Brake control device for railway vehicle

Abstract

This brake control device (1) for a railway vehicle controls a mechanical brake device that obtains a brake force by pressing a friction material against a rotating body that rotates when the railway vehicle travels, the brake control device comprising: an output target value calculation unit (12) that calculates a minute output target value, which is a target value of a minute pressing force of the friction material in response to a proximity control signal, which is a control signal to bring the friction material in proximity to the rotating body without generating a deceleration force in the railway vehicle; and a correction control unit (13) that receives input of the proximity control signal and, on the basis of a target deceleration, which is a deceleration set as a target for the railway vehicle, and an actual deceleration, which is the actual deceleration of the railway vehicle acquired by a deceleration acquisition means, makes a correction of reducing the minute output target value when the actual deceleration is higher than the target deceleration, and outputs the corrected minute output target value to the mechanical brake device.

Description

Brake control device for railway vehicles

[0001] The present disclosure relates to a brake control device for use in a railway vehicle.

[0002] Railway vehicles are equipped with braking systems that apply braking force by pressing friction material against a rotating body that rotates while the vehicle is running, such as a wheel or a braking member that rotates integrally with the wheel. In such braking systems, when braking force is not being generated by the friction material, a control method is known in which a constant, minute pressure is applied to the brake cylinder to bring the friction material closer to the rotating body. Examples of such control methods include snow-resistant braking control and initial loading control.

[0003] Snow-resistant brake control is a control that applies a preset minute pressure to the brake cylinder to bring the friction material closer to the rotating body in order to prevent ice and snow from getting between the friction material and the rotating body that rotates when the railway vehicle is running. Snow-resistant brake control prevents ice and snow from getting between the friction material and the rotating body, and can suppress a decrease in the friction force of the friction material and a decrease in braking force.

[0004] Pre-loading control is a control that aims to improve the responsiveness of mechanical brakes by applying a preset minute pressure to the brake cylinder during regenerative braking, bringing the friction material closer to the rotating body that rotates when the railway vehicle is running. This allows the mechanical brake to be applied immediately even if the regenerative brake cannot be used due to regeneration failure or other reasons.

[0005] For example, Patent Document 1 discloses a brake controller that controls a mechanical brake device so that a friction material is brought close to a wheel when an initial loading control command is received.

[0006] JP 2009-247170 A

[0007] However, in Patent Document 1, in the control of bringing the friction material close to the rotating body that rotates when the railway vehicle is running, depending on the usage state of the mechanical brake device, such as the brake cylinder or friction material, the friction material and the rotating body may come into contact, and a mechanical braking force, which is the braking force exerted by the mechanical brake device, may be generated on the railway vehicle.

[0008] The present disclosure has been made in consideration of the above, and aims to provide a brake control device for a railway vehicle that can suppress the generation of mechanical braking force in the railway vehicle.

[0009] The railway vehicle brake control device disclosed herein is a brake control device that controls a mechanical brake device that obtains braking force by pressing a friction material against a rotating body when the railway vehicle is traveling, and includes an output target value calculation unit that calculates a minute output target value, which is a target value for the minute pressing force of the friction material, in response to a proximity control signal that is a control signal that brings the friction material closer to the rotating body without generating a deceleration force on the railway vehicle, and a correction control unit that receives the proximity control signal and, based on the target deceleration that is the deceleration targeted by the railway vehicle and the actual deceleration that is the actual deceleration of the railway vehicle acquired by a deceleration acquisition means, makes a correction to lower the minute output target value if the actual deceleration is greater than the target deceleration, and outputs the corrected minute output target value to the mechanical brake device.

[0010] The railway vehicle brake control device of the present disclosure has the effect of being able to suppress the occurrence of mechanical braking force in the railway vehicle.

[0011] Fig. 1 is a diagram showing an example of the configuration of a railway vehicle brake control device according to embodiment 1. Fig. 2 is a diagram showing an example of a case where a processing circuit provided in a railway vehicle brake control device according to embodiment 1 is realized by a processor and a memory. Fig. 3 is a diagram showing an example of a case where a processing circuit provided in a railway vehicle brake control device according to embodiment 1 is configured by dedicated hardware. A flowchart showing the operation of a railway vehicle brake control device according to embodiment 1. A flowchart showing the operation of a railway vehicle brake control device according to embodiment 2.

