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

Abstract

A brake control device (1) comprises: a weight determination unit (11); a target brake force determination unit (12); a target mechanical brake force determination unit (14); a control unit (15); and a compensation unit (16). The weight determination unit (11) obtains the weight for each of a vehicle, a truck, an axle, and a wheel. The target brake force determination unit (12) obtains a target brake force from a braking command and the weights. The target mechanical brake force determination unit (14) obtains a target mechanical brake force from the target brake force. The control unit (15) controls mechanical brake devices (71a-71h) in accordance with the target mechanical brake force. The compensation unit (16) adjusts at least one of the target mechanical brake force, the target brake force, and the weights, to compensate for variations in adhesive force between rails and a plurality of wheels provided to the same vehicle, truck, or axle.

Description

Technical Field

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

Background Art

[0002] Railway vehicles are equipped with a mechanical brake device that generates mechanical braking force by pressing a friction material against a rotating body that rotates when the railway vehicle is running, and a brake control device that controls the mechanical brake device. An example of this type of brake control device is disclosed in Patent Document 1. The brake control device for railway vehicles disclosed in Patent Document 1 measures the weight of the vehicle by a wheel load sensor and changes the braking force in response to changes in the wheel load.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] ​​​​​​​​​​​ To achieve the above objective, the brake control device according to this disclosure is a brake control device that controls a mechanical brake device provided for each wheel of a railway vehicle, and comprises a weight determination unit, a target braking force determination unit, a target mechanical braking force determination unit, a control unit, and a compensation unit. The weight determination unit determines the weight of each unit, using the vehicle, the bogie of the vehicle, the axle attached to the bogie, or the wheel attached to the axle as the unit of the railway vehicle. The target braking force determination unit determines the target braking force, which is the target value of the braking force, from the brake command that instructs the deceleration or stopping of the railway vehicle and the weight. The target mechanical braking force determination unit determines the target mechanical braking force, which is the target value of the braking force by the mechanical brake device, from the target braking force. The control unit controls the mechanical brake device according to the target mechanical braking force. The compensation unit adjusts at least one of the weight, target braking force, and target mechanical braking force used in calculating the target braking force, thereby enabling the control of multiple wheels provided on the same vehicle, the same bogie, or the same axle. , the adhesion between the wheel and the left rail and the wheel and the right The system compensates for variations in adhesion to the rails. When the compensation unit adjusts the weight for each wheel, the target braking force determination unit determines the target braking force for each wheel from the brake command and the adjusted weight. When the compensation unit adjusts the target braking force, the target mechanical braking force determination unit determines the target mechanical braking force from the adjusted target braking force. When the compensation unit adjusts the target mechanical braking force, the control unit controls the mechanical braking device according to the adjusted target mechanical braking force. [Effects of the Invention]

[0007] The brake control device according to this disclosure compensates for variations in adhesion between the rails and multiple wheels mounted on the same vehicle, bogie, or axle by adjusting at least one of the weight, target braking force, and target mechanical braking force. As a result, slippage of the railway vehicle caused by variations in adhesion between the rails and multiple wheels mounted on the same vehicle, bogie, or axle of the railway vehicle is suppressed. [Brief explanation of the drawing]

[0008] [Figure 1] Front view of a vehicle equipped with the brake control device according to Embodiment 1 [Figure 2] Side view of a vehicle equipped with the brake control device according to Embodiment 1 [Figure 3] Top view of the bogie of a vehicle equipped with the brake control device according to Embodiment 1. [Figure 4] Front view of a vehicle equipped with the brake control device according to Embodiment 1 when the vehicle is located on an inclined surface. [Figure 5] Block diagram of the brake control system according to Embodiment 1 [Figure 6] Detailed block diagram of the brake control system according to Embodiment 1 [Figure 7] A diagram showing the hardware configuration of the brake control device according to Embodiment 1. [Figure 8] A flowchart showing an example of the operation of the brake control process performed by the brake control device according to Embodiment 1. [Figure 9] Block diagram of the brake control system according to Embodiment 2 [Figure 10] A flowchart showing an example of the operation of the brake control process performed by the brake control device according to Embodiment 2. [Figure 11] Block diagram of the brake control device according to Embodiment 3 [Figure 12] A flowchart showing an example of the operation of the brake control process performed by the brake control device according to Embodiment 3. [Figure 13] A diagram showing a modified example of the hardware configuration of the brake control device according to the embodiment. [Modes for carrying out the invention]

[0009] Hereinafter, the brake control device, brake control system, and brake control method according to embodiments of the present disclosure will be described in detail with reference to the drawings. In the drawings, the same or equivalent parts are denoted by the same reference numerals.

[0010] (Embodiment 1) Taking as an example a brake control device that controls a mechanical brake device provided for each wheel and mounted on a railway vehicle that decelerates by at least either an electric braking force or a mechanical braking force, the brake control device according to Embodiment 1 will be described.

[0011] As shown in FIGS. 1 and 2, the railway vehicle 60 is composed of an arbitrary number of vehicles 61, and each vehicle 61 includes a car body 62 and bogies 63 and 64 that support the car body 62. As shown in FIG. 3, which is a view of the bogies 63 and 64 seen from under the car body 62, the vehicle 61 includes air springs 51 and 52 provided on the bogie 63 and air springs 53 and 54 provided on the bogie 64. In FIG. 3, in order to clarify the positional relationship between the car body 62 and the air springs 51, 52, 53, and 54, the outer shape of the car body 62 is shown by a dotted line.

[0012] In FIGS. 1 to 3, the X-axis extends in the traveling direction of the railway vehicle 60, and the Y-axis extends in the width direction of the car body 62. The Z-axis is orthogonal to each of the X-axis and the Y-axis. In FIGS. 1 to 3, it is assumed that the railway vehicle 60 is located on a horizontal plane. In other words, the Z-axis in FIGS. 1 to 3 is parallel to the vertical axis AX that extends in the vertical direction shown by a dashed-dotted line in FIG. 1.

[0013] As shown in FIG. 3, the car body 62 is supported by four air springs 51, 52, 53, and 54 arranged two-dimensionally along the X-axis direction and the Y-axis direction, respectively.

[0014] The bogies 63 and 64 are provided side by side under the car body 62 in the traveling direction of the railway vehicle 60, that is, in the X-axis direction. The structures of the bogies 63 and 64 are the same. The bogie 63 is provided with air springs 51 and 52 arranged side by side in the width direction of the car body 62, that is, in the Y-axis direction. The bogie 64 is provided with air springs 53 and 54 arranged side by side in the Y-axis direction.

[0015] The bogie 63 is provided with wheels 73a and 73b attached to an axle 65, and wheels 73c and 73d attached to an axle 66. The bogie 64 is provided with wheels 73e and 73f attached to an axle 67, and wheels 73g and 73h attached to an axle 68.

[0016] As shown in FIG. 2, a brake control device 1 attached under the floor of the car body 62 controls a mechanical brake device to press a friction material against each of wheels 73a - 73h, which are an example of a rotating body that rotates during the running of the railway vehicle 60. As a result, a braking force is generated by the mechanical brake device.

[0017] Among the running sections of the railway vehicle 60, in a curved section, in order to enable the railway vehicle 60 to run stably, the outer rail of the curve is laid at a higher position than the inner rail of the curve. For this reason, in the curved section, as shown in FIG. 4, the railway vehicle 60 is located on an inclined plane. When the railway vehicle 60 is located on the inclined plane, the wheel loads of the wheels 73b, 73d, 73f, and 73h that are in contact with the upper rail 92 in the vertical direction are smaller than the wheel loads of the wheels 73a, 73c, 73e, and 73g that are in contact with the lower rail 91 in the vertical direction.

[0018] For this reason, the adhesion between the wheels 73b, 73d, 73f, and 73h and the rail 92 is smaller than the adhesion between the wheels 73a, 73c, 73e, and 73g and the rail 91. For this reason, if the friction material is pressed against each of the wheels 73a - 73h with the same force, in the wheels 73b, 73d, 73f, and 73h, the braking force may become greater than the adhesion force, resulting in skidding.

