Brake control device, brake control system, and brake control method

Abstract

A brake control device (1) comprises a target brake force determination unit (11), a target mechanical brake force determination unit (12), an adjustment unit (13), and a brake control unit (14). The target brake force determination unit (11) obtains a target brake force from a brake command. From the target brake force, the target mechanical brake force determination unit (12) obtains a first target mechanical brake force, which is a target value of the brake force to be exerted by a mechanical brake device (30). The adjustment unit (13) adjusts the first target mechanical brake force to obtain a second target mechanical brake force that repeatedly increases or decreases with respect to the first target mechanical brake force. The brake control unit (14) controls the mechanical brake device (30) according to the first target mechanical brake force or the second target mechanical brake force.

Description

[Technical Field]

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

[0002] Railway vehicles are equipped with a mechanical brake device that generates a mechanical braking force by pressing a friction material against a rotating body that rotates while the railway vehicle is traveling, and a brake control device that controls the mechanical brake device. When a railway vehicle travels in cold regions, ice and snow may enter between the rotating body and the friction material. When ice and snow enter between the rotating body and the friction material, the coefficient of friction at the contact surface between the rotating body and the friction material changes. When the ice and snow that has entered between the rotating body and the friction material solidifies, the rotating body and the friction material may stick together.

[0003] As mentioned above, if ice or snow gets in between the rotating body and the friction material, it becomes difficult to obtain the desired braking force. To prevent the rotating body and the friction material from sticking together, the brake device disclosed in Patent Document 1 is equipped with a discharge solenoid valve that rapidly releases pressurized air from the brake cylinder. When ice forms between the wheel and the brake shoe while the railway vehicle is parked, the brake device disclosed in Patent Document 1 activates the discharge solenoid valve to rapidly release the air from the brake cylinder, and the impact force generated when the air is released separates the wheel and the brake shoe. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Application Laid-Open No. 2000-255429 Summary of the Invention [Problem to be solved by the invention]

[0005] The brake device disclosed in Patent Document 1 operates a discharge solenoid valve while a railway vehicle is parked, applying an impact to the frozen wheels and brake shoes to separate them. In other words, the brake device disclosed in Patent Document 1 cannot prevent the wheels and brake shoes from sticking together when the railway vehicle is traveling in cold regions.

[0006] The present disclosure has been made in consideration of the above-mentioned circumstances, and aims to provide a brake control device, a brake control system, and a brake control method that can suppress adhesion between a rotating body and a friction material. [Means for solving the problem]

[0007] In order to achieve the above object, a brake control device according to the present disclosure is a brake control device that controls a mechanical brake device that is provided for each wheel of a railway vehicle and generates braking force by pressing a friction material against a rotating body that rotates while the railway vehicle is traveling, and includes a target braking force determination unit, a target mechanical braking force determination unit, an adjustment unit, and a brake control unit. When an operation command for the railway vehicle is a brake command instructing the railway vehicle to decelerate, the target braking force determination unit calculates a target braking force from the brake command. The target mechanical braking force determination unit calculates a first target mechanical braking force, which is a target value for the braking force applied by the mechanical braking device, from the target braking force. The adjustment unit adjusts the first target mechanical braking force to calculate a second target mechanical braking force that repeatedly increases and decreases based on the first target mechanical braking force. The brake control unit controls the mechanical braking device in accordance with the first target mechanical braking force or the second target mechanical braking force. When the adjustment unit receives a suppression command to suppress adhesion between the rotating body and the friction material, it adjusts the first target mechanical brake force to obtain a second target mechanical brake force. When the adjustment unit obtains the second target mechanical brake force, the brake control unit controls the mechanical brake device in accordance with the second target mechanical brake force. [Effects of the Invention]

[0008] The brake control device according to the present disclosure adjusts a first target mechanical brake force to determine a second target mechanical brake force that repeatedly increases and decreases based on the first target mechanical brake force, and controls the mechanical brake device according to the first target mechanical brake force or the second target mechanical brake force. By controlling the mechanical brake device according to the second target mechanical brake force that repeatedly increases and decreases, the friction material is repeatedly pressed against the rotating body and then released from being pressed against the rotating body, making it possible to suppress adhesion between the rotating body and the friction material. [Brief explanation of the drawings]

[0009] [Figure 1] Block diagram of a brake control system according to a first embodiment [Figure 2] FIG. 1 is a diagram showing a hardware configuration of a brake control device according to a first embodiment. [Figure 3] FIG. 1 is a diagram showing a configuration of a mechanical brake device according to a first embodiment. [Figure 4] FIG. 10 is a diagram showing an example of the operation of the mechanical brake device according to the first embodiment. [Figure 5] 1 is a flowchart showing an example of the operation of a brake control process performed by the brake control device according to the first embodiment. [Figure 6] 1 is a timing chart showing an example of an actual braking force generated by brake control performed by the brake control device according to the first embodiment; [Figure 7] Block diagram of a brake control system according to a second embodiment [Figure 8] 10 is a flowchart showing an example of the operation of a brake control process performed by a brake control device according to a second embodiment. [Figure 9] 10 is a timing chart showing an example of an actual braking force generated by the brake control performed by the brake control device according to the second embodiment. [Figure 10] Block diagram of a brake control system according to a third embodiment [Figure 11] 10 is a flowchart showing an example of the operation of a brake control process performed by a brake control device according to a third embodiment. [Figure 12]Block diagram of a brake control system according to a fourth embodiment [Figure 13] FIG. 10 is a diagram showing a modification of the hardware configuration of the brake control device according to the embodiment; DETAILED DESCRIPTION OF THE INVENTION

[0010] A brake control device, a brake control system, and a brake control method according to embodiments of the present disclosure will be described in detail below with reference to the drawings. In the drawings, the same or equivalent parts are designated by the same reference numerals.

[0011] (Embodiment 1) A brake control device according to a first embodiment will be described using as an example a brake control device that is mounted on a railway vehicle that decelerates using electric and mechanical brake forces and controls a mechanical brake device provided for each wheel. The brake control system 100 shown in Fig. 1 includes an electric mechanical brake device 30 that generates a braking force by pressing a friction material against a rotating body that rotates when the railway vehicle is traveling, based on the rotational force of a motor 32, and a brake control device 1 that controls the mechanical brake device 30. Note that Fig. 1 shows only the components related to electrical control among the components of the mechanical brake device 30.

[0012] The brake control device 1 includes a target brake force determination unit 11 that acquires an operation command D1 from an operating unit 41 provided, for example, in the driver's cab and determines a target brake force from the brake command included in the operation command D1, and a target mechanical brake force determination unit 12 that determines a first target mechanical brake force, which is a target value of the brake force generated by the mechanical brake device 30, from the target brake force.

[0013] The brake control device 1 includes an adjustment unit 13 that, when it receives a suppression command S1 from an operation unit 41 instructing the suppression of adhesion between the rotating body and the friction material, adjusts the first target mechanical brake force to determine a second target mechanical brake force that repeatedly increases and decreases, and a brake control unit 14 that controls the mechanical brake device 30 in accordance with the first target mechanical brake force or the second target mechanical brake force.

[0014] To avoid complicating the diagram, Fig. 1 shows one mechanical brake device 30 as the control target of the brake control device 1, but the brake control device 1 controls multiple mechanical brake devices 30 provided for each wheel. In Fig. 1, the brake control device 1 includes one brake control unit 14, but the brake control device 1 may include as many brake control units 14 as necessary according to the brake control unit.

[0015] When the brake control device 1 receives a suppression command S1 from the operation unit 41 instructing to suppress adhesion between the rotating body and the friction material, it controls the mechanical brake device 30 in accordance with the second target mechanical brake force that repeatedly increases and decreases. As a result, the friction material is repeatedly pressed against the rotating body and then released from the pressure of the friction material against the rotating body, causing ice and snow adhering to the friction material to fall off and suppressing adhesion between the rotating body and the friction material due to ice and snow.

[0016] Each part of the brake control device 1 will be described below. The target braking force determination unit 11 acquires an operation command D1 from the operation unit 41. The operation command D1 is a brake command to instruct the railway vehicle to decelerate, a powering command to instruct the railway vehicle to accelerate, or a coasting command to instruct the railway vehicle to coast. Deceleration of the railway vehicle includes not only deceleration of the railway vehicle but also parking of the railway vehicle. In detail, the brake command includes at least one of a service brake command, an emergency brake command, and a safety brake command.

[0017] A service brake command is a brake command that instructs a railway vehicle to decelerate under normal circumstances and indicates the target deceleration of the railway vehicle. An emergency brake command is a brake command that instructs a railway vehicle to decelerate under emergency circumstances and indicates an emergency deceleration that is a target deceleration that is equal to or greater than the maximum target deceleration of the service brake command. A safety brake command is a brake command that is used when the railway vehicle does not decelerate sufficiently when a service brake command or emergency brake command is input.

