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

Abstract

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

Description

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

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

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

[0003] Japanese Patent Application Publication No. 5-39019

[0004] When a railway vehicle travels in a place where there is a difference in height between the left and right rails or where there is a difference in the surface condition of the left and right rails, a difference in wheel load occurs between the left and right wheels, and the adhesion force between the left rail and the wheel and the adhesion force between the right rail and the wheel differs. For this reason, if a friction material is pressed evenly against each wheel of the same vehicle or bogie to generate mechanical braking force, the mechanical braking force may become greater than the adhesion force of one of the wheels, causing the wheel to skid.

[0005] The present disclosure has been made in consideration of the above circumstances, and aims to provide a brake control device, a brake control system, and a brake control method that are capable of suppressing skidding.

[0006] In order to achieve the above object, a brake control device according to the present disclosure is a brake control device that controls a mechanical brake device provided for each wheel of a railway vehicle, and includes a weight determination unit, a target brake force determination unit, a target mechanical brake force determination unit, a control unit, and a compensation unit. The weight determination unit calculates a weight for each unit, such as a vehicle provided on the railway vehicle, a bogie of the vehicle, an axle attached to the bogie, or a wheel attached to the axle. The target brake force determination unit calculates a target brake force, which is a target value of the brake force, from a brake command that instructs the railway vehicle to slow down or stop, and the weight. The target mechanical brake force determination unit calculates a target mechanical brake force, which is a target value of the brake force to be applied by the mechanical brake device, from the target brake force. The control unit controls the mechanical brake device in accordance with the target mechanical brake force. The compensation unit adjusts at least one of the weight, target brake force, and target mechanical brake force used in calculating the target brake force, to compensate for variations in adhesion force with the rail among multiple wheels provided on the same vehicle, the same bogie, or the same axle. When the compensation unit adjusts the weight for each wheel, the target braking force determination unit calculates a target braking force for each wheel from the brake command and the adjusted weight.When the compensation unit adjusts the target braking force, the target mechanical braking force determination unit calculates a target mechanical braking force from the adjusted target braking force.When the compensation unit adjusts the target mechanical braking force, the control unit controls the mechanical brake device according to the adjusted target mechanical braking force.

[0007] The brake control device according to the present disclosure compensates for variations in adhesion between a plurality of wheels mounted on the same vehicle, the same bogie, or the same axle and the rail by adjusting at least one of the weight, the target brake force, and the target mechanical brake force, thereby suppressing skidding of the railway vehicle caused by variations in adhesion between a plurality of wheels mounted on the same vehicle, the same bogie, or the same axle and the rail.

[0008] FIG. 1 is a front view of a vehicle equipped with a brake control device according to a first embodiment; FIG. 2 is a side view of a vehicle equipped with a brake control device according to the first embodiment; FIG. 3 is a top view of a bogie of a vehicle equipped with a brake control device according to the first embodiment; FIG. 4 is a front view of a vehicle equipped with a brake control device according to the first embodiment when the vehicle is positioned on an inclined surface; FIG. 5 is a block diagram of a brake control system according to the first embodiment;

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

[0010] (Embodiment 1) A brake control device according to embodiment 1 will be described using as an example a brake control device that is mounted on a railway vehicle that decelerates using at least one of electric brake force and mechanical brake force and controls a mechanical brake device provided on each wheel.

[0011] 1 and 2, a railway vehicle 60 is made up of any number of cars 61, and each car 61 includes a car body 62 and bogies 63, 64 that support the car body 62. As shown in Fig. 3, which is a view of the bogies 63, 64 from under the floor of the car body 62, the car 61 includes air springs 51, 52 provided on the bogie 63 and air springs 53, 54 provided on the bogie 64. In Fig. 3, the outline of the car body 62 is shown by a dotted line to clarify the positional relationship between the car body 62 and the air springs 51, 52, 53, 54.

[0012] 1 to 3, the X axis extends in the direction of travel of the railway vehicle 60, and the Y axis extends in the width direction of the car body 62. The Z axis is perpendicular to both the X axis and the Y axis. In FIGS. 1 to 3, the railway vehicle 60 is positioned on a horizontal plane. In other words, the Z axis in FIGS. 1 to 3 is parallel to a vertical axis AX extending in the vertical direction and indicated by a dashed line in FIG. 1.