[0019] A brake control device 1 capable of suppressing skidding will be described below. The brake control system 100 shown in FIG. 5 includes mechanical brake devices 71a, 71b, 71c, 71d, 71e, 71f, 71g, and 71h mounted on the same vehicle 61, and a brake control device 1 that controls the mechanical brake devices 71a - 71h.

[0020] The mechanical brake devices 71a, 71b, 71c, 71d, 71e, 71f, 71g, and 71h are provided in correspondence with the wheels 73a, 73b, 73c, 73d, 73e, 73f, 73g, and 73h, respectively. The mechanical brake devices 71a, 71b, 71c, 71d, 71e, 71f, 71g, and 71h press the friction materials 72a, 72b, 72c, 72d, 72e, 72f, 72g, and 72h against the wheels 73a, 73b, 73c, 73d, 73e, 73f, 73g, and 73h, respectively, to generate a mechanical braking force.

[0021] The brake control device 1 includes a weight determination unit 11 that determines the weight for each unit, using the vehicle 61, bogies 63, 64, axles 65-68, or wheels 73a-73h as units; a target brake force determination unit 12 that determines the target brake force from the brake command and weight; a target electric brake force determination unit 13 that determines the target electric brake force, which is the target value of the electric brake force; a target mechanical brake force determination unit 14 that determines the target mechanical brake force, which is the target value of the brake force generated by the mechanical brake devices 71a-71h; a control unit 15 that controls the mechanical brake devices 71a-71h; and a compensation unit 16 that compensates for variations in adhesion between the wheels 73a-73h and the rails 91 or 92 by adjusting at least one of the weight, target brake force, and target mechanical brake force.

[0022] The weight determination unit 11 obtains measured values ​​from wheel load sensors 41 that measure the wheel load of wheels 73a-73h. The wheel load sensors 41 are, for example, provided on wheels 73a-73h. The wheel load of wheels 73a-73h is the force that each of the wheels 73a-73h exerts perpendicularly to the rail surface of rail 91 or rail 92. From the wheel loads of wheels 73a-73h, the weight determination unit 11 determines the weight per unit, i.e., the weight of the vehicle 61, the load on each of the bogies 63 and 64, the load on each of the axles 65-68, or the load on each of the wheels 73a-73h. In Embodiment 1, the weight determination unit 11 determines the weight of the vehicle 61 from the wheel loads of wheels 73a-73h. The weight determination unit 11 sends the determined weight of the vehicle 61 to the target brake force determination unit 12.

[0023] The target braking force determination unit 12 receives brake commands from, for example, an operating unit 42 located in the driver's cab. The brake commands include at least one of the following: service brake commands, emergency brake commands, safety brake commands, and parking brake commands.

[0024] The service brake is the brake used when the railway vehicle 60 is being braked normally. The service brake command indicates a target deceleration, which is the target value of the degree of deceleration of the railway vehicle 60 that changes in response to the operation of the control unit 42. The emergency brake is the brake used in emergencies. The emergency brake command indicates a target deceleration that is greater than or equal to the maximum value of the target deceleration indicated by the service brake command. The safety brake is the brake used when the service brake or emergency brake is not working. The safety brake command indicates a predetermined target deceleration. The parking brake is a brake used to suppress the rolling of the railway vehicle 60, for example, at a station or depot. The parking brake command indicates a predetermined target deceleration.

[0025] In Embodiment 1, the brake control device 1 will be described using the case where a brake command, which is a normal brake command, is supplied to the target brake force determination unit 12 as an example.

[0026] The target braking force determination unit 12 calculates the target braking force of the vehicle 61 by multiplying the target deceleration indicated by the brake command by the weight of the vehicle 61 obtained from the weight determination unit 11. The target braking force is the braking force required to obtain the target deceleration indicated by the brake command. The target braking force determination unit 12 calculates the target braking force for each of the wheels 73a-73h by dividing the target braking force of the vehicle 61 by the number of wheels 73a-73h attached to the vehicle 61. The target braking force determination unit 12 sends the calculated target braking forces for each of the wheels 73a-73h to the compensation unit 16.

[0027] The compensation unit 16 compensates for variations in adhesion between the wheels 73a-73h and the rails 91 or 92 by adjusting the target braking force according to the fluctuating factors that cause variations in adhesion between the wheels 73a-73h and the rails 91 or 92. The fluctuating factors include at least one of the difference in height and surface condition of the left and right rails 91 and 92 according to the direction of travel and running position of the railway vehicle 60. In Embodiment 1, the fluctuating factor is the cant amount, which indicates the difference in height (in millimeters) between the left and right rails 91 and 92 at the point where the railway vehicle 60 is located. For example, the cant amount is expressed as a positive number. The compensation unit 16 obtains information on the cant amount and the rail located vertically lower than the rails 91 and 92 from, for example, a train information management system (not shown). The compensation unit 16 adjusts the target braking force for each of the wheels 73a-73h according to the cant amount. The compensation unit 16 sends the target braking force for each of the wheels 73a-73h, which have been adjusted as described above, to the target electric braking force determination unit 13 and the target mechanical braking force determination unit 14.

[0028] As shown in Figure 4, when there is a difference in height between the left and right rails 91 and 92 at the running position of the railway vehicle 60, the compensation unit 16 increases the target braking force of the wheels 73a, 73c, 73e, and 73g that are in contact with the vertically lower rail 91, and decreases the target braking force of the wheels 73b, 73d, 73f, and 73h that are in contact with the vertically upper rail 92. For example, the compensation unit 16 adjusts the target braking force for each of the wheels 73a-73h using a coefficient c1, which is a positive number less than 1 that changes according to the cant amount. Specifically, the compensation unit 16 adjusts the target braking force for each of the wheels 73a-73h by multiplying the target braking force of the wheels 73a, 73c, 73e, and 73g by (1+c1) and the target braking force of the wheels 73b, 73d, 73f, and 73h by (1-c1). There is a positive correlation between the cant amount and the value of the coefficient c1. In other words, as the Kant quantity increases, the value of the coefficient c1 increases.

[0029] It is preferable that the target braking force of the vehicle 61, determined from the target braking forces of the wheels 73a-73h before adjustment by the compensation unit 16, can be considered to be equal to the target braking force of the vehicle 61, determined from the target braking forces of the wheels 73a-73h after adjustment by the compensation unit 16. In other words, it is preferable that the sum of the target braking forces of the wheels 73a-73h before adjustment by the compensation unit 16 can be considered to be equal to the sum of the target braking forces of the wheels 73a-73h after adjustment by the compensation unit 16.

[0030] As shown in Figure 1, when there is no difference in height between the left and right rails 91 and 92 at the running position of the railway vehicle 60, the compensation unit 16 does not adjust the target braking force as described above, but instead sends the target braking force for each of the wheels 73a-73h obtained from the target braking force determination unit 12 to the target electric braking force determination unit 13 and the target mechanical braking force determination unit 14.

[0031] The target electric braking force determination unit 13 determines the target electric braking force, which is the target value of the electric braking force generated by consuming the power generated when the main motor that generates the propulsion force of the railway vehicle 60 operates as a generator, from the target braking force obtained from the compensation unit 16. The target electric braking force determination unit 13 sends the determined target electric braking force to the main circuit control device 43.

[0032] 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 main motor and outputs it, or converts power supplied from the main motor, which is operating as a generator, into power to be supplied to other railway vehicles and outputs it to the current collector. During braking, the main circuit control device 43 controls the main power converter according to the target electric braking force obtained from the target electric braking force determination unit 13. The main circuit control device 43 sends regenerative feedback indicating the actual electric braking force, which is the electric braking force that actually occurred, to the target mechanical braking force determination unit 14.

