Brake device for railway vehicle

Abstract

This brake device (2) for a railway vehicle obtains a brake force by pressing a friction material (63) against a rotating body that rotates when the railway vehicle travels, the brake device comprising: a control instruction acquisition unit (41) that acquires a proximity control instruction to bring the friction material in proximity to the rotating body without generating a deceleration force; a computation unit (42) that calculates a minute output target value, which is a target value of the force to press the friction material against the rotating body in response to the proximity control instruction acquired by the control instruction acquisition unit; a friction material control unit (65) that controls a movement of the friction material according to the minute output target value calculated by the computation unit; and a brake force sensor (64) that detects a brake force generated between the rotating body and the friction material, characterized in that the computation unit determines whether or not the brake force is being generated on the basis of detection information from the brake force sensor and, when the brake force is being generated, applies a correction to reduce the minute output target value.

Description

Railway vehicle brake equipment

[0001] The present disclosure relates to braking devices used in rail vehicles.

[0002] Railway vehicles are equipped with braking systems that apply braking force by pressing friction material against the wheels or braking members that rotate integrally with the wheels. 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 wheels. 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 wheel in order to prevent ice and snow from getting between the friction material and the wheel or the braking member that rotates integrally with the wheel. Snow-resistant brake control prevents ice and snow from getting between the friction material and the wheel, and can suppress a decrease in the friction force of the friction material and a decrease in braking force.

[0004] The initial loading control is a control that applies a preset minute pressure to the brake cylinder during regenerative braking to bring the friction material closer to the wheel or the braking member that rotates integrally with the wheel, with the aim of improving the responsiveness of the mechanical brake. This allows the mechanical brake to be applied immediately even when the regenerative brake cannot be used due to regeneration failure or other reasons.

[0005] Patent Document 1 discloses a braking device that generates braking torque by pressing brake shoes against a wheel or a braking member that rotates integrally with the wheel. In Patent Document 1, during normal braking, the drive of a hydraulic pump is controlled based on the brake load detected by a load cell, and the pressing force of the brake shoes is adjusted so that a braking force corresponding to each brake notch is output.

[0006] Japanese Patent Application Laid-Open No. 2001-153164

[0007] However, Patent Document 1 does not take into consideration brake control that brings the friction material close to the wheel or braking member without generating a deceleration force, such as snow-resistant brake control or initial loading control.When this brake control is implemented, depending on the usage state of the brake equipment, such as the brake cylinder and friction material, the friction material may come into contact with the wheel, causing a deceleration force to be generated in the railway vehicle.

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

[0009] The railway vehicle brake device disclosed herein is a railway vehicle brake device that obtains braking force by pressing a friction material against a rotating body that rotates when the railway vehicle is traveling, and is equipped with a control command acquisition unit that acquires a proximity control command to bring the friction material closer to the rotating body without generating a deceleration force, a calculation unit that calculates a minute output target value, which is a target value of the force that presses the friction material against the rotating body, in accordance with the proximity control command acquired by the control command acquisition unit, a friction material control unit that controls the movement of the friction material in accordance with the minute output target value calculated by the calculation unit, and a braking force sensor that detects the braking force generated between the rotating body and the friction material, and is characterized in that the calculation unit determines whether braking force is being generated based on detection information from the braking force sensor, and if braking force is being generated, makes a correction to lower the minute output target value.

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

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

[0012] A railway vehicle brake 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. Furthermore, in the description, the railway vehicle brake device may be abbreviated as "brake device." Furthermore, in the embodiment of the present disclosure, a wheel tread brake that generates braking force by pressing friction material against a wheel using compressed air will be described as an example of a means for generating braking force, but the present disclosure is not limited to this. Other means for generating braking force include a disc brake that generates braking force by pressing 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 by compressed air.

[0013] First Embodiment Fig. 1 is a diagram showing an example configuration of a railway vehicle 1 equipped with a railway vehicle brake device 2 according to a first embodiment of the present disclosure. The railway vehicle 1 includes a brake device 2 and wheels 3. The brake device 2 is configured with a brake control unit 4 and a mechanical brake unit 6. The brake device 2 applies a braking force to the railway vehicle 1 by pressing a friction material 63 included in the mechanical brake unit 6 against the wheels 3 of the railway vehicle 1. Furthermore, the wheels 3 generate a braking force, i.e., a braking force, as a result of the friction material 63 being pressed against them.