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

[0014] The bogies 63, 64 are provided under the floor of the carbody 62 and are aligned in the direction of travel of the railway vehicle 60, i.e., the X-axis direction. The bogies 63, 64 have the same structure. The bogie 63 is provided with air springs 51, 52 aligned in the width direction of the carbody 62, i.e., the Y-axis direction. The bogie 64 is provided with air springs 53, 54 aligned in the Y-axis direction.

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

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

[0017] In curved sections of the running section of railway vehicle 60, the rails on the outside of the curve are laid at a higher position than the rails on the inside of the curve to enable stable running of railway vehicle 60. For this reason, in curved sections, railway vehicle 60 is positioned on an inclined surface, as shown in Figure 4. When railway vehicle 60 is positioned on an inclined surface, the wheel load of wheels 73b, 73d, 73f, and 73h abutting on rail 92 on the upper side in the vertical direction is smaller than the wheel load of wheels 73a, 73c, 73e, and 73g abutting on rail 91 on the lower side in the vertical direction.

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

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

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

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

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

[0023] The target braking force determination unit 12 acquires a braking command from, for example, an operation unit 42 provided in the driver's cab. The braking command includes at least one of a service braking command, an emergency braking command, a safety braking command, and a parking brake command.

[0024] The service brake is a brake used during normal braking of the railway vehicle 60. The service brake command indicates a target deceleration, which is a target value for the deceleration of the railway vehicle 60, which changes in response to operation of the operating unit 42. The emergency brake is a brake used in an emergency. The emergency brake command indicates a target deceleration that is equal to or greater than the maximum value of the target deceleration indicated by the service brake command. The safety brake is a brake used when the service brake or emergency brake does not operate. The safety brake command indicates a predetermined target deceleration. The parking brake is a brake used to prevent the railway vehicle 60 from rolling, for example, at a station, a depot, etc. The parking brake command indicates a predetermined target deceleration.

[0025] In the first embodiment, the brake control device 1 will be described taking as an example a case where a brake command that is a service brake command is supplied to the target braking force determination unit 12.

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

[0027] The compensation unit 16 compensates for variations in the adhesion of the wheels 73a-73h to the rails 91 or 92 by adjusting the target braking force in accordance with a variation factor that causes variations in the adhesion of the wheels 73a-73h to the rails 91 or 92. The variation factor includes at least one of the difference in elevation and the difference in surface condition between the left and right rails 91, 92 depending on the traveling direction and running position of the railway vehicle 60. In the first embodiment, the variation factor is the amount of cant, which indicates the difference in elevation (unit: millimeters) between the left and right rails 91, 92 at the point where the railway vehicle 60 is located. For example, the amount of cant is expressed as a positive number. The compensation unit 16 acquires information about the amount of cant and which of the rails 91, 92 is located vertically lower from, for example, a train information management system (not shown). The compensation unit 16 adjusts the target braking force for each of the wheels 73a-73h in accordance with the amount of cant. The compensation unit 16 sends the target braking force for each of the wheels 73a-73h adjusted as described above to the target electric braking force determination unit 13 and the target mechanical braking force determination unit .

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

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

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

[0031] The target electric brake force determination unit 13 determines a target electric brake force, which is a target value of the electric brake force generated by consuming the electric power generated when the traction motors that generate the propulsion force of the railway vehicle 60 operate as generators, from the target brake force acquired from the compensation unit 16. The target electric brake force determination unit 13 sends the determined target electric brake force to the main circuit control device 43.

[0032] The main circuit control device 43 controls the main power conversion devices that convert power supplied from the current collectors into power to be supplied to the traction motors and output the power, or convert power supplied from the traction motors operating as generators into power to be supplied to other railway vehicles and output the power to the current collectors. During braking, the main circuit control device 43 controls the main power conversion devices in accordance with the target electric brake force obtained from the target electric brake force determination unit 13. The main circuit control device 43 sends regenerative feedback indicating the actual electric brake force, which is the electric brake force that has actually been generated, to the target mechanical brake force determination unit 14.

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

[0034] The control unit 15 controls the mechanical brake devices 71a-71h in accordance with the target mechanical brake force acquired from the target mechanical brake force determination unit 14. The mechanical brake devices 71a-71h controlled by the control unit 15 press friction materials 72a-72h against wheels 73a-73h, thereby generating a mechanical brake force.