[0033] The target mechanical braking force determination unit 14 determines the target mechanical braking force for each of the mechanical braking devices 71a-71h from the difference between the target braking force and the actual electric braking force for the wheels 73a-73h. The target mechanical braking force determination unit 14 sends the determined target mechanical braking force to the control unit 15. Preferably, the target mechanical braking force determination unit 14 adjusts the value of the target mechanical braking force by performing feedback control based on the actual mechanical braking force and sends the adjusted target mechanical braking force to the control unit 15. The actual mechanical braking force is obtained from the pressing force acquired from load cells (not shown) provided in the mechanical braking devices 71a-71h, specifically from the force with which the mechanical braking devices 71a-71h press the friction materials 72a-72h against the wheels 73a-73h, respectively.

[0034] The control unit 15 controls the mechanical brake devices 71a-71h according to the target mechanical brake force obtained from the target mechanical brake force determination unit 14. The mechanical brake devices 71a-71h controlled by the control unit 15 generate a mechanical brake force by pressing the friction material 72a-72h against the wheel 73a-73h.

[0035] In Embodiment 1, the mechanical brake devices 71a-71h are electrically operated mechanical brake devices. Specifically, as shown in Figure 6, the mechanical brake device 71a includes a motor 74a that rotates by receiving power from a control power source (not shown), and a transmission mechanism 75a that converts the rotational motion of the motor 74a into linear motion, pressing the friction material 72a against the wheel 73a or releasing the friction material 72a from the wheel 73a. Similarly, the mechanical brake devices 71b, 71c, 71d, 71e, 71f, 71g, and 71h each include a motor 74b, 74c, 74d, 74e, 74f, 74g, and 74h, and a transmission mechanism 75b, 75c, 75d, 75e, 75f, 75g, and 75h. The configurations of the motors 74a-74h are the same as those of the transmission mechanisms 75a-75h.

[0036] The control unit 15 converts the control power supplied from the control power supply into power to be supplied to each of the motors 74a, 74b, 74c, 74d, 74e, 74f, 74g, and 74h, and has drive drivers 15a, 15b, 15c, 15d, 15e, 15f, 15g, and 15h that output the converted power. Each of the drive drivers 15a-15h determines the pressing force that the transmission mechanism 75a-75h uses to press the friction material 72a-72h against the wheels 73a-73h, based on the target mechanical braking force of the mechanical brake devices 71a-71h. The drive drivers 15a-15h determine the target torque of the motors 74a-74h required to obtain the pressing force and operate the inverter according to the target torque. The inverters in the drive drivers 15a-15h convert the control power into power to be supplied to the motors 74a-74h, and output the converted power to the motors 74a-74h.

[0037] As described above, the target mechanical braking force of each mechanical braking device 71a-71h is determined from the target braking force for each of the wheels 73a-73h. As shown in Figure 4, when there is a difference in height between the left and right rails 91 and 92 at the running position of the railway vehicle 60, and the target braking force for each of the wheels 73a-73h is adjusted by the compensation unit 16, the target mechanical braking forces of mechanical braking devices 71a, 71c, 71e, and 71g increase, and the target mechanical braking forces of mechanical braking devices 71b, 71d, 71f, and 71h decrease, compared to when no adjustment of the target braking force is made.

[0038] As a result, the braking force generated by the wheels 73a, 73c, 73e, and 73g in contact with the vertically lower rail 91 increases, while the target braking force generated by the wheels 73b, 73d, 73f, and 73h in contact with the vertically upper rail 92 decreases. The adhesion force between the vertically lower rail 91 and each of the wheels 73a, 73c, 73e, and 73g is greater than the adhesion force between the vertically upper rail 92 and each of the wheels 73b, 73d, 73f, and 73h. By increasing the braking force generated by the wheels 73a, 73c, 73e, and 73g, which have a large adhesion force with rail 91, and decreasing the braking force generated by the wheels 73b, 73d, 73f, and 73h, which have a small adhesion force with rail 92, it is suppressed that the braking force exceeds the adhesion force and causes the wheels 73a-73h to slide.

[0039] Figure 7 shows the hardware configuration of the brake control device 1 having the above configuration. The brake control device 1 comprises a processor 81, a memory 82, and an interface 83. The processor 81, memory 82, and interface 83 are connected to each other by a bus 80. The functions of each part 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 functions of each part described above are realized by the processor 81 reading and executing the programs stored in the memory 82. In other words, the memory 82 stores programs for executing the processing of each part of the brake control device 1.

[0040] Memory 82 includes, for example, non-volatile or volatile semiconductor memories 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 disks, flexible disks, optical disks, compact disks, minidiscs, DVDs (Digital Versatile Discs), etc.

[0041] The brake control device 1 is connected to the wheel load sensor 41, the operating unit 42, the main circuit control device 43, and the mechanical brake devices 71a-71h via the interface 83. The interface 83 has one or more interface modules conforming to standards, depending on the connection destination.

[0042] The brake control process performed by the brake control device 1 having the above configuration will be explained with reference to Figure 8. When the railway vehicle 60 starts operation, the brake control device 1 starts the process shown in Figure 8. Specifically, when the lifting switch is operated to bring the pantograph, which is an example of a current collection device, into contact with the overhead wire, which is an example of a power supply line, the brake control device 1 starts the process shown in Figure 8.

[0043] The weight determination unit 11 determines the weight of the vehicle 61 to which the wheels 73a-73h are attached from the wheel loads of the wheels 73a-73h measured by the wheel load sensors 41 (step S11). While the target brake force determination unit 12 has not received a brake command (step S12; No), the process in step S11 is repeated. When the target brake force determination unit 12 receives a brake command (step S12; Yes), it determines the target brake force for each of the wheels 73a-73h by multiplying the target deceleration indicated by the brake command by the weight of the vehicle 61 determined in step S11 and dividing the result by the number of wheels 73a-73h (step S13).

[0044] The compensation unit 16 determines whether or not adjustment of the target braking force is necessary depending on the fluctuating factors (step 14). If adjustment is necessary (step S14; Yes), the compensation unit 16 adjusts the target braking force for each of the wheels 73a-73h (step S15). Specifically, if there is a difference in height between the left and right rails 91 and 92 at the running position of the railway vehicle 60, the compensation unit 16 adjusts the target braking force for each of the wheels 73a-73h according to the cant amount. If adjustment is not necessary (step S14; No), the compensation unit 16 does not perform the process in step S15.

[0045] The target electric braking force determination unit 13 determines the target electric braking force from the target braking force obtained in step S13 or the target braking force adjusted in step S15 (step S16). The target electric braking force determination unit 13 sends the target electric braking force to the main circuit control device 43.

[0046] The target mechanical braking force determination unit 14 determines the target mechanical braking force for each of the mechanical braking devices 71a-71h from the difference between the target braking force obtained in step S13 or the target braking force adjusted in step S15 and the actual electric braking force indicated by the regenerative feedback (step S17).

[0047] The control unit 15 controls the mechanical brake devices 71a-71h according to the target mechanical braking force of each mechanical brake device 71a-71h determined in step S17 (step S18). After the processing in step S18 is completed, the brake control device 1 repeats the above process from step S11. While the railway vehicle 60 is in operation, the brake control device 1 repeats the above process shown in Figure 8 at predetermined intervals.

[0048] As described above, the brake control device 1 according to Embodiment 1 adjusts the target braking force for each of the wheels 73a-73h according to the cant amount, which indicates the difference in height between the left and right rails 91 and 92 at the point where the railway vehicle 60 is located. As shown in Figure 4, when there is a difference in height between the left and right rails 91 and 92, the brake control device 1 increases the target braking force for the wheels 73a, 73c, 73e, and 73g that are in contact with the vertically lower rail 91, and decreases the target braking force for the wheels 73b, 73d, 73f, and 73h that are in contact with the vertically upper rail 92.