[0018] The operation unit 41 has a main controller that outputs a service brake command indicating a target deceleration, an emergency brake command indicating an emergency deceleration, a powering command indicating a target acceleration, or a coasting command that instructs coasting, a safety brake operation device that outputs a safety brake command, and a sticking suppression operation device that outputs a suppression command S1 that instructs the suppression of sticking between the rotating body and the friction material. The operation unit 41 outputs an operation command D1 that is a brake command, a powering command, or a coasting command including at least one of a service brake command, an emergency brake command, and a safety brake command to the target braking force determination unit 11, and outputs a suppression command S1 that instructs the suppression of sticking between the rotating body and the friction material to the adjustment unit 13.

[0019] When the operator operates the service brakes, the master controller outputs a service brake command indicating a target deceleration corresponding to the notch according to the operator's operation. When the operator operates to activate the emergency brakes, the master controller outputs an emergency brake command indicating an emergency deceleration. When the operator operates the acceleration, the master controller outputs a powering command indicating a target acceleration corresponding to the notch according to the operator's operation. When the operator operates the coasting, the master controller outputs a coasting command indicating an acceleration of 0.

[0020] The safety brake actuator generates an H (High) level safety brake command when the operator performs an operation to activate the safety brake, and generates an L (Low) level safety brake command when the operator does not perform an operation to activate the safety brake. The safety brake actuator outputs the generated safety brake command.

[0021] When the operator performs an operation to suppress the sticking between the rotating body and the friction material, the sticking suppression operator generates a suppression command S1 that instructs suppression of the sticking between the rotating body and the friction material and sends it to the adjustment unit 13. When the operator does not perform an operation to suppress the sticking between the rotating body and the friction material, the sticking suppression operator does not instruct suppression of the sticking between the friction material. For example, the sticking suppression operator outputs a suppression command S1 that goes to H level when the operator performs an operation to suppress the sticking between the rotating body and the friction material, and goes to L level when the operator does not perform an operation to suppress the sticking between the rotating body and the friction material.

[0022] The target braking force determination unit 11 calculates the target braking force from the braking command included in the operation command D1 acquired from the operation unit 41. The target braking force is the braking force required to obtain the deceleration according to the braking command. When the target braking force determination unit 11 acquires a braking command that is a service braking command or an emergency braking command, it calculates the target braking force of the railway vehicle according to the target deceleration indicated by the service braking command or the emergency deceleration indicated by the emergency braking command. Specifically, the target braking force determination unit 11 acquires the weight of the vehicle from a load compensation device (not shown), and calculates the target braking force by multiplying the weight of the vehicle by the target deceleration or the emergency deceleration.

[0023] When the target braking force determination unit 11 receives a safety brake command, it calculates the target braking force by multiplying the determined safety deceleration by the vehicle weight. The target braking force determination unit 11 is assumed to have information about the safety deceleration stored in advance. The target braking force determination unit 11 sends the calculated target braking force to the target mechanical braking force determination unit 12.

[0024] The target brake force determination unit 11 uses the calculated target brake force to determine a target electric brake force, which is a target value for the electric brake force generated by consuming the electric power generated when the traction motors operate as generators. The traction motors are electric motors that generate propulsion power for the railway vehicle by receiving a supply of electric power. During braking, the traction motors operate as generators. The target brake force determination unit 11 sends the calculated target electric brake force to the main circuit control device 43.

[0025] The main circuit control device 43 controls a main power converter that converts power supplied from the current collector into power to be supplied to the traction motors and supplies the converted power to the traction motors, or converts power supplied from the traction motors operating as generators into power to be supplied to other railway vehicles and outputs the converted power to the current collectors. During braking, the main circuit control device 43 controls the main power converter in accordance with the target electric brake force obtained from the target brake force determination unit 11. Electric brake force is generated when power supplied from the traction motors operating as generators is supplied to and consumed by other railway vehicles. The main circuit control device 43 sends regenerative feedback indicating the actual electric brake force, which is the electric brake force that is actually generated, to the target mechanical brake force determination unit 12.

[0026] The target mechanical brake force determination unit 12 determines a first target mechanical brake force, which is a target value of the mechanical brake force generated by the mechanical brake device 30, from the difference between the target brake force and the actual electric brake force indicated by the regenerative feedback. The target mechanical brake force determination unit 12 acquires the pressing force of the mechanical brake device 30 from a load cell 37 provided in the mechanical brake device 30, and determines an actual mechanical brake force that corresponds to the mechanical brake force that is actually generated. The target mechanical brake force determination unit 12 performs feedback control based on the actual mechanical brake force to adjust the value of the first target mechanical brake force, and sends the adjusted first target mechanical brake force to the brake control unit 14.

[0027] When the adjustment unit 13 acquires the suppression command S1 from the operation unit 41, it adjusts the first target mechanical braking force acquired from the target mechanical braking force determination unit 12 to obtain a second target mechanical braking force that repeatedly increases and decreases based on the first target mechanical braking force. The adjustment unit 13 sends the obtained second target mechanical braking force to the brake control unit 14. The second target mechanical braking force repeatedly increases and decreases over time within a range based on the first target mechanical braking force.

[0028] While the adjustment unit 13 does not receive the suppression command S1 from the operation unit 41, the adjustment unit 13 sends the first target mechanical brake force received from the target mechanical brake force determination unit 12 to the brake control unit 14.

[0029] The brake control unit 14 controls the electric mechanical brake device 30. In detail, the brake control unit 14 includes a speed control unit 15 that calculates a target torque from the first target mechanical brake force or the second target mechanical brake force, a torque control unit 16 that generates a PWM (Pulse Width Modulation) signal from the target torque and the actual torque that is the actual torque of the motor 32 and outputs the PWM signal, and a power conversion circuit 17 that converts power supplied from a power supply device 42 into power to be supplied to the motor 32 provided in the mechanical brake device 30.

[0030] The speed control unit 15 acquires the first target mechanical braking force or the second target mechanical braking force from the adjustment unit 13, and acquires the rotation speed of the motor 32 from the pulse detection sensor 36 of the mechanical braking device 30. The speed control unit 15 calculates a target pressing force, which is a target value of the pressing force, from the first target mechanical braking force or the second target mechanical braking force. The speed control unit 15 calculates a target torque, which is a target value of the torque of the motor 32, from the target pressing force and parameters of the mechanical braking device 30. The parameters of the mechanical braking device 30 are used to convert the pressing force into torque of the motor 32. The speed control unit 15 is assumed to previously store information about the parameters of the mechanical braking device 30. The speed control unit 15 acquires the rotation speed of the motor 32 from the pulse detection sensor 36, adjusts the target torque calculated as described above to gradually increase the rotation speed of the motor 32, and outputs the adjusted target torque to the torque control unit 16.

[0031] The torque control unit 16 obtains the target torque of the motor 32 from the speed control unit 15 and obtains the measured value of the output current of the power conversion circuit 17 from the current sensor 18. Specifically, the torque control unit 16 obtains the measured values ​​of the U-phase current and the V-phase current from the current sensor 18 and calculates the value of the W-phase current from the measured values ​​of the U-phase current and the V-phase current. The torque control unit 16 calculates the actual torque of the motor 32 from the U-phase current, the V-phase current, and the W-phase current. The torque control unit 16 performs feedback control based on the target torque and the actual torque to generate a PWM signal. The torque control unit 16 outputs the PWM signal to each of the multiple switching elements included in the power conversion circuit 17.

[0032] The power conversion circuit 17 has a plurality of switching elements controlled by a PWM signal supplied from the torque control unit 16. Through the switching operation of the plurality of switching elements, the power conversion circuit 17 converts the DC power supplied from the power supply device 42 into three-phase AC power, and supplies the three-phase AC power to the motor 32 of the mechanical brake device 30.

[0033] The power supply device 42 converts power supplied from a current collector (not shown) into power to be supplied to the power conversion circuit 17, and outputs the converted power to the power conversion circuit 17. The power supply device 42 receives DC power from a current collector that obtains power from a substation via a power supply line, and includes an inverter that converts the DC power into AC power, and a rectifier circuit that rectifies the AC power into DC power.

[0034] The hardware configuration of the brake control device 1 having the above-described configuration is shown in FIG. 2. The brake control device 1 includes a processor 81, a memory 82, and an interface 83. The processor 81, the memory 82, and the interface 83 are connected to one another via a bus 80. The functions of each unit of the brake control device 1 are realized by software, firmware, or a combination of software and firmware. The software and firmware are written as programs and stored in the memory 82. The processor 81 reads and executes the programs stored in the memory 82, thereby realizing the functions of each unit described above. In other words, the memory 82 stores programs for executing the processing of each unit of the brake control device 1.

[0035] The memory 82 includes, for example, non-volatile or volatile semiconductor memory such as RAM (Random Access Memory), ROM (Read-Only Memory), flash memory, EPROM (Erasable Programmable Read Only Memory), EEPROM (Electrically Erasable and Programmable Read-Only Memory), magnetic disk, flexible disk, optical disk, compact disk, mini disk, DVD (Digital Versatile Disc), etc.

[0036] The brake control device 1 is connected to the operating unit 41, the power supply device 42, the main circuit control device 43, and the mechanical brake device 30 via an interface 83. The interface 83 has interface modules that comply with one or more standards depending on the connection destination.

