Brake control device and brake control method

Abstract

Provided is a brake control device (4) that controls the use of, as brakes for a railway vehicle (100), a regenerative brake and a tread brake (6) that generates a braking force by pressing a brake shoe (12) against a wheel (13), the brake control device (4) comprising: an acquisition unit (41) that acquires position information of the railway vehicle (100); and a control unit (42) which, on the basis of position information (7A), skidding information indicating a skidding position at which the wheel (13) has the potential to skid on a railway track on which the railway vehicle (100) travels, and brake information indicating a braking position at which the railway vehicle (100) applies the brakes, changes a brake usage condition in which the regenerative brake is more preferentially used than the tread brake (6), and in a case in which a brake command (1A) is acquired when the brake usage condition is changed, causes the tread brake (6) to be used at a prescribed ratio with respect to the braking force required by the brake command (1A) to thereby roughen the tread surface of the wheel (13) with the brake shoe (12).

Description

Technical Field

[0001] The present disclosure relates to a brake control device and a brake control method mounted on a railway vehicle.

Background Art

[0002] Conventionally, railway vehicles generate multiple braking forces by multiple means and perform control for deceleration. Specifically, railway vehicles decelerate by the braking force combined with the regenerative braking force by a driving device and the frictional braking force such as a pneumatic brake. Railway vehicles are required to decelerate without delay when a brake command is generated. Patent Document 1 discloses a technique in which a pneumatic brake device mounted on a railway vehicle applies an initial pressure, which is an air pressure such that no actual torque occurs, to a brake pad when receiving a zero thrust command, and slightly contacts the brake pad with the wheel tread. The pneumatic brake device described in Patent Document 1 can generate a braking force by pressing the brake pad against the wheel tread without delay by slightly contacting the brake pad with the wheel tread.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] However, the air brake system described in Patent Document 1 has a problem in that, because the brake pads are in slight contact with the wheel tread while the railway vehicle is in motion, the wheel tread becomes mirror-like due to the brake pads. Therefore, when the air brake system is applied to a railway vehicle at high speed, adhesion cannot be maintained between the brake pads and the mirror-like wheel tread, and there is a possibility that the vehicle may slide on the rails. In particular, if the condition of the track on which the railway vehicle is running changes and slides become more likely, it leads to an extension of the braking distance.

[0005] This disclosure has been made in view of the above, and aims to provide a brake control device that can suppress the mirror-like surface of the wheels of a railway vehicle and suppress the extension of the braking distance in situations where the condition of the track on which the railway vehicle runs changes and skidding is likely to occur. [Means for solving the problem]

[0006] To solve the aforementioned problems and achieve the objective, this disclosure provides a brake control device for a railway vehicle that controls the use of tread brakes, which generate braking force by pressing brake shoes against the wheels, and regenerative brakes. The brake control device includes an acquisition unit that acquires position information of the railway vehicle, and based on the position information, slip information indicating slip positions on the track on which the railway vehicle is running where the wheels may slip, and brake information indicating the brake position where the railway vehicle applies the brakes, Before a train vehicle moves from a section where it is less likely to skid to a section where it is more likely to skid, Brake usage conditions where regenerative braking is prioritized over tread braking. From control by brake command to control that uses the tread brake in a specified proportion to the braking force required by the brake command, and roughens the wheel tread with the brake shoe. The system is characterized by comprising: a control unit that, when a brake command is received while the brake usage conditions have been changed, uses the tread brake at a specified ratio relative to the braking force required by the brake command to roughen the wheel tread with a brake shoe; and [Effects of the Invention]

[0007] The brake control device of this disclosure has the effect of suppressing the mirror-like surface of the wheels of a railway vehicle and suppressing the extension of the braking distance in situations where the condition of the track on which the railway vehicle is running changes and skidding is likely to occur. [Brief explanation of the drawing]

[0008] [Figure 1] This figure shows an example configuration of a brake control system equipped with a brake control device according to Embodiment 1. [Figure 2] This figure shows an example of the sliding position indicated by the sliding information and the brake position indicated by the brake information stored in the memory unit of the brake control device according to Embodiment 1. [Figure 3] A diagram showing the control contents of the brake control device according to Embodiment 1. [Figure 4] Flowchart showing the operation of the brake control device according to Embodiment 1 [Figure 5] This figure shows an example of a brake control system according to Embodiment 1 where the processing circuit is composed of a processor and memory. [Figure 6] This figure shows an example of a case where the processing circuit of the brake control system according to Embodiment 1 is configured with dedicated hardware. [Figure 7] Figure 1 shows an example of the ratio of regenerative braking and tread braking used in relation to the required braking force by the brake control device according to Embodiment 2. [Figure 8] Figure 2 shows an example of the ratio of regenerative braking and tread braking used in relation to the required braking force by the brake control device according to Embodiment 2. [Figure 9] Figure 3 shows an example of the ratio of regenerative braking and tread braking used in relation to the required braking force for the brake control device according to Embodiment 2. [Modes for carrying out the invention]

[0009] The brake control device and brake control method according to embodiments of the present disclosure will be described in detail below with reference to the drawings. In the following embodiments, an air brake that operates a tread brake using air pressure as the pressure medium will be described as an example, but the operating mechanism is not limited to this as long as it is a tread brake that presses a brake shoe against the wheel tread. The operating mechanism that presses the brake shoe against the wheel tread may not use a pressure medium and may be a tread brake powered by, for example, a motor or electric actuator.

