vehicles or on the other of the pair of bogies; and a control step of controlling a brake mechanism that applies braking force to the vehicle based on the pressure values ​​acquired in the first acquisition step if it is determined that the specific condition is not met, and controlling the brake mechanism based on the pressure values ​​acquired in the second acquisition step if it is determined that the specific condition is met.

[0009] A brake control program according to yet another aspect of the present invention is a brake control program for causing a computer to execute the following steps: a first acquisition step of acquiring pressure values ​​of multiple air springs provided between the body of one of multiple vehicles constituting a train and one of a pair of bogies supporting the one vehicle; a judgment step of determining whether a specific condition, that all of the multiple air springs are abnormal, is met based on the acquired multiple pressure values; a second acquisition step of acquiring pressure values ​​of air springs acquired by another brake control device provided on another vehicle other than the one of the multiple vehicles or on the other of the pair of bogies; and a control step of controlling a brake mechanism that applies braking force to the vehicle based on the pressure values ​​acquired in the first acquisition step if it is determined that the specific condition is not met, and controlling the brake mechanism based on the pressure values ​​acquired in the second acquisition step if it is determined that the specific condition is met.

[0010] Any combination of the above, or mutual substitution of the components or expressions of the present invention among methods, devices, programs, temporary or non-temporary storage media on which programs are recorded, systems, etc., are also valid aspects of the present invention. [Effects of the Invention]

[0011] According to the present invention, it is possible to provide a brake control technique that can generate a braking force according to the load on the vehicle body even if all of the air springs that support the vehicle body fail. [Brief explanation of the drawings]

[0012] [Figure 1] FIG. 1 is a side view illustrating a schematic configuration of a train as a railway vehicle. [Figure 2] 1 is a side view illustrating a schematic configuration of a vehicle according to a first embodiment. [Figure 3] FIG. 1 is a schematic diagram of a bogie viewed from under the floor of a car body. [Figure 4] 1 is a functional block diagram of a brake control device according to a first embodiment. [Figure 5] 3 is a flowchart illustrating the processing of the brake control device of the first embodiment. [Figure 6] FIG. 10 is a side view illustrating a schematic configuration of a vehicle according to a third embodiment. [Figure 7] FIG. 10 is a functional block diagram of a brake control device according to a fourth embodiment. [Figure 8] 10 is a flowchart illustrating the processing of a brake control device according to a fourth embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0013] Among the embodiments disclosed in this specification, those that are comprised of multiple objects may be integrated, and conversely, those that are comprised of a single object may be separated into multiple objects. Regardless of whether they are integrated, it is sufficient that they are configured to achieve the object of the invention.

[0014] Among the embodiments disclosed in this specification, those in which multiple functions are provided in a distributed manner may have some or all of the multiple functions integrated together, and conversely, those in which multiple functions are provided in a distributed manner may have some or all of the multiple functions integrated together. Regardless of whether the functions are integrated or distributed, it is sufficient that the configuration can achieve the object of the invention.

[0015] Furthermore, separate components that share something in common are distinguished by prefixing their names with "first," "second," etc., and these are omitted when referring to them collectively. Furthermore, terms including ordinal numbers such as "first" and "second" are used to describe various components, but these terms are used only to distinguish one component from another, and do not limit the components.

[0016] The present invention will be described below based on preferred embodiments with reference to the drawings. In the embodiments and modifications, identical or equivalent components and members are designated by the same reference numerals, and redundant explanations will be omitted where appropriate. The dimensions of the members in the drawings are enlarged or reduced as appropriate for ease of understanding. Some members that are not important for explaining the embodiments will be omitted from the drawings.

[0017] First embodiment Fig. 1 is a side view illustrating the schematic configuration of a train 100 as a railway vehicle. Hereinafter, the longitudinal direction of the train 100 (the left-right direction in Fig. 1) will be referred to as the X direction, the width direction of the train 100 (the front-rear direction in Fig. 1) will be referred to as the Y direction, and the vertical direction (the up-down direction in Fig. 1) will be referred to as the Z direction. The train 100 of this embodiment is an example of a train.