[0037] The mechanical brake device 30 shown in Figures 1 and 3 includes a pressing mechanism 31 that is driven by power supplied from a brake control unit 14 provided in the brake control device 1 and presses a booster mechanism 38, and the booster mechanism 38 that presses a friction material 50 against a rotating body 60 that rotates when the railway vehicle is running in accordance with the force pressed by the pressing mechanism 31.

[0038] The pressing mechanism 31 includes a motor 32 driven by power supplied from the brake control unit 14 to rotate a drive shaft 32a, a holding mechanism 33 connected to the input side and transmitting the rotation of the motor 32 to the output side, and a reducer 34 connected to the output side of the holding mechanism 33 and reducing the rotation speed before outputting it. The pressing mechanism 31 includes a rotary-to-linear motion conversion mechanism 35 that is connected to the drive shaft 32a of the motor 32 via the holding mechanism 33 and the reducer 34, and slides the output shaft in response to the rotation of the drive shaft 32a, pressing the output shaft against the power-boosting mechanism 38.

[0039] The mechanical brake device 30 includes a pulse detection sensor 36 that detects the rotation speed of the motor 32 and a load cell 37 that detects the pressing force, which is the force with which the power-boosting mechanism 38 presses the friction material 50 against the rotating body 60 .

[0040] The following describes in detail each part of the mechanical brake device 30. The motor 32 is driven and rotated by three-phase AC power supplied from the power conversion circuit 17. The rotation of the motor 32 is transmitted to the holding mechanism 33 via a drive shaft 32a.

[0041] The holding mechanism 33 transmits the rotational force transmitted from the motor 32 to the reducer 34. The holding mechanism 33 prevents the rotation of the reducer 34 from being transmitted to the motor 32.

[0042] The reducer 34 reduces the rotational speed of the motor 32 and transmits the rotational force of the motor 32 to the rotary-to-linear motion conversion mechanism 35 .

[0043] Rotary-to-linear motion conversion mechanism 35 is connected to drive shaft 32a of motor 32 via holding mechanism 33 and reducer 34. In embodiment 1, when motor 32 rotates in the forward direction, the output shaft of rotary-to-linear motion conversion mechanism 35 moves toward power-assist mechanism 38. When motor 32 rotates in the reverse direction, the output shaft of rotary-to-linear motion conversion mechanism 35 moves in a direction away from power-assist mechanism 38.

[0044] The power-assist mechanism 38 presses the friction material 50 against the rotating body 60 in response to the pressing force applied to the output shaft of the rotary-to-linear motion conversion mechanism 35. In the first embodiment, the power-assist mechanism 38 is a lever mechanism that amplifies the force applied to the force point 38a from the output shaft of the rotary-to-linear motion conversion mechanism 35 provided in the pressing mechanism 31 and outputs the amplified force from the action point 38d. More specifically, the power-assist mechanism 38 has an arm 38c that can rotate around a fulcrum 38b. The friction material 50 is attached by an attachment mechanism 40 to the action point 38d, which is located at the end of the arm 38c on the opposite side of the fulcrum 38b from the force point 38a.

[0045] The friction material 50 is a brake shoe, a brake pad, etc. The rotating body 60 is a wheel, a disc rotor, etc. As shown in Figure 4, when force is applied to the force point 38a of the power-assisting mechanism 38, the arm 38c rotates around the fulcrum 38b. As a result, the friction material 50 attached to the application point 38d by the attachment mechanism 40 is pressed against the rotating body 60, generating a braking force, and the braking force for the railway vehicle is obtained.

[0046] As described above, the torque of the motor 32 causes the output shaft of the rotary-to-linear motion conversion mechanism 35 to press against the power amplifier 38, thereby pressing the friction material 50 against the rotating body 60. Parameters for calculating the torque of the motor 32 from the force pressing the friction material 50 against the rotating body 60 are determined by the relative positions of the force point 38a, fulcrum 38b, and point of application 38d of the power amplifier 38, the ratio between the rotational momentum and linear momentum in the rotary-to-linear motion conversion mechanism 35, the reduction ratio of the reducer 34, etc. The speed control unit 15 of the brake control unit 14 stores the above parameters in advance as parameters of the mechanical brake device 30.

[0047] The pulse detection sensor 36 is attached near the motor 32 and detects the rotation speed of the motor 32. The pulse detection sensor 36 sends the detected rotation speed of the motor 32 to the speed control unit 15 included in the brake control unit 14.

[0048] The load cell 37 is provided in the power-assist mechanism 38, measures the pressing force with which the power-assist mechanism 38 presses the friction material 50 against the rotating body 60, and sends the measured value to the target mechanical brake force determination unit 12 provided in the brake control device 1.

[0049] The brake control process performed by the brake control device 1 having the above configuration will be described with reference to Fig. 5. When the railway vehicle starts operation, the brake control device 1 starts the process shown in Fig. 5. Specifically, when a lift switch is operated to bring a pantograph, which is an example of a current collector, into contact with an overhead wire, which is an example of a power supply line, the brake control device 1 starts the process shown in Fig. 5.

[0050] The target braking force determiner 11 repeats the process of step S11 while it has not received the driving command D1 including the braking command from the operating unit 41 (step S11; No).

[0051] When the target braking force determination unit 11 receives the driving command D1 including the braking command from the operation unit 41 (step S11; Yes), the target braking force determination unit 11 calculates the target braking force from the braking command (step S12). The target braking force determination unit 11 sends the calculated target braking force to the target mechanical braking force determination unit 12.

[0052] The target braking force determination unit 11 determines a target electric braking force from the determined target braking force (step S13). The target braking force determination unit 11 sends the determined target electric braking force to the main circuit control device 43.

[0053] The target mechanical brake force determination unit 12 determines a first target mechanical brake force from the difference between the target brake force determined in step S12 and the actual electric brake force indicated by the regenerative feedback obtained from the main circuit control device 43 (step S14).

[0054] When the adjustment unit 13 acquires the suppression command S1 of H level (step S15; Yes), it adjusts the first target mechanical brake force and calculates a second target mechanical brake force that increases or decreases based on the first target mechanical brake force (step S16). When the adjustment unit 13 does not acquire the suppression command S1 (step S15; No), it does not perform the process of step S16.

[0055] The brake control unit 14 controls the mechanical brake device 30 in accordance with the first target mechanical brake force calculated in step S14 or the second target mechanical brake force calculated in step S16 (step S17). In particular, when the suppression command S1 has not been input to the brake control device 1, the brake control unit 14 controls the mechanical brake device 30 in accordance with the first target mechanical brake force. When the suppression command S1 has been input to the brake control device 1, the brake control unit 14 controls the mechanical brake device 30 in accordance with the second target mechanical brake force. When the processing of step S17 ends, the brake control device 1 repeats the above-mentioned processing from step S11. The brake control device 1 repeats the above-mentioned processing shown in FIG. 5 at predetermined intervals while the railway vehicle is in operation.

[0056] An example of the actual braking force generated by the brake control by the brake control device 1 is shown in Fig. 6. The timing at which the driving command D1 including the brake command is input is defined as time T1. After time T1, the timing at which the suppression command S1 becomes H level is defined as time T2.

[0057] As shown in graph A, no brake command is input until time T1. Therefore, the first target mechanical brake force cannot be determined in target mechanical brake force determination unit 12, as shown in graph C. Because the first target mechanical brake force cannot be determined until time T1, the second target mechanical brake force cannot be determined in adjustment unit 13, as shown in graph D. As a result, no brake force is generated in mechanical brake device 30, as shown in graph E.

[0058] As shown in graph A, when an operating command D1 including a brake command indicating brake notch BN1 is supplied to the brake control device 1 at time T1, the target brake force determination unit 11 calculates a target brake force from the brake notch BN1. As shown in graph C, the target mechanical brake force determination unit 12 calculates a first target mechanical brake force from the difference between the target brake force corresponding to brake notch BN1 and the electric brake force. The value of the first target mechanical brake force at this time is set to BP1.

[0059] Until time T2, the suppression command S1 is at the L level as shown in graph B. Therefore, as shown in graph D, the second target mechanical brake force is not calculated in the adjustment unit 13 until time T2.

[0060] From time T1 to time T2, the brake control unit 14 controls the mechanical brake device 30 in accordance with the first target mechanical brake force, specifically, the brake force BP1. As a result, a mechanical brake force is generated in the mechanical brake device 30, as shown in graph E. The value of the actual brake force of the mechanical brake device 30 at this time is set to BP1'.

[0061] When the suppression command S1 becomes H level at time T2 as shown in graph B, the adjustment unit 13 adjusts the first target mechanical braking force BP1 to obtain a second target mechanical braking force that increases or decreases around the first target mechanical braking force. For example, as shown in graph D, the second target mechanical braking force repeatedly increases or decreases by a positive adjustment amount ΔBM1 around the braking force BP1 in a cycle ΔT1.

[0062] After time T2, as shown in graph E, the actual braking force of the mechanical brake device 30 repeatedly increases and decreases by ΔBM1' around braking force BP1'. As a result, the friction material 50 is repeatedly pressed against the rotating body 60 and then released from the pressing of the friction material 50 against the rotating body 60, causing ice and snow adhering to the friction material 50 to fall off, thereby preventing the friction material 50 from sticking to the rotating body 60 due to the ice and snow.

