JP7214037B2 - brake controller - Google Patents

Description

The present disclosure relates to train brake control devices.

A railway vehicle is equipped with a brake system that brakes by pressing pads against rotating bodies such as wheels and discs. The pad wears out with use and needs to be replaced when it reaches a preset remaining amount. Patent Literature 1 proposes a wear amount calculation device that obtains the wear amount of a pad based on brake pressure, speed of an object to be braked, and braking time.

JP 2015-121251 A

However, the amount of wear of each braking device of a railroad vehicle may change depending on the state of use. Depending on the state of use, only a certain specific pad will wear more. In such a case, there is a problem that only specific pads need to be replaced early.

The brake control device of the present disclosure includes a command acquisition unit that acquires a brake command including deceleration of the vehicle, and a required brake force calculator that calculates the required brake force, which is the brake force required to obtain the deceleration, from the brake command. a wear control unit that calculates a mechanical brake share indicating a share of the mechanical brake force based on the amount of wear of a plurality of mechanical brake devices that brake the vehicle; and a required brake force and the mechanical brake share. and a mechanical braking force setting unit that changes the required braking force for each vehicle based on the above. The wear control unit calculates a mechanical brake share based on changes in wear amounts after the wear amounts of the plurality of mechanical brake devices are measured or estimated.

The brake control device of the present disclosure includes a command acquisition unit that acquires a brake command including deceleration of the vehicle, and a required brake force calculator that calculates the required brake force, which is the brake force required to obtain the deceleration, from the brake command. a wear control unit that calculates a mechanical brake share indicating the ratio of share of the mechanical brake force based on the amount of wear of the mechanical brake device that brakes the vehicle; , and a mechanical braking force setting unit for setting the mechanical braking force, it is possible to adjust the amount of wear of the mechanical braking device and adjust the replacement timing of the plurality of braking devices at the same timing.

1 is a diagram showing a configuration of a train according to Embodiment 1; FIG. 1 is a diagram showing a schematic configuration of a brake control device according to Embodiment 1; FIG. 3 is a diagram showing a schematic configuration of a wear control unit according to Embodiment 1; FIG. 4A and 4B are diagrams showing the operation of the wear control unit according to the first embodiment; FIG. 4 is a diagram showing an example of braking force according to the first embodiment; FIG. FIG. 4 shows an example of the amount of wear of the mechanical brake device according to the first embodiment; FIG. 5 is a diagram showing an example of change in brake shoe thickness of the mechanical braking device according to the first embodiment; 4 is a diagram showing an example of braking force according to the first embodiment; FIG. FIG. 5 is a diagram showing an example of change in brake shoe thickness of the mechanical braking device according to the first embodiment; FIG. 2 is a diagram showing a schematic configuration of a brake control device according to a second embodiment; FIG. FIG. 5 is a diagram showing a schematic configuration of a wear control unit according to a second embodiment; FIG. FIG. 10 is a diagram showing the operation of the wear control unit according to the second embodiment; It is a figure showing a general example of composition of hardware which realizes a brake control device concerning an embodiment.

Hereinafter, embodiments of the present disclosure will be described in detail with reference to the drawings. In the drawings, the same reference numerals are given to the same or equivalent parts.

Embodiment 1
FIG. 1 is a diagram showing a configuration example of a train 1 equipped with a brake control device according to Embodiment 1 of the present disclosure. The train 1 has cars 11-13. The vehicle 11 is provided with a cab 21, a brake control device 100-1, mechanical brake devices 211-214, wheels 311-314, and trucks 411 and 412. Brake control device 100-1 and mechanical brake devices 211-214 are connected. Wheels 311 and 312 are provided on truck 411 and wheels 313 and 314 are provided on truck 412 . The mechanical braking devices 211-214 are braking devices for braking each wheel. Mechanical braking device 211 brakes wheel 311 , mechanical braking device 212 brakes wheel 312 , mechanical braking device 213 brakes wheel 313 , and mechanical braking device 214 brakes wheel 314 .

The vehicle 12 is provided with a cab 22, a brake control device 100-2, mechanical brake devices 221-224, wheels 321-324, and trucks 421, 422. Brake control device 100-2 and mechanical brake devices 221-224 are connected. Wheels 321 and 322 are provided on a carriage 421 and wheels 323 and 324 are provided on a carriage 422 . The mechanical braking devices 221-224 are braking devices for braking each wheel. Mechanical brake device 221 brakes wheel 321 , mechanical brake device 222 brakes wheel 322 , mechanical brake device 223 brakes wheel 323 , and mechanical brake device 224 brakes wheel 324 .