[0012] A railway vehicle brake control device according to an embodiment of the present disclosure will be described in detail below with reference to the drawings. However, the present invention is not limited to this embodiment. In the description, the railway vehicle brake control device may be abbreviated as the brake control device and the railway vehicle may be abbreviated as the vehicle. In the embodiment of the present disclosure, the mechanical brake device will be described using a wheel tread brake that generates a mechanical braking force by pressing a friction material against a wheel using compressed air, but the present disclosure is not limited to this. Other means for generating braking force include a disc brake that generates a mechanical braking force by pressing a friction material against a braking member that rotates integrally with the wheel, and an electric brake that generates braking force by electrically operating a friction material rather than using compressed air.

[0013] First Embodiment. Figure 1 is a diagram showing an example configuration of a railway vehicle brake control device 1 according to a first embodiment of the present disclosure. The brake control device 1 is configured with a target braking force calculation unit 11, an output target value calculation unit 12, and a correction control unit 13. A vehicle equipped with the brake control device 1 is configured with a brake setter 51, an air spring pressure detection device 52, a mechanical brake device 54, and deceleration acquisition means 55. The mechanical brake device 54 includes a friction material 541 and a friction material control unit 542 that controls the movement of the friction material. Note that the brake setter 51, the air spring pressure detection device 52, the mechanical brake device 54, and the deceleration acquisition means 55 do not need to be provided in the same vehicle as the brake control device 1, and may be provided anywhere in the train.

[0014] The brake control device 1 calculates a target brake force BF for decelerating the vehicle based on a brake command acquired from a brake setter 51 and an AS pressure, which is the pressure value of the air inside the air spring supporting the vehicle body and acquired from an air spring pressure detection device 52. In order to generate the target brake force BF on the vehicle, the brake control device 1 calculates an output target value BC, which is a target value of the force pressing the friction material 541 of the mechanical brake device 54 against the wheel, and outputs the calculated output target value BC to the mechanical brake device 54. Furthermore, when an approach control signal, which is a control signal for bringing the friction material 541 closer to the wheel, is input, the brake control device 1 calculates a minute output target value BCm, which is a target value of the minute pressing force pressing the friction material 541 against the wheel, and outputs the calculated minute output target value BCm to the mechanical brake device 54. The mechanical brake device 54 controls and operates the friction material 541 in accordance with the output target value BC or the minute output target value BCm calculated by the brake control device 1.

[0015] When a proximity control signal is input, the brake control device 1 of embodiment 1 acquires the actual deceleration, which is the actual vehicle deceleration acquired by the deceleration acquisition means 55, and the target deceleration indicated by the brake command, and performs a correction to lower the micro output target value BCm if the actual deceleration is greater than the target deceleration.

[0016] The brake setter 51 is provided in the driver's cab and is operated by the driver to output a target deceleration α, which is a target value for the deceleration of the vehicle, as a brake command to the brake control device 1. The brake command indicates one of a plurality of target decelerations determined in accordance with the operation of the brake setter 51.

[0017] The air spring pressure detection device 52 outputs to the brake control device 1 an AS pressure, which is the pressure value of the air inside an air spring that is provided on, for example, a bogie and supports the car body.

[0018] The target braking force calculation unit 11 acquires the target deceleration α, which is a brake command output from the brake setter 51, and the AS pressure output from the air spring pressure detection device 52. Then, the target braking force calculation unit 11 calculates a target braking force BF for decelerating the vehicle based on the target deceleration α and the AS pressure, and outputs the calculated target braking force BF to the output target value calculation unit 12.

[0019] The output target value calculation unit 12 calculates an output target value BC, which is a target value of the pressing force of the friction material 541 of the mechanical brake device 54, based on the target braking force BF calculated by the target braking force calculation unit 11. Furthermore, when a proximity control signal, which is a control signal for moving the friction material 541 closer to the wheel, is input from a proximity control setting unit (not shown), the output target value calculation unit 12 calculates, as the output target value, a minute output target value BCm, which is a target value of the minute pressing force of the friction material 541 that is preset to cause the friction material 541 to move slightly. For example, in the first embodiment, the output target value BC or the minute output target value BCm is a target brake cylinder pressure, which is a target value of the pressure of air supplied to the brake cylinder. The output target value calculation unit 12 then outputs the calculated output target value BC or the minute output target value BCm to the correction control unit 13.