[0035] In the first embodiment, the mechanical brake devices 71a-71h are electrically driven mechanical brake devices. Specifically, as shown in FIG. 6, the mechanical brake device 71a includes a motor 74a that rotates upon receiving power from a control power supply (not shown), and a transmission mechanism 75a that converts the rotational motion of the motor 74a into linear motion and presses the friction material 72a against the wheel 73a or separates the friction material 72a from the wheel 73a. Similarly, the mechanical brake devices 71b, 71c, 71d, 71e, 71f, 71g, and 71h include motors 74b, 74c, 74d, 74e, 74f, 74g, and 74h, and transmission mechanisms 75b, 75c, 75d, 75e, 75f, 75g, and 75h, respectively. The motors 74a-74h have the same configuration. The transmission mechanisms 75a-75h also have the same configuration.

[0036] The control unit 15 includes drive drivers 15a, 15b, 15c, 15d, 15e, 15f, 15g, and 15h that convert control power supplied from a control power supply into power to be supplied to each of the motors 74a, 74b, 74c, 74d, 74e, 74f, 74g, and 74h and output the converted power. The drive drivers 15a-15h each calculate a pressing force for pressing the friction materials 72a-72h against the wheels 73a-73h via transmission mechanisms 75a-75h from the target mechanical braking force of the mechanical braking devices 71a-71h. The drive drivers 15a-15h calculate the target torque of the motors 74a-74h required to obtain the pressing force and operate the inverters according to the target torque. The inverters provided in the drivers 15a to 15h convert the control power into power to be supplied to the motors 74a to 74h, and output the converted power to the motors 74a to 74h.

[0037] As described above, the target mechanical brake force of each of the mechanical brake devices 71a-71h is calculated from the target brake force for each of the wheels 73a-73h. As shown in Figure 4, when there is a difference in elevation between the left and right rails 91, 92 at the traveling position of the railway vehicle 60 and the target brake force for each of the wheels 73a-73h is adjusted by the compensation unit 16, the target mechanical brake forces of the mechanical brake devices 71a, 71c, 71e, and 71g increase and the target mechanical brake forces of the mechanical brake devices 71b, 71d, 71f, and 71h decrease compared to when the target brake force adjustment is not performed.

[0038] As a result, the braking force generated by the wheels 73a, 73c, 73e, and 73g in contact with the vertically lower rail 91 increases, while the target braking force generated by the wheels 73b, 73d, 73f, and 73h in contact with the vertically upper rail 92 decreases. The adhesion force between the vertically lower rail 91 and each of the wheels 73a, 73c, 73e, and 73g is greater than the adhesion force between the vertically upper rail 92 and each of the wheels 73b, 73d, 73f, and 73h. By increasing the braking force generated by the wheels 73a, 73c, 73e, and 73g, which have strong adhesion to the rail 91, and decreasing the braking force generated by the wheels 73b, 73d, 73f, and 73h, which have weak adhesion to the rail 92, it is possible to prevent the braking force from exceeding the adhesion force and causing the wheels 73a-73h to skid.

[0039] The hardware configuration of the brake control device 1 having the above-described configuration is shown in Figure 7. The brake control device 1 includes a processor 81, a memory 82, and an interface 83. The processor 81, the memory 82, and the interface 83 are connected to one another via a bus 80. The functions of each unit of the brake control device 1 are realized by software, firmware, or a combination of software and firmware. The software and firmware are written as programs and stored in the memory 82. The processor 81 reads and executes the programs stored in the memory 82, thereby realizing the functions of each unit described above. In other words, the memory 82 stores programs for executing the processing of each unit of the brake control device 1.

[0040] The memory 82 includes, for example, non-volatile or volatile semiconductor memory such as RAM (Random Access Memory), ROM (Read-Only Memory), flash memory, EPROM (Erasable Programmable Read Only Memory), EEPROM (Electrically Erasable and Programmable Read-Only Memory), magnetic disk, flexible disk, optical disk, compact disk, mini disk, DVD (Digital Versatile Disc), etc.

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

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

[0043] The weight determination unit 11 determines the weight of the vehicle 61 to which the wheels 73a-73h are attached from the wheel loads of the wheels 73a-73h measured by the wheel load sensors 41 (step S11). The processing of step S11 is repeated while the target braking force determination unit 12 has not acquired a braking command (step S12; No). When the target braking force determination unit 12 acquires a braking command (step S12; Yes), the target braking force determination unit 12 multiplies the target deceleration indicated by the braking command by the weight of the vehicle 61 determined in step S11, and divides the result by the number of wheels 73a-73h to determine the target braking force for each of the wheels 73a-73h (step S13).

