JP2013086515A - Brake control device and brake control method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To control an increase of a braking distance.SOLUTION: When the generation of any slide is detected at a time t2, exhaust control is started (braking force is reduced). Thereafter, when an adhesion evaluation value satisfies an air re-supply start condition at a time t3, air supply is started (braking force is increased). The adhesion evaluation value is obtained from BC pressure as a value corresponding to the braking force, and the deceleration of a wheel.

Description

  The present invention relates to a brake control device and the like.

  In railcars, particularly during rainy weather or sudden braking, “sliding” in which the rotational speed of the axle is lower than the traveling speed of the vehicle may occur during braking. When slipping occurs, brake control is performed to decrease (relax) and maintain the brake force, re-adhere, and then increase (return) the brake force (see, for example, Patent Document 1). While the brake force reduction control plays a role of preventing wear of wheels and rails, there is a problem that the stopping distance is extended. Therefore, it is required to suppress the extension of the brake distance as much as possible.

JP 2007-210396 A

  By the way, in the conventional brake control, the relationship between the tangential force coefficient and the slip ratio (the tangential force coefficient and the slip ratio increase almost proportionally in a minute slip region where the slip ratio is about 0.2% or less. In many cases, the slip rate during wheel sliding is used as a control index based on the tendency that the tangential force coefficient decreases when the slip rate increases beyond this value, and the slip rate is controlled within the target range. However, the relationship between the slip ratio and the tangential force coefficient varies depending on, for example, the road surface condition and is not uniquely determined. Also, even if the slip rate is controlled within the target range, the tangential force coefficient at that time is unknown, so the high tangential force coefficient is not always used, and the brake distance reduction effect cannot be maximized. There is also a problem.

  This invention is made | formed in view of the said situation, The place made into the objective is to propose the new brake control which suppresses extension of a brake distance.

The first form for solving the above problem is
A brake control device (for example, the brake control device 10 in FIG. 1) that performs control to increase the braking force after reducing the braking force and holding the braking force when sliding occurs.
Deceleration measuring means for measuring the deceleration (for example, the speed / acceleration detecting unit 11 in FIG. 1);
Whether or not a condition for starting an increase control of the braking force determined based on a relationship between a given expected value of the deceleration when holding the braking force and the deceleration measured by the deceleration measuring means is satisfied Determining means (for example, the air supply / exhaust control unit 15 in FIG. 1);
And a brake control device that performs increase control of the brake force in accordance with an affirmative determination of the determination means after holding the brake force.

As another form,
A brake control method (for example, the brake control process in FIG. 3) for performing control to increase the brake force after reducing the brake force and holding the brake force when sliding occurs.
A deceleration measurement step for measuring the deceleration;
A determination step for determining whether or not a condition for starting an increase control of a braking force defined based on a relationship between a given expected value of the deceleration at the time of holding the braking force and the measured deceleration is satisfied. (For example, step S9 in FIG. 3);
The brake control method may be configured to perform increase control of the brake force in accordance with an affirmative determination in the determination step (for example, step S13 in FIG. 3) after holding the brake force.

  According to the first embodiment and the like, when sliding occurs, the brake force is increased and controlled when the brake force is reduced and the brake force is maintained, and then a certain condition is satisfied. The condition for starting the increase control of the braking force is determined based on the relationship between the given expected value of the deceleration when the braking force is held and the measured deceleration. For example, if the measured deceleration is less than the expected value, it can be said that the deceleration more than expected is obtained, that is, a certain degree of tangential force coefficient (or adhesive force) is obtained. The brake force increase control may be started.

As a second form, the brake control device of the first form,
Expected value calculation means for calculating the estimated value using the target value of deceleration based on a given brake command, the target value of the brake force equivalent value based on the brake command, and the current brake force equivalent value (for example, In addition, a brake control device further including an adhesion evaluation value calculation unit 14) in FIG. 1 may be configured.

  According to the second aspect, the expected value of the deceleration at the time of holding the brake force is the target value of the deceleration based on the given brake command, the target value of the brake force equivalent value based on the brake command, It is calculated using the current brake force equivalent value. Here, the brake force equivalent value includes a value having a correlation with the brake force in addition to the value of the brake force itself. The brake command and the target value for deceleration, and the brake command and the target value for the brake force equivalent value are related to each other. On the other hand, the actual brake force equivalent value does not necessarily reach the target value immediately after the brake is started, and is not always constant. Therefore, the expected value of deceleration is calculated using the target value of deceleration, the target value of the brake force equivalent value, and the current brake force equivalent value.