[0049] As a result, the force pressing the friction material 72b, 72d, 72f, and 72h against the wheels 73b, 73d, 73f, and 73h, which have low adhesion to the rail 92, is smaller than the force pressing the friction material 72a, 72c, 72e, and 72g against the wheels 73a, 73c, 73e, and 73g, which have high adhesion to the rail 91. Therefore, the braking force applied to the wheels 73b, 73d, 73f, and 73h, which have low adhesion to the rail 92, is smaller than the braking force applied to the wheels 73a, 73c, 73e, and 73g, which have high adhesion to the rail 91, making it possible to suppress the skidding that occurs when the braking force exceeds the adhesion force.

[0050] As described above, the brake control device 1 adjusts the target braking force for each of the wheels 73a-73h, thereby adjusting the braking force applied to the wheels 73a-73h. By adjusting the braking force, variations in adhesion between the wheels 73a-73h and the rails 91 and 92 are compensated for, preventing the wheels 73a-73h from deviating from the rails 91 or 92 due to variations in adhesion.

[0051] (Embodiment 2) The adjustment target of the compensation unit is not limited to the target braking force; it can be any adjustment that can compensate for variations in adhesion force. Embodiment 2 will describe a brake control device that compensates for variations in adhesion force in a different way than Embodiment 1, focusing on the differences from Embodiment 1.

[0052] The brake control system 100 according to Embodiment 2 shown in Figure 9 comprises mechanical brake devices 71a-71h and a brake control device 2 that controls the mechanical brake devices 71a-71h. The configuration of the mechanical brake devices 71a-71h is the same as in Embodiment 1. The brake control device 2 includes a compensation unit 17 that adjusts the value of the load used to calculate the target braking force for each unit used to calculate the target braking force. The hardware configuration of the brake control device 2 is the same as that of the brake control device 1.

[0053] The weight determination unit 11 calculates the weight per unit, i.e., the load on each of the wheels 73a-73h, from the wheel loads of the wheels 73a-73h measured by the wheel load sensor 41, and sends the calculated load to the compensation unit 17.

[0054] The compensation unit 17 adjusts the measured loads on the wheels 73a-73h used to calculate the target braking force according to the measured values ​​from the wheel load sensor 41. Specifically, the compensation unit 17 obtains the measured wheel loads of each wheel 73a-73h from the wheel load sensor 41. As shown in Figure 4, when the railway vehicle 60 is located on an inclined surface, the wheel loads of the wheels 73b, 73d, 73f, and 73h that are in contact with the vertically upper rail 92 are smaller than the wheel loads of the wheels 73a, 73c, 73e, and 73g that are in contact with the vertically lower rail 91. In other words, the difference in wheel loads of the wheels 73a and 73b mounted on the same axle 65 indicates the difference in height between the left and right rails 91 and 92 at the position where the railway vehicle 60 is traveling. The same applies to the difference in wheel load between wheels 73c and 73d mounted on the same axle 66, the difference in wheel load between wheels 73e and 73f mounted on the same axle 67, and the difference in wheel load between wheels 73g and 73h mounted on the same axle 68.

[0055] When a difference in wheel load occurs, the compensation unit 17 adjusts the weight values ​​on the wheels 73a-73h used to calculate the target braking force, according to the measurement value of the wheel load sensor 41. The compensation unit 17 sends the adjusted weights on each of the wheels 73a-73h to the target braking force determination unit 12.

[0056] In Embodiment 2, the compensation unit 17 adjusts the weights on each of the wheels 73a-73h, determined by the weight determination unit 11, using a coefficient c2, which is a positive number less than 1 that changes according to the difference in wheel loads. For example, the compensation unit 17 adjusts the weights on wheels 73a and 73b using a coefficient c2 that changes according to the difference in the measured values ​​of the wheel loads of the wheels 73a and 73b attached to the axle 65. Specifically, when the wheel load of wheel 73a is greater than the wheel load of wheel 73b, the compensation unit 17 adjusts the weights on wheels 73a and 73b by multiplying the weight of wheel 73a by (1+c2) and the weight of wheel 73b by (1-c2). There is a positive correlation between the absolute value of the difference in wheel loads and the coefficient c2. Specifically, as the absolute value of the difference in wheel loads increases, the value of the coefficient c2 increases. Similarly, the weights of wheels 73c-73h are also adjusted according to the difference in wheel loads.

[0057] It is preferable that the weight of the vehicle 61, determined from the weights on the wheels 73a-73h before adjustment by the compensation unit 17, can be considered to be equal to the weight of the vehicle 61, determined from the weights on the wheels 73a-73h after adjustment by the compensation unit 17. In other words, it is preferable that the sum of the weights on the wheels 73a-73h before adjustment by the compensation unit 17 can be considered to be equal to the sum of the weights of the wheels 73a-73h after adjustment by the compensation unit 17.

[0058] When there is no difference in wheel load, the compensation unit 17 does not perform the above adjustment and sends the weight applied to wheels 73a-73h obtained from the weight determination unit 11 to the target brake force determination unit 12.

[0059] The target braking force determination unit 12 multiplies the target deceleration indicated by the brake command obtained from the operation unit 42 by the weight applied to the wheels 73a-73h obtained from the compensation unit 17 to determine the target braking force for each of the wheels 73a-73h. The target braking force determination unit 12 sends the determined target braking forces for each of the wheels 73a-73h to the target electric braking force determination unit 13 and the target mechanical braking force determination unit 14.

[0060] The target electric braking force determination unit 13 calculates the target electric braking force from the target braking force obtained from the target braking force determination unit 12, and sends the calculated target electric braking force to the main circuit control device 43.

[0061] The target mechanical braking force determination unit 14 determines the target mechanical braking force of the mechanical braking devices 71a-71h from the difference between the target braking force and the actual electric braking force for the wheels 73a-73h.

[0062] The control unit 15 controls the mechanical brake devices 71a-71h according to the target mechanical brake force obtained from the target mechanical brake force determination unit 14. The mechanical brake devices 71a-71h controlled by the control unit 15 generate a mechanical brake force by pressing the friction material 72a-72h against the wheel 73a-73h.

[0063] As described above, the target braking force for each of the wheels 73a-73h is determined from the target deceleration and the weight applied to each of the wheels 73a-73h. The target mechanical braking force for each of the mechanical brake devices 71a-71h is determined from the target braking force for each of the wheels 73a-73h. As shown in Figure 4, when there is a difference in height between the left and right rails 91 and 92 at the running position of the railway vehicle 60, and the weight applied to each of the wheels 73a-73h is adjusted by the compensation unit 17, the target mechanical braking forces of mechanical brake devices 71a, 71c, 71e, and 71g increase, and the target mechanical braking forces of mechanical brake devices 71b, 71d, 71f, and 71h decrease, compared to when no weight adjustment is made.

[0064] As a result, the braking force generated by the wheels 73a, 73c, 73e, and 73g in contact with the vertically lower rail 91 increases, while the braking force generated by the wheels 73b, 73d, 73f, and 73h in contact with the vertically upper rail 92 decreases. By increasing the braking force generated by the wheels 73a, 73c, 73e, and 73g, which have a high adhesion with the rail 91, and decreasing the braking force generated by the wheels 73b, 73d, 73f, and 73h, which have a low adhesion with the rail 92, it is suppressed that the braking force exceeds the adhesion and causes the wheels 73a-73h to slide.

[0065] The brake control process performed by the brake control device 2 will be explained using Figure 10. The processes in steps S11-S13 and S16-S18 are the same as those performed by the brake control device 1 according to Embodiment 1 shown in Figure 8.

[0066] After step S12 is completed, the compensation unit 17 determines whether or not weight adjustment is necessary based on the measurement value of the wheel load sensor 41 (step 21). If adjustment is necessary (step S17; Yes), the compensation unit 17 adjusts the weight on the wheels 73a-73h (step S22). If adjustment is not necessary (step S21; No), the compensation unit 17 does not perform the process in step S22.

[0067] The subsequent steps S13, S16-S18 are the same as in Embodiment 1, and once step S18 is completed, the brake control device 2 repeats the process from step S11. The brake control device 2 repeats the process shown in Figure 10 at predetermined intervals while the railway vehicle 60 is in operation.