The vehicle 13 is provided with a brake control device 100-3, mechanical brake devices 231-234, wheels 331-334, and trucks 431, 432. Brake control device 100-3 and mechanical brake devices 231-234 are connected. Wheels 331 and 332 are provided on a carriage 431 and wheels 333 and 334 are provided on a carriage 432 . The mechanical braking devices 231-234 are braking devices for braking each wheel. Mechanical brake device 231 brakes wheel 331 , mechanical brake device 232 brakes wheel 332 , mechanical brake device 233 brakes wheel 333 , and mechanical brake device 234 brakes wheel 334 .

When the brake control devices 100-1 to 100-3 are not distinguished, they are referred to as the brake control device 100. FIG. The brake control device 100 is connected to cabs 21 and 22 .

Cabs 21 and 22 output brake commands for braking the train. The brake command includes information about deceleration and is output from a master controller, ATC (Automatic Train Control), or ATO (Automatic Train Operation) provided in the cab 21, 22. be.

The mechanical braking devices 211 to 214, 221 to 224, 231 to 234 mechanically brake the wheels, such as tread brakes and disc brakes. The mechanical brake devices 211-214, 221-224, and 231-234 obtain braking force by pressing brake parts such as brake shoes and brake pads against the wheels.

The brake control device 100 outputs a command value indicating a mechanical braking force, which is a braking force generated by mechanical braking, to the mechanical braking devices 211-214, 221-224, 231-234. Details will be described later.

FIG. 2 is a diagram showing a configuration example of a brake control device according to Embodiment 1 of the present disclosure. The brake control device 100 includes a command acquisition section 110 , an adaptive load detection section 120 , a required braking force calculation section 130 , a wear control section 140 and a mechanical braking force setting section 150 .

The command acquisition unit 110 acquires a brake command output from the cab and sends it to the required brake force calculation unit 130 .

The adaptive load detection unit 120 detects the loads on the cars 11 to 13 constituting the train 1 or the bogies 411 , 412 , 421 , 422 , 431 , and 432 of the cars 11 to 13 and sends them to the required brake force calculation unit 130 .

The required brake force calculation unit 130 calculates a required brake force that is required to obtain the deceleration included in the brake command. The required braking force calculation section 130 may calculate the required braking force for each of the vehicles 11 to 13, or may calculate the required braking force for each of the trucks 411, 412, 421, 422, 431, and 432. The required braking force calculation unit 130 calculates the load of the vehicles 11 to 13 or the trucks 411, 412, 421, 422, 431, 411, 412, 421, 422, 431, 411, 412, 431, 431, 431, 431, 431, 431, 431, 431, 431, 431, 431, 431, 431, 431, 431, 431, 431, 431, 431, 431, 431, 431, 431, 431, 431, 431, 431, 431, 431, and 431. The required braking force is calculated for each 432 and sent to the mechanical braking force setting unit 150 .

The wear control unit 140 calculates a mechanical brake share ratio indicating the share ratio of the mechanical brake force based on the amount of wear of the mechanical brake devices 211 to 214, 221 to 224, and 231 to 234, and the mechanical brake force setting unit 150 send to Here, the proportion of mechanical braking force sharing means the proportion of braking force borne by each car 11 to 13 or each bogie 411, 412, 421, 422, 431, 432 with respect to the braking force required for the entire train 1. indicates that

The mechanical braking force setting unit 150 controls the vehicles 11 to 13 or the trucks 411, 412, 421 based on the required braking force output from the required braking force calculating unit 130 and the mechanical braking share output from the wear control unit 140. , 422, 431, 432, and outputs the required braking force to each of the mechanical braking devices 211-214, 221-224, 231-234.

FIG. 3 is a diagram showing a configuration example of the wear control unit 140. As shown in FIG. The wear control unit 140 includes a wear amount acquisition unit 141 , a wear amount prediction unit 142 and a mechanical braking force share calculation unit 143 . When the wear amounts of the mechanical brake devices 211-214, 221-224, and 231-234 are measured or estimated, the wear amount acquisition unit 141 obtains the wear amounts of the mechanical brake devices 211-214, 221-224, and 231-234. to get The amount of wear of each of the mechanical brake devices 211 to 214, 221 to 224, 231 to 234 may be the amount of wear measured during inspection, or the amount of wear of the mechanical brake devices 211 to 214, 221 to 224, 231 to 234 in the past. It may be the amount of wear estimated from the state of use.