Further, as a third form, the brake control device according to the first or second form,
The brake force equivalent value is a value indicating brake force such as brake cylinder pressure, control information of the brake cylinder pressure,
A brake control device may be configured.

  According to the third embodiment, the brake force equivalent value is a value indicating the brake force such as the brake cylinder pressure and the control information of the brake cylinder pressure.

Moreover, as a 4th form, it is the brake control apparatus of the form in any one of the 1st-3rd,
A brake force return control means (for example, the air supply / exhaust control unit 15 in FIG. 1) for returning the brake force when a given re-adhesion detection condition is satisfied after holding the brake force;
When the determination means makes an affirmative determination after holding the brake force, an increase control means (for example, the supply of FIG. 1) increases the brake force more gently than the brake force return control by the brake force return control means. An exhaust control unit 15);
You may comprise the brake control apparatus further provided.

  According to the fourth embodiment, after holding the brake force, the brake force is restored even when a given re-adhesion detection condition is satisfied, but when the condition for starting the increase control of the brake force is satisfied. The brake force increase control that is performed increases the brake force more slowly than the brake force return control that is performed when the re-adhesion detection condition is satisfied. In order to increase the braking force in a state where re-adhesion is not detected, the braking force is gradually increased.

The block diagram of the brake control apparatus of this embodiment. The data structural example of a target setting value table. The flowchart of gliding control. An example of an experimental result. The elements on larger scale of the graph of FIG. An example of the experimental result by the conventional sliding control.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. However, the applicable embodiment of the present invention is not limited to this.

[Constitution]
FIG. 1 is a configuration diagram of a brake control device 10 in the present embodiment. The brake control device 10 is a control device that controls a so-called mechanical brake in accordance with a brake command, and includes a speed / acceleration detection unit 11, a sliding detection unit 12, a re-adhesion detection unit 13, an adhesion evaluation value calculation unit 14, The exhaust control unit 15 is provided, and when the sliding of the wheel is detected during the braking operation, the sliding control is performed to release the brake and suppress the sliding.

  The speed / acceleration detection unit 11 detects the rotational speed V and the rotational acceleration α of the axle 22 (that is, the wheel) based on a detection signal from a speed sensor such as a speed generator 23 attached near the axle 22, for example.

  The sliding detection unit 12 is based on the speed V and acceleration α of the axle detected by the speed / acceleration detection unit 11 during the braking operation and the traveling speed of the train acquired from the control unit of the cab or other axis. Depending on whether or not the sliding detection condition is satisfied, it is detected whether or not the axle 22 has slipped. The skid detection conditions are as follows: (1) The speed difference ΔV between the axle speed V and the travel speed is equal to or greater than a speed difference threshold (for example, 20 km / h); 3) It is determined that the sliding detection condition is satisfied when the fixing margin time is determined under a condition such as a fixing margin time threshold (for example, less than 0.2 s) or the like, and satisfies any of (1) to (3), for example. To do. Here, the slip ratio is “a reduction in axle speed V / the traveling speed of the vehicle”, and the adhering margin time is “speed V of axle 22 / deceleration β”.

  The re-adhesion detection unit 13 determines whether the axle on which the skid has occurred depends on whether the re-adhesion detection condition is satisfied based on the speed V of the axle detected by the speed / acceleration detection unit 11 and the traveling speed of the train. It is detected whether or not it has been re-adhered. Here, the re-adhesion detection condition is that “the speed difference between the axle speed and the vehicle speed is lower than a speed difference threshold (for example, 3 km / h)”.

  The air supply / exhaust control unit 15 turns on / off (opens / closes) the electromagnetic valve 32 of the brake device 30 that is a mechanical brake, thereby supplying air pressure from the air tank 31 to the brake cylinder 33 (air supply), and the brake cylinder. The exhaust (exhaust) of the air pressure in 33 is controlled. The solenoid valve 32 includes a suppression solenoid valve related to supply / suppression of air pressure to the brake cylinder 33 and a discharge solenoid valve related to discharge of air pressure in the brake cylinder 33.

  The specific contents of control by the air supply / exhaust control unit 15 will be described. When the operation of the brake is instructed by a “brake command” input from the outside such as the cab, the air supply control is started. That is, the braking force is increased. Next, when sliding is detected by the sliding detection unit 12, the supply of air is stopped and the exhaust control is started. That is, the braking force is reduced. Subsequently, when the keep detection condition is satisfied, the exhaust control is stopped and the air pressure (BC pressure) in the brake cylinder 33 is kept constant. That is, the braking force is maintained.