[0010] Embodiment 1. Figure 1 shows an example configuration of a brake control system 30 equipped with a brake control device 4 according to Embodiment 1. The brake control system 30 is mounted on a railway vehicle 100 and is a system that can use regenerative braking controlled by a regenerative brake control unit 5 and tread brakes 6 as brakes for the railway vehicle 100. The brake control system 30 comprises a brake command unit 1, a load-sensitive device 2, a speed sensor 3, a brake control device 4, a regenerative brake control unit 5, tread brakes 6, a vehicle information management device 7, and wheels 13. In practice, the railway vehicle 100 is assumed to be equipped with multiple speed sensors 3, brake control devices 4, tread brakes 6, and wheels 13. Furthermore, if a train is composed of multiple railway vehicles 100, some components such as the brake command unit 1 may be mounted only on specific railway vehicles 100, such as the leading and trailing vehicles of the train.

[0011] The brake command unit 1 is installed in the driver's cab (not shown) of the railway vehicle 100, receives operations from the driver or other personnel, generates a brake command 1A according to the received operation, and outputs it to the brake control device 4.

[0012] The load-sensing device 2 uses an air spring pressure sensor (not shown) or the like to generate a load-sensing signal 2A indicating the pressure applied to the railway vehicle 100 by passengers, etc., and outputs it to the brake control device 4.

[0013] The speed sensor 3 is a sensor that generates a speed signal 3A indicating the speed of the railway vehicle 100 based on the rotational speed of the wheels 13 and outputs it to the brake control device 4. Although omitted in FIG. 1, the speed sensors 3 are installed on the bogies at the front and rear of the railway vehicle 100, and in the railway vehicle 100, it is possible to detect the speed from each wheel 13.

[0014] The regenerative brake control unit 5 calculates an actual regenerative braking force corresponding to the actual torque based on the regenerative pattern signal 4A acquired from the brake control device 4, and controls the regenerative brake by a driving device (not shown) or the like. The regenerative brake control unit 5 generates a regenerative feedback signal 5A indicating the actual regenerative braking force, which is the actual regenerative braking force, and outputs it to the brake control device 4.

[0015] The tread brake 6 generates a braking force by pressing the brake shoes 12 against the wheels 13 based on the pressure control signal 4B acquired from the brake control device 4. In addition to the brake shoes 12, the tread brake 6 includes components such as an electro-pneumatic conversion valve, a primary air tank, a relay valve, a pressure sensor, and a brake cylinder. However, since it has a general configuration, detailed descriptions of each component will be omitted. The tread brake 6 generates a tread feedback signal 6A such as the AC (Air Control) pressure, which is the air signal command pressure of the electro-pneumatic conversion valve, and the BC (Brake Cylinder) pressure, which is the brake cylinder pressure of the relay valve, and outputs it to the brake control device 4.

[0016] The vehicle information management device 7 manages the tractive effort and braking of the railway vehicle 100 in terms of formation units, manages various on-vehicle devices, etc. The vehicle information management device 7 is, for example, a TIMS (Train Information Management System). The vehicle information management device 7 outputs the position information 7A of the railway vehicle 100 obtained through normal management to the brake control device 4.

[0017] The brake control device 4 controls the use of the regenerative brake via the tread brake 6 that generates braking force by pressing the brake shoe 12 against the wheel 13 and the regenerative brake control unit 5 as the brakes of the railway vehicle 100. The brake control device 4 generates braking force by the regenerative brake by a driving device (not shown) via the regenerative brake control unit 5 in the railway vehicle 100. Further, the brake control device 4 controls the tread brake 6 in the railway vehicle 100 to generate braking force by pressing the brake shoe 12 against the wheel 13 in the tread brake 6. The control contents for the regenerative brake via the regenerative brake control unit 5 in the brake control device 4 are, for example, control for applying the regenerative brake, control for releasing the regenerative brake, and the like. The control contents for the tread brake 6 in the brake control device 4 are, for example, control for applying the tread brake 6, control for releasing the tread brake 6, and the like. The control for applying the regenerative brake and the tread brake 6 is control for decelerating the railway vehicle 100, so-called braking control. The control for releasing the regenerative brake and the tread brake 6 is control for enabling the speed of the railway vehicle 100 to be increased, so-called brake release control.