Here, "past" and "future" in the present disclosure will be explained. In the present disclosure, the “past” refers to the time when the wear amount of the mechanical brake devices 211-214, 221-224, 231-234 was measured or estimated and Shows the time before the wear amount is measured or estimated. "Future" indicates the time after the wear amount of the mechanical braking devices 211-214, 221-224, 231-234 is measured or estimated. Information about the past usage state is acquired by the wear amount acquisition unit 141 or the wear amount prediction unit 142 .

A use state of the mechanical brake device will be described. The state of use indicates information including any one of brake pressure, speed of an object to be braked, braking time, period of use, number of times of braking, braking force, and vehicle characteristics, and each information may be associated with each other. The "brake pressure" is the past AC pressure, BC pressure, etc. when the mechanical brake devices 211-214, 221-224, 231-234 were operated. The "speed to be braked" is the past speed when the mechanical braking devices 211-214, 221-224, 231-234 were operated. The "braking time" is the time when the mechanical braking devices 211-214, 221-224, and 231-234 are operated once, or the integrated value of the past operating time. The "use period" is the period during which the mechanical braking devices 211-214, 221-224, 231-234 have been used in the past. The "brake count" is the number of times the mechanical brake devices 211-214, 221-224, 231-234 have been used in the past. The "brake force" is the brake force when operated once, or an integrated value of past brake forces. The "vehicle characteristics" include a power vehicle (M car) equipped with a traction motor, a trailing vehicle (T vehicle) not equipped with a traction motor, or the like.

When the measured or estimated wear amounts of the mechanical brake devices 211 to 214, 221 to 224, and 231 to 234 are input, the wear amount prediction unit 142 calculates the respective mechanical brake devices 211 to 214, 221 to 224, and 231 to 234. predict the future usage status from the past usage status. Specifically, when the wear amounts of the mechanical brake devices 211-214, 221-224, and 231-234 are measured or estimated, or when the wear amounts of the mechanical brake devices 211-214, 221-224, and 231-234 are measured. Alternatively, from the state of use before the estimated time, the state of use after the wear amount of the mechanical brake devices 211 to 214, 221 to 224, and 231 to 234 is measured or estimated is predicted. Based on the predicted future use state, future changes in the amount of wear are predicted, and the prediction result is output to the mechanical braking force share calculation unit 143 . The prediction result may be a prediction result for each of the mechanical braking devices 211-214, 221-224, 231-234, a prediction result for each truck 411, 412, 421, 422, 431, 432, or a vehicle. Prediction results every 11th to 13th may be used. For example, the prediction result for each truck 411, 412, 421, 422, 431, 432 is predicted by averaging the wear amount of the mechanical braking devices provided on the same truck 411, 412, 421, 422, 431, 432. result may be Further, the prediction result for each of the vehicles 11-13 may be a result predicted by averaging the wear amounts of the mechanical brake devices provided in the same vehicle 11-13.

The mechanical braking force share calculation unit 143 determines the share ratios of the mechanical brake devices 211 to 214, 221 to 224, and 231 to 234 based on the prediction result output from the wear amount prediction unit 142, and sets the mechanical brake force. Output to unit 150 .

4A and 4B are diagrams showing the operation of the wear control unit 140. FIG. When the wear amounts of the mechanical brake devices 211 to 214, 221 to 224, and 231 to 234 are measured or estimated, the wear control unit 140 performs the mechanical brake devices 211 to 214, 221 to 224, and 231 through the wear amount acquisition unit 141. 234 is acquired (S11). Next, based on the amount of wear and past usage of the mechanical brake devices 211-214, 221-224, and 231-234, changes in future wear amounts of the mechanical brake devices 211-214, 221-224, and 231-234 are calculated. Predict (S12). Next, based on the predicted changes in the amount of wear of the mechanical brake devices 211 to 214, 221 to 224, and 231 to 234, the mechanical brake forces of the plurality of mechanical brake devices 211 to 214, 221 to 224, and 231 to 234 are calculated. A share ratio is determined (S13). Next, the determined share ratios of the mechanical brake devices 211-214, 221-224, and 231-234 are output to the mechanical brake force setting unit 150 (S14), and the process ends.

FIG. 5 is a diagram showing an example of braking force borne by each vehicle in the first embodiment. FIG. 5 shows the braking forces borne by the vehicles 11-13. The braking force of the vehicle 11 is F1, the braking force of the vehicle 12 is F2, and the braking force of the vehicle 13 is F3. Here, the braking force of each vehicle is the braking force set by the mechanical braking force setting section.