[0044] The compensation unit 16 determines whether or not adjustment of the target braking force is necessary in accordance with the fluctuation factors (step S14). When adjustment is necessary (step S14; Yes), the compensation unit 16 adjusts the target braking force for each of the wheels 73a-73h (step S15). Specifically, when there is a difference in elevation between the left and right rails 91, 92 at the traveling position of the railway vehicle 60, the compensation unit 16 adjusts the target braking force for each of the wheels 73a-73h in accordance with the amount of cant. When adjustment is not necessary (step S14; No), the compensation unit 16 does not perform the process of step S15.

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

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

[0047] The control unit 15 controls the mechanical brake devices 71a-71h in accordance with the target mechanical brake forces of the mechanical brake devices 71a-71h calculated in step S17 (step S18). When the processing of step S18 is completed, the brake control device 1 repeats the above-described processing from step S11. While the railway vehicle 60 is in operation, the brake control device 1 repeats the above-described processing shown in FIG. 8 at predetermined intervals.

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

[0049] As a result, the force pressing the friction materials 72b, 72d, 72f, and 72h onto the wheels 73b, 73d, 73f, and 73h that have weak adhesion to the rail 92 is smaller than the force pressing the friction materials 72a, 72c, 72e, and 72g onto the wheels 73a, 73c, 73e, and 73g that have strong adhesion to the rail 91. Therefore, the braking force applied to the wheels 73b, 73d, 73f, and 73h that have weak adhesion to the rail 92 is smaller than the braking force applied to the wheels 73a, 73c, 73e, and 73g that have strong adhesion to the rail 91, making it possible to suppress skidding that occurs when the braking force is greater than the adhesion force.

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

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

[0052] A brake control system 100 according to the second embodiment shown in Fig. 9 includes mechanical brake devices 71a-71h and a brake control device 2 that controls the mechanical brake devices 71a-71h. The configuration of the mechanical brake devices 71a-71h is the same as that of the first embodiment. The brake control device 2 includes a compensation unit 17 that adjusts the value of the load used in calculating the target brake force for each unit of calculation of the target brake force. The hardware configuration of the brake control device 2 is the same as that of the brake control device 1.

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

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

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

[0056] In the second embodiment, the compensation unit 17 adjusts the weights applied to the wheels 73a-73h determined by the weight determination unit 11 using a coefficient c2, which is a positive number less than 1 and varies depending on the difference in wheel loads. For example, the compensation unit 17 adjusts the weights applied to the wheels 73a-73b using a coefficient c2 that varies depending on the difference in the measured wheel loads of the wheels 73a-73b attached to the axle 65. Specifically, when the wheel load of the wheel 73a is greater than the wheel load of the wheel 73b, the compensation unit 17 adjusts the weights applied to the wheels 73a-73b by multiplying the weight of the wheel 73a by (1+c2) and the weight of the wheel 73b by (1-c2). The absolute value of the difference in wheel loads and the coefficient c2 have a positive correlation. Specifically, as the absolute value of the difference in wheel loads increases, the value of the coefficient c2 increases. The weights of the wheels 73c-73h are similarly adjusted depending on the difference in wheel loads.

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

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

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

[0060] The target electric brake force determination unit 13 determines a target electric brake force from the target brake force acquired from the target brake force determination unit 12 , and sends the determined target electric brake force to the main circuit control device 43 .

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

[0062] The control unit 15 controls the mechanical brake devices 71a-71h in accordance with the target mechanical brake force acquired from the target mechanical brake force determination unit 14. The mechanical brake devices 71a-71h controlled by the control unit 15 press friction materials 72a-72h against wheels 73a-73h, thereby generating a mechanical brake force.

[0063] As described above, the target brake force for each of the wheels 73a-73h is calculated from the target deceleration and the weight applied to each of the wheels 73a-73h. The target mechanical brake force for each of the mechanical brake devices 71a-71h is calculated from the target brake force for each of the wheels 73a-73h. As shown in Figure 4, when there is a difference in elevation between the left and right rails 91, 92 at the traveling position of the railway vehicle 60 and the value of the weight applied to each of the wheels 73a-73h is adjusted by the compensation unit 17, the target mechanical brake forces for the mechanical brake devices 71a, 71c, 71e, and 71g increase and the target mechanical brake forces for the mechanical brake devices 71b, 71d, 71f, and 71h decrease, compared to when the weight adjustment is not performed.