[0018] The detailed configuration and operation of the brake control device 4 will be described. As shown in FIG. 1, the brake control device 4 includes an acquisition unit 41, a control unit 42, and a storage unit 43.

[0019] The acquisition unit 41 acquires the brake command 1A from the brake command unit 1, the load signal 2A from the load device 2, the speed signal 3A from the speed sensor 3, and the position information 7A from the vehicle information management device 7. Further, the acquisition unit 41 acquires the regenerative feedback signal 5A from the regenerative brake control unit 5 and the tread feedback signal 6A from the tread brake 6. The acquisition unit 41 outputs the acquired commands, signals, information, etc. to the control unit 42. Note that the acquisition unit 41 may obtain the position information 7A of the railway vehicle 100 by integrating the travel distance of the railway vehicle 100 from a specified point that can be calculated using the speed signal 3A acquired from the speed sensor 3 instead of acquiring it from the vehicle information management device 7.

[0020] The memory unit 43 stores slip information indicating slip positions where the wheels 13 may slip on the track on which the railway vehicle 100 is running, and brake information indicating brake positions where the railway vehicle 100 applies its brakes. In the slip information, the slip position is, for example, the position where the section on which the railway vehicle 100 is running switches from underground to above ground. In the brake information, the brake position is, for example, information indicating the location of a station where the railway vehicle 100 will stop. The memory unit 43 may store the slip information and brake information in advance before the railway vehicle 100 is put into operation by an operation by a maintenance worker of the railway operator running the railway vehicle 100, or it may acquire and store the information from an external device such as a vehicle information management device 7.

[0021] Here, we will explain an example of a sliding position indicated by sliding information and a braking position indicated by braking information. Figure 2 is a diagram showing an example of a sliding position indicated by sliding information and a braking position indicated by braking information stored in the storage unit 43 of the brake control device 4 according to Embodiment 1. In Figure 2, the sliding position indicated by sliding information is the position where the section of travel for the railway vehicle 100 switches from underground to above ground. The braking position indicated by braking information is information indicating the location of the station where the railway vehicle 100 stops. When the railway vehicle 100 travels underground, it is not affected by weather conditions, specifically rain, so the possibility of it sliding due to the tracks getting wet from rain is low. On the other hand, when the railway vehicle 100 travels above ground, it is affected by weather conditions, specifically rain, so compared to when it travels underground, the condition of the tracks on which the railway vehicle 100 travels changes, and the possibility of it sliding due to the tracks getting wet from rain is higher. In particular, in the railway vehicle 100, if the brake control device 4 causes the brake shoe 12 to slightly contact the tread of the wheel 13 through proximity control of the brake shoe 12 and the wheel 13 during normal operation of the railway vehicle 100, the tread of the wheel 13 becomes mirror-like, making the railway vehicle 100 more prone to skidding. Proximity control of the brake shoe 12 and the wheel 13 is, for example, the control that applies initial pressure when using air brakes as described in the background art.

[0022] Therefore, based on the position information 7A, slip information, and brake information of the railway vehicle 100, the brake control device 4 implements mirror-finish countermeasures control on the wheels 13 before the railway vehicle 100 enters a section where it is likely to slip from a section where it is unlikely to slip, thereby eliminating the mirror-finishing of the wheel treads 13. This allows the brake control device 4 to run the railway vehicle 100 through the section where it is likely to slip after the wheel treads 13 have been made to an appropriate roughness. In the example shown in Figure 2, if station 51 is the last station where the railway vehicle 100 stops before it leaves the underground section and enters the above-ground section, and station 52 is the station where it stops one stop before station 51, the brake control device 4 implements mirror-finish countermeasures control in the range from when the railway vehicle 100 passes station 52 until when it passes station 51. Note that Figure 2 shows an example where the railway vehicle 100 stops at station 51 after departing station 52 and before entering the above-ground section, but the section in which the brake control device 4 performs mirror-finish countermeasures control is not limited to the section between stations. The brake control device 4 only needs to roughen the tread of the wheels 13 when the railway vehicle 100 enters a section where it is prone to skidding; in other words, it only needs to roughen the tread of the wheels 13 during the period from when the railway vehicle 100 departs from station 52 until it enters the ground-level running section. Therefore, the brake control device 4 can implement mirror-like surface countermeasures control even when station 51 does not exist.

[0023] The explanation above describes the case where the sliding position indicated in the sliding information is the position where the section of track for the railway vehicle 100 switches from underground to above ground, but it is not limited to this. The sliding position may also be the position where the section of track for the railway vehicle 100 switches from inside a tunnel to outside a tunnel, a position where there is a body of water within a specified range from the tracks on which the railway vehicle 100 is running, or a position where fallen leaves may accumulate on the tracks on which the railway vehicle 100 is running. A position where there is a body of water within a specified range from the tracks on which the railway vehicle 100 is running is, for example, a position where there is a sea, lake, river, etc., near the tracks. A position where fallen leaves may accumulate on the tracks on which the railway vehicle 100 is running is, for example, a position where there is a forest, etc., near the tracks. The sliding position indicated in the sliding information may also be a combination of these positional information.