[0018] As shown in FIG. 1, a train set 100 is configured by coupling four cars 10 that form a train in the X direction of the train set 100. The cars 10 are coupled to adjacent cars in the longitudinal direction, and are lined up in order from front to back as cars 10A, 10B, 10C, and 10D. When vehicles 10A, 10B, 10C, and 10D are collectively referred to as cars 10, they are referred to as cars 10. Each car 10 has a common configuration and a configuration specific to that car type. In the following description, car 10A may be referred to as car 10A. Furthermore, cars 10B to 10D may be referred to as other cars 10B to 10D. Cars 10B to 10D have similar functions to car 10A, but for simplicity, the following description will mainly focus on car 10A.

[0019] First, the common configuration of each vehicle 10 will be described.

[0020] The vehicle 10A has two bogies 41 arranged spaced apart in the longitudinal direction. Axles 42 extending in the Y direction are rotatably attached to each bogie 41. Two axles 42 are arranged spaced apart in the longitudinal direction for each bogie 41. Approximately disk-shaped wheels 43 are fixed to both ends of the axles 42. Therefore, four wheels 43 are provided for one bogie 41. Note that in FIG. 1, only some of the bogies 41, axles 42, and wheels 43 are denoted with reference numerals.

[0021] FIG. 2 is a side view illustrating a schematic configuration of a vehicle 10 according to the first embodiment. As shown in FIG. 2, a brake mechanism 50 for braking the rotation of wheels 43 is attached to a bogie 41. The brake mechanism 50 is a so-called tread brake-type brake device that brakes the rotation of wheels 43 by bringing brake shoes, which serve as friction materials, into contact with the treads, which are the outer peripheral surfaces of the wheels 43. A total of eight brake mechanisms 50 are attached to the vehicle 10A, corresponding to a total of eight wheels 43. Note that FIG. 2 only illustrates four wheels 43 and four brake mechanisms 50 located on one side in the vehicle width direction.

[0022] As shown in Fig. 2, air springs 30 that absorb vibrations by the elastic force of compressed air are attached to the upper side of bogie 41. Car body 20, which defines the vehicle interior space, is attached to the upper side of air springs 30. Compressed air is supplied to air springs 30 from air supply source 61 via air passages (not shown). Note that parts of air springs 30 and car body 20 are denoted with reference numerals in Fig. 1.

[0023] The vehicle 10A is equipped with an air supply source 61 that pressurizes and delivers air. A supply passage 63 extends from the air supply source 61. The supply passage 63 branches into eight passages along the way, and each of the branched passages is connected to one of the eight brake mechanisms 50. A control valve 62 that controls the amount of air flowing through the supply passage 63 is attached to the supply passage 63. The control valve 62 is arranged closer to the air supply source 61 than the branched portion of the supply passage 63. Therefore, one control valve 62 is provided for each of the eight brake mechanisms 50.

[0024] Fig. 3 is a schematic diagram of bogie 41 as viewed from under the floor of car body 20. As shown in Fig. 3, car body 20 is supported by four air springs 30a to 30d arranged along the X direction and the Y direction, respectively. Air springs 30a, 30b, 30c, and 30d are collectively referred to as air springs 30.

[0025] Pressure sensors 71a to 71d are attached to the air springs 30a to 30d, respectively, to detect the air pressure of the air springs 30. A total of four pressure sensors 71 are provided in the vehicle 10. The pressure sensors 71a, 71b, 71c, and 71d are collectively referred to as pressure sensors 71.

[0026] The vehicle 10A includes a brake control device 80 that controls the brake mechanism 50.

[0027] FIG. 4 is a functional block diagram of a brake control device 80 according to a first embodiment. The brake control device 80 includes a first acquisition unit 101, a target value calculation unit 102, a determination unit 103, a communication unit 104, a second acquisition unit 105, a control unit 106, and a storage unit 107. Each functional block shown in FIG. 4 and the following figures can be realized in hardware terms using elements such as a computer processor, CPU, and memory, electronic circuits, and mechanical devices, and in software terms using a computer program or the like. However, the functional blocks shown here are realized by the cooperation of these elements. Therefore, it will be understood by those skilled in the art that these functional blocks can be realized in various ways by combining hardware and software.