[0063] While the operation command D1 including the brake command and the suppression command S1 at H level are input to the brake control device 1, the brake control device 1 controls the mechanical brake device 30 according to the second target mechanical brake force that increases or decreases as described above.

[0064] As described above, when the brake control device 1 according to the first embodiment acquires the suppression command S1 at H level, it controls the mechanical brake device 30 in accordance with the second target mechanical brake force, which increases or decreases based on the first target mechanical brake force calculated from the target brake force. As a result, the friction material 50 is repeatedly pressed against the rotating body 60 and then the pressing of the friction material 50 against the rotating body 60 is released, causing ice and snow adhering to the friction material 50 to fall off, thereby preventing the rotating body 60 and the friction material 50 from sticking together due to the ice and snow.

[0065] (Embodiment 2) The control to suppress adhesion between the rotating body 60 and the friction material 50 is not limited to when braking, but may also be performed when powering, coasting, etc. A brake control device that performs control to suppress adhesion between the rotating body 60 and the friction material 50 even when powering or coasting will be described in a second embodiment, focusing on the differences from the first embodiment.

[0066] The configuration of the brake control device 2 according to the second embodiment shown in FIG. 7 is the same as that of the brake control device 1 according to the first embodiment. However, the brake control unit 14 acquires the driving command D1 and the suppression command S1 from the operation unit 41. The hardware configuration of the brake control device 2 is the same as that of the brake control device 1.

[0067] When the brake control unit 14 receives an inhibition command S1 at H level while receiving an operation command D1 including a powering command or a coasting command, the brake control unit 14 calculates a target torque according to the third target mechanical brake force and sends the calculated target torque to the torque control unit 16. The third target mechanical brake force is a value smaller than the first target mechanical brake force and the second target mechanical brake force, and repeatedly increases and decreases. The third target mechanical brake force is preferably small enough so as not to prevent the railway vehicle from traveling at the target acceleration indicated by the powering command or from coasting.

[0068] The brake control process performed by the brake control device 2 according to the second embodiment will be described with reference to Fig. 8. When the railway vehicle starts operation, the brake control device 2 starts the process shown in Fig. 8. The process of steps S11-S17 in Fig. 8 is the same as the process of steps S11-S17 performed by the brake control device 1 shown in Fig. 5.

[0069] When the brake control unit 14 acquires an operating command D1 including a powering command or a coasting command, in other words, when it has not acquired a braking command (step S11; No), and acquires an H-level suppression command S1 (step S21; Yes), the brake control unit 14 controls the mechanical brake device 30 according to the determined third target mechanical brake force (step S22).

[0070] When the adjustment unit 13 does not acquire the H level suppression command S1 (step S21; No), the adjustment unit 13 does not perform the process of step S22.

[0071] When the processing of step S17 or step S22 is completed, or when a brake command has not been acquired (step S11; No) and an H-level suppression command S1 has not been acquired (step S21; No), the brake control device 2 repeats the above-described processing from step S11. While the railway vehicle is in operation, the brake control device 2 repeats the above-described processing shown in Fig. 8 at predetermined intervals.

[0072] Fig. 9 shows an example of the actual braking force generated by the brake control by the brake control device 2. Time T11 is the time when the operation command D1 including the powering command indicating the powering notch PN1 is input. Time T12 is the time when the suppression command S1 becomes H level after time T11.

[0073] As shown in graph A, at time T11, an operation command D1 including a powering command indicating the powering notch PN1 is supplied to the brake control device 2. At this time, the suppression command S1 is at L level, so the brake control unit 14 does not perform control using the third target mechanical brake force, as shown in graph C. As a result, no brake force is generated in the mechanical brake device 30, as shown in graph D.

[0074] When the suppression command S1 becomes high at time T12 as shown in graph B, the brake control unit 14 controls the mechanical brake device 30 in accordance with the third target mechanical brake force shown in graph C. The third target mechanical brake force repeatedly increases and decreases by an amount of change ΔBM3' around the braking force BP3 in a cycle ΔT2. The braking force BP3 is smaller than the first target mechanical brake force value BP1 and the second target mechanical brake force value BP1-ΔBM1 or BP1-ΔBM1 shown in the first embodiment.

[0075] After time T12, as shown in graph D, the actual braking force of the mechanical brake device 30 repeatedly increases and decreases by ΔBM3' around the braking force BP3. As a result, even during powering or coasting, the friction material 50 is repeatedly pressed against the rotating body 60 and then released from the pressing of the friction material 50 against the rotating body 60, causing ice and snow adhering to the friction material 50 to fall off, thereby preventing the friction material 50 from sticking to the rotating body 60 due to the ice and snow.

[0076] While the operation command D1 including a powering command or a coasting command and the suppression command S1 at H level are being input to the brake control device 2, the brake control device 2 controls the mechanical brake device 30 in accordance with the third target mechanical brake force that increases or decreases as described above. When the powering command or coasting command is switched to a brake command while the suppression command S1 at H level is being input, the brake control device 2 controls the mechanical brake device 30 in accordance with the second target mechanical brake force that increases or decreases, as in the first embodiment.

[0077] As described above, when an operation command including a powering command or a coasting command is supplied and an H-level suppression command S1 is input, the brake control device 2 according to the second embodiment controls the mechanical brake device 30 in accordance with the increasing or decreasing third target mechanical brake force. As a result, even during powering or coasting, the friction material 50 is repeatedly pressed against the rotating body 60 and then the pressing of the friction material 50 against the rotating body 60 is released, causing ice and snow adhering to the friction material 50 to fall off and preventing the rotating body 60 and friction material 50 from sticking together due to the ice and snow.

[0078] (Embodiment 3) The brake control device may determine whether or not processing is required to suppress adhesion between the rotating body 60 and the friction material 50. A brake control device that determines whether or not processing is required to suppress adhesion between the rotating body 60 and the friction material 50 will be described in a third embodiment, focusing on differences from the first embodiment.

[0079] The brake control device 3 according to the third embodiment shown in Fig. 10 includes, in addition to the configuration of the brake control device 1 according to the first embodiment, a determination unit 19 that determines whether or not processing is required to suppress adhesion between the rotating body 60 and the friction material 50. The hardware configuration of the brake control device 3 is similar to that of the brake control device 1. However, the brake control device 3 is connected to a temperature sensor 39 provided in the mechanical brake device 30 via an interface 83.

[0080] The determination unit 19 acquires a sticking index, which is a physical quantity indicating the cause of sticking between the rotating body 60 and the friction material 50, and determines whether the sticking index is within a target range. In the third embodiment, the sticking index is a temperature measurement value acquired from a temperature sensor 39 provided in the mechanical brake device 30. The temperature sensor 39 is attached to, for example, a brake shoe, which is an example of the friction material 50, and measures the air temperature around the friction material 50.

[0081] The target range is determined according to the value of the sticking index when sticking occurs between the rotating body 60 and the friction material 50. For example, the target range is determined according to the outside air temperature at which sticking between the rotating body 60 and the friction material 50 may occur.

[0082] The discrimination unit 19 acquires the driving command D1 from the operation unit 41, and when the driving command D1 includes a braking command, it compares the target range of outside air temperature determined according to the braking command with the temperature measurement value acquired from the temperature sensor 39.

[0083] The discriminator 19 sends the result of the determination as to whether the sticking index is within the target range to the adjuster 13. When the discriminator 19 determines that the sticking index is not within the target range, the discriminator 19 calculates the deviation of the sticking index from the target range and sends the calculated deviation to the adjuster 13. The deviation of the sticking index from the target range is, for example, the ratio of the sticking index to the upper limit or lower limit of the target range.

[0084] The adjustment unit 13 obtains the second target mechanical brake force by adjusting the first target mechanical brake force in accordance with the sticking index. In the third embodiment, the adjustment unit 13 obtains the second target mechanical brake force by adjusting the first target mechanical brake force by an adjustment amount that is a positive number that has a positive correlation with the deviation acquired from the determination unit 19. In other words, as the deviation of the sticking index from the target range increases, the adjustment amount increases. As the sticking index approaches the target range, the adjustment amount decreases.

[0085] The brake control process performed by the brake control device 3 according to the third embodiment will be described with reference to Fig. 11. When the railway vehicle starts operation, the brake control device 3 starts the process shown in Fig. 11. The process of steps S11-S14 and S17 in Fig. 11 is similar to the process of steps S11-S14 and S17 performed by the brake control device 1 shown in Fig. 5.

[0086] The discriminator 19 determines whether the sticking index is within the target range (step S31). If the sticking index is outside the target range (step S31; Yes), the discriminator 19 determines the deviation of the sticking index from the target range (step S32). The discriminator 19 sends the determined deviation to the adjuster 13.

[0087] The adjustment unit 13 obtains a second target mechanical brake force by adjusting the first target mechanical brake force by an adjustment amount that has a positive correlation with the deviation obtained in step S32 (step S33). In detail, the adjustment unit 13 obtains the second target mechanical brake force by repeatedly adding the adjustment amount that has a positive correlation with the deviation to the first target mechanical brake force and subtracting the adjustment amount from the first target mechanical brake force.