[0068] As described above, the brake control device 2 according to Embodiment 2 adjusts the weight applied to each of the wheels 73a-73h, determined by the weight determination unit 11, according to the difference in wheel load, which indicates the difference in height between the left and right rails 91 and 92 at the point where the railway vehicle 60 is located. More specifically, the brake control device 2 increases the weight applied to the wheel with the larger wheel load and decreases the weight applied to the wheel with the smaller wheel load, among the wheels 73a and 73b mounted on the same axle 65, according to the difference in wheel load, which indicates the difference in height between the rails 91 and 92. The same applies to the wheels 73c-73h.

[0069] As a result, as shown in Figure 4, when the railway vehicle 60 is positioned on an inclined surface, the force pressing the friction material 72b, 72d, 72f, and 72h against the wheels 73b, 73d, 73f, and 73h, which have low adhesion with the rail 92, is smaller than the force pressing the friction material 72a, 72c, 72e, and 72g against the wheels 73a, 73c, 73e, and 73g, which have high adhesion with the rail 91. Therefore, the braking force applied to the wheels 73b, 73d, 73f, and 73h, which have low adhesion with the rail 92, is smaller than the braking force applied to the wheels 73a, 73c, 73e, and 73g, which have high adhesion with the rail 91, making it possible to suppress skidding caused by the braking force exceeding the adhesion force.

[0070] As described above, the brake control device 2 adjusts the wheel load of the wheels 73a-73h, thereby adjusting the braking force applied to the wheels 73a-73h. By adjusting the braking force, variations in adhesion between the wheels 73a-73h and the rails 91 and 92 are compensated for, preventing the wheels 73a-73h from deviating from the rails 91 or 92 due to variations in adhesion.

[0071] (Embodiment 3) The adjustment targets of the compensation unit are not limited to the target braking force and the weight applied to the wheels; any adjustment is possible as long as it can compensate for variations in adhesion. Embodiment 3 will describe a brake control device that compensates for variations in adhesion in a way different from Embodiments 1 and 2, focusing on the differences from Embodiments 1 and 2.

[0072] The brake control system 100 according to Embodiment 3 shown in Figure 11 comprises mechanical brake devices 71a-71h and a brake control device 3 that controls the mechanical brake devices 71a-71h. The configuration of the mechanical brake devices 71a-71h is the same as in Embodiment 1. The brake control device 3 according to Embodiment 3 includes a compensation unit 18 that adjusts the target mechanical braking force of the mechanical brake devices 71a-71h according to the difference in the surface conditions of the rails 91 and 92. The hardware configuration of the brake control device 3 is the same as that of the brake control device 1.

[0073] The weight determination unit 11 calculates the weight per unit, i.e., the load on each of the bogies 63 and 64, from the wheel loads of the wheels 73a-73h measured by the wheel load sensor 41, and sends the calculated load to the target brake force determination unit 12.

[0074] The target braking force determination unit 12 calculates the target braking force for each of the wheels 73a-73d by multiplying the target deceleration indicated by the brake command by the load on the bogie 63 and dividing the result by the number of wheels 73a-73d. Similarly, the target braking force determination unit 12 calculates the target braking force for each of the wheels 73e-73h by multiplying the target deceleration indicated by the brake command by the load on the bogie 64 and dividing the result by the number of wheels 73e-73h. The target braking force determination unit 12 sends the calculated target braking forces for each of the wheels 73a-73h to the target electric braking force determination unit 13 and the target mechanical braking force determination unit 14.

[0075] The target electric braking force determination unit 13 calculates the target electric braking force from the target braking force obtained from the target braking force determination unit 12, and sends the calculated target electric braking force to the main circuit control device 43.

[0076] The target mechanical braking force determination unit 14 determines the target mechanical braking force for the mechanical braking devices 71a-71h from the difference between the target braking force and the actual electric braking force for the wheels 73a-73h. The target mechanical braking force determination unit 14 sends the determined target mechanical braking force to the compensation unit 18.

[0077] The compensation unit 18 acquires information about the surface condition of rails 91 and 92 from a sensor (not shown). The surface condition of rails 91 and 92 includes at least one of the temperature of rails 91 and 92, the degree of surface roughness of rails 91 and 92, and the amount of foreign matter adhering to rails 91 and 92. In Embodiment 3, the sensor has a forward-facing camera mounted on the railway vehicle 60 and outputs information about the surface condition of rails 91 and 92 indicating the amount of foreign matter adhering to the rail surface.

[0078] If foreign matter such as water, fallen leaves, pebbles, or sand adheres to the surface of rails 91 and 92, the coefficient of adhesion will be lower compared to when no foreign matter is present, resulting in reduced adhesion. If the same force is applied to the friction material when a wheel is in contact with a rail with a low coefficient of adhesion as when a wheel is in contact with a rail with a high coefficient of adhesion, the braking force will be greater than the adhesive force, which may cause skidding.

[0079] When there is a difference in the amount of foreign matter adhering to the surfaces of the rails 91 and 92, the compensation unit 18 adjusts the target mechanical braking force obtained from the target mechanical braking force determination unit 14 according to the difference in the amount of foreign matter. The compensation unit 18 sends the adjusted target mechanical braking forces of each of the mechanical braking devices 71a-71h to the control unit 15.

[0080] In Embodiment 3, the compensation unit 18 adjusts the target mechanical braking force of each of the mechanical braking devices 71a-71h using a coefficient c3, which is a positive number less than 1 that changes according to the difference in the amount of foreign matter adhering to the rails 91 and 92. Specifically, when the amount of foreign matter adhering to the rail 92 is greater than the amount of foreign matter adhering to the rail 91, the compensation unit 18 multiplies the target mechanical braking force of the mechanical braking devices 71a, 71c, 71e, and 71g corresponding to the wheels 73a, 73c, 73e, and 73g that contact the rail 91 by (1+c3). The compensation unit 18 also multiplies the target mechanical braking force of the mechanical braking devices 71b, 71d, 71f, and 71h corresponding to the wheels 73b, 73d, 73f, and 73h that contact the rail 92 by (1-c3). There is a positive correlation between the absolute value of the difference in the amount of foreign matter and the coefficient c3. Specifically, the value of the coefficient c3 increases as the absolute value of the difference in the amount of foreign matter increases.

[0081] It is preferable that the sum of the target mechanical braking forces of the mechanical brake devices 71a-71h mounted on the vehicle 61, determined from the target mechanical braking forces before adjustment by the compensation unit 18, can be considered to match the sum of the target mechanical braking forces of the mechanical brake devices 71a-71h mounted on the vehicle 61, determined from the target mechanical braking forces after adjustment by the compensation unit 18. In other words, it is preferable that the sum of the target mechanical braking forces of the mechanical brake devices 71a-71h before adjustment by the compensation unit 18 can be considered to match the sum of the target mechanical braking forces of the mechanical brake devices 71a-71h after adjustment by the compensation unit 18.

[0082] When there is no difference in the surface condition of the rails 91 and 92, the compensation unit 18 does not adjust the target mechanical braking force as described above, but instead sends the target mechanical braking force of the mechanical braking devices 71a-71h obtained from the target mechanical braking force determination unit 14 to the control unit 15.

[0083] The control unit 15 controls the mechanical brake devices 71a-71h according to the target mechanical brake force obtained from the compensation unit 18. The mechanical brake devices 71a-71h controlled by the control unit 15 generate a mechanical brake force by pressing the friction material 72a-72h against the wheel 73a-73h.

[0084] If there is a difference in the surface condition of rails 91 and 92, and the compensation unit 18 adjusts the target mechanical braking force of the mechanical braking devices 71a-71h, the braking force generated by wheels 73a, 73c, 73e, and 73g in contact with rail 91, which has less foreign matter attached to it, will increase compared to when the target mechanical braking force is not adjusted. Conversely, the braking force generated by wheels 73b, 73d, 73f, and 73h in contact with rail 92, which has more foreign matter attached, will decrease. As a result, it is suppressed that the braking force does not exceed the adhesion force and cause wheels 73a-73h to slide.