[0064] As a result, the braking force generated by the wheels 73a, 73c, 73e, and 73g in contact with the vertically lower rail 91 increases, and the braking force generated by the wheels 73b, 73d, 73f, and 73h in contact with the vertically upper rail 92 decreases. By increasing the braking force generated by the wheels 73a, 73c, 73e, and 73g, which have a strong adhesive force with the rail 91, and decreasing the braking force generated by the wheels 73b, 73d, 73f, and 73h, which have a weak adhesive force with the rail 92, it is possible to prevent the braking force from exceeding the adhesive force and causing the wheels 73a-73h to slide.

[0065] The brake control process performed by the brake control device 2 will be described with reference to Fig. 10. The processes of steps S11-S13 and S16-S18 are similar to the processes performed by the brake control device 1 according to the first embodiment shown in Fig. 8.

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

[0067] The subsequent processing of steps S13 and S16-S18 is the same as in embodiment 1, and when the processing of step S18 is completed, the brake control device 2 repeats the above-described processing from step S11. While the railway vehicle 60 is in operation, the brake control device 2 repeats the above-described processing shown in FIG. 10 at predetermined intervals.

[0068] As described above, the brake control device 2 according to the second embodiment adjusts the weight applied to each of the wheels 73 a-73 h calculated by the weight determination unit 11 in accordance with the difference in wheel load indicating the difference in elevation between the left and right rails 91, 92 at the point where the railway vehicle 60 is located. In detail, the brake control device 2 increases the weight applied to the wheel with the greater wheel load, of the wheels 73 a, 73 b attached to the same axle 65, and decreases the weight applied to the wheel with the lesser wheel load, in accordance with the difference in wheel load indicating the difference in elevation between the rails 91, 92. The same applies to the wheels 73 c-73 h.

[0069] 4, when the railway vehicle 60 is positioned on an inclined surface, the force pressing the friction materials 72b, 72d, 72f, and 72h onto the wheels 73b, 73d, 73f, and 73h that have weak adhesion to the rail 92 is smaller than the force pressing the friction materials 72a, 72c, 72e, and 72g onto the wheels 73a, 73c, 73e, and 73g that have strong adhesion to the rail 91. Therefore, the braking force applied to the wheels 73b, 73d, 73f, and 73h that have weak adhesion to the rail 92 is smaller than the braking force applied to the wheels 73a, 73c, 73e, and 73g that have strong adhesion to the rail 91, making it possible to suppress skidding that occurs when the braking force is greater than the adhesion force.

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

[0071] (Embodiment 3) The adjustment target of the compensation unit is not limited to the target braking force and the weight applied to the wheel, but may be anything as long as it can compensate for variations in adhesion force. A brake control device that compensates for variations in adhesion force in a manner different from that of Embodiments 1 and 2 will be described in Embodiment 3, focusing on the differences from Embodiments 1 and 2.

[0072] A brake control system 100 according to a third embodiment shown in Fig. 11 includes mechanical brake devices 71a-71h and a brake control device 3 that controls the mechanical brake devices 71a-71h. The configuration of the mechanical brake devices 71a-71h is the same as that of the first embodiment. The brake control device 3 according to the third embodiment includes a compensation unit 18 that adjusts the target mechanical brake forces of the mechanical brake devices 71a-71h in accordance with the difference in the surface conditions of the rails 91, 92. The hardware configuration of the brake control device 3 is the same as that of the brake control device 1.

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

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

[0075] The target electric brake force determination unit 13 determines a target electric brake force from the target brake force acquired from the target brake force determination unit 12 , and sends the determined target electric brake force to the main circuit control device 43 .

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

[0077] The compensation unit 18 acquires information about the surface conditions of the rails 91, 92 from a sensor (not shown). The surface conditions of the rails 91, 92 include at least one of the temperature of the rails 91, 92, the degree of surface roughness of the rails 91, 92, and the amount of foreign matter adhering to the rails 91, 92. In the third embodiment, the sensor has a forward monitoring camera mounted on the railway vehicle 60, and outputs information about the surface conditions of the rails 91, 92 that indicates the amount of foreign matter adhering to the rail surfaces.