[0014] The brake control unit 4 includes a control command acquisition unit 41 and a calculation unit 42 .

[0015] The control command acquisition unit 41 acquires a proximity control command output from a control command unit (not shown). The control command unit may be, for example, a switch installed in the railway vehicle 1, a master controller installed in the driver's cab, a command line such as a molded-case circuit breaker, or a vehicle integrated management device. Note that these commands are not limited to those input from an external control command unit, but may also be signals obtained by processing within the brake control unit 4. The proximity control command is a command for controlling the friction material 63 to approach the wheels 3 without generating a deceleration force, such as a snow-resistant brake control command or an initial loading control command. Note that, in this disclosure, proximity is defined as a state that does not involve contact, or a state in which the friction material 63 and the wheels 3 are in slight contact to the extent that it can be ignored as a mechanical braking force. The control command acquisition unit 41 outputs the acquired proximity control command to the calculation unit 42.

[0016] The calculation unit 42 calculates a minute output target value, which is a target value of the force pressing the friction material 63 against the wheel 3, in response to the proximity control command output from the control command acquisition unit 41, and outputs the calculated value to the friction material control unit 65. For example, in this embodiment, the calculation unit 42 calculates a target brake cylinder pressure value as the minute output target value in response to the proximity control command, and outputs the calculated value to the friction material control unit 65. Note that the minute output target value may be a set value determined for each proximity control command. The calculation unit 42 also corrects the minute output target value based on the output from a braking force sensor 64, which will be described later.

[0017] The mechanical brake unit 6 includes a friction material control unit 65, which is composed of an output target value conversion unit 61 and an acting member 62, a friction material 63, and a braking force sensor 64. The mechanical brake unit 6 controls the friction material 63 in accordance with the minute output target value output from the calculation unit 42 of the brake control unit 4, and adjusts the distance d between the friction material 63 and the wheel 3 and the pressing force that the friction material 63 applies to the wheel 3. A braking force is applied to the wheel 3 by causing the friction material 63 to act on the wheel 3. The mechanical brake unit 6 is a brake that mechanically brakes the wheel by controlling and operating the friction material 63 using air pressure, hydraulic pressure, electricity, or the like in accordance with the minute output target value, and is, for example, a wheel tread brake, a disc brake, or an electric brake.

[0018] The friction material control unit 65 includes an output target value conversion unit 61 and an action member 62. The friction material control unit 65 controls the movement of the friction material 63 in accordance with the minute output target value output from the calculation unit 42 of the brake control unit 4.

[0019] The output target value conversion unit 61 operates the acting member 62 based on the output target value output from the calculation unit 42 of the brake control unit 4. The acting member 62 and the friction material 63 are configured to be interlocked, and the friction material 63 operates in response to the acting member 62.

[0020] For example, in the case of a brake that uses compressed air, the output target value conversion unit 61 of the friction material control unit 65 has control valves such as an electro-pneumatic conversion valve and a relay valve, not shown, as well as an air reservoir. The friction material control unit 65 outputs compressed air from the air reservoir by controlling the control valve in accordance with the target value of the brake cylinder pressure, which is the minute output target value output from the calculation unit 42. Then, an operating member 62 such as a brake cylinder is operated depending on the magnitude of the compressed air, and the friction material 63 is operated in accordance with the operation of the operating member 62.

[0021] Furthermore, for example, in the case of an electric brake, the output target value conversion unit 61 of the friction material control unit 65 has an electric motor (not shown) and an electric motor control unit that controls the electric motor. The friction material control unit 65 outputs power by controlling the electric motor in accordance with the target output value of the electric motor, which is the minute output target value output from the calculation unit 42. Then, the action member 62 that converts the power into linear motion via a reduction mechanism or the like operates, and the friction material 63 operates in accordance with the operation of the action member 62.

[0022] The friction material 63 is pressed against the wheel 3 by the acting member 62 of the friction material control unit 65, thereby applying a braking force, i.e., a braking force, to the wheel 3. The friction material 63 is, for example, a brake shoe that presses against the tread of the wheel 3, or a brake pad that presses against a braking member that rotates integrally with the wheel 3.