[0088] If the sticking index is within the target range (step S31; No), the processes of steps S32 and S33 are not performed. The subsequent processes are the same as those in the first embodiment. In detail, the brake control unit 14 controls the mechanical brake device 30 in accordance with the first target mechanical brake force calculated in step S14 or the second target mechanical brake force calculated in step S33. The brake control device 3 repeats the above-described process shown in Fig. 11 at predetermined intervals while the railway vehicle is in operation.

[0089] As described above, the brake control device 3 according to the third embodiment determines whether or not suppression of sticking between the rotating body 60 and the friction material 50 is necessary based on whether or not the sticking index, which is a physical quantity indicating the cause of sticking between the rotating body 60 and the friction material 50, is within a target range. The brake control device 3 controls the mechanical brake device 30 in accordance with the second target mechanical brake force obtained by adjusting the first target mechanical brake force by an adjustment amount that has a positive correlation with the deviation of the sticking index from the target range. As a result, when the sticking index deviates from the target range more, the amount of fluctuation in the actual brake force generated by the mechanical brake device 30 increases, making it possible to remove ice and snow adhering to the friction material 50 and suppress sticking between the rotating body 60 and the friction material 50 due to ice and snow.

[0090] (Fourth embodiment) Control to suppress adhesion between the rotating body 60 and the friction material 50 may be performed at different timings for each brake control unit. The structure of the brake control device 4 according to the fourth embodiment shown in FIG. 12 is the same as that of the first embodiment. FIG. 12 illustrates mechanical brake devices 30a, 30b, 30c, 30d, 30e, 30f, 30g, and 30h provided for each wheel. The mechanical brake devices 30a and 30b each press the friction material 50 against the rotating body 60, which is a different wheel mounted on the same axle. Similarly, the mechanical brake devices 30c and 30d each press the friction material 50 against the rotating body 60, which is a different wheel mounted on the same axle. Similarly, the mechanical brake devices 30e and 30f each press the friction material 50 against the rotating body 60, which is a different wheel mounted on the same axle. Similarly, the mechanical brake devices 30g and 30h each press the friction material 50 against the rotating body 60, which is a different wheel mounted on the same axle.

[0091] The mechanical brake devices 30a-30h have the same structure as the mechanical brake device 30 according to embodiment 1. In order to avoid complicating the drawing in Fig. 12, arrows from the mechanical brake devices 30a-30h to the various components of the brake control device 4 have been omitted.

[0092] In the fourth embodiment, the brake control device 4 performs brake control on a wheel-by-wheel basis. In other words, the brake control device 4 has brake control units 14a, 14b, 14c, 14d, 14e, 14f, 14g, and 14h corresponding to the mechanical brake devices 30a, 30b, 30c, 30d, 30e, 30f, 30g, and 30h.

[0093] 12, the configuration of the brake control units 14a-14h is omitted to avoid complication, but the configuration of the brake control units 14a-14h is the same as that of the brake control unit 14 according to the first embodiment. The hardware configuration of the brake control device 4 according to the fourth embodiment is the same as that of the first embodiment.

[0094] The target mechanical brake force determination unit 12 determines the target mechanical brake force for each of the mechanical brake devices 30a-30h, as in the first embodiment. The target mechanical brake force determination unit 12 sends the determined target mechanical brake force for each of the mechanical brake devices 30a-30h to the adjustment unit 13.

[0095] When the adjustment unit 13 receives the suppression command S1 at H level from the operation unit 41, it calculates the second target mechanical brake force by staggering the timing of increase and decrease for each axle. Specifically, the adjustment unit 13 calculates the second target mechanical brake forces of the mechanical brake devices 30a-30h by staggering the period in which the second target mechanical brake force of the mechanical brake devices 30a-30h increases and decreases, the period in which the second target mechanical brake force of the mechanical brake devices 30c-30d increases and decreases, the period in which the second target mechanical brake force of the mechanical brake devices 30e-30f increases and decreases, and the period in which the second target mechanical brake force of the mechanical brake devices 30g-30h increases and decreases. This prevents the actual brake forces of the mechanical brake devices 30a-30h from increasing and decreasing at the same timing, thereby making it possible to maintain a constant brake force for the entire railway vehicle.

[0096] As described above, the brake control device 4 according to the fourth embodiment controls the mechanical brake devices 30a-30h in accordance with the second target mechanical brake force determined by shifting the timing of increase and decrease for each axle. This makes it possible to suppress adhesion between the rotating body 60 and the friction material 50 while maintaining the braking force for the entire railway vehicle.

[0097] The present disclosure is not limited to the above-described embodiments. The above-described embodiments can be combined as desired. As an example, the brake control devices 2 and 3 according to the second and third embodiments may control the mechanical brake devices 30a-30h in accordance with the second target mechanical brake force determined by shifting the timing of increase and decrease for each axle, similar to the brake control device 4.

[0098] As another example, the brake control devices 1 and 2 according to the first and second embodiments may obtain the second target mechanical brake force by adjusting the first target mechanical brake force according to the sticking index, similar to the brake control device 3. At this time, a suppression command S1 including the presence or absence of an instruction to suppress sticking between the rotating body 60 and the friction material 50 and the sticking index may be supplied to the brake control devices 1 and 2.

[0099] The method for calculating the second target mechanical brake force is not limited to the above example. As an example, the adjustment unit 13 may calculate the second target mechanical brake force of the mechanical brake device 30a by increasing the first target mechanical brake force of the mechanical brake device 30a corresponding to one wheel attached to the same axle by an adjustment amount and decreasing the first target mechanical brake force of the mechanical brake device 30b corresponding to the other wheel attached to the same axle by an adjustment amount. The same applies to the mechanical brake devices 30c-30h.

[0100] As another example, the adjusting unit 13 included in the brake control device 4 may obtain the second target mechanical brake force by changing the timing of increase / decrease for each brake control unit, for example, for each wheel, axle, bogie, or vehicle.

[0101] When the railway vehicle is a railway vehicle that decelerates using only mechanical braking force without using electric braking force, the target mechanical braking force determination unit 12 simply determines the target mechanical braking force for each of the mechanical braking devices 30a-30h from the target braking force determined by the target braking force determination unit 11.

[0102] The control unit of the brake control device 1 is not limited to each wheel, and the mechanical brake device 30 may be controlled for each axle, each bogie, or each vehicle. The brake control unit 14 may be provided according to the control unit, i.e., for each wheel, each axle, each bogie, or each vehicle. As an example, when the mechanical brake devices 30a-30h are controlled for each axle, the same power is supplied to the motors 32 included in the mechanical brake devices 30a and 30b. Similarly, the same power is supplied to the motors 32 included in the mechanical brake devices 30c and 30d. Similarly, the same power is supplied to the motors 32 included in the mechanical brake devices 30e and 30f. Similarly, the same power is supplied to the motors 32 included in the mechanical brake devices 30g and 30h.

[0103] The determination method by the determination unit 19 is not limited to the above example, and any method may be used as long as it can determine whether or not processing to prevent adhesion between the rotating body 60 and the friction material 50 is necessary. As an example, the determination unit 19 may use the pressing force of the mechanical brake device 30 obtained from the load cell 37 as a sticking indicator. When snow adheres to the friction material 50, in order to generate the same braking force as when no snow or ice adheres to the friction material 50, the friction material 50 needs to be pressed against the rotating body 60 with a pressing force greater than when no snow or ice adheres to the friction material 50. In other words, when the pressing force of the mechanical brake device 30 exceeds the target range corresponding to the brake command, the likelihood of adhesion between the rotating body 60 and the friction material 50 increases. Therefore, the determination unit 19 determines whether the pressing force of the mechanical brake device 30 is within the target range. If the determination unit 19 determines that the pressing force of the mechanical brake device 30 is not within the target range, the adjustment unit 13 may calculate a second target mechanical brake force from the first target mechanical brake force.

[0104] As another example, the discrimination unit 19 may measure the amount of snow accumulation, the amount of snowfall, etc. using a camera, sensor, etc. mounted on the railway vehicle, and use the measurement result as the sticking index. As another example, the discrimination unit 19 may acquire from an external device a measured value or forecast value of a meteorological index such as the amount of snow accumulation, the amount of snowfall, etc. at the location where the railway vehicle is traveling, and use the acquired measured value or forecast value of the meteorological index as the sticking index.

[0105] The method for determining the second target mechanical braking force is not limited to the above example. As an example, the adjustment unit 13 may determine the second target mechanical braking force by repeatedly multiplying the first target mechanical braking force by (1+c1) and the first target mechanical braking force by (1-c1) using a coefficient c1 that is a positive number less than 1.

[0106] As another example, the adjustment unit 13 may obtain the second target mechanical braking force by increasing or decreasing the first target mechanical braking force as an upper limit value or a lower limit value.