[0020] When a brake command is issued to generate a mechanical brake force on the vehicle to brake the vehicle, the brake control device 1 operates the mechanical brake device 54 based on the output target value BC calculated in accordance with the target brake force BF. However, in the description of the operation in this disclosure, to make the invention easier to understand, the description of the calculation of the output target value BC will be omitted, and the operation of correcting the minute output target value BCm will be described. The output target value calculation unit 12 calculates the minute output target value BCm in accordance with the proximity control signal, and outputs the minute output target value BCm to the correction control unit 13.

[0021] The proximity control signal is output from the proximity control setting unit and is a control signal that controls the friction material 541 of the mechanical brake device 54 to approach the vehicle wheels without generating a deceleration force. For example, it is a control signal such as a snow-resistant brake control command or an initial loading control command. Note that proximity as used in this disclosure is defined to not include contact. The proximity control setting unit may be, for example, a command line such as a switch or molded case circuit breaker, a train information management device, a regenerative brake control unit, or a power conversion device control unit, and may be located anywhere within the vehicle.

[0022] The deceleration acquisition means 55 is a means for acquiring the actual deceleration β, which is the actual deceleration of the vehicle, and is, for example, an acceleration sensor attached to the brake control device 1. The deceleration acquisition means 55 may be a speed sensor other than an acceleration sensor. The actual vehicle speed V may be acquired multiple times using the speed sensor, and the actual deceleration β may be calculated by dividing the speed change ΔV by time Δt. The deceleration acquisition means 55 may be attached to the brake control device 1 or to the shaft of a rotating body that rotates when the vehicle is traveling, or may be attached to either the brake control device 1 or the train.

[0023] The correction control unit 13 includes a determination unit 132 and a correction unit 133 .

[0024] The determination unit 132 determines whether or not a proximity control signal has been input from a proximity control setting unit (not shown). If a proximity control signal has been input, the determination unit 132 acquires a target deceleration α, which is a target value for the vehicle deceleration, from the brake setter 51 and an actual deceleration β, which is the actual vehicle deceleration, from the deceleration acquisition means 55, and determines whether or not correction is required for the minute output target value BCm calculated by the output target value calculation unit 12, and outputs the determination result to the correction unit 133. If there is no brake command from the brake setter 51, for example, when the vehicle is coasting, the determination unit 132 acquires the deceleration caused by the route on which the vehicle is traveling when it is being driven as the target deceleration α, which is the target value for the vehicle deceleration.

[0025] The correction unit 133 acquires the minute output target value BCm calculated by the output target value calculation unit 12 and the determination result of the determination unit 132. If the determination result of the determination unit 132 determines that correction is necessary, the correction unit 133 corrects the minute output target value BCm based on the determination result of the determination unit 132, and outputs the corrected minute output target value BCm to the mechanical brake device 54. The correction amount of the minute output target value BCm may be a preset value, or may be calculated based on the difference between the target deceleration α and the actual deceleration β. Furthermore, if the determination result of the determination unit 132 determines that correction is not necessary, the correction unit 133 outputs the minute output target value BCm to the mechanical brake device 54 without performing correction.

[0026] The mechanical brake device 54 includes a friction material 541 and a friction material control unit 542. The mechanical brake device 54 controls the friction material 541 in accordance with the minute output target value BCm or the output target value BC output from the correction control unit 13 of the brake control device 1, and adjusts the gap between the friction material 541 and the wheel or the pressing force that the friction material 541 applies to the wheel. The mechanical brake device 54 applies a mechanical braking force to the wheel by causing the friction material 541 to act on the wheel. The mechanical brake device 54 is a brake that mechanically brakes the wheel by controlling and operating the friction material 541 using air pressure, hydraulic pressure, electricity, or the like in accordance with the minute output target value BCm, and is, for example, a wheel tread brake, a disc brake, or an electric brake.