[0028] The first acquisition unit 101 acquires pressure values ​​XAa to XAd of the plurality of air springs 30a to 30d from the respective pressure sensors 71a to 71d of the host vehicle 10A. The first acquisition unit 101 also acquires a brake command Y from a brake controller 76 provided in the cab C. The brake controller 76 has a lever operated by the driver of the train set 100. The brake controller 76 has multiple notches set for the operating position of this lever, and outputs a brake command Y corresponding to the operating position of the lever operated by the driver.

[0029] The target value calculation unit 102 calculates a target value of the pressing force of the brake shoes provided in the brake mechanism 50 against the treads of the wheels 43. For example, the target value calculation unit 102 calculates a target value of the pressing force, which is a positive value that increases in stages from zero, based on the brake command Y output in accordance with the operating position of the lever of the brake controller 76 and the total weight calculated based on the average value of the pressure values ​​of the air springs 30. Here, the total weight of the car body 20 is the sum of the weight of the car body 20 itself and the weight of passengers and the like on the car body 20.

[0030] The determination unit 103 executes various determination processes of this embodiment. For example, the determination unit 103 determines whether or not there is an abnormality in the air springs 30a to 30d of the host vehicle 10A based on the pressure values ​​of each of the air springs 30a to 30d. The determination unit 103 of this embodiment determines whether or not a specific condition is met under which all of the air springs 30a to 30d of the host vehicle 10A are abnormal. Here, abnormalities in the air springs 30 of the vehicle 10A include not only abnormalities in the air springs 30 themselves, but also abnormalities in the pressure sensor 71, etc.

[0031] The communication unit 104 communicates with other brake control devices 80 via wire or wirelessly.

[0032] The second acquisition unit 105 acquires, via the communication unit 104, pressure values ​​XBa to XBd, XCa to XCd, and XDa to XDd of the air springs 30a to 30d from the pressure sensors 71a to 71d of the other vehicles (vehicles 10B, 10C, and 10D).

[0033] The control unit 106 controls the pressing forces of the brake shoes provided in the brake mechanisms 50 based on the target value of the brake shoe pressing force calculated by the target value calculation unit 102. Specifically, the control unit 106 controls the opening degree of the control valve 62 by outputting a control signal to the control valve 62. The amount of air flowing through the supply passage 63 is adjusted by adjusting the opening degree of the control valve 62, thereby driving the brake mechanisms 50. When the brake mechanisms 50 are driven, the brake shoes are pressed against the treads of the wheels 43, generating braking force and decelerating the vehicle 10. Therefore, the control unit 106 collectively controls all of the brake shoe pressing forces provided in the eight brake mechanisms 50 through the single control valve 62 in the vehicle 10A.

[0034] The storage unit 107 can store, in chronological order, the information acquired by the first acquisition unit 101 and the second acquisition unit 105, intermediate processing information obtained by processing the acquired information, etc. The storage unit 107 stores a program for executing the processing of the brake control device 80 of this embodiment.

[0035] Next, configurations specific to each vehicle type will be described. As shown in Fig. 1, in this embodiment, the vehicle type of vehicle 10A is an electric vehicle with a cab that runs on a motor M and has a cab C, the vehicle type of vehicle 10B is an electric vehicle that runs on a motor M, the vehicle type of vehicle 10C is a trailer vehicle that is towed by an adjacent vehicle 10, and the vehicle type of vehicle 10D is a trailer vehicle with a cab that is towed by an adjacent vehicle 10 and has a cab C.

[0036] The carbody 20 of the vehicle 10A, which is an electric car with a cab, is provided with equipment such as a motor control device MC, such as a VVVF inverter that controls the motor M provided on the bogie 41, a pantograph P, and a cab C. The carbody 20 of the vehicle 10B, which is an electric car, is provided with equipment such as the motor control device MC and the pantograph P. Although not shown, the carbodies 20 of the electric car with a cab (vehicle 10A) and the electric car (vehicle 10B) are also provided with a static inverter (SIV), a circuit breaker, and the like. The carbody 20 of the vehicle 10C, which is a trailer car, is not provided with the above equipment. The carbody 20 of the vehicle 10D, which is a trailer car with a cab, is provided with a cab C.