[0078] When foreign matter such as water, fallen leaves, pebbles, or sand adheres to the surfaces of the rails 91 and 92, the adhesion coefficient becomes lower than when no foreign matter is attached, and the adhesive force decreases. If a friction material is pressed against a wheel abutting a rail with a low adhesion coefficient with the same force as a wheel abutting a rail with a high adhesion coefficient, the braking force becomes greater than the adhesive force, and skidding may occur.

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

[0080] In the third embodiment, the compensation unit 18 adjusts the target mechanical brake force of each of the mechanical brake devices 71a-71h using a coefficient c3, which is a positive number less than 1 and varies depending on the difference in the amount of foreign matter adhering to the rails 91 and 92. Specifically, when the amount of foreign matter adhering to the rail 92 is greater than the amount of foreign matter adhering to the rail 91, the compensation unit 18 multiplies the target mechanical brake force of each of the mechanical brake devices 71a, 71c, 71e, and 71g corresponding to the wheels 73a, 73c, 73e, and 73g abutting against the rail 91 by (1+c3). The compensation unit 18 also multiplies the target mechanical brake force of each of the mechanical brake devices 71b, 71d, 71f, and 71h corresponding to the wheels 73b, 73d, 73f, and 73h abutting against the rail 92 by (1-c3). The absolute value of the difference in the amount of foreign matter and the coefficient c3 have a positive correlation. Specifically, as the absolute value of the difference in the amount of foreign matter increases, the value of coefficient c3 increases.

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

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

[0083] The control unit 15 controls the mechanical brake devices 71a-71h in accordance with the target mechanical brake force acquired from the compensation unit 18. The mechanical brake devices 71a-71h controlled by the control unit 15 press the friction materials 72a-72h against the wheels 73a-73h, thereby generating a mechanical brake force.

[0084] When there is a difference in the surface conditions of rails 91, 92 and the target mechanical braking force of mechanical brake devices 71a-71h is adjusted by compensation unit 18, the braking force generated by wheels 73a, 73c, 73e, and 73g abutting on rail 91 with less foreign matter adhering thereto, for example, rail 91, increases compared to when the target mechanical braking force is not adjusted, and the braking force generated by wheels 73b, 73d, 73f, and 73h abutting on rail 92 with more foreign matter adhering thereto decreases. As a result, the braking force exceeds the adhesion force, and wheels 73a-73h are prevented from sliding.

[0085] The brake control process performed by the brake control device 3 will be described with reference to Fig. 12. The processes of steps S11-S13 and S16-S18 are similar to the processes performed by the brake control device 1 according to the first embodiment shown in Fig. 8.

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

[0087] The processing of the subsequent step S18 is the same as in the first embodiment, and when the processing of step S18 is completed, the brake control device 3 repeats the above-described processing from step S11. While the railway vehicle 60 is in operation, the brake control device 3 repeats the above-described processing shown in Figure 12 at predetermined intervals.

[0088] As described above, the brake control device 3 according to the third embodiment increases the target mechanical brake forces of the mechanical brake devices 71a, 71c, 71e, and 71g corresponding to the wheels 73a, 73c, 73e, and 73g abutting on the rail 91, 92 having the least amount of foreign matter adhering thereto, for example, the rail 91, in accordance with the difference in the amount of foreign matter adhering to the surfaces of the rails 91, 92, which is one type of surface condition of the rails 91, 92. In addition, the brake control device 3 decreases the target mechanical brake forces of the mechanical brake devices 71b, 71d, 71f, and 71h corresponding to the wheels 73b, 73d, 73f, and 73h abutting on the rail 92 having the most amount of foreign matter adhering to its surface.

[0089] As a result, the force pressing the friction materials 72b, 72d, 72f, 72h against the wheels 73b, 73d, 73f, 73h that have a low adhesion force between them and the rail 92 due to the large amount of foreign matter is smaller than the force pressing the friction materials 72a, 72c, 72e, 72g against the wheels 73a, 73c, 73e, 73g that have a high adhesion force between them and the rail 91 due to the small amount of foreign matter. Therefore, the braking force applied to the wheels 73b, 73d, 73f, 73h that have a low adhesion force between them and the rail 92 is smaller than the braking force applied to the wheels 73a, 73c, 73e, 73g that have a high adhesion force between them and the rail 91, making it possible to suppress skidding that occurs when the braking force is greater than the adhesion force.