FIG. 6 is a diagram showing an example of the amount of wear of the mechanical braking devices 211, 221, 231 according to Embodiment 1. In FIG. Here, the brake parts of the mechanical brake devices 211, 221, and 231 provided in the vehicles 11 to 13 are braked with the brake force (ratio) shown in FIG. It shows the wear amount of the brake shoe. The period of use (days) is the period from when the brake shoe is attached to the mechanical braking device 211, 221, 231. The new brake shoe thickness (mm) is the thickness of the brake shoe when attached to the mechanical braking device 211, 221, 231. The current brake shoe thickness (mm) is the current thickness of the brake shoe (mm). The amount of wear (mm) is the amount of wear of the brake shoe after it was attached to the mechanical brake device 211, 221, 231. The replacement brake shoe thickness (mm) is the thickness of the brake shoe required to operate as a mechanical braking device. In other words, the brake shoe must be replaced when it reaches the thickness of the replacement brake shoe thickness. The predicted replacement timing (days) is the replacement timing when the brake shoe is expected to reach the thickness of the replacement brake shoe. The predicted replacement time (days) indicates the period from the start of use.

Thirty days have passed since the brake shoe of the mechanical brake device 211 was installed, and the current thickness of the shoe is 30 (mm) . Since the thickness of the brake shoe when attached is 60 (mm), it indicates that the amount of wear after 30 days of use is 30 (mm). The replacement period of the brake shoe is estimated to be 40 days after the start of use. In other words, after another 10 days, the brake shoe thickness is expected to reach the replacement shoe thickness.

Thirty days have passed since the brake shoe of the mechanical brake device 221 was installed, and the current thickness of the shoe is 45 (mm) . Since the thickness of the brake shoe when attached is 60 (mm), it indicates that the amount of wear after 30 days of use is 15 (mm). The replacement period of the brake shoe is estimated to be 80 days after the start of use. In other words, after another 50 days, the brake shoe thickness is expected to reach the replacement shoe thickness.

Thirty days have passed since the brake shoe of the mechanical brake device 231 was installed, and the current thickness of the shoe is 40 (mm). indicates that the wear amount of is 20 (mm). The replacement period of the brake shoe is expected to be 60 days after the start of use. In other words, after another 30 days, the brake shoe thickness is expected to reach the replacement shoe thickness.

FIG. 7 is a diagram showing an example of changes in the thickness of the brake shoe of the mechanical braking devices 211, 221, and 231 according to the first embodiment. The thickness of the brake shoe attached to the mechanical brake devices 211, 221, and 231 shown in FIG. 6 is shown with respect to the period of use. The period of use from 0 days to 30 days indicated by the solid line represents actual results. The dashed line indicates a forecast from 31 days after the usage period.

The brake shoe of the mechanical braking device 211 is 30 (mm) after 30 days of use, and is expected to reach the thickness of the replacement shoe after 40 days of use. The brake shoe of the mechanical brake device 221 is 45 (mm) after 30 days of use, and is expected to reach the thickness of the replacement shoe after 80 days of use. The brake shoe of the mechanical brake device 231 is 40 (mm) after 30 days of use, and is expected to reach the thickness of the replacement shoe after 60 days of use.

As can be seen from FIGS. 6 and 7, the brake shoes of the mechanical braking devices 211, 221, 231 have the same service life, but the thickness of the shoes is different. That is, the amount of wear is different. Since the amount of wear is different, the predicted replacement timing is also different.

Assume that train 1 is inspected every 30 days. The mechanical brake device 211 has a brake shoe thickness of 30 (mm) after 30 days of use, which exceeds the replacement brake shoe thickness of 20 (mm), so replacement is unnecessary. However, since the predicted replacement time for the brake shoe of the mechanical brake device 211 is 40 days, the thickness of the shoe to be replaced will already be reached after 60 days, which is the next inspection. Therefore, the brake shoe of the mechanical brake device 211 needs to be replaced before the next inspection, so it needs to be replaced at the inspection 30 days after the start of use.

The mechanical brake device 221 has a brake shoe thickness of 45 (mm) after 30 days from the start of use, which exceeds the replacement brake shoe thickness of 20 (mm), so replacement is unnecessary. Further, since the predicted replacement time of the brake shoe of the mechanical brake device 221 is 80 days, the thickness of the replacement shoe exceeds 20 (mm) even after 60 days, which is the next inspection. Therefore, the brake shoe of the mechanical brake device 221 does not need to be replaced before the next inspection, so it does not need to be replaced in the inspection 30 days after the start of use.

The mechanical brake device 231 has a brake shoe thickness of 40 (mm) after 30 days of use, which exceeds the replacement brake shoe thickness of 20 (mm), so replacement is unnecessary. Further, since the predicted replacement timing of the brake shoe of the mechanical brake device 231 is 60 days, the thickness of the replacement brake shoe reaches 20 (mm) after 60 days, which is the next inspection. Therefore, the brake shoe of the mechanical brake device 231 does not need to be replaced before the next inspection, so it does not need to be replaced in the inspection 30 days after the start of use.