[0024] The control unit 42 implements mirror-finish countermeasures control in the section where the mirror-finish countermeasures control shown in Figure 2 is implemented. Specifically, based on position information 7A, sliding information, and brake information, the control unit 42 sets the brake position closest to the sliding position before the sliding position as the first brake position, and the brake position closest to the first brake position before the first brake position as the second brake position. In the range from when the railway vehicle 100 passes the second brake position until it passes the first brake position, the control unit 42 changes the brake usage conditions of the regenerative brake and the tread brake 6, prioritizing the use of the regenerative brake over the tread brake 6. The brake usage conditions are those that, under normal circumstances when the brake usage conditions are not changed, control the system to primarily use the regenerative brake to bear the necessary braking force, that is, conditions that prioritize the use of the regenerative brake over the tread brake 6.

[0025] When the control unit 42 receives a brake command 1A from the brake command unit 1 when the brake usage conditions have been changed, it uses the tread brake 6 at a specified ratio relative to the required braking force specified in the brake command 1A to roughen the tread surface of the wheel 13 with the brake shoe 12. The specified ratio is the ratio of the tread brake 6 to the required braking force that ensures sufficient braking force from the tread brake 6 to press the brake shoe 12 against the wheel 13 to the extent that the tread surface of the wheel 13 can be roughened by the brake shoe 12, that is, to eliminate the mirror-like finish of the wheel 13. The control unit 42 roughens the tread surface of the wheel 13 with the brake shoe 12 and eliminates the mirror-like finish by using the tread brake 6 at a specified ratio relative to the required braking force specified in the brake command 1A.

[0026] In the example shown in Figure 2, the brake position is information indicating the location of the station where the railway vehicle 100 will stop. The first brake position is the station before the sliding position, which is station 51, the first station where the railway vehicle 100 will stop last. The second brake position is the station one stop before station 51, which is station 52, the second station where the railway vehicle 100 will stop. In this case, the control unit 42 changes the brake usage conditions from the time the railway vehicle 100 departs station 52 until it stops at station 51, and then releases the change in brake usage conditions after the railway vehicle 100 departs station 51.

[0027] Figure 3 will be used to explain when and to what extent regenerative braking and tread brakes 6 are used in the railway vehicle 100. Figure 3 is a diagram showing the control contents of the brake control device 4 according to Embodiment 1. In Figure 3, whether or not the brake usage conditions have been changed is indicated by the ON and OFF states of the brake usage condition change flag. When the brake usage condition change flag is ON, the brake usage conditions have been changed, and when the brake usage condition change flag is OFF, the brake usage conditions have not been changed. In Figure 3, the direction of travel of the railway vehicle 100 is from left to right in the diagram.

[0028] In the brake control device 4, when the control unit 42 receives a brake command 1A from the brake command unit 1, it calculates the required braking force using the load response signal 2A, the speed signal 3A, etc. In Figure 3, the required braking force is represented as the total braking force, where total braking force = regenerative braking force + tread braking force. When the railway vehicle 100 stops at station 52 or station 50, the control unit 42 controls the system so that the required braking force is mainly borne by regenerative braking, as the brake usage conditions have not changed and the system is in a normal state. The tread braking force due to the proximity control between the brake shoe 12 of the tread brake 6 and the wheel 13 shown in Figure 3 is a braking force that is not sufficient to roughen the tread of the wheel 13 by the brake shoe 12 of the tread brake 6, that is, it is not sufficient to eliminate the mirror-like finish of the wheel 13.

[0029] Meanwhile, the control unit 42 changes the brake usage conditions when the railway vehicle 100 departs from station 52. The timing of the control unit 42 changing the brake usage conditions is after the railway vehicle 100 departs from station 52, which is the station just before the underground station 51, the last station where it stops before leaving the underground section and entering the above-ground section. When the control unit 42 receives a brake command 1A while the brake usage conditions have been changed, it controls the system so that, in order to implement the mirror-finish countermeasure, regenerative braking is not used for the required braking force, and the entire required braking force is borne by the tread brakes 6. The control unit 42 does not apply unnecessary brakes to the railway vehicle 100 in order to implement the mirror-finish countermeasure.