[0107] As another example, the adjustment unit 13 may calculate a second target mechanical brake force such that the sum of the first target mechanical brake forces of the mechanical brake devices 30a-30h matches the sum of the second target mechanical brake forces of the mechanical brake devices 30a-30h. Specifically, for the mechanical brake devices 30a, 30b, 30c, and 30d, the second target mechanical brake force may be calculated by adding an adjustment amount to the first target mechanical brake force, and for the mechanical brake devices 30e, 30f, 30g, and 30h, the second target mechanical brake force may be calculated by subtracting the adjustment amount from the first target mechanical brake force. This makes it possible to maintain the overall brake force of the railway vehicle at the target deceleration indicated by the brake command.

[0108] As another example, the adjustment unit 13 may calculate the second target mechanical brake force by adjusting the first target mechanical brake force using an adjustment amount that increases as the temperature around the friction material 50 decreases. As another example, the adjustment unit 13 may calculate the second target mechanical brake force by alternately adding positive and negative adjustment amounts to the first target mechanical brake force. In this case, the absolute value of the adjustment amount may be determined according to the sticking index. For example, the absolute values ​​of the positive and negative adjustment amounts may have a positive correlation with the deviation of the sticking index from the target range. Note that the deviation of the sticking index from the target range is not limited to the ratio of the sticking index to the upper or lower limit of the target range, and may be, for example, the difference between the sticking index and the upper or lower limit of the target range.

[0109] The method by which the brake control device 1-4 acquires the operation command D1 is not limited to the above example. As one example, the target brake force determination unit 11 may acquire the operation command D1 including a brake command, a powering command, or a coasting command via a train information management system. As another example, the brake control device 1-4 may acquire a brake command including an emergency brake command from an ATS (Automatic Train Stop) device. As another example, the brake control device 1-4 may acquire a safety brake command from a safety brake controller that outputs an H-level safety brake command if the deceleration is less than a threshold when a service brake command or an emergency brake command is input.

[0110] The mechanical brake devices 30, 30a-30h are not limited to electric mechanical brake devices. As an example, the mechanical brake devices 30, 30a-30h may have a pressing mechanism 31 that changes the position of the output shaft according to the pressure of a fluid such as air or oil. In this case, the brake control device 1-4 can adjust the position of the output shaft by adjusting the pressure of the fluid supplied to the pressing mechanism 31, thereby controlling the mechanical brake devices 30, 30a-30h.

[0111] The configuration of the mechanical brake device 30 is not limited to the above example. As an example, the boost mechanism 38 is not limited to a lever mechanism, and may be, for example, a toggle mechanism, a link mechanism, or the like. As another example, the mechanical brake device 30 does not need to include the load cell 37. When the load cell 37 is not provided, the speed control unit 15 included in the brake control unit 14 may perform feedback control based on, for example, the speed of the railway vehicle.

[0112] The brake command may include a parking brake command. As an example, when the brake control device 1 acquires a brake command including the parking brake command and acquires a suppression command S1 that is at the H level, the brake control device 1 controls the mechanical brake device 30 according to the second target mechanical brake force obtained by adjusting the first target mechanical brake force.

[0113] The core part of the control processing system, which includes the processor 81, memory 82, and interface 83, can be realized using a normal computer system rather than a dedicated system. For example, a computer program for executing the above-described operations may be stored and distributed on a computer-readable recording medium (such as a flexible disk, a CD-ROM (Compact Disc-Read Only Memory), or a DVD-ROM (Digital Versatile Disc-Read Only Memory)), and the brake control device 1-4 that executes the above-described processing may be realized by installing the computer program on a computer. Alternatively, the brake control device 1 may be realized by storing the computer program in a storage device of a server device on a communication network and downloading it to a normal computer system.

[0114] When the functions of the brake control device 1 are realized by sharing the functions between an OS (Operating System) and an application program, or by cooperation between the OS and the application program, only the application program portion may be stored in a recording medium, storage device, etc.

[0115] It is also possible to superimpose a computer program on a carrier wave and distribute it via a communication network. For example, the computer program may be posted on a bulletin board system (BBS) on the communication network and distributed via the communication network. The computer program may then be started and executed under the control of the OS in the same way as other application programs, thereby executing the above-described processing.

[0116] As shown in FIG. 13 , the brake control devices 1-4 may be realized by a processing circuit 84. The processing circuit 84 is connected to the operation unit 41, the power supply device 42, the main circuit control device 43, and the mechanical brake device 30 via an interface circuit 85. When the processing circuit 84 is dedicated hardware, the processing circuit 84 may be, for example, a single circuit, a composite circuit, a programmed processor, a parallel programmed processor, an ASIC (Application Specific Integrated Circuit), an FPGA (Field Programmable Gate Array), or a combination thereof. Each unit of the brake control devices 1-4 may be realized by a separate processing circuit 84, or each unit of the brake control devices 1-4 may be realized by a common processing circuit 84.

[0117] Some of the functions of the brake control devices 1-4 may be realized by dedicated hardware, and other functions may be realized by software or firmware. For example, the target braking force determination unit 11 and the target mechanical braking force determination unit 12 provided in the brake control device 1 may be realized by a processing circuit 84 shown in Fig. 13, and the adjustment unit 13 and the brake control unit 14 may be realized by a processor 81 shown in Fig. 2 reading and executing programs stored in a memory 82.