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

[0091] The present disclosure is not limited to the above-described embodiments. The above-described embodiments can be combined as desired. As an example, the compensation unit 16 included in the brake control device 1 may adjust the target braking force in accordance with the measurement value of the wheel load sensor 41, similar to the compensation unit 17 included in the brake control device 2 according to the second embodiment. As another example, the compensation unit 16 included in the brake control device 1 may adjust the target braking force in accordance with the difference in the surface conditions of the rails 91, 92, similar to the compensation unit 18 included in the brake control device 3 according to the third embodiment.

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

[0093] As another example, the compensation unit 18 included in the brake control device 3 may adjust the target mechanical braking force in accordance with the amount of cant, similar to the compensation unit 16 included in the brake control device 1 according to embodiment 1. As another example, the compensation unit 18 included in the brake control device 3 may adjust the target mechanical braking force in accordance with the measurement value of the wheel load sensor 41, similar to the compensation unit 17 included in the brake control device 2 according to embodiment 2.

[0094] The processing of the compensation unit 16-18 may be any processing that can compensate for variations in the adhesion force between the wheels 73a, 73c, 73e, and 73g and the rail 91 and between the wheels 73b, 73d, 73f, and 73h and the rail 92. As an example, the compensation unit 16 included in the brake control device 1 may acquire kilometer distance information and the traveling direction of the railway vehicle 60 from a train information management system and calculate the amount of cant from the kilometer distance information and the traveling direction. The kilometer distance information is information that indicates the distance from a reference point, for example, a terminal station. In this case, the compensation unit 16 may previously store correspondence between the kilometer distance information, the traveling direction of the railway vehicle 60, and the amount of cant.

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

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

[0097] The variation factors are not limited to the above examples and may be any factor that causes variations in the adhesion force between the wheels and the rails. As an example, the compensation units 16-18 may be provided on the bogies 63 and 64 and adjust the pressure according to the difference in the pressure values ​​of the air springs 51-54 that support the vehicle 61. As shown in FIG. 4 , when there is a difference in elevation between the left and right rails 91 and 92 at the traveling position of the railway vehicle 60, the pressure value of the air spring 51 is greater than the pressure value of the air spring 52. For example, the compensation unit 16 may increase the target braking force of the wheels 73a and 73c and decrease the target braking force of the wheels 73b and 73d. Similarly, when the pressure value of the air spring 53 is greater than the pressure value of the air spring 54, the compensation unit 16 may increase the target braking force of the wheels 73e and 73g and decrease the target braking force of the wheels 73f and 73h.

[0098] As another example, the compensation units 16-18 may acquire information about the running positions where skidding or spinning occurred in the past during running and the wheels where skidding or spinning occurred from a train information management system. For example, the compensation unit 16 reduces the target braking force of the wheels 73a-73h that correspond to the wheels that previously experienced skidding or spinning, and increases the target braking force of the other wheels.

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

[0100] As another example, the compensation unit 17 may adjust the weight when the difference in wheel load is equal to or greater than a second threshold value. The second threshold value may be determined based on the minimum difference in wheel load when skidding may occur in any of the wheels 73 b, 73 d, 73 f, and 73 h abutting on the vertically upper rail 92.

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

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

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

[0104] The core part of the control processing system, which includes the processor 81, the memory 82, and the interface 83, can be realized using a normal computer system rather than a dedicated system. For example, the brake control device 1-3 that executes the above-described processes may be realized by storing and distributing a computer program for executing the above-described operations on a computer-readable recording medium (such as a flexible disk, a CD-ROM (Compact Disc-Read Only Memory), or a DVD-ROM (Digital Versatile Disc-Read Only Memory)), and installing the computer program on a computer. Alternatively, the brake control device 1-3 may be realized by storing the computer program in a storage device of a server device on a communication network and downloading it to a normal computer system.

[0105] When the functions of the brake control device 1-3 are realized by sharing the functions between an OS (Operating System) and an application program, or by collaboration between the OS and an application program, only the application program portion may be stored on a recording medium, storage device, etc.

[0106] It is also possible to superimpose a computer program on a carrier wave and distribute it via a communication network. For example, the computer program may be posted on a bulletin board system (BBS) on the communication network and distributed via the communication network. The computer program may then be started and executed under the control of an OS in the same way as other application programs, thereby executing the above-described processing.