[0027] The friction material control unit 542 controls the movement of the friction material 541 in accordance with the minute output target value BCm output from the correction control unit 13 of the brake control device 1 .

[0028] For example, in the case of a brake using compressed air, the friction material control unit 542 controls control valves such as an electro-pneumatic converter valve and a relay valve (not shown) in accordance with the target brake cylinder pressure, which is the target minute output value BCm, to output compressed air obtained by compressing air in an air reservoir (not shown).The friction material control unit 542 then operates an operating member such as a brake cylinder depending on the magnitude of the compressed air, and operates the friction material 541 in conjunction with the operating member.

[0029] In the case of an electric brake, for example, the friction material control unit 542 outputs power by controlling an electric motor (not shown) in accordance with the minute output target value BCm. Then, the friction material control unit 542 operates an acting member such as a linear motion conversion mechanism that converts the power into linear motion via a speed reducer or the like, and operates the friction material 541 in conjunction with the acting member.

[0030] The friction material 541 is controlled by the friction material control unit 542 and applies a braking force, i.e., a braking force, to the wheel by being pressed against the wheel. The friction material 541 is, for example, a brake shoe that presses against the wheel tread, or a brake pad that presses against a braking member that rotates integrally with the wheel.

[0031] FIG. 2 is a diagram illustrating an example of the configuration of a processing circuit 90 included in the railway vehicle brake control device 1 according to the first embodiment, when the processing circuit is realized by a processor 91 and a memory 92. The processing circuit 90 illustrated in FIG. 2 is a control circuit and includes a processor 91 and a memory 92. When the processing circuit 90 is configured with the processor 91 and the memory 92, each function of the processing circuit 90 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. The processor 91 reads and executes the program stored in the memory 92 to realize each function of the processing circuit 90. That is, the processing circuit 90 includes the memory 92 for storing a program that results in the processing of the brake control device 1 being executed. This program can also be said to be a program that causes the brake control device 1 to execute each function realized by the processing circuit 90. This program may be provided by a storage medium on which the program is stored, or by other means such as a communication medium.

[0032] Here, the processor 91 is, for example, a CPU (Central Processing Unit), a processing device, an arithmetic unit, a microprocessor, a microcomputer, or a DSP (Digital Signal Processor).The memory 92 is, for example, a non-volatile or volatile semiconductor memory such as a RAM (Random Access Memory), a ROM (Read Only Memory), a flash memory, an EPROM (Erasable Programmable ROM), or an EEPROM (Electrically EPROM), a magnetic disk, a flexible disk, an optical disk, a compact disk, a minidisk, or a DVD (Digital Versatile Disc).

[0033] FIG. 3 is a diagram illustrating an example of a case where the processing circuit 93 included in the railway vehicle brake control device 1 according to the first embodiment is configured with dedicated hardware. The processing circuit 93 illustrated in FIG. 3 corresponds to, 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. The processing circuit 93 may be partially implemented with dedicated hardware and partially implemented with software or firmware. In this way, the processing circuit 93 can realize each function by dedicated hardware, software, firmware, or a combination thereof.

[0034] Next, a description will be given using a flowchart of the operation of the railway vehicle brake control device 1. Fig. 4 is a flowchart showing the operation of the correction control unit 13 of the railway vehicle brake control device 1 according to the first embodiment.

[0035] To start correction control, the determination unit 132 of the correction control unit 13 first determines whether a proximity control signal has been input (step S11). If the proximity control signal has been input (step S11: Yes), the determination unit 132 outputs a minute output target value BCm corresponding to the proximity control signal to the mechanical brake device 54 (step S12). As a result, the friction material control unit 542 of the mechanical brake device 54 controls the friction material 541 according to the minute output target value BCm, and the friction material 541 moves in a direction toward the wheel, bringing the friction material 541 and the wheel into proximity. If the determination unit 132 has not received a proximity control signal (step S11: No), the determination unit 132 does not correct the minute output target value BCm and outputs the output target value BC calculated by the output target value calculation unit 12.