[0030] The control unit 42 controls the application of brakes to the railway vehicle 100 when it stops at station 51. However, since the brake usage conditions are changed before the brakes are applied, there is no need to suddenly change the braking method at the moment the brakes are applied, and stable brake control can be performed. Furthermore, as shown in Figure 3, the control unit 42 also controls the application of brake usage conditions during the period when the railway vehicle 100 is traveling from station 52 to station 51. For example, even if the railway vehicle 100 is unexpectedly forced to brake suddenly while traveling from station 52 to station 51, the control unit 42 will control the application of brake force to the tread brake 6 rather than using regenerative braking to apply the required braking force, as would be the case when stopping at station 51.

[0031] Figure 4 is a flowchart showing the operation of the brake control device 4 according to Embodiment 1. In the brake control device 4, the control unit 42 determines whether or not it has received a brake command 1A from the brake command unit 1 via the acquisition unit 41 (step S101). If the control unit 42 has not received a brake command 1A from the brake command unit 1 (step S101: No), it waits until it receives a brake command 1A from the brake command unit 1 via the acquisition unit 41. If the control unit 42 has received a brake command 1A from the brake command unit 1 via the acquisition unit 41 (step S101: Yes), it calculates the required braking force (step S102).

[0032] If the brake usage condition change flag is OFF, i.e., the brake usage conditions have not been changed (step S103: Yes), the control unit 42 uses the minimum necessary braking force for the tread brake 6, such as proximity control between the brake shoe 12 and the wheel 13, taking into account the responsiveness of the regenerative brake, and calculates the ratio of the regenerative brake and the tread brake 6 so that the remainder of the required braking force is covered by the regenerative brake. The control unit 42 then controls the regenerative brake and the tread brake 6, primarily using the regenerative brake, according to the calculated ratio (step S104). If the brake usage conditions are not changed (step S105: No), the control unit 42 returns to step S101. If the brake usage conditions are changed (step S105: Yes), the control unit 42 turns on the brake usage condition change flag to change the brake usage conditions (step S106) and returns to step S101.

[0033] If the brake usage condition change flag is ON, i.e., the brake usage condition has been changed (step S103: No), the control unit 42 controls the tread brake 6 to bear the necessary braking force without using regenerative braking (step S107). If the control unit 42 does not cancel the change in brake usage condition (step S108: No), it returns to step S101. If the control unit 42 cancels the change in brake usage condition (step S108: Yes), it turns OFF the brake usage condition change flag to cancel the change in brake usage condition (step S109) and returns to step S101. In addition, as shown in the control at station 51 in Figure 3, the control unit 42 basically proceeds from step S107 to step S108: Yes and then performs the operation in step S109. However, the control unit 42 can also perform the operation of not canceling the change in brake usage conditions by setting step S108: No, considering the case where the time the brake was applied in step S107 was short and the tread surface of the wheel 13 could not be roughened and the mirror-like finish of the wheel 13 could not be eliminated, without turning off the brake usage condition change flag.

[0034] Next, the hardware configuration of the brake control system 30 will be described. In the brake control system 30, the components other than the brake control device 4 are implemented using equipment commonly installed in railway vehicles. The brake control device 4 is implemented by a processing circuit. The processing circuit may be a processor and memory that executes a program stored in memory, or it may be dedicated hardware.

[0035] Figure 5 shows an example in which the processing circuit 90 of the brake control system 30 according to Embodiment 1 is composed of a processor 91 and a memory 92. When the processing circuit 90 is composed of a processor 91 and a memory 92, each function of the processing circuit 90 of the brake control system 30 is realized by software, firmware, or a combination of software and firmware. The software or firmware is written as a program and stored in the memory 92. In the processing circuit 90, each function is realized by the processor 91 reading and executing the program stored in the memory 92. In other words, the processing circuit 90 is equipped with a memory 92 for storing the program that will ultimately be executed as processing of the brake control system 30. Furthermore, these programs can be said to cause the computer to execute the procedures and methods of the brake control system 30.

[0036] The above program can also be described as a program that causes the brake control device 4 to execute the following steps in a brake control device 4 that controls the use of tread brakes 6, which generate braking force by pressing brake shoes 12 against the wheels 13, and regenerative brakes as brakes for a railway vehicle 100: an acquisition step in which an acquisition unit 41 acquires position information 7A of the railway vehicle 100; and a control unit 42, based on the position information 7A, slip information indicating slip positions on the track where the railway vehicle 100 is running where the wheels 13 may slip, and brake information indicating brake positions where the railway vehicle 100 applies the brakes, changes the brake usage conditions to prioritize the use of regenerative brakes over tread brakes 6; and, when a brake command 1A is acquired while the brake usage conditions have been changed, a control step in which the tread brakes 6 are used at a specified ratio relative to the braking force required by the brake command 1A to roughen the tread of the wheel 13 with the brake shoes 12.

[0037] Here, the processor 91 may be a CPU (Central Processing Unit), processing unit, arithmetic unit, microprocessor, microcomputer, or DSP (Digital Signal Processor), etc. The memory 92 may be, for example, a non-volatile or volatile semiconductor memory such as RAM (Random Access Memory), ROM (Read Only Memory), flash memory, EPROM (Erasable Programmable ROM), EEPROM (Registered Trademark) (Electrically EPROM), magnetic disk, flexible disk, optical disk, compact disk, minidisc, or DVD (Digital Versatile Disc).