[0037] 5 is a flowchart illustrating a process S100 of the brake control device 80 of the first embodiment. In the process S100, the first acquisition unit 101 and the second acquisition unit 105 are assumed to constantly acquire pressure values ​​from the pressure sensors 71 of the host vehicle 10A and the other vehicles 10B to 10D and store them in the storage unit 107.

[0038] In step S101, the determination unit 103 determines whether or not a brake command has been input via the first acquisition unit 101. If a brake command has been input (Y in step S101), the process S100 proceeds to step S102. If a brake command has not been input (N in step S101), the process S100 ends.

[0039] In step S102, the first acquisition unit 101 acquires the pressure values ​​of the pressure sensors 71a to 71d of the host vehicle 10A. For example, the first acquisition unit 101 acquires the pressure values ​​at the time when the brake command is input by reading them from the storage unit 107.

[0040] In step S103, the determination unit 103 determines whether all of the plurality of air springs 30a-30d of the host vehicle 10A are abnormal. For example, the determination unit 103 compares the pressure value of each of the air springs 30a-30d with a reference value, and determines that an air spring 30 for which the difference is greater than a threshold value is abnormal. If the above differences for all of the air springs 30a-30d are greater than the threshold value, the determination unit 103 determines that all of the plurality of air springs 30a-30d of the host vehicle 10A are abnormal. If none of the air springs 30 are abnormal (N in step S103), the process S100 proceeds to step S104. If all of the air springs 30 are abnormal (Y in step S103), the process S100 proceeds to step S105.

[0041] In step S104, the determination unit 103 determines whether any of the plurality of air springs 30a to 30d of the host vehicle 10A is abnormal. In the same manner as in step S103, the presence or absence of an abnormality in any of the air springs 30 is determined. If any of the air springs 30 is not abnormal (N in step S104), the process S100 proceeds to step S105. If any of the air springs 30 is abnormal (Y in step S104), the process S100 proceeds to step S106.

[0042] In step S105, the target value calculation unit 102 calculates a target value of the pressing force based on the brake command Y and the pressure values ​​of the air springs 30a to 30d of the host vehicle 10A. After step S104, the process S100 proceeds to step S109.

[0043] In step S106, the target value calculation unit 102 calculates the target value of the pressing force based on the brake command Y and the pressure values ​​of the air springs 30 that are not abnormal among the plurality of air springs 30a to 30d of the host vehicle 10A. For example, the target value calculation unit 102 calculates the target value of the pressing force based on the brake command Y and the total weight calculated based on the average value of the pressure values ​​of the air springs 30 that are not abnormal. After step S104, the process S100 proceeds to step S109.

[0044] In step S107, the second acquisition unit 105 acquires the pressure values ​​acquired by the brake control device 80 of the other vehicle 10 (hereinafter, may be referred to as the other brake control device 80). For example, the second acquisition unit 105 acquires the pressure values ​​of the pressure sensors 71a to 71d of the other vehicle 10 when a brake command is input by reading them from the storage unit 107 of the other brake control device 80 via the communication unit 104. In this embodiment, the other vehicle 10 provided with the other brake control device 80 is, for example, the vehicle 10B adjacent to the host vehicle 10A.

[0045] In step S108, the target value calculation unit 102 calculates a target value of the pressing force based on the brake command and the pressure values ​​of the plurality of air springs 30a to 30d of the other vehicle 10B.

[0046] As described above, the equipment mounted on the vehicle body 20 differs depending on the model of the vehicle 10. Therefore, the weight of the vehicle body 20 itself differs depending on the model of the vehicle 10. Also, a compressor may be provided in some vehicle bodies 20. In the example of Fig. 1, a compressor CP is provided in the vehicle body 20 of the vehicle 10C.