[0036] The determination unit 132 of the correction control unit 13 obtains the target deceleration α, which indicates a target value for the vehicle deceleration, from the brake setter 51, and the actual deceleration β, which is the actual vehicle deceleration, from the deceleration obtaining means 55 (step S13), and determines whether or not correction is required for the minute output target value BCm based on the target deceleration α and the actual deceleration β (step S14). If the actual deceleration β is greater than the target deceleration α, the determination unit 132 determines that a mechanical braking force is being generated even though the vehicle is not in a state where a mechanical braking force is being generated by the brake command, and determines that a correction is required to lower the minute output target value BCm so as to move the friction material 541 in a direction away from the wheel (step S14: Yes). In addition, when the target deceleration α is not output from the brake setter 51, that is, when there is no brake command (for example, when coasting), the target deceleration α is set to the deceleration caused by the route on which the vehicle is traveling when driving, and if the actual deceleration β is greater than the deceleration caused by the route on which the vehicle is traveling when driving, it can be determined that a mechanical braking force is being generated, and it can be determined that a correction is necessary to lower the micro-output target value BCm so as to move the friction material 541 in a direction away from the wheels.

[0037] Then, based on the determination result of the determination unit 132, the correction unit 133 performs correction to lower the minute output target value BCm so as to move the friction material 541 in a direction away from the wheel, and outputs the corrected minute output target value BCm to the mechanical brake device 54 (step S15). As a result, the friction material control unit 542 of the mechanical brake device 54 controls the friction material 541 in accordance with the corrected minute output target value BCm output from the correction unit 133, and the friction material 541 moves in a direction away from the wheel.

[0038] The determination unit 132 of the correction control unit 13 again acquires the target deceleration α and the actual deceleration β (step S13) and determines whether or not correction of the minute output target value BCm is necessary based on the target deceleration α and the actual deceleration β (step S14). Steps S13 to S15 are repeatedly executed until the actual deceleration β becomes equal to or less than the target deceleration α. ​​If the actual deceleration β is equal to or less than the target deceleration α, the determination unit 132 determines that no mechanical braking force is being generated by the mechanical brake device 54 and determines that correction of the minute output target value BCm is unnecessary (step S14: No). Then, based on the determination result of the determination unit 132, the correction unit 133 of the correction control unit 13 does not correct the minute output target value BCm and outputs the minute output target value BCm to the mechanical brake device 54.

[0039] As described above, according to this embodiment, when a proximity control signal is input, the brake control device 1 performs a correction based on the target deceleration α and the actual deceleration β to lower the minute output target value BCm so as to move the friction material 541 away from the wheel if the actual deceleration β is greater than the target deceleration α. ​​This allows the brake control device 1 to suppress the generation of mechanical braking force on the railway vehicle during proximity control, which brings the friction material 541 closer to a rotating body that rotates while the vehicle is traveling. Furthermore, contact between the friction material 541 and the rotating body is suppressed, thereby suppressing wear of the friction material 541. In this disclosure, suppressing the generation of mechanical braking force on the railway vehicle refers to suppressing the mechanical braking force generated on the railway vehicle in situations where mechanical braking force should not be generated, regardless of whether a brake command is issued.

[0040] Embodiment 2. In Embodiment 1, only when the actual deceleration β is greater than the target deceleration α, i.e., only when a mechanical braking force is being generated despite the vehicle not being subjected to a mechanical braking force by a brake command, a correction is performed to lower the minute output target value BCm so as to move the friction material 541 away from the wheel. In proximity control that brings the friction material 541 of the mechanical brake device 54 closer to the wheel, it is preferable to make the distance between the friction material 541 and the wheel as small as possible, but if the actual deceleration β is equal to or less than the target deceleration α, it is possible that the friction material 541 is too far away from the wheel. Therefore, in Embodiment 2, taking into account the possibility that the friction material 541 of the mechanical brake device 54 is too far away from the wheel, a correction when the actual deceleration β is equal to or less than the target deceleration α will be described.

[0041] In the second embodiment, the configuration of the brake control device 1 and the railway vehicle equipped with the brake control device 1 is the same as that in the first embodiment. Description of the same content as in the first embodiment will be omitted as appropriate, and only the differences will be described.