[0038] Figure 6 shows an example of a case where the processing circuit 93 of the brake control system 30 according to Embodiment 1 is configured with dedicated hardware. When the processing circuit 93 is configured with dedicated hardware, the processing circuit 93 shown in Figure 6 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 function of the brake control system 30 may be implemented by the processing circuit 93 separately, or each function may be implemented together by the processing circuit 93.

[0039] Furthermore, some of the functions of the brake control system 30 may be implemented using dedicated hardware, while others may be implemented using software or firmware. In this way, the processing circuit can implement the above-mentioned functions using dedicated hardware, software, firmware, or a combination thereof.

[0040] As described above, according to this embodiment, in the brake control system 30, the control unit 42 of the brake control device 4 changes the brake usage conditions to prioritize the use of regenerative braking over tread brakes 6 based on the position information 7A of the railway vehicle 100, slip information indicating slip positions on the track on which the railway vehicle 100 is running where the wheels 13 may slip, and brake information indicating the brake position on which the railway vehicle 100 applies the brakes. When a brake command 1A is obtained when the brake usage conditions have been changed, the brake control device 4 uses tread brakes 6 at a specified ratio, in this case 100%, relative to the braking force required by brake command 1A, to roughen the tread of the wheel 13 with the brake shoe 12. As a result, the brake control device 4 can suppress the mirror-like surface of the wheels 13 of the railway vehicle 100 and suppress the extension of the braking distance in situations where the condition of the track on which the railway vehicle 100 is running changes and slip is likely to occur.

[0041] Embodiment 2. In Embodiment 1, when the brake usage conditions were changed, the brake control device 4 did not use regenerative braking and instead relied solely on the tread brake 6 to bear the necessary braking force. However, when the brake usage conditions are changed, the brake control device 4 only needs to be able to press the brake shoe 12 against the wheel 13 when actually applying the brakes to roughen the wheel 13, that is, to eliminate the mirror-like surface of the wheel 13. Therefore, it is possible to use regenerative braking even when the brake usage conditions are changed. Embodiment 2 will describe the operation of the brake control device 4 when the brake usage conditions are changed.

[0042] In Embodiment 2, the configuration of the railway vehicle 100 is the same as that of the railway vehicle 100 in Embodiment 1 shown in Figure 1.

[0043] Figure 7 is the first diagram showing an example of the ratio of regenerative braking and tread braking 6 used by the brake control device 4 according to Embodiment 2 for the required braking force. Figure 7 is a simplified version of Figure 3 and represents a state where the brake usage conditions have been changed. In the brake control device 4, when the brake usage conditions have been changed, the control unit 42 will use 100% of the tread braking 6 for the required braking force for the first specified period, as in Embodiment 1, without using regenerative braking. However, after a certain period of time has elapsed, the tread braking 6 may be used only to the extent of proximity control between the brake shoe 12 and the wheel 13, as in the case when the brake usage conditions have not been changed, and the required braking force may be borne by the regenerative braking. The control unit 42 can also use regenerative braking after a certain period of time has elapsed, since the objective of eliminating the mirror-like finish of the wheel 13 can be achieved if the brake shoe 12 can roughen the tread of the wheel 13 during the period of time shown in Figure 7.

[0044] Figure 8 is a second diagram showing an example of the ratio of regenerative braking and tread braking 6 used by the brake control device 4 according to Embodiment 2 relative to the required braking force. Figure 8 is a simplified version of Figure 3 and represents a state where the brake usage conditions have been changed. In the brake control device 4, when the brake usage conditions have been changed, the control unit 42 uses tread braking 6 at a specified ratio relative to the required braking force, and uses regenerative braking with a regenerative braking force equal to the total braking force minus the tread braking force. The control unit 42 can achieve the objective of eliminating the mirror-like finish of the wheel 13 if the brake shoe 12 can roughen the tread surface of the wheel 13 by using tread braking 6 at the ratio shown in Figure 8, so it is not necessary for the tread braking force to bear 100% of the required braking force.

[0045] Figure 9 is a third figure showing an example of the ratio of regenerative braking and tread braking 6 used by the brake control device 4 according to Embodiment 2 for the required braking force. Figure 9 is a simplified version of Figure 3 and represents a state where the brake usage conditions have been changed. In the brake control device 4, if the brake usage conditions have been changed, the control unit 42 may use the tread braking 6 and regenerative braking for the required braking force for the first predetermined period as shown in the example in Figure 8, and after the predetermined period has elapsed, use the tread braking 6 and regenerative braking in the same way as shown in Figure 7 after the predetermined period has elapsed. The control unit 42 can achieve the objective of eliminating the mirror-like finish of the wheel 13 if the brake shoe 12 can roughen the tread of the wheel 13 even if the tread braking force does not bear 100% of the required braking force for the first predetermined period, so it is also possible to implement the control as shown in Figure 9.

