TECHNICAL FIELD
[0001] The present invention relates to a brake system, a brake control device, and a
method of controlling brakes for railroad cars.
BACKGROUND
[0002] A brake control device for railroad cars is typically configured to control all
the brake devices attached to a plurality of cars in a train (see, for example, Patent
Document 1).
RELEVANT REFERENCES
[0003] LIST OF RELEVANT PATENT LITERATURE
Patent Literature 1: Japanese Patent No. 4638959
SUMMARY
[0004] Usually, a brake control device for railroad cars is duplexed for safety. More
specifically, a spare brake control device is provided to railroad cars in case an original
brake control device breaks down and cannot be operated. However, the duplexing of
the brake control device may not be sufficient enough since it is still possible for both
of the brake control devices to break down. In order to mitigate the possibility of
breakdowns of the brake control devices, the brake control device can be further
multiplexed such as triplexed, quadplexed and so on. However, multiplexing of the
brake control device requires a number of brake control devices for backup, which
complicates the brake system of the railroad cars.
[0005] One object of the invention is to provide a brake system, a brake device, and
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a method of controlling brakes for railroad cars in which control can be multiplexed
with a simple configuration.
[0006] (1) To this end, in a brake system for railroad cars according to one aspect of
the invention, each of the brake control devices is capable of outputting information
about the corresponding car in which the brake control device is provided to the other
brake control devices through a transmission device. The brake control device is
configured to calculate a total necessary braking force value by using the information
output from the other brake control devices to the transmission device, the total
necessary braking force value being required for braking all of the railroad cars
forming the unit.
[0007] In this way, when the brake system normally operates, each brake control
device uses the information from the other brake control devices to calculate the total
necessary braking force value that is required for braking the whole unit including the
railroad cars. Therefore it is possible for the railroad car brake system to perform the
braking process of the cars. The brake control devices are provided in the cars of the
unit respectively. Therefore, even when a failure occurs in the transmission device, the
control by each brake control device can cause the cars in the unit to perform the
brake operation. In this way, multiplexing of the brake control device can be achieved.
Moreover, the multiplexing can be realized with a simple configuration in which the
brake control device is provided for each of the cars. In this manner, the multiplexing
of the control can be realized with such a simple configuration.
[0008] (2) It is preferable that when the brake control devices each receive a
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deceleration command signal, the brake control device calculate a necessary braking
force that is required for braking the corresponding car and output the necessary
braking force value as the information to the transmission device.
[0009] With this configuration, the information necessary to calculate the total
necessary braking force value can be obtained by simply calculating the necessary
braking force value that is required for braking the corresponding car by each brake
control device.
[0010] (3) More preferably, the brake control devices each calculate the total
necessary braking force value by adding the necessary braking force values calculated
by the other brake control devices to the necessary braking force value that is
required for braking the corresponding car.
[0011] In this manner, the brake system for railroad cars can calculate the total
necessary braking force value with such a simple configuration.
[0012] (4) More preferably, one of the brake control devices is configured as a
motor-car brake control device provided in a motor car that is the railroad car
equipped with a motor, and the motor-car brake control device is configured to
calculate a target regenerative braking force value that is to be generated in the motor
based on the total necessary braking force value.
[0013] In this manner, the railroad car brake control system can estimate more
appropriate target regenerative braking force value.
[0014] (5) More preferably, the railroad cars each include a mechanical brake device
that imparts a friction resistance to a wheel, and the brake control devices each
5
calculate a target mechanical braking force value that is to be generated by the
mechanical brake device of the corresponding car based on a value obtained by
subtracting a regenerative braking force value actually generated in the motor car
from the total necessary braking force value.
[0015] In this way, the railroad car brake system can estimate more appropriate
target mechanical braking force value by considering the regenerative braking force
value actually generated.
[0016] (6) It is preferable that one of the brake control devices be configured as a
trailer-car brake control device provided in a trailer car that is one of the railroad cars,
and when the trailer-car brake control device cannot transmit the information to the
transmission device, the trailer-car brake control device calculates a necessary braking
force value that is required to put a brake on the trailer car without using the
information output from the other brake control devices to the transmission device.
[0017] In this manner, the trailer-car brake control device can calculate the
necessary braking force value that is required for braking the trailer car even when a
communication failure occurs in the trailer-car brake control device. Therefore the
trailer-car brake control device can perform a brake control of the trailer car and can
prevent a deficiency in the total braking force of the whole unit.