  Thereafter, when the re-air supply start condition is satisfied, or when re-adhesion is detected by the re-adhesion detection unit 13, the air supply control is resumed and the braking force is increased.

  This air supply control is ON / OFF control of the suppression solenoid valve, but the suppression solenoid valve is continuously turned OFF (closed), intermittently turned ON / OFF, or continuously turned OFF (open). The ON time in the case, the ON time in the case of intermittent ON / OFF, or the duty ratio varies depending on the brake command and the control stage of the sliding control. That is, at the start of braking, the suppression solenoid valve is continuously turned off for an OFF time determined according to the so-called number of steps of the emergency brake and the service brake. It can be said that the brake stage is set.

  On the other hand, if re-adhesion is detected after sliding is detected, the suppression solenoid valve is continuously turned OFF to supply the air pressure corresponding to the air pressure exhausted by the sliding detection, or The brake force is returned early by intermittently turning on / off.

  On the other hand, after the detection of slipping, it does not reach the detection of re-adhesion, but when the re-air supply start condition is satisfied, the brake force is controlled by intermittently controlling the suppression solenoid valve. Increase gradually. At this time, since re-adhesion is not detected, in order to prevent reoccurrence of sliding, the braking force is applied more slowly than the increase speed or degree of increase in braking force when re-adhesion is detected. Control the suppression solenoid valve to increase.

  Exhaust control is also ON / OFF control of the discharge solenoid valve, and when the brake is released according to the brake command and when sliding is detected and the brake force is reduced, the discharge solenoid valve is turned ON / OFF. However, since one ON period of the discharge electromagnetic valve is determined in advance, the exhaust control is a control of how many times the discharge electromagnetic valve is turned ON / OFF. Therefore, it can be said that the exhaust control is performed step by step (that is, step by step).

  The “keep detection condition” during the above-described sliding control is “the deceleration β of the axle 22 is below or below a deceleration threshold (for example, 2 km / h / s)”. Further, “re-air supply start condition” is “the adhesion evaluation value Vadh calculated by the adhesion evaluation value calculation unit 14 exceeds or exceeds the adhesion evaluation value threshold (for example, 100%)”. .

  The “brake command” input to the brake control device 10 is a command given from the outside to the brake device 30 that is a mechanical brake. For example, a command for an electric brake is excluded from a brake command from a cab. It will be.

式（１）において、「Ｐｍ」はＢＣ圧の実測値、「Ｐｔ」はＢＣ圧の目標値、「βｍ」は減速度の実測値、「βｔ」は減速度の目標値、である。 The adhesion evaluation value calculation unit 14 calculates the adhesion force (tangential force coefficient) based on the axle deceleration β detected by the speed / acceleration detection unit 11 and the air pressure (BC pressure) P in the brake cylinder 33. The corresponding “adhesion evaluation value Vadh” is calculated. The adhesion evaluation value Vadh is given by the following equation (1).

In the equation (1), “Pm” is an actually measured value of BC pressure, “Pt” is a target value of BC pressure, “βm” is an actually measured value of deceleration, and “βt” is a target value of deceleration.

  The actual measurement value βm of the deceleration is a value obtained by inverting the sign of the acceleration α detected by the speed / acceleration detection unit 11. The actual measured value Pt of the BC pressure is a value detected by a pressure sensor (not shown), or when the supply / exhaust control by the supply / exhaust control unit 15 is performed stepwise, the supply / exhaust It is a value estimated from the stage. The air supply / exhaust stage is, for example, the continuous OFF time of the suppression solenoid valve in the air supply control, and the ON number of times of the discharge solenoid valve in the exhaust control.

  The deceleration target value βt is a deceleration to be obtained by the brake in operation. The BC pressure target value Pt is a BC pressure corresponding to the braking force necessary to obtain the deceleration target value βt. That is, the BC pressure target value Pt is determined by the deceleration target value βt.