[0047] For example, the car body 20 of the electric car (car 10B) is lighter than the car body 20 of the electric car with a cab (car 10A) by the amount that it does not have a cab C. Also, the car body 20 of the trailer car with a cab (car 10D) is heavier than the car body 20 of the trailer car (car 10C) by the amount that it has a cab C. Also, the car body 20 of the trailer car (car 10C) is lighter than the car bodies 20 of the electric car with a cab (car 10A), the electric car (car 10B), and the trailer car with a cab (car 10C) by the amount that it does not have equipment such as the motor control device MC, pantograph P, and cab C, if the weight of the compressor CP is not taken into consideration. Since the weight of the vehicle body 20 itself affects the pressure value detected by the pressure sensor 71, if there is a difference in weight between the vehicle body 20 of the subject vehicle 10 and the vehicle body 20 of another vehicle 10 equipped with another brake control device 80, simply using the pressure value obtained by the other brake control device 80 to calculate the target value will likely result in an excess or deficiency of braking force.

[0048] The target value calculation unit 102 of this embodiment converts the pressure values ​​of the plurality of air springs 30a-30d of the other vehicle 10B into pressure values ​​corresponding to the weight of the body 20 of the host vehicle 10A based on the weight of the body 20 of the other vehicle 10B, and calculates the target value of the pressing force using the converted pressure values. For example, if the weight of the body 20 of the host vehicle 10A is W1, the weight of the body 20 of the other vehicle 10B is W2, the pressure value of the air springs 30 of the host vehicle 10A is P1, and the pressure value of the air springs 30 of the other vehicle 10B is P2, the pressure value P1 is calculated using the following formula (1). P1=(W1 / W2)×P2 Formula (1)

[0049] By converting in this way, it becomes easier to generate an appropriate braking force. Note that equation (1) is merely an example, and the pressure value can be converted using an appropriate characteristic equation depending on, for example, the occupancy rate, vehicle type, etc.

[0050] After step S108, the process S100 proceeds to step S109.

[0051] In step S109, the control unit 106 controls the brake mechanism 50 based on the target value of the pressing force calculated in step S104, S106, or step S108. As a result, a braking force is applied to the vehicle 10A, and the vehicle 10A decelerates.

[0052] After step S109, the process S100 ends.

[0053] As described above, in this embodiment, when it is determined that the specific condition that all of the plurality of air springs 30 are abnormal is not met, the control unit 106 controls the brake mechanism 50 based on the pressure value acquired by the first acquisition unit 101, and when it is determined that the specific condition is met, the control unit 106 controls the brake mechanism 50 based on the pressure value acquired by the second acquisition unit 105. With this configuration, even when all of the plurality of air springs 30 of the host vehicle 10 are abnormal, brake control according to the load on the vehicle body 20 is possible.

[0054] Modifications will be described below.

[0055] In the embodiment, an example in which the train 100 is made up of four cars 10 has been shown, but the present invention is not limited to this, and the train 100 may be made up of two or more cars.

[0056] In the embodiment, pressure values ​​are obtained for all four air springs 30a to 30d provided on one vehicle 10, but this is not limiting, and pressure values ​​may be obtained from two or more of the four air springs 30a to 30d to determine whether there is an abnormality in these two or more air springs 30. In this case, for example, pressure values ​​may be obtained from at least one of the two air springs 30a and 30b provided on the front bogie 41 of one vehicle 10 and at least one of the two air springs 30a and 30b provided on the rear bogie 41 of one vehicle 10 to determine whether there is an abnormality in these two or more air springs 30.

[0057] In the embodiment, the second acquisition unit 105 acquires the pressure value of the pressure sensor of the other vehicle 10 when it is determined in step S103 that all air springs 30 are abnormal, but this is not limited to this and the second acquisition unit 105 may always acquire the pressure value of the pressure sensor of the other vehicle 10.

[0058] In the embodiment, the other vehicle 10 provided with the other brake control device 80 is, for example, the vehicle 10B adjacent to the host vehicle 10A, but is not limited to this and may be any of the vehicles 10B to 10D.

[0059] The storage unit 107 may store priorities for the other brake control devices 80. In this case, if the determination unit 103 of the other brake control device 80 with a higher priority determines that all of the air springs 30 are abnormal, the second acquisition unit 105 may acquire pressure values ​​from the other brake control device 80 with the next highest priority. The priorities here may be set, for example, in order of similarity in weight of the vehicle body 20, in order of similarity in occupancy rate, or in order of proximity to the host vehicle 10.