[0023] The braking force sensor 64 is a sensor that detects the braking force actually generated between the wheel 3 and the friction material 63, i.e., the actual braking force. The braking force sensor 64 is, for example, a load converter such as a load cell. The braking force sensor 64 is installed on the friction material 63, and outputs a detection signal from the braking force sensor 64 to the calculation unit 42 of the brake control unit 4. Note that, although the braking force sensor 64 is installed on the friction material 63 in this embodiment, it is not limited to this. The braking force sensor 64 may be attached to a component that constitutes the mechanical brake unit 6, such as the output target value conversion unit 61 or the acting member 62 of the friction material control unit 65, or may be attached to the wheel 3, an axle that moves in conjunction with the wheel 3, or a braking member that rotates integrally with the wheel 3.

[0024] FIG. 2 is a diagram illustrating an example of the configuration of a processing circuit 90 included in the railway vehicle brake device 2 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 device 2 being executed. This program can also be said to be a program that causes the brake device 2 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.

[0025] 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).

[0026] FIG. 3 is a diagram illustrating an example of a case where the processing circuit 93 included in the railway vehicle brake device 2 according to the first embodiment is configured with dedicated hardware. The processing circuit 93 illustrated in FIG. 4 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.

[0027] Next, a description will be given of the operation of the railway vehicle brake device 2 using a flowchart. Fig. 4 is a flowchart showing the operation of the calculation unit 42 of the railway vehicle brake device 2 according to the first embodiment.

[0028] The control command acquisition unit 41 of the brake control unit 4 acquires a proximity control command for moving the friction material 63 closer to the wheel 3 without generating a deceleration force, and outputs the acquired proximity control command to the calculation unit 42. The calculation unit 42 of the brake control unit 4 calculates a minute output target value in response to the proximity control command output from the control command acquisition unit 41 and outputs the calculated value to the friction material control unit 65 (step S11). The friction material control unit 65 controls the movement of the friction material 63 so that the friction material 63 moves closer to the wheel 3 in response to the minute output target value. The calculation unit 42 then acquires detection information detected by the braking force sensor 64 (step S12). The calculation unit 42 determines whether braking force is being generated based on the detection information detected by the braking force sensor 64 (step S13). If braking force is being generated (step S13: Yes), the calculation unit 42 corrects the minute output target value to decrease it, and outputs a control signal for the corrected minute output target value to the friction material control unit 65 (step S14). As a result, the friction material control unit 65 controls the movement of the friction material 63 in accordance with the corrected minute output target value, and the friction material 63 moves in a direction away from the wheel 3. The calculation unit 42 again acquires detection information detected by the braking force sensor 64 (step S12), and determines whether or not braking force is being generated based on the detection information detected by the braking force sensor 64 (step S13). If braking force is not being generated (step S13: No), the minute output target value is not corrected.

[0029] In correcting the micro-output target value, a correction to lower the micro-output target value is defined as correcting the micro-output target value so that the friction material 63 moves in a direction away from the wheel 3, and a correction to raise the micro-output target value is defined as correcting the micro-output target value so that the friction material 63 moves in a direction towards the wheel 3.

[0030] In addition, the correction to lower the micro output target value in the calculation unit 42 of the brake control unit 4 may be performed by subtracting a preset correction amount from the micro output target value, or by using a correction amount based on the detection information detected by the brake force sensor 64.

[0031] As described above, according to this embodiment, when the railway vehicle brake device 2 performs control to bring the friction material 63 closer to the wheel 3 without generating a deceleration force, the calculation unit 42 of the brake control unit 4 performs a correction to lower the minute output target value if braking force is being generated, based on detection information detected by the brake force sensor 64 that detects the braking force generated between the wheel 3 and the friction material 63. This makes it possible for the brake device 2 to prevent deceleration force from being generated in the railway vehicle 1 during control to bring the friction material 63 closer to the wheel 3, such as initial loading control or snow-resistant braking control.

[0032] Furthermore, the brake device 2 of the present disclosure reduces contact between the friction material 63 and the wheel 3, thereby reducing wear on the friction material 63. Furthermore, by reducing the occurrence of deceleration force in the railway vehicle 1, it is possible to contribute to energy conservation for the railway vehicle 1 as a whole.

[0033] Embodiment 2 In the first embodiment, the calculation unit 42 of the brake control unit 4 corrects the minute output target value when a braking force is generated between the wheel 3 and the friction material 63. In the second embodiment, the correction of the minute output target value when no braking force is generated between the wheel 3 and the friction material 63 will be described.