[0046] Thus, as shown in Figures 7 and 9, when the brake usage conditions are changed, the control unit 42 can change the ratio of the tread brake 6 used to the braking force required by the brake command 1A while the tread brake 6 is in use.

[0047] Regarding the operation of the brake control device 4 in Embodiment 2, the content of step S107 differs from that of the flowchart in Embodiment 1 shown in Figure 4. Specifically, step S107 corresponds to the content of Figure 7, 8, or 9 mentioned above. However, since the flow of operation itself is the same, the explanation using a flowchart will be omitted.

[0048] As described above, according to this embodiment, in the brake control system 30, the control unit 42 of the brake control device 4 changes the brake usage conditions to prioritize the use of regenerative braking over tread brakes 6 based on the position information 7A of the railway vehicle 100, slip information indicating slip positions on the track on which the railway vehicle 100 is running where the wheels 13 may slip, and brake information indicating the brake position on which the railway vehicle 100 applies the brakes. When a brake command 1A is obtained when the brake usage conditions have been changed, the brake control device 4 uses tread brakes 6 at a specified ratio relative to the braking force required by the brake command 1A to roughen the tread of the wheel 13 with the brake shoe 12. As a result, the brake control device 4 can suppress the mirror-like surface of the wheels 13 of the railway vehicle 100 and suppress the extension of the braking distance in situations where the condition of the track on which the railway vehicle 100 is running changes and slip is likely to occur.

[0049] The configurations shown in the above embodiments are examples only, and it is possible to combine them with other known technologies, combine different embodiments, and omit or modify parts of the configuration without departing from the gist of the invention. The various aspects of this disclosure are summarized below as an appendix. (Note 1) A brake control device for railway vehicles that controls the use of tread brakes, which generate braking force by pressing brake shoes against the wheels, and regenerative brakes, An acquisition unit that acquires location information of the aforementioned railway vehicle, Based on the position information, the sliding information indicating a sliding position on the track on which the railway vehicle is running where the wheel may slide, and the brake information indicating a braking position where the railway vehicle applies the brakes, the control unit changes the brake usage conditions to prioritize the use of the regenerative brake over the tread brake, and when a brake command is received while the brake usage conditions have been changed, the control unit roughens the wheel tread with the brake shoe by using the tread brake at a specified ratio relative to the braking force required by the brake command, A brake control device characterized by comprising the following: (Note 2) The control unit, based on the position information, the sliding information, and the brake information, sets the brake position closest to the sliding position before the sliding position as the first brake position, sets the brake position closest to the first brake position before the first brake position as the second brake position, and changes the brake usage conditions within the range from when the railway vehicle passes the second brake position until when it passes the first brake position. The brake control device according to Appendix 1, characterized in that it is a brake control device as described in Appendix 1. (Note 3) The aforementioned sliding position is a position where the section of track for the railway vehicle switches from underground to above ground, or where the section of track for the railway vehicle switches from inside a tunnel to outside a tunnel, or where there is a water source within a defined range from the track, or where fallen leaves may accumulate on the track. A brake control device according to Appendix 1 or 2, characterized by the above. (Note 4) When the brake usage conditions are changed, the control unit changes the ratio of the tread brake used to the braking force required by the brake command while the tread brake is being used. A brake control device according to any one of the appendices 1 to 3, characterized in that it is a brake control device. (Note 5) A brake control method for a brake control device that controls the use of tread brakes, which generate braking force by pressing brake shoes against the wheels, and regenerative brakes, as brakes for railway vehicles, The acquisition unit performs an acquisition step of acquiring the location information of the railway vehicle, The control unit modifies the brake usage conditions to prioritize the use of the regenerative brake over the tread brake, based on the position information, the sliding information indicating a sliding position on the track where the railway vehicle is traveling, and the brake information indicating a braking position where the railway vehicle applies the brakes, and when a brake command is received while the brake usage conditions have been modified, the control unit modifies the brake usage conditions to prioritize the use of the regenerative brake over the tread brake, by using the tread brake at a specified ratio relative to the braking force required by the brake command, and roughens the tread of the wheel with the brake shoe. A brake control method characterized by including the following: (Note 6) In the control step, the control unit, based on the position information, the sliding information, and the brake information, sets the brake position closest to the sliding position before the sliding position as the first brake position, sets the brake position closest to the first brake position before the first brake position as the second brake position, and changes the brake usage conditions within the range from when the railway vehicle passes the second brake position until when it passes the first brake position. The brake control method described in Appendix 5, characterized by the features described herein. (Note 7) The aforementioned sliding position is a position where the section of track for the railway vehicle switches from underground to above ground, or where the section of track for the railway vehicle switches from inside a tunnel to outside a tunnel, or where there is a water source within a defined range from the track, or where fallen leaves may accumulate on the track. The brake control method according to appendix 5 or 6, characterized by the features described herein. (Note 8) In the control step, when the brake usage conditions are changed, the control unit changes the ratio of the tread brake used to the braking force required by the brake command while the tread brake is being used. A brake control method according to any one of the appendices 5 to 7, characterized by the above. [Explanation of Symbols]