[0042] In the second embodiment, the determination unit 132 of the correction control unit 13 has a target deceleration exceedance count N, which is the number of times it is determined that the actual deceleration β is greater than the target deceleration α. ​​For example, the initial value of the target deceleration exceedance count N is set to zero, and the value is incremented by 1 each time it is determined that the actual deceleration β is greater than the target deceleration α. ​​Note that the initial value and the value to be incremented are arbitrary and are not limited to these. The target deceleration exceedance count N may be substituted with a flag or the like.

[0043] Figure 5 is a flowchart showing the operation of the correction control unit 13 of the railway vehicle brake control device 1 according to embodiment 2. Of the steps shown in Figure 5, the same operations as those shown in Figure 4 are denoted by the same reference numerals. Note that the operations up to steps S11 and S12 are the same as those in embodiment 1, and therefore will not be described here.

[0044] The determination unit 132 of the correction control unit 13 outputs the minute output target value BCm to the mechanical brake device 54, and then initializes the target deceleration exceedance count N to an initial value (step S21).The determination unit 132 then obtains the target deceleration α, which is a target value for the vehicle deceleration, from the brake setter 51 and the actual deceleration β, which is the actual vehicle deceleration, from the deceleration obtaining means 55 (step S13).

[0045] The determination unit 132 of the correction control unit 13 determines whether or not a correction is necessary for the minute output target value BCm based on the target deceleration α and the actual deceleration β (step S14). If the actual deceleration β is greater than the target deceleration α, the determination unit 132 determines that a mechanical braking force is being generated even though the vehicle is not in a state where a mechanical braking force is being generated by the brake command, and determines that a correction is necessary to lower the minute output target value BCm so as to move the friction material 541 away from the wheels (step S14: Yes). In this case, the correction unit 133 of the correction control unit 13 adds 1 to the number of times N of exceeding the target deceleration (step S22). Based on the determination result of the determination unit 132, the correction unit 133 corrects the minute output target value BCm so as to move the friction material 541 away from the wheels, and outputs the corrected minute output target value BCm to the mechanical brake device 54 (step S15). As a result, the friction material control unit 542 of the mechanical brake device 54 controls the friction material 541 in accordance with the corrected micro-output target value BCm output from the correction unit 133, and the friction material 541 moves in a direction away from the wheel.

[0046] The determination unit 132 again acquires the target deceleration α and the actual deceleration β (step S13), and determines whether or not correction of the minute output target value BCm is necessary based on the target deceleration α and the actual deceleration β (step S14). When the target deceleration α is not output from the brake setter 51, that is, when there is no brake command (for example, during coasting), the target deceleration α may be set to the deceleration caused by the route on which the vehicle is traveling when the vehicle is being driven, and when the actual deceleration β is greater than the deceleration caused by the route on which the vehicle is traveling when the vehicle is being driven, it may be determined that a mechanical braking force is being generated, and it may be determined that correction is necessary to lower the minute output target value BCm so as to move the friction material 541 in a direction away from the wheels.

[0047] If the actual deceleration β is equal to or less than the target deceleration α (step S14: No), the determination unit 132 of the correction control unit 13 determines whether the target deceleration exceedance count N is an initial value (step S23). If the target deceleration exceedance count N is the initial value, the actual deceleration β has never exceeded the target deceleration α, and no correction has been made. This means that the friction material and the wheel may be too far apart, and the correction unit 132 determines that a correction is necessary to increase the micro-output target value BCm so as to move the friction material 541 closer to the wheel (step S23: Yes). Based on the determination result of the determination unit 132, the correction unit 133 of the correction control unit 13 corrects the micro-output target value BCm to increase so as to move the friction material 541 closer to the wheel, and outputs the corrected micro-output target value BCm to the mechanical brake device 54 (step S24). As a result, the friction material control unit 542 of the mechanical brake device 54 controls the friction material 541 in accordance with the corrected minute output target value BCm output from the correction unit 133, and the friction material 541 moves in a direction approaching the wheel. Then, the determination unit 132 again obtains the target deceleration α and the actual deceleration β (step S12), and determines whether or not correction of the minute output target value BCm is necessary based on the target deceleration α and the actual deceleration β (step S14).