In this way, when the mechanical braking devices 211, 221, and 231 brake with the braking force (ratio) shown in FIG. is required, but the brake shoes of the mechanical braking devices 221 and 231 do not need to be replaced.

FIG. 8 is a diagram showing an example of changing the braking force borne by each vehicle according to the first embodiment. In FIG. 8, the mechanical braking force setting unit 150 of the brake control device 100 determines whether the vehicle or the The required braking force is changed for each bogie. Specifically, the wear control unit 140 predicts the future use state from the past use state for each of the mechanical brake devices 211, 221, and 231, and determines the share of each mechanical brake device 211, 221, and 231 ( change), the braking force of each mechanical braking device 211, 221, 231 is changed. The timing for changing the braking force of each mechanical braking device 211, 221, 231 may be any time. It may be changed several days after the start of use, it may be changed every day, or it may be changed for each braking operation. In this embodiment, the change is made after 21 days in the sense that the trend of change in wear amount can be known.

In FIG. 8, the hatched braking force is the changed braking force. The required braking force of the mechanical braking device 211 of the vehicle 11 is changed from F1 to F3. The required braking force of the mechanical braking device 221 of the vehicle 12 remains unchanged from F2. The required braking force of the mechanical braking device 231 of the vehicle 13 is changed from F3 to F1. Although the required braking force of each mechanical braking device is changed, the braking force required to brake the train 1 is not changed. That is, the ratio of the required braking force of each mechanical braking device 211, 221, 231 is changed.

FIG. 9 is a diagram showing an example of changes in the thickness of the brake shoe of the mechanical braking devices 211, 221, and 231 according to the first embodiment. After 21 days of use, the braking force was changed to that shown in FIG. Based on the amount of wear and the state of use from the 0th day to the 20th day after the start of use, changes in the amount of wear in the future are predicted, and the braking forces of the mechanical brake devices 211, 221, 231 are changed. In FIG. 9, the solid line indicates the results from the 0th day to the 20th day of use when the braking force is not changed. The thick solid line indicates the results from the change in braking force 21 days after the start of use to 30 days after the start of use. The dashed line shows the projection after 31 days of use.

In FIG. 9, the brake shoe of the mechanical braking device 211 is 35 (mm) after 30 days of use, and is expected to reach the thickness of the replacement shoe after 60 days of use. The brake shoe of the mechanical brake device 221 is 43 (mm) after 30 days of use, and is expected to reach the thickness of the replacement shoe after 60 days of use. The brake shoe of the mechanical brake device 231 is 40 (mm) after 30 days of use, and is expected to reach the thickness of the replacement shoe after 60 days of use.

Assume that train 1 is inspected every 30 days. The mechanical brake device 211 has a brake shoe thickness of 35 (mm) after 30 days of use, which exceeds the replacement brake shoe thickness of 20 (mm), so replacement is unnecessary. In addition, since the predicted replacement timing of the brake shoe of the mechanical braking device 211 is 60 days, the thickness of the replacement brake shoe will be reached after 60 days, which is the next inspection. Therefore, the brake shoe of the mechanical braking device 211 does not need to be replaced before the next inspection, and does not need to be replaced after 30 days of use.

The mechanical brake device 221 has a brake shoe thickness of 43 (mm) after 30 days from the start of use, which exceeds the replacement brake shoe thickness of 20 (mm), so replacement is unnecessary. In addition, since the predicted replacement timing of the brake shoe of the mechanical brake device 221 is 60 days, the thickness of the replacement shoe will be reached after 60 days, which is the next inspection. Therefore, the brake shoe of the mechanical braking device 211 does not need to be replaced before the next inspection, and does not need to be replaced after 30 days of use.

The mechanical brake device 231 has a brake shoe thickness of 40 (mm) after 30 days of use, which exceeds the replacement brake shoe thickness of 20 (mm), so replacement is unnecessary. Further, since the predicted replacement timing of the brake shoe of the mechanical brake device 231 is 60 days, the thickness of the replacement brake shoe will be reached after 60 days, which is the next inspection. Therefore, the brake shoe of the mechanical brake device 231 does not need to be replaced before the next inspection, so it does not need to be replaced in the inspection 30 days after the start of use. Thus, the brake shoes of the mechanical braking devices 211, 221, and 231 do not need to be replaced after 30 days of use.