[0060] Second embodiment A second embodiment of the present invention will be described below. In the drawings and description of the second embodiment, components and members that are the same as or equivalent to those in the first embodiment will be given the same reference numerals. Explanations that overlap with the first embodiment will be omitted as appropriate, and the description will focus on the configurations that differ from the first embodiment.

[0061] In the second embodiment, the second acquisition unit 105 acquires pressure values ​​of the air springs 30 acquired by another brake control device 80 installed in another vehicle 10 equipped with equipment of the same type as equipment installed in the car body 20 of one vehicle 10 among the multiple vehicles 10. The equipment here may be a motor control device MC. The equipment may also be, for example, at least one of a driver's cab C, a pantograph P, and a compressor CP. For example, the second acquisition unit 105 acquires pressure values ​​from a brake control device 80 installed in another vehicle 10 of the same model as the host vehicle 10. For example, if the host vehicle 10 is an electric vehicle, the second acquisition unit 105 acquires pressure values ​​from the brake control device 80 installed in the other vehicle 10 that is an electric vehicle, and if the host vehicle 10 is a trailer, the second acquisition unit 105 acquires pressure values ​​from the brake control device 80 installed in the other vehicle 10 that is a trailer.

[0062] According to the second embodiment, it is not necessary to convert the pressure value of the air spring 30 acquired by the other brake control device 80 according to the difference in weight of the vehicle body 20, and brake control according to the load is possible.

[0063] Third embodiment A third embodiment of the present invention will be described below. In the drawings and description of the third embodiment, components and members that are the same as or equivalent to those in the first embodiment will be denoted by the same reference numerals. Explanations that overlap with the first embodiment will be omitted as appropriate, and the description will focus on the configurations that differ from the first embodiment.

[0064] Fig. 6 is a side view illustrating a schematic configuration of a vehicle 10 according to the third embodiment. As shown in Fig. 6, in this embodiment, two brake control devices 80 are provided on the vehicle 10, and each brake control device 80 controls the brake mechanism 50 for each bogie 41. One brake control device 80 controls the brake mechanism 50 provided on that bogie 41 independently of the other brake control device 80.

[0065] The second acquisition unit 105 of this embodiment acquires the pressure value of the air spring 30 acquired by another brake control device 80 that controls the brake mechanism 50 provided on the other of the pair of bogies 41. With this configuration, even if an abnormality occurs in the air spring 30 provided on one of the bogies 41, it is possible to control the brake mechanism 50 using the pressure value of the air spring 30 acquired by the brake control device 80 provided on the bogie 41 that supports the same car body 20. Because the loads of the bogies 41 that support the same car body 20 tend to be similar to each other, more accurate brake control according to the load is possible.

[0066] Here, if an abnormality occurs in the air spring 30 provided on the bogie 41 on the side where the cab C is installed, the second acquisition unit 105 may acquire the pressure value of the air spring 30 provided on the bogie 41 on the side where the cab C of another vehicle 10 is installed from another brake control device 80. Here, since the occupancy rates of vehicles on which the cab C is installed tend to be similar, brake control according to the load can be performed more accurately by taking the occupancy rate into consideration. Furthermore, since the load applied to the air spring 30 provided on the bogie 41 on the side where the cab C is installed is greater than the load applied to the air spring 30 provided on the bogie 41 on the side where the cab C is not installed by the amount of the cab C, brake control according to the load can be performed more accurately by taking the weight of the cab C into consideration.

[0067] Fourth embodiment A fourth embodiment of the present invention will be described below. In the drawings and description of the fourth embodiment, components and members that are the same as or equivalent to those of the first embodiment will be denoted by the same reference numerals. Explanations that overlap with the first embodiment will be omitted as appropriate, and the description will focus on the configurations that differ from the first embodiment.