[0048] If the actual deceleration β is equal to or less than the target deceleration α (step S14: No) and the number of times N that the target deceleration has been exceeded is not the initial value, the determination unit 132 of the correction control unit 13 determines that the actual deceleration β has exceeded the target deceleration α once, that correction has been performed, and that the distance between the friction material and the wheel has been adjusted to an appropriate value, and therefore determines that correction of the minute output target value BCm is unnecessary (step S23: No). Based on the determination result of the determination unit 132, the correction unit 133 of the correction control unit 13 does not correct the minute output target value BCm, and outputs the minute output target value BCm to the mechanical brake device 54.

[0049] In correcting the minute output target value BCm, a correction to lower the minute output target value BCm is defined as correcting the minute output target value BCm so that the friction material 541 moves in a direction away from the wheel, and a correction to raise the minute output target value BCm is defined as correcting the minute output target value BCm so that the friction material 541 moves in a direction toward the wheel. The correction to lower or raise the minute output target value BCm in corrector 133 may be performed by subtracting or adding a preset correction amount from or to the minute output target value BCm, or may be performed by using a correction amount based on the difference between the target deceleration α and the actual deceleration β.

[0050] In this embodiment, the target deceleration exceedance count N is initialized only once, but it may be initialized multiple times. The target deceleration exceedance count N may be initialized multiple times while the correction control unit 13 is receiving the proximity control signal, or may be initialized at any timing by the correction control unit 13 receiving an initialization signal transmitted by the driver operating the screen, etc.

[0051] As described above, according to this embodiment, when the proximity control signal is input, the brake control device 1 performs a correction based on the target deceleration α and the actual deceleration β to increase the minute output target value BCm so as to move the friction material 541 closer to the wheel if the actual deceleration β is equal to or less than the target deceleration α, and performs a correction to decrease the minute output target value BCm so as to bring the friction material 541 into contact with the wheel once and then move the friction material 541 away from the wheel again. This makes it possible for the brake control device 1 to prevent the friction material 541 from becoming too far away from the rotating body during proximity control to bring the friction material 541 closer to the rotating body that rotates during travel.

[0052] In the first or second embodiment of the present disclosure, the determination unit 132 of the correction control unit 13 determines whether a proximity control signal has been input to start the correction control. However, a correction control start condition, which is a start condition for control to correct the micro output target value BCm, may be added. For example, conditions for starting the correction control may be additionally set using screen operation information, which is operation information for buttons on a screen that can be operated by a driver or crew member, route information, which is information about the route on which the vehicle is traveling, operating information such as vehicle powering or braking, or environmental information such as temperature or weather. The route information may include position information or gradient information on the vehicle's traveling location. The operating information may include vehicle wheel slip and slide information. Each piece of information may be acquired from a train information management device installed on the vehicle, a train traffic management system installed on the ground, or directly from a sensor or the like.

[0053] In the first or second embodiment of the present disclosure, the determination unit 132 of the correction control unit 13 acquires screen operation information, route information, driving information, or environmental information in addition to the proximity control signal, and determines whether the correction control start condition is met based on this information. If this information meets the correction control start condition, the correction control unit 13 determines whether correction of the micropower target value BCm is necessary and performs the correction. By adding correction control start conditions based on screen operation information, route information, driving information, or environmental information in addition to whether the proximity control signal is input, the position or timing for determining whether correction of the micropower target value BCm is necessary can be set, and the need for correction of the micropower target value BCm can be more accurately determined. For example, the timing for starting correction control can be set by adding conditions such as being between the depot and the station, being on a flat route or location with no gradient, or screen operation by the driver. By setting the correction control start condition in this manner, the influence of factors other than the mechanical brake device 54 on the actual deceleration β can be reduced, and the need for correction of the micropower target value BCm can be more accurately determined.