Compare FIGS. 7 and 9. FIG. The thickness of the brake shoe of the mechanical braking device 211 was predicted to be 40 days after the start of use if the use was continued without changing the braking force. However, by changing the braking force after 21 days based on the amount of wear and the state of use from 0 days to 20 days after the start of use, the predicted replacement time was 60 days after the start of use. The thickness of the brake shoe of the mechanical brake device 221 was predicted to be 80 days after the start of use if the use was continued without changing the braking force. However, by changing the braking force after 21 days based on the amount of wear and the state of use from 0 days to 20 days after the start of use, the predicted replacement time was 60 days after the start of use. As for the brake shoe thickness of the mechanical braking device 231, since the braking force has not been changed, the expected replacement time remains unchanged at 60 days.

Thus, by changing the braking force of each mechanical braking device based on the past wear amount and usage condition, it is possible to change the change in the wear amount of the brake shoe of each mechanical braking device. By changing the change in the amount of wear of the brake shoe of each mechanical braking device, it is possible to adjust the replacement timing of the brake shoe of each mechanical braking device.

In the first embodiment, regarding the determination (change) of the allocation rate of each of the mechanical brake devices 211 to 214, 221 to 224, and 231 to 234, the wear of the brake control devices 100-1 to 100-3 installed in each vehicle. The control unit 140 may determine (change) the allocation rate of each mechanical brake device 211-214, 221-224, 231-234 installed in each vehicle. Each mechanical brake device 211 to 214, 221 to 224, 231 to 234 installed in the train 1, which is input to the wear control unit 140 of the brake control device 100-1 to 100-3 installed in each car If the information regarding the amount of wear and the past usage state is the same, the results of the calculations performed by the wear control units 140 of the brake control devices 100-1 to 100-3 are the same. Therefore, the wear control units 140 of the brake control devices 100-1 to 100-3 installed in each vehicle can calculate the share of the mechanical brake devices installed in the own vehicle. In the wear control unit 140 of each brake control device 100, it is possible to determine the sharing rate of the plurality of brake devices of the own vehicle. For example, in the vehicle 11 , the wear control unit 140 of the brake control device 100 - 1 can determine the share of the mechanical brake devices 211 to 214 installed in the vehicle 11 .

In Embodiment 1, wear control unit 140 of any one of brake control devices 100-1 to 100-3 may perform calculation and output the calculation result to the other brake control devices. In other words, the wear control unit 140 of any one of the brake control devices 100 can determine the sharing ratios of the mechanical brake devices 211 to 214, 221 to 224, and 231 to 234 of the own vehicle and vehicles other than the own vehicle. is. The wear control unit 140 of any one of the brake control devices 100 determines the sharing rate of the mechanical brake devices 211 to 214, 221 to 224, and 231 to 234 of the own vehicle and vehicles other than the own vehicle, and installs to other vehicles. It is possible to reduce the processing load of the brake control device 100 that is used. For example, in the vehicles 11 and 12 , the wear control unit 140 of the brake control device 100 - 1 can determine the share of the mechanical brake devices 221 to 224 installed in the vehicle 12 . Further, the wear control unit 140 of the brake control device 100-1 determines the sharing ratios of the mechanical brake devices 211 to 214 installed in the vehicle 11 and the mechanical brake devices 221 to 224 installed in the vehicle 12. is possible.

In Embodiment 1, the braking force of each mechanical braking device to be changed is determined so that the wear amount of the mechanical braking device falls within a predetermined range. By doing so, it is possible to eliminate the difference in the amount of wear of the mechanical brake device.

In Embodiment 1, the braking force of each of the mechanical braking devices 211-214, 221-224, 231-234 to be changed may be determined based on the specified replacement time. For example, the mechanical brake devices 211 to 214, 221 to 224, and 231 to 234 are changed so that they need to be replaced at a specific replacement time (for example, 60 days after the start of use). You can change the braking force. By doing so, it becomes possible to adjust the replacement timing of each of the mechanical brake devices 211-214, 221-224, and 231-234. In addition, it becomes possible to set the replacement times of the mechanical brake devices 211 to 214, 221 to 224, and 231 to 234 at the same time. Inspection labor can be saved by making the replacement timing the same. It also facilitates inventory management of parts. Since it is possible to reduce the number of brake shoes that need to be replaced even though the thickness of the replacement brake shoe has not been reached, the effective use of the brake shoes becomes possible.

In Embodiment 1, the braking force of each mechanical braking device 211-214, 221-224, 231-234 to be changed may be determined based on a plurality of conditions. For example, the braking force of the mechanical braking device may be changed so that the amount of wear is the same and the replacement times of the mechanical braking devices 211-214, 221-224, and 231-234 are the same.