[0107] As shown in FIG. 13 , the brake control devices 1-3 may be realized by a processing circuit 84. The processing circuit 84 is connected to the wheel load sensor 41, the operation unit 42, the main circuit control device 43, and the mechanical brake devices 71a-71h via an interface circuit 85. When the processing circuit 84 is dedicated hardware, the processing circuit 84 may be, for example, a single circuit, a composite circuit, a programmed processor, a parallel programmed processor, an ASIC (Application Specific Integrated Circuit), an FPGA (Field Programmable Gate Array), or a combination thereof. Each unit of the brake control devices 1-3 may be realized by a separate processing circuit 84, or each unit of the brake control devices 1-3 may be realized by a common processing circuit 84.

[0108] Some of the functions of the brake control devices 1-3 may be implemented by dedicated hardware, and other functions may be implemented by software or firmware. For example, the weight determination unit 11 and the target braking force determination unit 12 included in the brake control device 1 may be implemented by a processing circuit 84 shown in Fig. 13, and the target electric braking force determination unit 13, the target mechanical braking force determination unit 14, the control unit 15, and the compensation unit 16 may be implemented by a processor 81 shown in Fig. 7 reading and executing programs stored in a memory 82.

[0109] The present disclosure allows various embodiments and modifications without departing from the broad spirit and scope of the present disclosure. Furthermore, the above-described embodiments are intended to illustrate the present disclosure and do not limit the scope of the present disclosure. That is, the scope of the present disclosure is defined by the claims, not the embodiments. Various modifications made within the scope of the claims and the meaning of equivalent disclosures are considered to be within the scope of the present disclosure.

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

Claims

1. A brake control device that controls a mechanical brake device provided for each wheel of a railway vehicle, a weight determination unit that determines a weight for each unit, using a vehicle provided on the railway vehicle, a bogie of the vehicle, an axle attached to the bogie, or a wheel attached to the axle; a target braking force determination unit that determines a target braking force based on a brake command that instructs the railway vehicle to decelerate or stop and the weight; a target mechanical brake force determination unit that determines a target mechanical brake force, which is a target value of the brake force by the mechanical brake device, from the target brake force; a control unit that controls the mechanical brake device in accordance with the target mechanical brake force; a compensation unit that compensates for variations in adhesion force between the wheels and the rails of the same vehicle, the same bogie, or the same axle by adjusting at least one of the weight, the target brake force, and the target mechanical brake force that are used in calculating the target brake force, When the compensation unit adjusts the weight for each wheel, the target braking force determination unit calculates the target braking force for each wheel from the brake command and the adjusted weight, When the compensation unit adjusts the target brake force, the target mechanical brake force determination unit calculates the target mechanical brake force from the adjusted target brake force, When the compensation unit adjusts the target mechanical brake force, the control unit controls the mechanical brake device in accordance with the adjusted target mechanical brake force. Brake control device.

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

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

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

5. the target braking force determination unit determines the target braking force for each of the wheels, the compensation unit increases the target braking force of the wheel in contact with the rail on a lower side in the vertical direction and decreases the target braking force of the wheel in contact with the rail on an upper side in the vertical direction, in accordance with a difference in elevation between the left and right rails at a traveling position of the railway vehicle. The brake control device according to claim 3.

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

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

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

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

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

11. The brake control device according to claim 1 or 2; a mechanical brake device provided for each wheel of the railway vehicle, the mechanical brake device being controlled by the brake control device to generate a braking force by pressing a friction material against a rotating body that rotates when the railway vehicle is traveling; A brake control system comprising:

12. A brake control method for controlling a mechanical brake device provided for each wheel of a railway vehicle, comprising: The weight of each unit is calculated using a vehicle, a bogie of the vehicle, an axle attached to the bogie, or a wheel attached to the axle as a unit, the weight of each unit being calculated using a unit of weight, calculating a target braking force from a brake command instructing the railway vehicle to decelerate or stop and the weight; A target mechanical brake force, which is a target value of the brake force by the mechanical brake device, is calculated from the target brake force; controlling the mechanical brake device in accordance with the target mechanical brake force; adjusting at least one of the weight, the target brake force, and the target mechanical brake force to compensate for variations in adhesion force between the wheels and the rails of the same vehicle, the same bogie, or the same axle; When adjusting the weight for each wheel, the target braking force is calculated from the brake command and the adjusted weight; When adjusting the target brake force, the target mechanical brake force is calculated from the adjusted target brake force; When adjusting the target mechanical brake force, the mechanical brake device is controlled in accordance with the adjusted target mechanical brake force. Brake control method.