[0050] 1 Brake command unit, 1A Brake command, 2 Load-sensitive device, 2A Load-sensitive signal, 3 Speed ​​sensor, 3A Speed ​​signal, 4 Brake control device, 4A Regenerative pattern signal, 4B Pressure control signal, 5 Regenerative brake control unit, 5A Regenerative feedback signal, 6 Tread brake, 6A Tread feedback signal, 7 Vehicle information management device, 7A Position information, 12 Brake shoe, 13 Wheel, 30 Brake control system, 41 Acquisition unit, 42 Control unit, 43 Memory unit, 50-52 Station, 90, 93 Processing circuit, 91 Processor, 92 Memory, 100 Railway vehicle.

Claims

1. A brake control device for railway vehicles that controls the use of tread brakes, which generate braking force by pressing brake shoes against the wheels, and regenerative brakes, An acquisition unit that acquires location information of the aforementioned railway vehicle, Based on the position information, slip information indicating a slip position on the track on which the railway vehicle is running where the wheels may slip, and brake information indicating a brake position where the railway vehicle applies the brakes, the control unit changes the control from a brake usage condition that prioritizes the use of the regenerative brake over the tread brake before the railway vehicle enters a section where it is likely to slip from a section where it is unlikely to slip, to a control that uses the tread brake at a specified rate relative to the braking force required by the brake command and roughens the tread of the wheel with the brake shoe, and when the brake usage condition is changed and the brake command is received, the control unit uses the tread brake at a specified rate relative to the braking force required by the brake command and roughens the tread of the wheel with the brake shoe, A brake control device characterized by comprising the following:

2. The control unit, based on the position information, the sliding information, and the brake information, sets the brake position closest to the sliding position before the sliding position as the first brake position, sets the brake position closest to the first brake position before the first brake position as the second brake position, and changes the brake usage conditions within the range from when the railway vehicle passes the second brake position until when it passes the first brake position. The brake control device according to feature 1.

3. The aforementioned sliding position is a position where the section of track for the railway vehicle switches from underground to above ground, or where the section of track for the railway vehicle switches from inside a tunnel to outside a tunnel, or where there is a water source within a defined range from the track, or where fallen leaves may accumulate on the track. The brake control device according to claim 1 or 2.

4. When the brake usage conditions are changed, the control unit changes the ratio of the tread brake used to the braking force required by the brake command while the tread brake is being used. The brake control device according to claim 1 or 2.

5. A brake control method for a brake control device that controls the use of tread brakes, which generate braking force by pressing brake shoes against the wheels, and regenerative brakes as brakes for railway vehicles, The acquisition unit performs an acquisition step of acquiring the location information of the railway vehicle, The control unit, based on the position information, slip information indicating a slip position on the track on which the railway vehicle is traveling where the wheels may slip, and brake information indicating a brake position where the railway vehicle applies the brakes, changes the control from a brake usage condition that prioritizes the use of the regenerative brake over the tread brake before the railway vehicle enters a section where it is likely to slip from a section where it is unlikely to slip to a section where it is likely to slip, to a control that uses the tread brake at a predetermined rate relative to the braking force required by the brake command and roughens the tread of the wheel with the brake shoe, and when the brake usage condition is changed and the brake command is received, the control step of using the tread brake at a predetermined rate relative to the braking force required by the brake command and roughening the tread of the wheel with the brake shoe, A brake control method characterized by including the following:

6. In the control step, the control unit, based on the position information, the sliding information, and the brake information, sets the brake position closest to the sliding position before the sliding position as the first brake position, sets the brake position closest to the first brake position before the first brake position as the second brake position, and changes the brake usage conditions within the range from when the railway vehicle passes the second brake position until when it passes the first brake position. The brake control method according to feature 5.

7. The aforementioned sliding position is a position where the section of track for the railway vehicle switches from underground to above ground, or where the section of track for the railway vehicle switches from inside a tunnel to outside a tunnel, or where there is a water source within a defined range from the track, or where fallen leaves may accumulate on the track. The brake control method according to claim 5 or 6, characterized by the feature described above.

8. In the control step, when the brake usage conditions are changed, the control unit changes the ratio of the tread brake used to the braking force required by the brake command while the tread brake is being used. The brake control method according to claim 5 or 6, characterized by the feature described above.

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