A brake control device according to the present disclosure includes a command acquisition unit that acquires a brake command including deceleration of a vehicle, and a required brake force that is a brake force required to obtain deceleration from the brake command. a calculation unit; a wear control unit that calculates a mechanical brake share indicating a share of the mechanical brake force based on the amount of wear of a plurality of mechanical brake devices that brake the vehicle; and a required brake force and the mechanical brake share. and a mechanical braking force setting unit that sets the mechanical braking force based on, it is possible to adjust the amount of wear of the mechanical braking device.

In the brake control device according to the present disclosure, the wear control unit predicts a change in the wear amount after the wear amount of the plurality of mechanical brake devices is measured or estimated based on the wear amount of the plurality of mechanical brake devices. By providing the prediction unit, it is possible to adjust the amount of wear of the mechanical brake device based on the predicted change in the amount of wear in the future.

In the brake control device according to the present disclosure, the wear amount prediction unit predicts changes in wear amount after the wear amounts of the plurality of mechanical brake devices are measured or estimated based on the usage states of the plurality of mechanical brake devices. Thus, it is possible to adjust the amount of wear of the mechanical brake device based on the past usage state and the predicted change in the amount of wear in the future.

In the brake control device according to the present disclosure, the wear control unit includes a wear amount acquisition unit that acquires information indicating the wear amounts of the plurality of mechanical brake devices, so that the wear amount of the mechanical brake devices is determined based on the current wear amounts of the mechanical brake devices. It is possible to adjust the amount of wear of

In the brake control device according to the present disclosure, the wear amounts of the plurality of mechanical brake devices acquired by the wear amount acquisition unit are wear amounts estimated based on the state of use of the mechanical brake devices. , it becomes possible to adjust the amount of wear of the mechanical braking device.

In the brake control device according to the present disclosure, the wear control unit provided in the first vehicle automatically calculates the share ratio of the mechanical braking force of the plurality of mechanical brake devices provided in the first vehicle. It becomes possible to adjust the amount of wear of a plurality of mechanical braking devices in the vehicle.

In the brake control device according to the present disclosure, the wear control unit provided in the first vehicle calculates the share ratio of the mechanical braking force of the plurality of mechanical brake devices provided in the first vehicle and the second vehicle. By doing so, it becomes possible to adjust the amount of wear of a plurality of mechanical braking devices other than the own vehicle and the own vehicle.

In the brake control device according to the present disclosure, the wear control unit calculates the share of the mechanical braking force so that the amount of wear of the plurality of mechanical brake devices is within a predetermined range. It is possible to adjust the amount of wear of

In the brake control device according to the present disclosure, the wear control unit determines the replacement timing of the plurality of mechanical brake devices by calculating the share ratio of the mechanical braking force so that the replacement timings of the plurality of mechanical brake devices are the same. Adjustment is possible.

Embodiment 2
FIG. 10 is a diagram showing an example of the configuration of a brake control device 200 according to Embodiment 2. As shown in FIG. FIG. 11 is a diagram showing an example of the configuration of wear control section 240 of brake control device 200 according to the second embodiment. In FIG. 11 , the wear control section 240 has a wear amount prediction result input section 241 . In the second embodiment, the wear control section 240 does not predict future changes in the amount of wear. The wear control unit 240 receives a prediction result of future change in wear amount performed by a device other than the wear control unit 240 . In Embodiment 2, prediction of future changes in the amount of wear may be performed by a monitor device (not shown) mounted on the train 1, or may be performed by a device on the ground. A wear amount change prediction result obtained by a device other than the wear control unit 240 is input to the wear amount prediction result input unit 241 and output to the mechanical braking force share calculation unit 143 . Based on the prediction result output from the wear amount prediction result input unit 241 , the mechanical brake force share calculation unit 143 determines the share of each mechanical brake device and outputs the share to the mechanical brake force setting unit 150 .

12A and 12B are diagrams showing the operation of the wear control unit 240. FIG. The wear control unit 240 acquires the prediction result of the future wear amount change of the mechanical braking device, which is performed by a device other than the wear control unit 240 . (S21). Next, based on the predicted future wear amount of the mechanical braking device, the ratio of the mechanical braking force to be shared by the plurality of mechanical braking devices is determined (S22). Next, the determined share of the mechanical brake device is output to the mechanical brake force setting unit 150 (S23), and the process is terminated.

In the second embodiment, a device other than the wear control unit 240 predicts future changes in the amount of wear, so it is possible to reduce the processing load on the wear control unit.