[0085] The brake control process performed by the brake control device 3 will be explained using Figure 12. The processes in steps S11-S13 and S16-S18 are the same as those performed by the brake control device 1 according to Embodiment 1 shown in Figure 8.

[0086] After step S17 is completed, the compensation unit 18 determines whether or not adjustment of the target mechanical braking force is necessary based on the difference in the amount of foreign matter adhering to the rails 91 and 92 (step 31). If adjustment is necessary (step S31; Yes), the compensation unit 18 adjusts the respective target mechanical braking forces of the mechanical braking devices 71a-71h (step S32). If adjustment is not necessary (step S31; No), the compensation unit 18 does not perform the process in step S32.

[0087] The subsequent step S18 is the same as in Embodiment 1, and once the brake control device 3 has finished processing step S18, it repeats the above-described process from step S11. The brake control device 3 repeats the above-described process shown in Figure 12 at predetermined intervals while the railway vehicle 60 is in operation.

[0088] As described above, the brake control device 3 according to Embodiment 3 increases the target mechanical braking force of the mechanical brake devices 71a, 71c, 71e, and 71g corresponding to the rails 91 and 92 with a small amount of foreign matter attached, for example, the rail 91, in accordance with the difference in the amount of foreign matter attached to the surfaces of the rails 91 and 92, which is a type of surface condition of the rails 91 and 92, and the wheels 73a, 73c, 73e, and 73g that contact the rail 91. The brake control device 3 also decreases the target mechanical braking force of the mechanical brake devices 71b, 71d, 71f, and 71h corresponding to the wheels 73b, 73d, 73f, and 73h that contact the rail 92 with a large amount of foreign matter attached to its surface.

[0089] As a result, the force pressing the friction material 72b, 72d, 72f, and 72h against wheels 73b, 73d, 73f, and 73h, which have low adhesion to the rail 92 due to the presence of a lot of foreign matter, is smaller than the force pressing the friction material 72a, 72c, 72e, and 72g against wheels 73a, 73c, 73e, and 73g, which have high adhesion to the rail 91 due to the presence of less foreign matter. Therefore, the braking force applied to wheels 73b, 73d, 73f, and 73h, which have low adhesion to the rail 92, is smaller than the braking force applied to wheels 73a, 73c, 73e, and 73g, which have high adhesion to the rail 91, making it possible to suppress the skidding that occurs when the braking force exceeds the adhesion force.

[0090] As described above, the brake control device 3 adjusts the target braking force for each of the wheels 73a-73h, thereby adjusting the braking force applied to the wheels 73a-73h. By adjusting the braking force, variations in adhesion between the wheels 73a-73h and the rails 91 and 92 are compensated for, preventing the wheels 73a-73h from deviating from the rails 91 or 92 due to variations in adhesion.

[0091] This disclosure is not limited to the embodiments described above. The embodiments described above can be combined in any way. For example, the compensation unit 16 of the brake control device 1 may adjust the target braking force according to the measurement value of the wheel load sensor 41, similar to the compensation unit 17 of the brake control device 2 according to Embodiment 2. As another example, the compensation unit 16 of the brake control device 1 may adjust the target braking force according to the difference in the surface condition of the rails 91 and 92, similar to the compensation unit 18 of the brake control device 3 according to Embodiment 3.

[0092] As another example, the compensation unit 17 of the brake control device 2 may adjust the weight applied to the wheels 73a-73h used to calculate the target braking force according to the amount of cant, similar to the compensation unit 16 of the brake control device 1 according to Embodiment 1. As yet another example, the compensation unit 17 of the brake control device 2 may adjust the weight applied to the wheels 73a-73h used to calculate the target braking force according to the difference in the surface condition of the rails 91 and 92, similar to the compensation unit 18 of the brake control device 3 according to Embodiment 3.

[0093] As another example, the compensation unit 18 of the brake control device 3 may adjust the target machine braking force according to the cant amount, similar to the compensation unit 16 of the brake control device 1 according to Embodiment 1. As yet another example, the compensation unit 18 of the brake control device 3 may adjust the target machine braking force according to the measured value of the wheel load sensor 41, similar to the compensation unit 17 of the brake control device 2 according to Embodiment 2.

[0094] The processing of the compensation units 16-18 is arbitrary as long as it can compensate for the variation in adhesion between the wheels 73a, 73c, 73e, 73g and the rail 91, and the variation in adhesion between the wheels 73b, 73d, 73f, 73h and the rail 92. As an example, the compensation unit 16 of the brake control device 1 may acquire kilometer information and the direction of travel of the railway vehicle 60 from the train information management system, and determine the cant amount from the kilometer information and the direction of travel. The kilometer information is information indicating the distance from a reference point, for example, a terminal station. In this case, the compensation unit 16 only needs to have a prior correspondence between the kilometer information, the direction of travel of the railway vehicle 60, and the cant amount.

[0095] As another example, the compensation unit 16 may adjust the target braking force according to the cant amount, which is the inclination angle of the inclined surface on which the railway vehicle 60 is located.

[0096] As another example, the compensation units 16-18 may adjust by adding or subtracting compensation amounts. For example, the compensation unit 16 may subtract a compensation amount corresponding to the cant from the target braking force of the wheels 73b, 73d, 73f, and 73h that contact the rail 92, and add the same compensation amount to the target braking force of the wheels 73a, 73c, 73e, and 73g that contact the rail 91.

[0097] The fluctuating factors are not limited to the examples described above, but are arbitrary as long as they cause variations in the adhesion force between the wheels and the rails. For example, the compensation units 16-18 may be provided on the bogies 63 and 64 and may be adjusted according to the difference in pressure values ​​of the air springs 51-54 that support the vehicle 61. As shown in Figure 4, when there is a difference in height between the left and right rails 91 and 92 at the running position of the railway vehicle 60, the pressure value of the air spring 51 becomes greater than the pressure value of the air spring 52. For example, the compensation unit 16 may increase the target braking force of wheels 73a and 73c and decrease the target braking force of wheels 73b and 73d. Similarly, when the pressure value of the air spring 53 is greater than the pressure value of the air spring 54, the compensation unit 16 may increase the target braking force of wheels 73e and 73g and decrease the target braking force of wheels 73f and 73h.

[0098] As another example, the compensation units 16-18 may obtain information from the train information management system regarding the running position where skidding or slippage occurred in the past and the wheel in which the skidding or slippage occurred. For example, the compensation unit 16 may reduce the target braking force of the wheel corresponding to the wheel in which skidding or slippage occurred in the past among the wheels 73a-73h, and increase the target braking force of the other wheels.

[0099] The method for determining whether adjustment is necessary is arbitrary. For example, the compensation unit 16 may adjust the target braking force when the cant amount is greater than or equal to a first threshold. The first threshold can be determined according to the minimum cant amount at which skidding may occur in any of the wheels 73b, 73d, 73f, or 73h that are in contact with the upper vertical rail 92.

[0100] As another example, the compensation unit 17 may adjust the weight when the difference in wheel load is greater than or equal to a second threshold. The second threshold can be determined according to the minimum difference in wheel load at which skidding may occur in any of the wheels 73b, 73d, 73f, or 73h that are in contact with the upper vertical rail 92.

[0101] When the railway vehicle 60 is a railway vehicle that decelerates using only mechanical braking force without using electric braking force, the target mechanical braking force determination unit 14 of the brake control device 1 should determine the target mechanical braking force of the mechanical braking devices 71a-71h from the target braking force obtained from the compensation unit 16. Similarly, the target mechanical braking force determination unit 14 of the brake control devices 2 and 3 should determine the target mechanical braking force from the target braking force determined by the target braking force determination unit 12.