[0068] FIG. 7 is a functional block diagram of a brake control device 80 according to a fourth embodiment. The brake control device 80 according to the fourth embodiment includes a collection unit 108 that collects pressure values ​​of air springs acquired over a predetermined period by each of the brake control devices 80 installed in each of the vehicles other than the one vehicle on which the brake control device 80 is installed. The predetermined period here refers to a period during which the train 100 is running and a specific condition that all of the air springs 30 are abnormal is not satisfied. The storage unit 107 according to this embodiment stores pressure values ​​acquired by the first acquisition unit 101 over the predetermined period. The second acquisition unit 105 according to this embodiment determines, as another brake control device 80, the brake control device 80 that has acquired a pressure value closest to the pressure value acquired by the first acquisition unit 101 and stored in the storage unit 107, among the pressure values ​​of the air springs 30 collected by the collection unit 108, and acquires the air spring pressure values ​​acquired by the other brake control device 80 after the specific condition is satisfied.

[0069] Fig. 8 is a flowchart of process S200 of the brake control device 80 of the fourth embodiment. Steps S201 to S206 and S210 in Fig. 8 are basically the same as steps S101 to S106 and S109 in Fig. 5, and therefore a description thereof will be omitted. In process S200, it is assumed that the collection unit 108 constantly collects pressure values ​​of the pressure sensors 71 of the other vehicles 10B to 10D during the predetermined period and stores them in the storage unit 107.

[0070] If it is determined in step S203 that all of the air springs 30 are abnormal (Y in step S203), the process S200 proceeds to step S207.

[0071] In step S207, the determination unit 103 determines, as the other brake control device 80, the brake control device 80 of the other vehicle 10 that has acquired a pressure value closest to the pressure value of the pressure sensor 71 of the host vehicle 10, among the pressure values ​​of the multiple air springs 30 collected by the collection unit 108. For example, the determination unit 103 calculates, for each brake control device 80, an average value of the pressure values ​​of the multiple air springs 30 collected by the collection unit 108 before it was determined that all of the air springs 30 of the host vehicle 10 were abnormal. The determination unit 103 compares each average value calculated for the other brake control device 80 with the average value of the pressure values ​​of the multiple air springs 30 of the host vehicle 10 before it was determined that all of the air springs 30 of the host vehicle 10 were abnormal. As a result of the comparison, the determination unit 103 determines, as the other brake control device 80, the brake control device 80 of the other vehicle 10 that has acquired an average value of the pressure value closest to the average value of the pressure value of the pressure sensor 71 of the host vehicle 10.

[0072] In step S208, the second acquisition unit 105 acquires the pressure value acquired by the determined other brake control device 80.

[0073] In step S209, the target value calculation unit 102 calculates the target value of the pressing force based on the pressure value acquired by the determined other brake control device 80. After step S209, the process S200 proceeds to step S210.

[0074] According to the fourth embodiment, the pressure value of the air spring 20 can be acquired from a brake control device 80 mounted on another vehicle 10 having a similar weight of the vehicle body 20, thereby enabling brake control according to the load with higher accuracy. Furthermore, since the number of passengers in the vehicle 10 fluctuates less when the vehicle is moving than when the vehicle is stopped, the pressure value when the vehicle is moving can be used to more appropriately determine the other brake control device 80. Whether the vehicle is moving may be determined based on a vehicle speed signal obtained from a vehicle speed sensor (not shown) of the vehicle 10 or the like.

[0075] The above describes in detail examples of embodiments of the present invention. The above-described embodiments merely illustrate specific examples of implementing the present invention. The contents of the embodiments do not limit the technical scope of the present invention, and many design changes, such as changes, additions, and deletions of components, are possible within the scope of the inventive concept defined in the claims. In the above-described embodiments, content that allows such design changes is described with the notation "in the embodiment" or "in the embodiment," but design changes are also permissible in content that does not have such notation.

[0076] Any combination of the above-described embodiments and modifications is also useful as an embodiment of the present invention. A new embodiment resulting from the combination has the combined effects of the combined embodiments and modifications. [Explanation of symbols]

[0077] 10 Vehicle, 20 Car body, 30 Air spring, 41 Bogie, 42 Axle, 43 Wheel, 50 Brake mechanism, 71 Pressure sensor, 80 Brake control device, 100 Train formation, 101 First acquisition unit, 102 Target value calculation unit, 103 Judgment unit, 104 Communication unit, 105 Second acquisition unit, 106 Control unit, 107 Memory unit, 108 Collection unit.