[0034] In the first embodiment, the calculation unit 42 of the brake control unit 4 did not correct the minute output target value when no braking force was generated between the wheel 3 and the friction material 63. In the control to bring the friction material 63 closer to the wheel 3, it is preferable to make the distance d between the wheel 3 and the friction material 63 as narrow as possible, but if the minute output target value is not corrected because no braking force is generated between the wheel 3 and the friction material 63, there is a possibility that the position of the friction material 63 is too far from the wheel 3. Therefore, in the second embodiment, when it is determined that no braking force is generated based on the detection information detected by the braking force sensor 64, a correction is made to increase the minute output target value.

[0035] In the second embodiment, the configuration of the railway vehicle 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.

[0036] In the second embodiment, the calculation unit 42 of the brake control unit 4 has a braking force generation count N, which is the number of times that it is determined that braking force is being generated based on the detection information detected by the braking force sensor 64. For example, the initial value of the braking force generation count N is set to zero, and the value is incremented by 1 each time it is determined that braking force is being generated. Note that the initial value and the value to be incremented are arbitrary and are not limited to these. The braking force generation count N may also be substituted with a flag or the like.

[0037] FIG. 5 is a flowchart showing the operation of the calculation unit 42 of the railway vehicle brake device 2 according to the second embodiment.

[0038] The control command acquisition unit 41 of the brake control unit 4 acquires a proximity control command for moving the friction material 63 closer to the wheel 3 without generating a deceleration force, and outputs the acquired proximity control command to the calculation unit 42. The calculation unit 42 of the brake control unit 4 calculates a minute output target value in accordance with the proximity control command output from the control command acquisition unit 41 and outputs the calculated value to the friction material control unit 65 (step S21). The friction material control unit 65 controls the movement of the friction material 63 so that the friction material 63 moves closer to the wheel 3 in accordance with the minute output target value. The calculation unit 42 then initializes the number of braking force generation times N to 0 (step S22). The calculation unit 42 acquires detection information detected by the braking force sensor 64 (step S23). The calculation unit 42 determines whether braking force is being generated based on the detection information detected by the braking force sensor 64 (step S24).

[0039] If braking force is being generated (step S24: Yes), the calculation unit 42 increments the braking force generation count N by 1 (step S25), corrects the minute output target value to decrease it, and outputs a control signal for the corrected minute output target value to the friction material control unit 65 (step S26). As a result, the friction material control unit 65 controls the movement of the friction material 63 in accordance with the corrected minute output target value, and the friction material 63 moves in a direction away from the wheel 3. The calculation unit 42 again acquires detection information detected by the braking force sensor 64 (step S23), and determines whether braking force is being generated based on the detection information detected by the braking force sensor 64 (step S24).

[0040] If no braking force is being generated (step S24: No), the calculation unit 42 determines whether the braking force generation count N is the initial value (step S27). If the correction count N for lowering the target brake cylinder pressure value is the initial value (step S27: Yes), the calculation unit 42 performs a correction to increase the minute output target value and outputs a control signal for the corrected minute output target value to the friction material control unit 65 (step S28). As a result, the friction material control unit 65 controls the movement of the friction material 63 in accordance with the corrected minute output target value, and the friction material 63 moves in a direction approaching the wheel 3. The calculation unit 42 again obtains detection information detected by the braking force sensor 64 (step S23) and determines whether braking force is being generated based on the detection information detected by the braking force sensor 64 (step S24).

[0041] If the calculation unit 42 determines that no braking force has been detected based on the detection information detected by the braking force sensor 64 (step S24: No) and the number of braking force occurrences N is not the initial value (step S27: No), the calculation unit 42 does not correct the minute output target value. The reason for not correcting the minute output target value is that actual braking force has been generated at least once, a correction to lower the minute output target value has been made, and the friction material 63 and the wheel 3 are in a close proximity state.

[0042] In addition, the correction to lower or raise the micro-output target value in the calculation unit 42 of the brake control unit 4 may be performed by subtracting or adding a preset correction amount from or to the micro-output target value, or by using a correction amount based on the detection information detected by the brake force sensor 64.

[0043] In the present embodiment, the braking force generation count N is initialized only once after the proximity control command output from the control command acquisition unit 41 is input to the calculation unit 42, but this is not limiting. While the proximity control command is being input to the calculation unit 42, the braking force generation count N may be initialized periodically, or may be initialized at any timing by the driver or the like.