[0102] The mechanical brake devices 71a-71h are not limited to electrically operated mechanical brake devices. For example, the mechanical brake devices 71a-71h may be mechanical brake devices in which the position of the friction materials 72a-72h changes according to the pressure of a fluid such as air or oil. In this case, the position of the friction materials 72a-72h can be changed by adjusting the fluid pressure.

[0103] The target braking force determination unit 12 of the brake control device 3 may determine the target braking force of the vehicle 61 and send the target braking force of the vehicle 61 to the target electric braking force determination unit 13 and the target mechanical braking force determination unit 14. At this time, the target mechanical braking force determination unit may determine the target mechanical braking force of each mechanical braking device 71a-71h by subtracting the actual electric braking force from the target braking force of the vehicle 61 and dividing the result by the number of wheels 73a-73h.

[0104] The central part of the control processing unit, which includes a processor 81, memory 82, and interface 83, can be implemented using a standard computer system rather than a dedicated system. For example, a computer program for performing the above-described operations may be stored on a computer-readable recording medium (flexible disk, CD-ROM (Compact Disc-Read Only Memory), DVD-ROM (Digital Versatile Disc-Read Only Memory), etc.) and distributed, and the brake control device 1-3 that performs the above-described processing may be implemented by installing the computer program on a computer. Alternatively, the computer program may be stored on a storage device of a server device on a communication network, and the brake control device 1-3 may be implemented by downloading it from a standard computer system.

[0105] If the functions of the brake control device 1-3 are realized through a division of labor between the OS (Operating System) and the application program, or through cooperation between the OS and the application program, then only the application program portion may be stored on a recording medium, storage device, etc.

[0106] It is also possible to superimpose a computer program onto a carrier wave and distribute it via a communication network. For example, the computer program could be posted on a bulletin board system (BBS) on a communication network and distributed via the network. Then, the above-described process could be executed by starting this computer program and running it under the control of the OS, just like any other application program.

[0107] The brake control device 1-3 may be implemented by a processing circuit 84, as shown in Figure 13. The processing circuit 84 is connected to the wheel load sensor 41, the operating unit 42, the main circuit control device 43, and the mechanical brake devices 71a-71h via an interface circuit 85. If the processing circuit 84 is dedicated hardware, it 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 part of the brake control device 1-3 may be implemented by an individual processing circuit 84, or each part of the brake control device 1-3 may be implemented by a common processing circuit 84.

[0108] Some functions of the brake control devices 1-3 may be implemented by dedicated hardware, while others may be implemented by software or firmware. For example, the weight determination unit 11 and target brake force determination unit 12 of the brake control device 1 may be implemented by the processing circuit 84 shown in Figure 13, while the target electric brake force determination unit 13, target mechanical brake force determination unit 14, control unit 15, and compensation unit 16 may be implemented by the processor 81 shown in Figure 7 reading and executing a program stored in memory 82. The various aspects of this disclosure are summarized below as an appendix. (Note 1) A brake control device that controls the mechanical brake device installed on each wheel of a railway vehicle, A weight determination unit that determines the weight of each unit, using the vehicle, bogie, axle attached to the bogie, or wheel attached to the axle of the aforementioned railway vehicle as the unit, A brake command that instructs the aforementioned railway vehicle to decelerate or stop, and a target brake force determination unit that determines a target brake force from the weight, A target mechanical braking force determination unit that determines the target mechanical braking force, which is the target value of the braking force by the mechanical braking device, from the aforementioned target braking force, A control unit that controls the mechanical brake device in accordance with the target mechanical brake force, The system includes a compensation unit that adjusts at least one of the weight, the target braking force, and the target mechanical braking force used in calculating the target braking force, thereby compensating for variations in the adhesion force between the rail and multiple wheels provided on the same vehicle, the same bogie, or the same axle. When the compensation unit adjusts the weight for each wheel, the target braking force determination unit determines the target braking force for each wheel from the brake command and the adjusted weight. When the compensation unit adjusts the target braking force, the target mechanical braking force determination unit determines the target mechanical braking force from the adjusted target braking force. When the compensation unit adjusts the target mechanical braking force, the control unit controls the mechanical braking device according to the adjusted target mechanical braking force. Brake control device. (Note 2) When the compensation unit adjusts the weight of each wheel, the vehicle weight determined from the weight before adjustment is considered to be equal to the vehicle weight determined from the weight after adjustment. When the compensation unit adjusts the target braking force, the target braking force of the vehicle, which is determined from the target braking force before adjustment, can be considered to be equal to the target braking force of the vehicle, which is determined from the adjusted target braking force. When the compensation unit adjusts the target mechanical braking force, the sum of the target mechanical braking forces of the mechanical braking devices mounted on the same vehicle, calculated from the target mechanical braking force before adjustment, can be considered to match the sum of the target mechanical braking forces of the mechanical braking devices mounted on the vehicle, calculated from the adjusted target mechanical braking force. The brake control device described in Appendix 1. (Note 3) The compensation unit adjusts at least one of the weight, the target braking force, and the target mechanical braking force according to at least one of the difference in height and surface condition of the left and right rails at the running position of the railway vehicle. Brake control device as described in Appendix 1 or 2. (Note 4) The weight determination unit determines the weight for each wheel, The compensation unit increases the weight of the wheel in contact with the lower vertical rail and decreases the weight of the wheel in contact with the upper vertical rail, in accordance with the difference in height between the left and right rails at the running position of the railway vehicle. The brake control device described in Appendix 3. (Note 5) The target braking force determination unit determines the target braking force for each wheel, The compensation unit increases the target braking force of the wheel in contact with the lower rail in the vertical direction, and decreases the target braking force of the wheel in contact with the upper rail in the vertical direction, according to the difference in height between the left and right rails at the running position of the railway vehicle. The brake control device described in Appendix 3. (Note 6) The compensation unit increases the target mechanical braking force of the mechanical braking device corresponding to the wheel in contact with the lower rail, and decreases the target mechanical braking force of the mechanical braking device corresponding to the wheel in contact with the higher rail, in accordance with the difference in height between the left and right rails at the running position of the railway vehicle. The brake control device described in Appendix 3. (Note 7) The surface condition includes at least one of the following: the temperature of the rail, the degree of surface roughness of the rail, and the amount of foreign matter adhering to the rail. The brake control device described in Appendix 3. (Note 8) The weight determination unit determines the weight for each wheel, The compensation unit increases the weight of the wheel in contact with the rail that has a higher coefficient of adhesion between the wheel and the rail, and decreases the weight of the wheel in contact with the rail that has a lower coefficient of adhesion, in accordance with the difference in surface condition. The brake control device described in Appendix 7. (Note 9) The target braking force determination unit determines the target braking force for each wheel, The compensation unit increases the target braking force of the wheel in contact with the rail that has a higher coefficient of adhesion between the wheel and the rail, and decreases the target braking force of the wheel in contact with the rail that has a lower coefficient of adhesion, in accordance with the difference in surface conditions. The brake control device described in Appendix 7. (Note 10) The compensation unit increases the target mechanical braking force of the mechanical brake device corresponding to the wheel in contact with the rail that has a higher coefficient of adhesion between the wheel and the rail, and decreases the target mechanical braking force of the mechanical brake device corresponding to the wheel in contact with the rail that has a lower coefficient of adhesion, in accordance with the difference in surface conditions. The brake control device described in Appendix 7. (Note 11) A brake control device as described in any of Appendix 1 to 10, A mechanical brake device is provided for each wheel of a railway vehicle, and is controlled by the brake control device to press a friction material against a rotating body that rotates when the railway vehicle is running, thereby generating braking force. A brake control system equipped with the following features. (Note 12) A brake control method for controlling a mechanical brake device provided for each wheel of a railway vehicle, The weight of each unit is determined using the vehicle, bogie, axle attached to the bogie, or wheel attached to the axle as the unit of the aforementioned railway vehicle. The target braking force is determined from the brake command that instructs the aforementioned railway vehicle to decelerate or stop and the aforementioned weight. From the aforementioned target braking force, the target mechanical braking force, which is the target value of the braking force by the mechanical braking device, is determined. The mechanical brake device is controlled according to the target mechanical braking force. By adjusting at least one of the aforementioned weight, the target braking force, and the target mechanical braking force, variations in the adhesion force between the rail and multiple wheels mounted on the same vehicle, the same bogie, or the same axle are compensated for. When adjusting the weight for each wheel, the target braking force is determined from the brake command and the adjusted weight. When adjusting the target braking force, the target mechanical braking force is determined from the adjusted target braking force. When adjusting the target mechanical braking force, the mechanical braking device is controlled according to the adjusted target mechanical braking force. Brake control method.