[0118] The present disclosure allows various embodiments and modifications without departing from the broad spirit and scope of the present disclosure. Furthermore, the above-described embodiments are intended to illustrate the present disclosure and do not limit the scope of the present disclosure. That is, the scope of the present disclosure is defined by the claims, not the embodiments. Various modifications made within the scope of the claims and the meaning of equivalent disclosures are considered to be within the scope of the present disclosure. Various aspects of the present disclosure are summarized below as appendices. (Appendix 1) A brake control device that controls a mechanical brake device that is provided for each wheel of a railway vehicle and generates a braking force by pressing a friction material against a rotating body that rotates when the railway vehicle is running, a target braking force determination unit that, when the operation command for the railway vehicle is a braking command instructing deceleration of the railway vehicle, determines a target braking force from the braking command; a target mechanical brake force determination unit that determines a first target mechanical brake force, which is a target value of the brake force by the mechanical brake device, from the target brake force; an adjustment unit that adjusts the first target mechanical brake force to obtain a second target mechanical brake force that repeatedly increases and decreases based on the first target mechanical brake force; a brake control unit that controls the mechanical brake device in accordance with the first target mechanical brake force or the second target mechanical brake force; Equipped with when the adjustment unit receives a suppression command instructing suppression of adhesion between the rotating body and the friction material, the adjustment unit adjusts the first target mechanical brake force to obtain the second target mechanical brake force; When the adjustment unit calculates the second target mechanical brake force, the brake control unit controls the mechanical brake device in accordance with the second target mechanical brake force. Brake control device. (Appendix 2) When the brake control unit acquires the suppression command when the operation command is the brake command, it controls the mechanical brake device in accordance with the second target mechanical brake force, and when the brake control unit acquires the suppression command when the operation command is a powering command instructing acceleration of the railway vehicle or a coasting command instructing coasting of the railway vehicle, it controls the mechanical brake device in accordance with a third target mechanical brake force that is a value smaller than the first target mechanical brake force and the second target mechanical brake force and that repeatedly increases and decreases. 2. The brake control device according to claim 1. (Appendix 3) the adjustment unit obtains the second target mechanical brake force by adjusting the target mechanical brake force for some of the mechanical brake devices among the plurality of mechanical brake devices; the brake control unit controls some of the mechanical brake devices among the plurality of mechanical brake devices in accordance with the first target mechanical brake force, and controls some of the mechanical brake devices in accordance with the second target mechanical brake force. 3. The brake control device according to claim 1 or 2. (Appendix 4) A brake control device that controls a mechanical brake device that is provided for each wheel of a railway vehicle and generates a braking force by pressing a friction material against a rotating body that rotates when the railway vehicle is running, a target braking force determination unit that, when the operation command for the railway vehicle is a braking command instructing deceleration of the railway vehicle, determines a target braking force from the braking command; a target mechanical brake force determination unit that determines a first target mechanical brake force, which is a target value of the brake force by the mechanical brake device, from the target brake force; an adjustment unit that adjusts the first target mechanical brake force to obtain a second target mechanical brake force that repeatedly increases and decreases based on the first target mechanical brake force; a brake control unit that controls the mechanical brake device in accordance with the first target mechanical brake force or the second target mechanical brake force, the adjustment unit obtains the second target mechanical brake force by adjusting the target mechanical brake force for some of the mechanical brake devices among the plurality of mechanical brake devices; the brake control unit controls some of the mechanical brake devices among the plurality of mechanical brake devices in accordance with the first target mechanical brake force, and controls some of the mechanical brake devices in accordance with the second target mechanical brake force. Brake control device. (Appendix 5) the adjustment unit obtains the second target mechanical brake force by adjusting the first target mechanical brake force in accordance with a sticking index which is a physical quantity indicating a cause of sticking between the rotating body and the friction material. 5. A brake control device according to any one of appendices 1 to 4. (Appendix 6) A brake control device that controls a mechanical brake device that is provided for each wheel of a railway vehicle and generates a braking force by pressing a friction material against a rotating body that rotates when the railway vehicle is running, a target braking force determination unit that, when the operation command for the railway vehicle is a braking command instructing deceleration of the railway vehicle, determines a target braking force from the braking command; a target mechanical brake force determination unit that determines a first target mechanical brake force, which is a target value of the brake force by the mechanical brake device, from the target brake force; an adjustment unit that obtains a second target mechanical brake force that repeatedly increases and decreases based on the first target mechanical brake force by adjusting the first target mechanical brake force in accordance with a sticking index that is a physical quantity that indicates a cause of sticking between the rotating body and the friction material; and a brake control unit that controls the mechanical brake device in accordance with the first target mechanical brake force or the second target mechanical brake force; A brake control device comprising: (Appendix 7) the adjustment unit calculates the second target mechanical brake force, which repeatedly increases and decreases around the first target mechanical brake force, by adding or subtracting an adjustment amount corresponding to the sticking index to or from the first target mechanical brake force. 7. The brake control device according to claim 5 or 6. (Appendix 8) the adjustment unit calculates the second target mechanical brake force by adding or subtracting the adjustment amount corresponding to the sticking index, which is the ambient temperature of the friction material, to the first target mechanical brake force. 8. The brake control device according to claim 7. (Appendix 9) a determination unit that obtains a sticking index, which is a physical quantity indicating a cause of sticking between the rotating body and the friction material, and determines whether the sticking index is within a target range determined in accordance with the value of the sticking index when sticking between the rotating body and the friction material occurs, 9. The brake control device according to any one of appendices 1 to 8. (Appendix 10) A brake control device that controls a mechanical brake device that is provided for each wheel of a railway vehicle and generates a braking force by pressing a friction material against a rotating body that rotates when the railway vehicle is running, a target braking force determination unit that, when the operation command for the railway vehicle is a braking command instructing deceleration of the railway vehicle, determines a target braking force from the braking command; a target mechanical brake force determination unit that determines a first target mechanical brake force, which is a target value of the brake force by the mechanical brake device, from the target brake force; an adjustment unit that adjusts the first target mechanical brake force to obtain a second target mechanical brake force that repeatedly increases and decreases based on the first target mechanical brake force; a brake control unit that controls the mechanical brake device in accordance with the first target mechanical brake force or the second target mechanical brake force; a discrimination unit that acquires a sticking index, which is a physical quantity indicating a cause of sticking between the rotating body and the friction material, and determines whether the sticking index is within a target range determined according to the value of the sticking index when sticking between the rotating body and the friction material occurs; A brake control device comprising: (Appendix 11) the adjusting unit, when the determining unit determines that the sticking indicator is not within the target range, adjusts the first target mechanical braking force to obtain the second target mechanical braking force; When the adjustment unit calculates the second target mechanical brake force, the brake control unit controls the mechanical brake device in accordance with the second target mechanical brake force. 11. The brake control device according to claim 9 or 10. (Appendix 12) the adjustment unit calculates the second target mechanical brake force by adjusting the first target mechanical brake force by an adjustment amount that has a positive correlation with a deviation of the sticking index from the target range. 12. The brake control device according to claim 11. (Appendix 13) the brake control unit calculates, from the first target mechanical brake force or the second target mechanical brake force, a target torque of a motor that generates power for the mechanical brake device to press the friction material against the rotating body, converts electric power supplied from a power supply device into electric power to be supplied to the motor according to the target torque, and supplies the converted electric power to the motor. 13. A brake control device according to any one of appendices 1 to 12. (Appendix 14) A brake control device that controls a mechanical brake device that is provided for each wheel of a railway vehicle and generates a braking force by pressing a friction material against a rotating body that rotates when the railway vehicle is running, a target braking force determination unit that, when the operation command for the railway vehicle is a braking command instructing deceleration of the railway vehicle, determines a target braking force from the braking command; a target mechanical brake force determination unit that determines a first target mechanical brake force, which is a target value of the brake force by the mechanical brake device, from the target brake force; an adjustment unit that adjusts the first target mechanical brake force to obtain a second target mechanical brake force that repeatedly increases and decreases based on the first target mechanical brake force; a brake control unit that controls the mechanical brake device in accordance with the first target mechanical brake force or the second target mechanical brake force, the brake control unit calculates, from the first target mechanical brake force or the second target mechanical brake force, a target torque of a motor that generates power for the mechanical brake device to press the friction material against the rotating body, converts electric power supplied from a power supply device into electric power to be supplied to the motor according to the target torque, and supplies the converted electric power to the motor. Brake control device. (Appendix 15) a sum of the first target mechanical brake forces of the mechanical brake devices mounted on the same vehicle in the railway vehicle can be considered to be equal to a sum of the second target mechanical brake forces of the mechanical brake devices mounted on the same vehicle; 15. A brake control device according to any one of appendices 1 to 14. (Appendix 16) A brake control device that controls a mechanical brake device that is provided for each wheel of a railway vehicle and generates a braking force by pressing a friction material against a rotating body that rotates when the railway vehicle is running, a target braking force determination unit that, when the operation command for the railway vehicle is a braking command instructing deceleration of the railway vehicle, determines a target braking force from the braking command; a target mechanical brake force determination unit that determines a first target mechanical brake force, which is a target value of the brake force by the mechanical brake device, from the target brake force; an adjustment unit that adjusts the first target mechanical brake force to obtain a second target mechanical brake force that repeatedly increases and decreases based on the first target mechanical brake force; a brake control unit that controls the mechanical brake device in accordance with the first target mechanical brake force or the second target mechanical brake force, a sum of the first target mechanical brake forces of the mechanical brake devices mounted on the same vehicle in the railway vehicle can be considered to be equal to a sum of the second target mechanical brake forces of the mechanical brake devices mounted on the same vehicle; Brake control device. (Appendix 17) A brake control device according to any one of appendices 1 to 16; a mechanical brake device provided for each wheel of the railway vehicle, the mechanical brake device being controlled by the brake control device to generate a braking force by pressing a friction material against a rotating body that rotates when the railway vehicle is traveling; A brake control system comprising: (Appendix 18) A brake control method for controlling a mechanical brake device provided for each wheel of a railway vehicle, the mechanical brake device generating a braking force by pressing a friction material against a rotating body that rotates while the railway vehicle is running, comprising: when the operation command for the railway vehicle is a brake command instructing deceleration of the railway vehicle, calculating a target brake force from the brake command; A first target mechanical brake force, which is a target value of the brake force by the mechanical brake device, is calculated from the target brake force; By adjusting the first target mechanical brake force, a second target mechanical brake force is obtained that repeatedly increases and decreases based on the first target mechanical brake force; controlling the mechanical brake device in accordance with the first target mechanical brake force or the second target mechanical brake force; When a suppression command instructing suppression of adhesion between the rotating body and the friction material is obtained, the first target mechanical brake force is adjusted to obtain the second target mechanical brake force; When the second target mechanical brake force is calculated, the mechanical brake device is controlled in accordance with the second target mechanical brake force. Brake control method. [Explanation of symbols]

[0119] 1, 2, 3, 4 Brake control device, 11 Target brake force determination unit, 12 Target mechanical brake force determination unit, 13 Adjustment unit, 14, 14a, 14b, 14c, 14d, 14e, 14f, 14g, 14h Brake control unit, 15 Speed ​​control unit, 16 Torque control unit, 17 Power conversion circuit, 18 Current sensor, 19 Discrimination unit, 30, 30a, 30b, 30c, 30d, 30e, 30f, 30g, 30h Mechanical brake device, 31 Pressing mechanism, 32 Motor, 32a Drive shaft, 33 Holding mechanism, 34 Reducer, 35 Rotation-to-linear motion conversion mechanism, 36 Pulse detection sensor, 37 Load cell, 38 Force multiplier mechanism, 38a Force point, 38b Support point, 38c Arm, 38d Point of application, 39 Temperature sensor, 40 Mounting mechanism, 41 Operation unit, 42 power supply unit, 43 main circuit control unit, 50 friction material, 60 rotating body, 80 bus, 81 processor, 82 memory, 83 interface, 84 processing circuit, 85 interface circuit, 100 brake control system, D1 operation command, S1 suppression command.

Claims

1. A brake control device that controls a mechanical brake device that is provided for each wheel of a railway vehicle and generates a braking force by pressing a friction material against a rotating body that rotates when the railway vehicle is running, a target braking force determination unit that, when the operation command for the railway vehicle is a braking command instructing deceleration of the railway vehicle, determines a target braking force from the braking command; a target mechanical brake force determination unit that determines a first target mechanical brake force, which is a target value of the brake force to be applied by the mechanical brake device, from the target brake force; an adjustment unit that adjusts the first target mechanical brake force to obtain a second target mechanical brake force that repeatedly increases and decreases based on the first target mechanical brake force; a brake control unit that controls the mechanical brake device in accordance with the first target mechanical brake force or the second target mechanical brake force; Equipped with when the adjustment unit receives a suppression command instructing suppression of adhesion between the rotating body and the friction material, the adjustment unit calculates the second target mechanical brake force by adjusting the first target mechanical brake force; the brake control unit, when the adjustment unit calculates the second target mechanical brake force, controls the mechanical brake device in accordance with the second target mechanical brake force. Brake control device.