[0018] (7) It is preferable that one of the brake control devices is configured as a
motor-car brake control device provided in a motor car that is the railroad car
equipped with a motor, and when the trailer-car brake control device cannot transmit
the information to the transmission device, the motor-car brake control device
calculates a necessary braking force value that is required to put a brake on the motor
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car without using the information output from the other brake control devices to the
transmission device.
[0019] In this manner, the motor-car brake control device can calculate the
necessary braking force value that is required for braking the motor car even when a
communication failure occurs in the trailer-car brake control device. Therefore the
motor-car brake control device can perform a brake control of the motor car and can
prevent a deficiency in the total braking force of the whole unit.
[0020] (8) It is preferable that one of the brake control devices be configured as a
motor-car brake control device provided in a motor car that is the railroad car
equipped with a motor, and when the motor-car brake control device cannot transmit
the information to the transmission device, the motor-car brake control device
calculates a necessary braking force value that is required for braking the motor car
without using the information output from the other brake control devices to the
transmission device.
[0021] In this manner, the motor-car brake control device can calculate the
necessary braking force value that is required for braking the motor car even when a
communication failure occurs in the motor-car brake control device. Therefore the
motor-car brake control device can perform a brake control of the motor car and can
prevent a deficiency in the total braking force of the whole unit.
[0022] (9) More preferably, the motor car includes the motor coupled to a wheel of
the motor car, and a mechanical brake device that imparts a friction resistance to the
wheel, the motor-car brake control device causes the mechanical brake device to
operate without causing the motor to perform a regenerative braking operation.
7
[0023] In this way, it is possible for the motor-car brake control device to cause the
mechanical brake device to perform the braking operation even when the information
cannot be transmitted to the transmission device.
[0024] (10) More preferably, the brake control devices other than the motor-car
brake control device are herein referred to as predetermined brake control devices,
and when the information cannot be transmitted from the motor-car brake control
device to the transmission device, the predetermined brake control devices calculate a
necessary braking force value that is required for braking all the cars other than the
motor car.
[0025] In this way, even when a communication failure occurs in the motor-car
brake control device, the brake control devices other than the brake control device in
which the communication failure occurs can cooperate to perform the brake control
over the cars other than the motor car in which the communication failure occurs.
Consequently, it is possible to prevent insufficiency of braking force for the unit as a
whole.
[0026] (11) It is preferable that one of the brake control devices be configured as a
trailer-car brake control device provided in a trailer car that is one of the railroad cars,
and when the trailer-car brake control device cannot receive the information from the
transmission device, the trailer-car brake control device calculate a necessary braking
force value that is required to put a brake on the trailer car without using the
information output from the other brake control devices to the transmission device.
[0027] In this manner, the trailer-car brake control device can calculate the
necessary braking force value that is required for braking the trailer car even when a
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communication failure occurs in the trailer-car brake control device. Therefore the
trailer-car brake control device can perform a brake control of the trailer car and can
prevent a deficiency in the total braking force of the whole unit.
[0028] (12) More preferably, when the trailer-car brake control device cannot
receive the information from the transmission device, the trailer-car brake control
device calculates a necessary braking force value that is required for braking the trailer
car based on a deceleration command signal at the time when the reception failure
occurs.
[0029] In this manner, the trailer-car brake control device can continue the process
of for braking the trailer car even when a communication failure occurs.
[0030] (13) More preferably, the brake control devices other than the trailer-car
brake control device are herein referred to as predetermined brake control devices,
and when the trailer-car brake control device cannot receive the information from the
transmission device, the predetermined brake control devices each calculate a
necessary braking force value that is required to put a brake on the corresponding car
and estimate a necessary braking force value that is required to put a brake on the
trailer car in order to calculate a total necessary braking force value that is required for
braking all of the cars.
[0031] In this way, by considering the trailer car in which a communication failure
occurs, it is possible for the other brake control devices to accurately calculate the
necessary braking force value that should be generated in the corresponding car.
[0032] (14) More preferably, the predetermined brake control devices estimate the
necessary braking force value that is required for braking the trailer car based on a
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necessary braking value that is required to put a brake on the trailer car and
calculated by the trailer-car brake control device before the reception failure occurs.
[0033] In this way, the brake control devices other than the trailer-car brake control
device can accurately calculate the necessary braking force value that is required for
braking the trailer car even when a communication failure occurs in the trailer-car
brake control device.