  In the present embodiment, the deceleration target value β and the BC pressure target value Pt are determined according to the brake command, and specific values are determined in the target value setting table 110. FIG. 2 is a diagram illustrating an example of a data configuration of the target value setting table 110. As shown in FIG. 2, the target value setting table 110 stores a target value 112 of deceleration β and a target value 113 of BC pressure in association with each brake command type 111. FIG. 2 shows an example in which the service brake is the number of stages and the target value 112 of the deceleration β and the target value 113 of the BC pressure corresponding to each stage are determined. However, the service brake is an analog value instead of the number of stages. Of course, the target value 112 of the deceleration β and the target value 113 of the BC pressure may be determined by a predetermined function using these numerical values as variables.

  In the equation (1), the term “βt · (Pm / Pt)” in the numerator is a deceleration β (expected value of the deceleration β) expected from the actual measurement value Pm of the BC pressure. Then, from the difference between the expected value of the deceleration β and the actual measured value βm of the deceleration, it can be evaluated whether the current adhesive force has reached the adhesive force necessary for re-adhesion. Further, the adhesion evaluation value Vadh given by the equation (1) is a value normalized by the actual measurement value β of the denominator deceleration.

式（２）において、「ωｉ」は角速度［ｒａｄ／ｓ］、「Ｒｉ」は車輪半径［ｍ］、「Ｊｉ」は慣性モーメント［ｋｇ・ｍ^２］、「Ｍ」は車両質量［ｋｇ］、「Ｆｒ」は車体抵抗［Ｎ］、「Ｆｂｉ」は制輪子摩擦力［Ｎ］、「Ｆｍｉ」は粘着力［Ｎ］、である。この式（２）は、非特許文献「野中俊昭、大山忠夫、遠藤靖典、吉川広「編成としての鉄道車両における滑走防止制御」、日本機械学会論文集（Ｃ編）、７１巻７０５号、ｐ．１９２−１９８」における式（１６）である。 The derivation principle of this “adhesion evaluation value Vadh” will be described. First, the equation of motion for the i-th axle 22 of the trained vehicle at the time of braking is given by the following equation (2).

In Equation (2), “ωi” is an angular velocity [rad / s], “Ri” is a wheel radius [m], “Ji” is an inertia moment [kg · m ² ], “M” is a vehicle mass [kg], “Fr” is a body resistance [N], “Fbi” is a brake friction force [N], and “Fmi” is an adhesive force [N]. This equation (2) is calculated by the non-patent literature “Toshiaki Nonaka, Tadao Oyama, Yasunori Endo, Hiroshi Yoshikawa“ Sliding prevention control in railway vehicles as formation ”, Transactions of the Japan Society of Mechanical Engineers (C), Vol. 71, No. 705, p. . 192-198 ".

但し、式（３）において、αｉ、ｋｉ、Φｉは、それぞれ、次式（４ａ）〜（４ｃ）で与えられる。

From this formula (2), the adhesive force Fmi is expressed by the following formula (3).

However, in the equation (3), αi, ki, and Φi are given by the following equations (4a) to (4c), respectively.

  According to Expression (3), during braking, αi, ki, and φi can be regarded as constants, and therefore, it can be said that the adhesive force Fmi is determined by the braking force Fbi and the deceleration dω / dt.

式（５）において、「Ｂ」は、ブレーキ力Ｆｂｉ或いはブレーキ力Ｆｂｉに相関して比例する量（ブレーキ力相当値）を用いることができる。例えばＢＣ圧を用いることができる。また、「γ」は、式（３）における「αｉ」に相当する定数である。 Thereby, the adhesive force equivalent value Fl corresponding to the adhesive force Fmi can be defined as in the following equation (5).

In Expression (5), “B” can be a brake force Fbi or an amount (brake force equivalent value) that is proportional to and proportional to the brake force Fbi. For example, BC pressure can be used. “Γ” is a constant corresponding to “αi” in Equation (3).

  That is, the “adhesive force equivalent value Fl” can be defined from the magnitude relationship between the “brake force equivalent value P” and the “deceleration dω / dt”. Therefore, as shown in the equation (1), the adhesive force evaluation value Vadh is defined by the difference between the measured value Pm of the BC pressure which is an example of the brake force equivalent value B and the measured value βm of the deceleration. Can do.

[Process flow]
FIG. 3 is a flowchart for explaining the flow of the sliding control, and is a control executed by the brake control device 10 during the brake operation. According to FIG. 3, if the occurrence of sliding is detected by the sliding detection unit 12 (step S1: YES), the supply / exhaust control unit 15 starts the exhaust of the brake cylinder 33 (step S3).