Claims

1. a first acquisition unit that acquires pressure values ​​of a plurality of air springs that are provided between a car body of one of a plurality of cars that make up a train and one of a pair of bogies that support the one car; a determination unit that determines whether a specific condition that all of the plurality of air springs are abnormal is satisfied based on the plurality of acquired pressure values; a second acquisition unit that acquires, from another brake control device provided on another vehicle different from the one vehicle among the plurality of vehicles or the other of the pair of bogies, a pressure value of an air spring acquired by the other brake control device; a control unit that controls a brake mechanism that applies a braking force to the vehicle based on the pressure value acquired by the first acquisition unit when it is determined that the specific condition is not satisfied, and controls the brake mechanism based on the pressure value acquired by the second acquisition unit when it is determined that the specific condition is satisfied; Equipped with Brake control device.

2. the second acquisition unit acquires, from the other brake control device provided in the other vehicle equipped with the same type of equipment as the equipment mounted on the body of the one vehicle among the plurality of vehicles, the pressure value of the air spring acquired by the other brake control device; The brake control device according to claim 1.

3. the first vehicle is an electric vehicle driven by a motor, The device is a motor control device that controls the motor. The brake control device according to claim 2.

4. The equipment is at least one of a cab, a pantograph, and a compressor. The brake control device according to claim 2.

5. the brake control device controls the brake mechanism provided on one of a pair of bogies supporting the one vehicle, the second acquisition unit acquires a pressure value of an air spring acquired by the other brake control device that controls the brake mechanism provided on the other of the pair of bogies. The brake control device according to claim 1.

6. One brake control device is provided for each of the plurality of vehicles, a storage unit configured to store the pressure value acquired by the first acquisition unit during a predetermined period in which the train is running and the specific condition is not satisfied; a collection unit that collects a plurality of air spring pressure values ​​acquired during the predetermined period by each of a plurality of brake control devices provided in each of the plurality of vehicles other than the one vehicle on which the brake control device is provided; the second acquisition unit determines, as the other brake control device, a brake control device that has acquired a pressure value closest to the pressure value acquired by the first acquisition unit and stored in the storage unit among the collected pressure values ​​of the air springs, and acquires the air spring pressure value acquired by the other brake control device after the specific condition is satisfied. The brake control device according to claim 1.

7. a first acquisition step of acquiring pressure values ​​of a plurality of air springs provided between a car body of one of a plurality of cars constituting a train and one of a pair of bogies supporting the one car; a determining step of determining whether a specific condition indicating that all of the plurality of air springs are abnormal is satisfied based on the acquired plurality of pressure values; a second acquisition step of acquiring, from another brake control device provided on another vehicle different from the one vehicle among the plurality of vehicles or the other of the pair of bogies, a pressure value of an air spring acquired by the other brake control device; a control step of controlling a brake mechanism that applies a braking force to the vehicle based on the pressure value acquired in the first acquisition step when it is determined that the specific condition is not satisfied, and controlling the brake mechanism based on the pressure value acquired in the second acquisition step when it is determined that the specific condition is satisfied; Equipped with Brake control method.

8. On the computer, a first acquisition step of acquiring pressure values ​​of a plurality of air springs provided between a car body of one of a plurality of cars constituting a train and one of a pair of bogies supporting the one car; a determining step of determining whether a specific condition indicating that all of the plurality of air springs are abnormal is satisfied based on the acquired plurality of pressure values; a second acquisition step of acquiring, from another brake control device provided on another vehicle different from the one vehicle among the plurality of vehicles or the other of the pair of bogies, a pressure value of an air spring acquired by the other brake control device; a control step of controlling a brake mechanism that applies a braking force to the vehicle based on the pressure value acquired in the first acquisition step when it is determined that the specific condition is not satisfied, and controlling the brake mechanism based on the pressure value acquired in the second acquisition step when it is determined that the specific condition is satisfied; A brake control program for executing the above.

Images