[0109] This disclosure allows for various embodiments and modifications without departing from the broad spirit and scope of this disclosure. Furthermore, the embodiments described above are for illustrative purposes only and do not limit the scope of this disclosure. In other words, the scope of this disclosure is indicated by the claims, not by the embodiments. Various modifications made within the scope of the claims and the equivalent significance of the disclosure are considered to be within the scope of this disclosure. [Explanation of Symbols]

[0110] 1,2,3 Brake control device, 11 Weight determination unit, 12 Target braking force determination unit, 13 Target electric braking force determination unit, 14 Target mechanical braking force determination unit, 15 Control unit, 15a,15b,15c,15d,15e,15f,15g,15h Drive driver, 16,17,18 Compensation unit, 41 Wheel load sensor, 42 Operation unit, 43 Main circuit control device, 51,52,53,54 Air spring, 60 Railway vehicle, 61 Vehicle, 62 Body, 63,64 Bogie, 65,66,67,68 Axle, 71a,71b,71c,71d,71e,71f,71g,71h Mechanical brake device, 72a,72b,72c,72d,72e,72f,72g,72h Friction material: 73a, 73b, 73c, 73d, 73e, 73f, 73g, 73h Wheels: 74a, 74b, 74c, 74d, 74e, 74f, 74g, 74h Motors: 75a, 75b, 75c, 75d, 75e, 75f, 75g, 75h Transmission mechanism: 80 Bus: 81 Processor: 82 Memory: 83 Interface: 84 Processing circuit: 85 Interface circuit: 91, 92 Rails: 100 Brake control system: AX Vertical axis.

Claims

1. A brake control device that controls the mechanical brake device installed on each wheel of a railway vehicle, A weight determination unit that determines the weight of each unit, using the vehicle, bogie, axle attached to the bogie, or wheel attached to the axle of the aforementioned railway vehicle as the unit, A brake command that instructs the aforementioned railway vehicle to decelerate or stop, and a target brake force determination unit that determines a target brake force from the weight, A target mechanical braking force determination unit that determines the target mechanical braking force, which is the target value of the braking force by the mechanical braking device, from the aforementioned target braking force, A control unit that controls the mechanical brake device in accordance with the target mechanical brake force, The system includes a compensation unit that adjusts at least one of the weight, the target braking force, and the target mechanical braking force used in calculating the target braking force, thereby compensating for variations in the adhesion force between the wheel and the left rail and the adhesion force between the wheel and the right rail in a plurality of wheels provided on the same vehicle, the same bogie, or the same axle. When the compensation unit adjusts the weight for each wheel, the target braking force determination unit determines the target braking force for each wheel from the brake command and the adjusted weight. When the compensation unit adjusts the target braking force, the target mechanical braking force determination unit determines the target mechanical braking force from the adjusted target braking force. When the compensation unit adjusts the target mechanical braking force, the control unit controls the mechanical braking device according to the adjusted target mechanical braking force. Brake control device.

2. When the compensation unit adjusts the weight of each wheel, the vehicle weight determined from the weight before adjustment can be considered to be equal to the vehicle weight determined from the weight after adjustment. When the compensation unit adjusts the target braking force, the target braking force of the vehicle, which is determined from the target braking force before adjustment, can be considered to be equal to the target braking force of the vehicle, which is determined from the adjusted target braking force. When the compensation unit adjusts the target mechanical braking force, the sum of the target mechanical braking forces of the mechanical braking devices mounted on the same vehicle, calculated from the target mechanical braking force before adjustment, can be considered to match the sum of the target mechanical braking forces of the mechanical braking devices mounted on the vehicle, calculated from the adjusted target mechanical braking force. The brake control device according to claim 1.

3. The compensation unit adjusts at least one of the weight, the target braking force, and the target mechanical braking force according to at least one of the difference in height and the difference in surface condition of the left and right rails at the running position of the railway vehicle. The brake control device according to claim 1 or 2.

4. The weight determination unit determines the weight for each wheel, The compensation unit increases the weight of the wheel in contact with the lower vertical rail and decreases the weight of the wheel in contact with the upper vertical rail, according to the difference in height between the left and right rails at the running position of the railway vehicle. The brake control device according to claim 3.

5. The target braking force determination unit determines the target braking force for each wheel, The compensation unit increases the target braking force of the wheel in contact with the vertically lower rail and decreases the target braking force of the wheel in contact with the vertically upper rail, in accordance with the difference in height between the left and right rails at the running position of the railway vehicle. The brake control device according to claim 3.

6. The compensation unit increases the target mechanical braking force of the mechanical braking device corresponding to the wheel in contact with the lower rail, and decreases the target mechanical braking force of the mechanical braking device corresponding to the wheel in contact with the higher rail, in accordance with the difference in height between the left and right rails at the running position of the railway vehicle. The brake control device according to claim 3.

7. The surface condition includes at least one of the following: the temperature of the rail, the degree of surface roughness of the rail, and the amount of foreign matter adhering to the rail. The brake control device according to claim 3.

8. The weight determination unit determines the weight for each wheel, The compensation unit increases the weight of the wheel in contact with the rail that has a higher coefficient of adhesion between the wheel and the rail, and decreases the weight of the wheel in contact with the rail that has a lower coefficient of adhesion, in accordance with the difference in surface condition. The brake control device according to claim 7.

9. The target braking force determination unit determines the target braking force for each wheel, The compensation unit increases the target braking force of the wheel in contact with the rail that has a higher coefficient of adhesion between the wheel and the rail, and decreases the target braking force of the wheel in contact with the rail that has a lower coefficient of adhesion, in accordance with the difference in surface conditions. The brake control device according to claim 7.

10. The compensation unit increases the target mechanical braking force of the mechanical brake device corresponding to the wheel in contact with the rail that has a higher coefficient of adhesion between the wheel and the rail, and decreases the target mechanical braking force of the mechanical brake device corresponding to the wheel in contact with the rail that has a lower coefficient of adhesion, in accordance with the difference in surface conditions. The brake control device according to claim 7.

11. A brake control device according to claim 1 or 2, A mechanical brake device is provided for each wheel of a railway vehicle, and is controlled by the brake control device to press a friction material against a rotating body that rotates when the railway vehicle is running, thereby generating braking force. A brake control system equipped with this feature.

12. A brake control method for controlling a mechanical brake device provided for each wheel of a railway vehicle, The weight of each unit is determined using the vehicle, bogie, axle attached to the bogie, or wheel attached to the axle as the unit of the aforementioned railway vehicle. The target braking force is determined from the brake command that instructs the aforementioned railway vehicle to decelerate or stop and the aforementioned weight. From the aforementioned target braking force, the target mechanical braking force, which is the target value of the braking force by the mechanical braking device, is determined. The mechanical brake device is controlled according to the target mechanical braking force. By adjusting at least one of the aforementioned weight, the target braking force, and the target mechanical braking force, variations in the adhesion between the wheel and the left rail and the adhesion between the wheel and the right rail are compensated for in multiple wheels provided on the same vehicle, the same bogie, or the same axle. When adjusting the weight for each wheel, the target braking force is determined from the brake command and the adjusted weight. When adjusting the target braking force, the target mechanical braking force is determined from the adjusted target braking force. When adjusting the target mechanical braking force, the mechanical braking device is controlled according to the adjusted target mechanical braking force. Brake control method.

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