[0034] (15) More preferably, when the trailer-car brake control device becomes
incapable of receiving the information from the transmission device while a
deceleration operation is performed in the trailer car, the predetermined brake control
devices calculate a corrected total necessary braking force value by subtracting a
braking force value generated in the deceleration operation of the trailer car from the
total necessary braking force value.
[0035] In this way, by considering the braking operation of the trailer-car brake
control device in which a communication failure occurs, it is possible for the other
brake control devices to accurately calculate the necessary braking force value that
should be generated in the corresponding car.
[0036] (16) It is preferable that one of the brake control devices be configured as a
motor-car brake control device provided in a motor car that is the railroad car
equipped with a motor, and when the motor-car brake control device cannot receive
the information from the transmission device, the motor-car brake control device
calculate a necessary braking force value that is required for braking the motor car
without using the information output from the other brake control devices to the
transmission device.
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[0037] In this manner, the motor-car brake control device can calculate the
necessary braking force value that is required for braking the motor car even when a
communication failure occurs in the motor-car brake control device. Therefore the
motor-car brake control device can perform a brake control of the motor car and can
prevent a deficiency in the total braking force of the whole unit.
[0038] (17) More preferably, when the motor-car brake control device cannot
receive the information from the transmission device, the motor-car brake control
device calculates a necessary braking force value that is required for braking the
motor car based on a deceleration command signal at the time when the reception
failure occurs.
[0039] In this manner, the motor-car brake control device can continue the process
of putting a brake on the motor car even when a communication failure occurs.
[0040] (18) More preferably, the motor car includes the motor coupled to a wheel of
the motor car, and a mechanical brake device that imparts a frictional resistance to the
wheel, when the motor-car brake control device cannot receive the information from
the transmission device, the motor-car brake control device causes the mechanical
brake device to operate without causing the motor to perform a regenerative braking
operation.
[0041] In this way, the motor-car brake control device can perform control such
that an appropriate braking force is applied to the motor car even when
measurement of the regenerative braking force of the motor cannot be performed.
[0042] (19) More preferably, the brake control devices other than the motor-car
brake control device are herein referred to as predetermined brake control devices,
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and when the motor-car brake control device cannot receive the information from the
transmission device, the predetermined brake control devices each calculate a
necessary braking force value that is required for braking the corresponding car and
estimate a necessary braking force value that is required for braking the motor car in
order to calculate a total necessary braking force value that is required for braking all
of the cars.
[0043] In this way, by considering the motor car in which a communication failure
occurs, it is possible for the other brake control devices to accurately calculate the
necessary braking force value that should be generated in the corresponding car.
[0044] (20) More preferably, the predetermined brake control devices estimate the
necessary braking force value that is required for braking the motor car based on a
necessary braking value that is required for braking the motor car and calculated by
the motor-car brake control device before the reception failure occurs.
[0045] In this way, the brake control devices other than the motor-car brake control
device can accurately calculate the necessary braking force value that is required for
braking the motor car even when a communication failure occurs in the motor-car
brake control device.
[0046] (21) More preferably, when the motor-car brake control device becomes
incapable of receiving the information from the transmission device while a
deceleration operation is performed in the motor car, the predetermined brake control
devices calculate a corrected total necessary braking force value by subtracting a
braking force value generated in the deceleration operation of the motor car from the
total necessary braking force value.
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[0047] In this way, by considering the braking operation of the motor-car brake
control device in which a communication failure occurs, it is possible for the other
brake control devices to accurately calculate the necessary braking force value that
should be generated in the corresponding car.
[0048] (22) A brake control device according to another aspect of the invention is a
brake control device used for the above-described brake system for railroad cars. The
brake control device is capable of outputting information about the corresponding car
in which the brake control device is provided to the other brake control devices
through a transmission device, and configured to calculate a total necessary braking
force value by using the information output from the other brake control devices to
the transmission device, the total necessary braking force value being required for
braking all of the railroad cars.
[0049] In this way, when the brake system normally operates, each brake control
device uses the information from the other brake control devices to calculate the total
necessary braking force value that is required for braking the whole unit including the
railroad cars. Therefore it is possible for the railroad car brake system to perform the
braking process of the cars. The brake control devices are provided in the cars of the
unit respectively. Therefore, even when a failure occurs in the transmission device, the
control by each brake control device can cause the cars in the unit to perform the
brake operation. In this way, multiplexing of the brake control device can be achieved.
Moreover, the multiplexing can be realized with a simple configuration in which the
brake control device is provided for each of the cars. In this manner, the multiplexing
of the control can be realized with such a simple configuration.