[0044] As described above, according to this embodiment, when the railway vehicle brake device 2 controls the friction material 63 to approach the wheel 3 without generating a deceleration force, the calculation unit 42 of the brake control unit 4 performs a correction to lower the minute output target value when braking force is generated, and a correction to raise the minute output target value when braking force is not generated, based on detection information detected by the brake force sensor 64, which detects the braking force generated between the wheel 3 and the friction material 63. This enables the brake device 2 to suppress the generation of a deceleration force in the railway vehicle 1 during control to bring the friction material 63 closer to the wheel 3, such as initial loading control or snow-resistant braking control, and achieves the effect of minimizing the gap d between the wheel 3 and the friction material 63 even when no braking force is generated. By minimizing the gap d between the wheel 3 and the friction material 63, ice and snow can be prevented from getting between the friction material 63 and the wheel 3, suppressing a decrease in the friction force of the friction material 63 and a decrease in the mechanical braking force. Furthermore, the response of the mechanical brake can be accelerated, allowing the mechanical brake to be applied immediately.

[0045] Third Embodiment. Figure 6 is a diagram showing an example configuration of a railway vehicle 1A equipped with a railway vehicle brake device 2A according to a third embodiment. Of the components shown in Figure 6, components having the same or equivalent functions as those of the railway vehicle 1 shown in Figure 1 are given the same reference numerals. Furthermore, for convenience, when there are multiple components among the components shown in Figure 6 that have the same or equivalent functions as those of the railway vehicle 1 shown in Figure 1, they are given a lowercase English suffix. For example, since there are multiple mechanical brake units 6 shown in Figure 1 in Figure 6, they are referred to as mechanical brake units 6a and 6b. Descriptions of content that overlap with those of the first and second embodiments will be omitted as appropriate, and only differences will be described.

[0046] In the first and second embodiments, the case where one control signal for the minute output target value is output from the calculation unit 42 of the brake control unit 4 is described. In the third embodiment, the case where a plurality of control signals for the minute output target value are output from the calculation unit 42A of the brake control unit 4A is described. As an example, the case where the calculation unit 42A of the brake control unit 4A calculates the minute output target value for each of the mechanical brake units 6a and 6b is described.

[0047] The control command acquisition unit 41 of the brake control unit 4A acquires a proximity control command, which is a command for controlling the friction materials 63a, 63b to approach the wheels 3a, 3b without generating a deceleration force, and outputs the acquired proximity control command to the calculation unit 42A. The calculation unit 42A calculates micro-output target values ​​for the friction materials 63a, 63b of the mechanical brake units 6a, 6b in response to the proximity control command and outputs control signals for the micro-output target values ​​corresponding to the friction materials 63a, 63b of the mechanical brake units 6a, 6b. That is, the calculation unit 42A calculates the micro-output target values ​​for the friction material 63a and the friction material 63b in response to the proximity control command output from the control command acquisition unit 41, generates control signals for the calculated micro-output target values, and outputs them to the friction material control units 65a, 65b, respectively. These micro-output target values ​​may be set values ​​determined for each type of proximity control command, or may be different values ​​for the snow-resistant brake control command and the initial-load brake control command.

[0048] As in the first and second embodiments, the calculation unit 42A corrects each minute output target value based on the outputs from the braking force sensors 64a and 64b. That is, the calculation unit 42A corrects the minute output target value for the friction material 63a based on the braking force sensor 64a, and outputs a control signal for the corrected minute output target value for the friction material 63a to the friction material control unit 65a. The calculation unit 42A also corrects the minute output target value for the friction material 63b based on the braking force sensor 64b, and outputs a control signal for the corrected minute output target value for the friction material 63b to the friction material control unit 65b.

[0049] In the calculation unit 42A, the calculation and correction of the minute output target value for the friction material 63a and the minute output target value for the friction material 63b are performed while identifying each of them. For example, the calculation and correction of the minute output target value are performed while identifying each of them by adding identification information, which is information about the output destination or output source of each of the brake force sensors 64a, 64b and the friction materials 63a, 63b. The output of each minute output target value to the friction material control units 65a, 65b is also performed while identifying each of them. However, the identification method is not limited to this. In FIG. 6, the minute output target values ​​corresponding to each of the friction materials 63a, 63b are calculated and corrected by one calculation unit 42A. However, a plurality of calculation units 42A may be provided, and the calculation of the minute output target value corresponding to each of the friction materials 63a, 63b may be performed by each of the plurality of calculation units 42A.