  Next, if the keep detection condition is satisfied (step S5: YES), the supply / exhaust control unit 15 stops the exhaust of the brake cylinder 33 and keeps the BC pressure constant (step S7). Thereafter, if the re-adhesion detection condition is satisfied (step S9: YES), the air supply control for returning the braking force is performed (step S11). On the other hand, when the re-adhesion detection condition is not satisfied (step S9: NO), but the re-air supply start condition is satisfied (step S13: YES), the air supply control for return in step 11 is more gradual. Air supply control for gradually increasing the braking force is performed (step S15). Thereafter, the process returns to step S1 and the same processing is repeated.

[Experimental result]
FIG. 4 is a diagram illustrating an example of an experimental result by the sliding control of the present embodiment. FIG. 5 is an enlarged view of the period T in FIG. This experiment was the result of an experiment conducted with an adhesion test unit that controlled the braking of a wheel driven against a rail wheel rotated at a predetermined speed with a mechanical brake of a vehicle provided coaxially with the wheel. This is an experiment in which a large amount of rain was sprinkled between the wheels to generate a run.

  4 and 5, the horizontal axis is time t, and the air supply / exhaust command to the brake cylinder 33 (electromagnetic valve 32 ON / OFF command), the brake command, and the vehicle travel speed (= railway speed) in order from the top. , Wheel speed V, adhesion evaluation value Vadh, and BC pressure are shown.

  First, when the brake command is turned on at time t1, air supply is started and the BC pressure increases. That is, the braking force increases. As the braking force increases, both the wheel speed and the traveling speed decrease.

  Next, at time t2, the wheel speed is equal to or lower than a “threshold speed” that is a predetermined “speed difference threshold (for example, 20 km / h)” lower than the traveling speed, and the “sliding detection condition” is satisfied and the occurrence of “sliding” occurs. Detected. Then, exhaust control is started. As described above, the exhaust control is an intermittent ON / OFF control of the discharge solenoid valve. Along with this exhaust control, the BC pressure decreases. That is, the braking force is reduced. When the braking force decreases, the wheel deceleration decreases, and the wheel speed starts to increase from the decrease. Further, as the BC pressure decreases, the expected value of the deceleration β (the first term of the numerator of the formula (1)) decreases, and thus the adhesion evaluation value Vadh increases.

  At time t3, the re-adhesion detection condition is not satisfied, but since the re-air supply start condition is satisfied with the adhesion evaluation value exceeding “100%”, the air supply control is performed by gradual increase. Thereafter, the speed difference between the wheel speed and the traveling speed is kept below the speed difference threshold (for example, 20 km / h), and the state where the sliding detection condition is not satisfied is continued. Finally, at time t5, the traveling speed becomes a predetermined speed and the brake command is released (OFF). What should be noted is that during this time t3 to time t5, the wheel speed is less than the traveling speed even if the sliding detection condition is not satisfied, and the state is a “small” sliding state. It is presumed that the force coefficient was obtained.

  Moreover, FIG. 6 is a figure which shows an example of the experiment by the conventional sliding control (control method which does not use an adhesion evaluation value) for the comparison with the sliding control of this embodiment.

  In FIG. 6, as in FIGS. 4 and 5, the horizontal axis is time t, and the air supply / exhaust command (ON / OFF command of the solenoid valve 32) to the brake cylinder 33, the brake command, and the vehicle travel speed are sequentially from the top. (= Railway wheel speed), wheel speed, and BC pressure are shown.

  According to FIG. 6, in the conventional sliding control, first, when the brake command is turned on at time t11, the air supply control is started and the BC pressure increases. That is, the braking force increases, and the wheel speed and the traveling speed decrease.

  Next, at time t12, the wheel speed becomes equal to or lower than the “threshold speed” that is lower than the traveling speed by a predetermined speed difference threshold, satisfying the skid detection condition, and exhaust control is started. As a result, the braking force decreases and the wheel deceleration decreases.

  At time t13, the deceleration of the wheel becomes less than a deceleration threshold (for example, 2 km / h / s), the detection condition is satisfied, the exhaust is stopped, and the current BC pressure is maintained. As a result, the wheel speed changes from a decrease to an increase, and the speed difference between the traveling speed and the wheel speed decreases. At time t14, when the speed difference between the traveling speed and the wheel speed is less than the speed difference threshold (for example, 3 km / h) and the re-adhesion condition is satisfied, the supply of air is resumed and the braking force increases. Thereafter, the speed difference between the traveling speed and the wheel speed increases again, and at time t15, the sliding detection condition is satisfied again and exhaust is started.