[0050] (23) A method of controlling brakes on railroad cars according to another
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aspect of the invention may include outputting, by each of brake control devices
provided respectively in railroad cars forming a unit, information about the
corresponding railroad car in which the brake control unit is provided through a
transmission device to the other brake control devices; and calculating, by each of the
brake control devices, a total necessary braking force value by using the information
output from the other brake control devices to the transmission device, the total
necessary braking force value being required for braking all of the railroad cars
forming the unit.
[0051] In this way, when the brake system normally operates, each brake control
device uses the information from the other brake control devices to calculate the total
necessary braking force value that is required for braking the whole unit including the
railroad cars. Therefore according to the method, it is possible to perform the braking
process of the railroad cars. The brake control devices are provided in the cars of the
unit respectively. Therefore, even when a failure occurs in one of the transmission
devices, the control by each brake control device can cause the cars in the unit to
perform the brake operation. In this way, multiplexing of the brake control device can
be achieved. Moreover, the multiplexing can be realized with a simple configuration in
which the brake control device is provided for each of the cars. In this manner, the
multiplexing of the control can be realized with such a simple configuration.
[0052] In this manner, according to the aspect of the invention, the multiplexing of
the control can be realized with such a simple configuration.
BRIEF DESCRIPTION OF THE DRAWINGS
[0053] Fig. 1 is a block diagram of a train of railroad cars equipped with a brake
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system for railroad cars according to an embodiment of the invention.
Fig. 2 is a block diagram illustrating a unit of railroad cars.
Fig. 3 is a block diagram of a brake control device and a mechanical brake
device.
Fig. 4 is a flow diagram illustrating processes (1/4)-(2/4) of a normal operation
of a brake system.
Fig. 5 is a flow diagram illustrating processes (3/4)-(4/4) of the normal
operation of the brake system.
Fig. 6 is a flow diagram illustrating the process (1/4) of the normal operation of
the brake system.
Fig. 7 is a flow diagram illustrating the process (2/4) of the normal operation of
the brake system.
Fig. 8 is a flow diagram illustrating the process (3/4) of the normal operation of
the brake system.
Fig. 9 is a flow diagram illustrating the process (4/4) of the normal operation of
the brake system.
Fig. 10 is a block diagram illustrating an example of an operation of the brake
system (a) when a failure of transmission from a brake control device to a
transmission device in a trailer car occurs.
Fig. 11 is a flow diagram illustrating the example of the operation of the brake
system (a) when a failure of transmission from the brake control device to the
transmission device in the trailer car occurs.
Fig. 12 is a flow diagram illustrating an example of a process performed (a-1)
when the trailer car independently performs a braking operation.
Fig. 13 is a flow diagram illustrating an example of a process performed (a-2)
15
when motor cars independently performs a braking operation.
Fig. 14 is a block diagram illustrating an example of an operation of the brake
system (b) when a failure of transmission from a brake control device to a
transmission device in a motor car occurs.
Fig. 15 is a flow diagram illustrating an example of the operation of the brake
system (b) when a failure of transmission from the brake control device to the
transmission device in the motor car occurs.
Fig. 16 is a block diagram illustrating an example of an operation of the brake
system when a failure of transmission from the transmission device to the brake
control device in the trailer car occurs.
Fig. 17 is a block diagram illustrating an example of an operation of the brake
system (c) when a failure of transmission from the transmission device to the brake
control device in the trailer car occurs.
Fig. 18 is a flow diagram illustrating the example of the process performed (c-1)
when the motor cars in cooperation perform the braking operation.
Fig. 19 is a flow diagram illustrating the example of the process performed (c-1)
when the motor cars in cooperation perform the braking operation.
Fig. 20 is a block diagram illustrating an example of an operation of the brake
system (d) when a failure of transmission from the transmission device to the brake
control device in the motor car occurs.
Fig. 21 is a flow diagram illustrating an example of the operation of the brake
system (d) when a failure of transmission from the transmission device to the brake
control device in the motor car occurs.
Fig. 22 is a flow diagram illustrating the example of the process performed (d-1)
when the motor car and the trailer car that operate normally perform the braking
16
operation in cooperation.
Fig. 23 is a flow diagram illustrating the example of the process performed (d-1)
when the motor car and the trailer car that operate normally perform the braking
operation in cooperation.