2. When the brake control unit acquires the suppression command when the operation command is the brake command, it controls the mechanical brake device in accordance with the second target mechanical brake force, and when the brake control unit acquires the suppression command when the operation command is a powering command instructing the railway vehicle to accelerate or a coasting command instructing the railway vehicle to coast, it controls the mechanical brake device in accordance with a third target mechanical brake force that is a value smaller than the first target mechanical brake force and the second target mechanical brake force and that repeatedly increases and decreases. The brake control device according to claim 1.

3. the adjustment unit obtains the second target mechanical brake force by adjusting the first target mechanical brake force for some of the mechanical brake devices among the plurality of mechanical brake devices, the brake control unit controls some of the mechanical brake devices among the plurality of mechanical brake devices in accordance with the first target mechanical brake force, and controls some of the mechanical brake devices in accordance with the second target mechanical brake force. The brake control device according to claim 1 or 2.

4. A brake control device that controls a mechanical brake device that is provided for each wheel of a railway vehicle and generates a braking force by pressing a friction material against a rotating body that rotates when the railway vehicle is running, a target braking force determination unit that, when the operation command for the railway vehicle is a braking command instructing deceleration of the railway vehicle, determines a target braking force from the braking command; a target mechanical brake force determination unit that determines a first target mechanical brake force, which is a target value of the brake force to be applied by the mechanical brake device, from the target brake force; an adjustment unit that adjusts the first target mechanical brake force to obtain a second target mechanical brake force that repeatedly increases and decreases based on the first target mechanical brake force; a brake control unit that controls the mechanical brake device in accordance with the first target mechanical brake force or the second target mechanical brake force, the adjustment unit obtains the second target mechanical brake force by adjusting the first target mechanical brake force for some of the mechanical brake devices among the plurality of mechanical brake devices, the brake control unit controls some of the mechanical brake devices among the plurality of mechanical brake devices in accordance with the first target mechanical brake force, and controls some of the mechanical brake devices in accordance with the second target mechanical brake force. Brake control device.

5. the adjustment unit calculates the second target mechanical brake force by adjusting the first target mechanical brake force in accordance with a sticking index which is a physical quantity indicating a cause of sticking between the rotating body and the friction material. The brake control device according to any one of claims 1, 2 and 4.

6. A brake control device that controls a mechanical brake device that is provided for each wheel of a railway vehicle and generates a braking force by pressing a friction material against a rotating body that rotates when the railway vehicle is running, a target braking force determination unit that, when the operation command for the railway vehicle is a braking command instructing deceleration of the railway vehicle, determines a target braking force from the braking command; a target mechanical brake force determination unit that determines a first target mechanical brake force, which is a target value of the brake force to be applied by the mechanical brake device, from the target brake force; an adjustment unit that calculates a second target mechanical brake force that repeatedly increases and decreases based on the first target mechanical brake force by adjusting the first target mechanical brake force in accordance with a sticking index that is a physical quantity that indicates a cause of sticking between the rotating body and the friction material; and a brake control unit that controls the mechanical brake device in accordance with the first target mechanical brake force or the second target mechanical brake force; A brake control device comprising:

7. the adjustment unit calculates the second target mechanical brake force, which repeatedly increases and decreases around the first target mechanical brake force, by adding or subtracting an adjustment amount corresponding to the sticking index to or from the first target mechanical brake force. The brake control device according to claim 6.

8. the adjustment unit calculates the second target mechanical brake force by adding or subtracting the adjustment amount corresponding to the sticking index, which is the ambient temperature of the friction material, to the first target mechanical brake force. The brake control device according to claim 7.

9. a determination unit that obtains a sticking index, which is a physical quantity indicating a cause of sticking between the rotating body and the friction material, and determines whether the sticking index is within a target range determined in accordance with the value of the sticking index when sticking between the rotating body and the friction material occurs, The brake control device according to any one of claims 1, 2, 4, and 6-8.

10. A brake control device that controls a mechanical brake device that is provided for each wheel of a railway vehicle and generates a braking force by pressing a friction material against a rotating body that rotates when the railway vehicle is running, a target braking force determination unit that, when the operation command for the railway vehicle is a braking command instructing deceleration of the railway vehicle, determines a target braking force from the braking command; a target mechanical brake force determination unit that determines a first target mechanical brake force, which is a target value of the brake force to be applied by the mechanical brake device, from the target brake force; an adjustment unit that adjusts the first target mechanical brake force to obtain a second target mechanical brake force that repeatedly increases and decreases based on the first target mechanical brake force; a brake control unit that controls the mechanical brake device in accordance with the first target mechanical brake force or the second target mechanical brake force; a discrimination unit that acquires a sticking index, which is a physical quantity indicating a cause of sticking between the rotating body and the friction material, and determines whether the sticking index is within a target range determined according to the value of the sticking index when sticking between the rotating body and the friction material occurs; A brake control device comprising:

11. the adjustment unit, when the determination unit determines that the sticking indicator is not within the target range, adjusts the first target mechanical brake force to obtain the second target mechanical brake force; the brake control unit, when the adjustment unit calculates the second target mechanical brake force, controls the mechanical brake device in accordance with the second target mechanical brake force. The brake control device according to claim 10.

12. the adjustment unit calculates the second target mechanical brake force by adjusting the first target mechanical brake force by an adjustment amount that has a positive correlation with a deviation of the sticking index from the target range. The brake control device according to claim 11.

13. The brake control unit calculates a target torque of a motor that generates power for the mechanical brake device to press the friction material against the rotating body from the first target mechanical brake force or the second target mechanical brake force, converts electric power supplied from a power supply device into electric power to be supplied to the motor according to the target torque, and supplies the converted electric power to the motor. The brake control device according to any one of claims 1, 2, 4, 6-8, and 10-12.

14. A brake control device that controls a mechanical brake device that is provided for each wheel of a railway vehicle and generates a braking force by pressing a friction material against a rotating body that rotates when the railway vehicle is running, a target braking force determination unit that, when the operation command for the railway vehicle is a braking command instructing deceleration of the railway vehicle, determines a target braking force from the braking command; a target mechanical brake force determination unit that determines a first target mechanical brake force, which is a target value of the brake force to be applied by the mechanical brake device, from the target brake force; an adjustment unit that adjusts the first target mechanical brake force to obtain a second target mechanical brake force that repeatedly increases and decreases based on the first target mechanical brake force; a brake control unit that controls the mechanical brake device in accordance with the first target mechanical brake force or the second target mechanical brake force, The brake control unit calculates a target torque of a motor that generates power for the mechanical brake device to press the friction material against the rotating body from the first target mechanical brake force or the second target mechanical brake force, converts electric power supplied from a power supply device into electric power to be supplied to the motor according to the target torque, and supplies the converted electric power to the motor. Brake control device.

15. a sum of the first target mechanical brake forces of the mechanical brake devices mounted on the same vehicle in the railway vehicle can be considered to be equal to a sum of the second target mechanical brake forces of the mechanical brake devices mounted on the same vehicle; The brake control device according to any one of claims 1, 2, 4, 6-8, 10-12, and 14.

16. A brake control device that controls a mechanical brake device that is provided for each wheel of a railway vehicle and generates a braking force by pressing a friction material against a rotating body that rotates when the railway vehicle is running, a target braking force determination unit that, when the operation command for the railway vehicle is a braking command instructing deceleration of the railway vehicle, determines a target braking force from the braking command; a target mechanical brake force determination unit that determines a first target mechanical brake force, which is a target value of the brake force to be applied by the mechanical brake device, from the target brake force; an adjustment unit that adjusts the first target mechanical brake force to obtain a second target mechanical brake force that repeatedly increases and decreases based on the first target mechanical brake force; a brake control unit that controls the mechanical brake device in accordance with the first target mechanical brake force or the second target mechanical brake force, a sum of the first target mechanical brake forces of the mechanical brake devices mounted on the same vehicle in the railway vehicle can be considered to be equal to a sum of the second target mechanical brake forces of the mechanical brake devices mounted on the same vehicle; Brake control device.

17. A brake control device according to any one of claims 1, 2, 4, 6-8, 10-12, 14, and 16; a mechanical brake device provided for each wheel of the railway vehicle, the mechanical brake device being controlled by the brake control device to generate a braking force by pressing a friction material against a rotating body that rotates when the railway vehicle is traveling; A brake control system comprising:

18. A brake control method for controlling a mechanical brake device provided for each wheel of a railway vehicle, the mechanical brake device generating a braking force by pressing a friction material against a rotating body that rotates while the railway vehicle is running, comprising: when the operation command for the railway vehicle is a brake command instructing deceleration of the railway vehicle, calculating a target brake force from the brake command; calculating a first target mechanical brake force, which is a target value of the brake force by the mechanical brake device, from the target brake force; By adjusting the first target mechanical brake force, a second target mechanical brake force is obtained that repeatedly increases and decreases based on the first target mechanical brake force; controlling the mechanical brake device in accordance with the first target mechanical brake force or the second target mechanical brake force; When a suppression command instructing suppression of adhesion between the rotating body and the friction material is acquired, the first target mechanical brake force is adjusted to obtain the second target mechanical brake force; When the second target mechanical brake force is calculated, the mechanical brake device is controlled in accordance with the second target mechanical brake force. Brake control method.

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