  As described above, at time t20, a series of situations of “sliding detection, exhaust, re-adhesion detection, air supply (return)” was repeated until it was determined that the traveling speed stopped at a predetermined speed.

  When the sliding control of this embodiment shown in FIGS. 4 and 5 is compared with the conventional sliding control shown in FIG. 6, the following points can be understood. First, the sliding control according to the present embodiment is earlier in timing when the supply of air is resumed after the sliding is detected as compared with the conventional sliding control. This is because, in the sliding control of the present embodiment, the supply of air is resumed by satisfying the recharging start condition based on the adhesion evaluation value Vadh, and in the conventional sliding control, it is based on the speed difference between the traveling speed and the wheel speed. This is because the supply of air is resumed when the re-adhesion detection condition is satisfied.

  Further, the series of situations of “sliding detection—exhaust—re-adhesion detection—air supply (return)” is only once in the sliding control of the present embodiment, but multiple times (in FIG. 6, in the conventional sliding control) (4 times) Repeated. In the sliding control of this embodiment, it can be assumed that the supply of air is resumed when it can be estimated that sufficient adhesive force for re-adhesion is obtained based on the adhesion evaluation value Vadh. it can.

  Further, in each of the above-described experiments, the stop distance (travel distance from when the brake command is turned on to when it is stopped) under the same conditions (when the same brake force is applied to the same initial speed V0) is The sliding control of the embodiment was “435.4 m”, whereas the conventional sliding control was “535.3 m”, and the stopping distance was shortened by about 19%.

[Action / Effect]
In the brake control of the present embodiment, in the sliding control, after reducing the braking force, before the re-adhesion detection, if the adhesion evaluation value satisfies the re-charging start condition, the braking force is increased. By increasing the braking force at the timing when it can be assumed that sufficient adhesive force (tangential force coefficient) is obtained for re-adhesion according to the adhesive evaluation value, effective braking force will be exhibited even if a small sliding occurs. This makes it possible to suppress the extension of the brake distance.

  It should be noted that embodiments to which the present invention can be applied are not limited to the above-described embodiments, and can be appropriately changed without departing from the spirit of the present invention.

  For example, the value arrival evaluation value threshold value of the recharging start condition is set to “100%”, but is not limited thereto. For example, different thresholds may be set for the first determination of the recharging start condition and the second and subsequent determinations, or may be changed according to the traveling speed.

DESCRIPTION OF SYMBOLS 10 Brake control apparatus 11 Speed / acceleration detection part, 12 Sliding detection part, 13 Re-adhesion detection part 14 Adhesion evaluation value calculation part, 15 Supply / exhaust control part 21 Wheel, 22 Axle, 23 Speed generator 30 Brake apparatus 31 Air tank, 32 Solenoid valve 33 Brake cylinder, 34 Disc brake

Claims (5)

A brake control device that performs control to increase braking force after reducing braking force and holding braking force when sliding occurs,
A deceleration measuring means for measuring the deceleration;
Whether or not a condition for starting an increase control of the braking force determined based on a relationship between a given expected value of the deceleration when holding the braking force and the deceleration measured by the deceleration measuring means is satisfied Determining means for determining
And a brake control device that performs an increase control of the brake force in accordance with an affirmative determination of the determination means after the brake force is retained.   A predictive value calculating means for calculating the predictive value using a target value of deceleration based on a given brake command, a target value of a brake force equivalent value based on the brake command, and a current brake force equivalent value; The brake control device according to claim 1 provided. The brake force equivalent value is a value indicating brake force such as brake cylinder pressure, control information of the brake cylinder pressure,
The brake control device according to claim 1 or 2. A brake force return control means for returning the brake force when a given re-adhesion detection condition is satisfied after holding the brake force;
An increase control means for increasing the brake force more gently than the brake force return control by the brake force return control means when the determination means makes an affirmative determination after holding the brake force;
The brake control device according to any one of claims 1 to 3, further comprising: A brake control method for controlling the brake force to increase after reducing the brake force and holding the brake force when sliding occurs.
A deceleration measurement step for measuring the deceleration;
A determination step for determining whether or not a condition for starting an increase control of a braking force defined based on a relationship between a given expected value of the deceleration at the time of holding the braking force and the measured deceleration is satisfied. When,
A brake control method for performing increase control of the brake force in accordance with an affirmative determination in the determination step after the brake force is retained.

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