Although Embodiments 1 and 2 described examples in which the brake control device changes the braking force of the mechanical brake device connected to the own device, the present invention is not limited to this. For example, one brake control device predicts a future change in wear amount from the wear amount of a mechanical brake device connected to another brake control device, and changes the braking force of the mechanical brake device to another brake control device. You can send commands.

The braking force to be changed can be determined based on the vehicle characteristics of the M car and the T car. For example, M cars use regenerative braking to reduce the load on the mechanical brake system, but by changing the load on the mechanical brake system to increase it, the load on the T car mechanical brake system is reduced. The braking force to be changed may be determined based on the temperature or the type of driving (local train, rapid train). Also, the braking force after the change may be set to zero. For example, there may be a mechanical braking device that does not perform a braking action. Further, the monitor device may determine whether or not to change the braking force.

In Embodiments 1 and 2, the brake shoe installed in the mechanical brake device has been described as an example, but the present disclosure can also be applied to the brake pad of a disc brake.

FIG. 13 is a diagram showing an example in which a processing circuit included in the brake control device 100 (200) is configured with a processor and a memory. When the processing circuit is composed of processor 1000 and memory 1001, each function of the processing circuit of brake control device 100 (200) is implemented by software, firmware, or a combination of software and firmware. Software or firmware is written as a program and stored in memory 1001 . In the processing circuit, each function is realized by the processor 1000 reading and executing the program stored in the memory 1001 . That is, the processing circuit includes a memory 1001 for storing a program that results in the execution of the processing of the brake control device 100 (200). It can also be said that these programs cause a computer to execute the procedures and methods of the brake control device 100 (200).

In the present disclosure, each embodiment can be freely combined, modified, or omitted as appropriate within the scope of the invention.

1 trains 10, 11, 12 cars 21, 22 cab 100, 100-1, 100-2, 100-3, 200 brake control device 110 command acquisition unit 120 adaptive load detection unit 130 required brake force calculation unit 140, 240 wear Control unit 150 Mechanical braking force setting unit 141 Wear amount acquisition unit 142 Wear amount prediction unit 143 Mechanical braking force share calculation unit 211, 212, 213, 214, 221, 222, 223, 224, 231, 232, 233, 234 Machine Brake device 241 Wear amount prediction result input unit 311, 312, 313, 314, 321, 322, 323, 324, 331, 332, 333, 334 Wheels 411, 412, 421, 422, 431, 432 Truck 1000 Processor 1001 Memory

Claims (9)

a command acquisition unit that acquires a brake command including deceleration of the vehicle;
a required brake force calculation unit that calculates a required brake force, which is a brake force required to obtain the deceleration, from the brake command;
a wear control unit that calculates a mechanical brake share ratio indicating a share ratio of the mechanical brake force based on the amount of wear of a plurality of mechanical brake devices that brake the vehicle;
a mechanical braking force setting unit that changes the required braking force for each vehicle based on the required braking force and the mechanical braking share;
with
The wear control unit calculates the mechanical brake share based on changes in wear amounts after the wear amounts of the plurality of mechanical brake devices are measured or estimated.
brake controller. The wear control unit includes a wear amount prediction unit that predicts changes in wear amounts after the wear amounts of the plurality of mechanical brake devices are measured or estimated based on the wear amounts of the plurality of mechanical brake devices.
The brake control device according to claim 1. The wear amount prediction unit predicts the wear amount change based on the usage state of the plurality of mechanical brake devices.
The brake control device according to claim 2. The wear control unit includes a wear amount acquisition unit that acquires information indicating the wear amount of the plurality of mechanical braking devices.
The brake control device according to any one of claims 1 to 3. The wear amounts of the plurality of mechanical brake devices acquired by the wear amount acquisition unit are wear amounts estimated based on the state of use of the mechanical brake devices.
The brake control device according to claim 4. The wear control unit provided in the first vehicle calculates a share of the mechanical braking force of the plurality of mechanical brake devices provided in the first vehicle.
The brake control device according to any one of claims 1 to 5. The wear control unit provided in the first vehicle calculates a share of mechanical braking force of a plurality of mechanical braking devices provided in the first vehicle and the second vehicle,
The brake control device according to any one of claims 1 to 5. The wear control unit calculates a share ratio of the mechanical braking force so that the amount of wear of the plurality of mechanical braking devices is within a predetermined range.
The brake control device according to any one of claims 1 to 7. The wear control unit calculates a distribution ratio of the mechanical braking force so that the plurality of mechanical braking devices are replaced at the same timing.
The brake control device according to any one of claims 1 to 8.

Images