[0054] Furthermore, in the first and second embodiments of the present disclosure, the brake control device 1 is described as an example of operating the mechanical brake device 54 that generates a mechanical brake force by pressing the friction material 541 against the wheels. However, for example, a regenerative brake system may be combined in which an electric motor for driving the vehicle's wheels is operated as a generator to generate an electric brake force, i.e., a regenerative brake force. In this case, when the target brake force BF calculated by the target brake force calculation unit 11 is obtained entirely by regenerative braking and a proximity control signal is input to the determination unit 132 of the correction control unit 13, the minute output target value BCm, which is a minute pressing force, is output from the output target value calculation unit 12. Therefore, when a regenerative brake system is combined, the correction control start condition for starting the correction control may be that the target brake force BF is obtained entirely by regenerative braking. In other words, even when the vehicle is decelerating due to regenerative braking force, the necessity for correction of the minute output target value BCm may be determined and the correction may be performed in a state in which mechanical braking force is not applied to the vehicle by a brake command. For example, information on regeneration expiration, which indicates that regenerative braking cannot be used, is acquired and correction control is initiated when regeneration expiration is not in effect, or information on the distribution of electric brake force and mechanical brake force relative to target brake force BF is acquired and correction control is initiated when there is no distribution to mechanical brake force. Regenerative expiration information and information on the distribution of electric brake force and mechanical brake force relative to target brake force BF can be included in the driving information. By setting the condition for starting correction control of the minute output target value BCm as being that the target brake force BF is obtained entirely by regenerative braking, the correction control of the minute output target value BCm of the present disclosure can be implemented even in a system in which a regenerative brake system is combined with the mechanical brake device 54.

[0055] In this disclosure, a state in which no mechanical braking force is generated in the vehicle refers to a state in which a brake command is not input to the brake control device 1, and a state in which a brake command is input to the brake control device 1 but the entire target braking force BF is borne by regenerative braking force, and no mechanical braking force from the mechanical braking device 54 is required.

[0056] The configurations shown in the above embodiments are examples of the content, and can be combined with other known technologies, or embodiments of the present disclosure can be combined with each other, and part of the configuration can be omitted or modified within the scope that does not deviate from the gist of the present disclosure.

[0057] REFERENCE SIGNS LIST 1 Brake control device, 11 Target brake force calculation unit, 12 Output target value calculation unit, 13 Correction control unit, 132 Determination unit, 133 Correction unit, 51 Brake setter, 52 Air spring pressure detection device, 54 Mechanical brake device, 541 Friction material, 542 Friction material control unit, 55 Deceleration acquisition means.

Claims

1. A brake control device that controls a mechanical brake device that obtains braking force by pressing a friction material against a rotating body that rotates when a railway vehicle is running, an output target value calculation unit that calculates a minute output target value, which is a target value of a minute pressing force of the friction material, in response to an approach control signal that is a control signal that brings the friction material closer to the rotating body without generating a deceleration force on the railway vehicle; a correction control unit that receives the proximity control signal, and that corrects the minute output target value to decrease when the actual deceleration is greater than the target deceleration based on a target deceleration that is a deceleration targeted by the railway vehicle and an actual deceleration that is an actual deceleration of the railway vehicle acquired by a deceleration acquisition unit, and outputs the corrected minute output target value to the mechanical brake device; A brake control device for a railway vehicle.

2. the correction control unit repeats the correction to lower the minute output target value until the actual deceleration becomes equal to or less than the target deceleration. The brake control device for a railway vehicle according to claim 1.

3. The correction control unit initializing a target deceleration exceedance count, which is the number of times the actual deceleration is determined to be greater than the target deceleration, and correcting the minute output target value by increasing it when the actual deceleration is equal to or less than the target deceleration and the target deceleration exceedance count is an initial value, and not correcting the minute output target value when the actual deceleration is equal to or less than the target deceleration and the target deceleration exceedance count is not an initial value; 3. The brake control device for a railway vehicle according to claim 1 or 2.

4. the deceleration acquisition means is an acceleration sensor; 3. The brake control device for a railway vehicle according to claim 1 or 2.

5. the deceleration acquisition means acquires a plurality of actual vehicle speeds using a speed sensor attached to the railway vehicle, and calculates the actual deceleration from the plurality of speeds.

3. The brake control device for a railway vehicle according to claim 1 or 2.

6. The proximity control signal is an initial loading control command or a snow braking control command.

3. The brake control device for a railway vehicle according to claim 1 or 2.

7. the correction control unit determines the start of control to correct the minute output target value based on any one of screen operation information, route information, driving information, and environmental information.

3. The brake control device for a railway vehicle according to claim 1 or 2.