[0050] The third embodiment differs from the first and second embodiments in that minute output target values ​​corresponding to the friction materials 63a and 63b are calculated and corrected, respectively, but the operation of the calculation unit 42A of the brake device 2A is also the same as that of the calculation unit 42 of the brake device 2 shown in Figures 4 and 5. Therefore, even when the brake device 2A according to the third embodiment is used, the same effects as those of the first or second embodiment can be obtained.

[0051] In the third embodiment, the friction materials 63a and 63b act on different wheels 3a and 3b, respectively. However, the friction materials 63a and 63b may act on the same wheel.

[0052] As described above, according to this embodiment, when the railway vehicle brake device 2A controls the friction materials 63a, 63b to approach the wheels 3a, 3b without generating a deceleration force, the calculation unit 42A of the brake control unit 4A determines whether or not a braking force is being generated based on detection information detected by the brake force sensors 64a, 64b, which detect the braking force generated between the wheels 3a, 3b and the friction materials 63a, 63b, and corrects the minute output target values ​​corresponding to the friction materials 63a, 63b. This makes it possible to prevent variations in the gap between the friction material 63a and the wheel 3a and the gap between the friction material 63b and the wheel 3b due to the condition of each component of the mechanical brake units 6a, 6b or the condition of the treads of the wheels 3a, 3b.

[0053] 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.

[0054] 1, 1A Railway vehicle, 2, 2A Brake device, 3, 3a, 3b Wheel, 4, 4A Brake control unit, 41 Control command acquisition unit, 42, 42A Calculation unit, 6, 6a, 6b Mechanical brake unit, 61 Output target value conversion unit, 62 Working member, 63, 63a, 63b Friction material, 64, 64a, 64b Brake force sensor, 65, 65a, 65b Friction material control unit.

Claims

1. A braking device for a railway vehicle that obtains braking force by pressing a friction material against a rotating body that rotates while the railway vehicle is running, a control command acquisition unit that acquires an approach control command for bringing the friction material closer to the rotating body without generating a deceleration force; a calculation unit that calculates a minute output target value, which is a target value of a force that presses the friction material against the rotating body, in accordance with the proximity control command acquired by the control command acquisition unit; a friction material control unit that controls the movement of the friction material in accordance with the minute output target value calculated by the calculation unit; a braking force sensor that detects a braking force generated between the rotating body and the friction material; Equipped with The calculation unit determines whether or not the braking force is being generated based on the detection information of the braking force sensor, and if the braking force is being generated, performs a correction to lower the minute output target value, and if the braking force is not being generated, performs a correction to raise the minute output target value. A braking device for a railway vehicle.

2. the calculation unit initializes a braking force generation count, which is the number of times that it is determined that the braking force has been generated; if it determines that the braking force has not been generated based on the detection information from the braking force sensor and the braking force generation count is an initial value, it performs a correction to increase the minute output target value; and if it determines that the braking force has not been generated based on the detection information from the braking force sensor and the braking force generation count is not an initial value, it does not perform a correction to the minute output target value.

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

3. A braking device for a railway vehicle that obtains braking force by pressing a friction material against a rotating body that rotates while the railway vehicle is running, a control command acquisition unit that acquires an approach control command for bringing the friction material closer to the rotating body without generating a deceleration force; a calculation unit that calculates a minute output target value, which is a target value of a force that presses the friction material against the rotating body, in accordance with the proximity control command acquired by the control command acquisition unit; a friction material control unit that controls the movement of the friction material in accordance with the minute output target value calculated by the calculation unit; a braking force sensor that detects a braking force generated between the rotating body and the friction material; Equipped with the calculation unit determines whether the braking force is being generated based on the detection information of the braking force sensor, and if the braking force is being generated, performs a correction to lower the minute output target value; the calculation unit initializes a braking force generation count, which is the number of times that it is determined that the braking force has been generated; if it determines that the braking force has not been generated based on the detection information from the braking force sensor and the braking force generation count is an initial value, it performs a correction to increase the minute output target value; and if it determines that the braking force has not been generated based on the detection information from the braking force sensor and the braking force generation count is not an initial value, it does not perform a correction to the minute output target value. A braking device for a railway vehicle.

4. a plurality of mechanical brake units each including the friction material, the friction material control unit, and the brake force sensor; The correction according to any one of claims 1 to 3 is performed on each of the mechanical brake units. A braking device for a railway vehicle.

5. The braking force sensor is installed on the friction material, the friction material control unit, or the rotating body.

4. A railway vehicle brake device according to claim 1.

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

4. A railway vehicle brake device according to claim 1.