DESCRIPTION OF THE PREFERRED EMBODIMENTS
[0054] The embodiments of the present invention will now be described with
reference to the drawings. The invention will not be limited to the following
embodiments but can be applied to any other brake systems, brake control devices,
and brake controlling methods for railroad cars.
[0055] General Configuration Of A Train Of Railroad Cars
Fig. 1 is a block diagram of a train 100 of railroad cars equipped with a brake
system for railroad cars according to an embodiment of the invention. Fig. 2 is a block
diagram illustrating a unit 104 of railroad cars in the train 100.
[0056] Referring to Figs. 1 and 2, the train 100 of the railroad cars may include
trailer cars 101, and motor cars 102, 103. The unit 104 may include the trailer car 101,
the motor car 102 and the motor car 103 sequentially connected to each other, and
the train 100 includes more than one unit 104 of railroad cars. The train 100 of the
railroad cars may have an operation apparatus 105 at a first car (the trailer 101 in this
embodiment) and the last car (the motor car 103 in this embodiment). The operation
apparatus 105 may output a deceleration command signal S1, an acceleration
command signal and the like when an operator of the train operates the apparatus.
The configuration of each unit 104 is the same in the train so that a single unit 104
will be hereunder described.
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[0057] The trailer car 101 and the motor cars 102, 103 in the unit 104 may
respectively have a brake control device 10 (11, 12, 13). The brake control devices 11,
12, 13 are herein collectively referred to as the brake control device 10. A brake
system 1 may include the brake control devices 11, 12, 13.
[0058] The brake control device 11 is configured as a trailer-car brake control device
equipped in the trailer 101. The brake control devices 12, 13 are configured as motorcar
brake control devices equipped in the motor cars 102, 103, respectively.
[0059] The brake control devices 11, 12, 13 can output information about a braking
operation of the corresponding cars 101, 102, 103 in which the brake control devices
11, 12, 13 are provided respectively to other brake control device 10 through a
transmission device 20 (21, 22, 23). Each brake control device 10 may use the
information about a braking operation that is output to other brake control device 10
through the transmission device 20 in order to estimate an total necessary braking
force value BRA that is required for braking the whole unit 104 (the cars 101, 102,
103).
[0060] The transmission devices 21, 22, 23 are provided to the cars 101, 102, 103
respectively. The transmission devices 21, 22, 23 are provided as communication
devices that can communicate information signals to each other. In this embodiment,
the transmission devices 21, 22, 23 are collectively referred to as the transmission
device 20.
[0061] The trailer car 101 does not have a motor as an engine that provides an
accelerating force to the trailer car 101, but can be propelled by the motor cars 102,
103. The motor cars 102, 103 may include motors 102b, 103b, respectively, as
18
engines that provide acceleration forces to the motor cars 102, 103. The motors 102b,
103b are powered by electricity supplied from an overhead line 106.
[0062] The trailer car 101, the motor car 102, and the motor car 103 may be
interconnected through the transmission device 20. The trailer car 101, the motor car
102, and the motor car 103 may be configured to receive instruction signals from the
operation apparatus 105 through the transmission device 20.
[0063] The trailer car 101 may include the transmission device 21, the brake control
device 11, and a mechanical brake device 31, and a pressure sensor 41.
[0064] The transmission device 21 is configured to perform input and output of an
electric signal. The transmission device 21 may be electrically connected to the
transmission device 22 of the adjacent motor car 102 and the brake control device 11.
[0065] The brake control device 11 is configured to control the mechanical brake
device 31 of the trailer car 101. Fig. 3 is a block diagram of the brake control device 11
and the mechanical brake device 31.
[0066] Referring to Figs. 1 to 3, the brake control device 11 in the embodiment may
have, for example, a Programmable Logic Controller (PLC) or the like, which includes a
Central Processing Unit (CPU), Random Access Memory (RAM), Read Only Memory
(ROM) and the like.
[0067] The brake control device 11 may include a communication unit 51, an
operation unit 52, a brake control valve 53, and a relay valve 54.
[0068] The communication unit 51 is provided for communication with the
transmission device 21. The communication unit 51 may include an input line 551b
19
and an output line 551a. The input line 551b is configured to receive an electric signal
from the transmission line 21. The output line 551a is configured to output an electric
signal to the transmission line 21. When the communication unit 51 of the brake
control device 11 communicates with the transmission device 21, upon transmission
of a signal from one of the brake control device 11 and the transmission device 21, the
other of the brake control device 11 and the transmission device 21 is configured to
send a response signal. When there is no response from the other after a
predetermined time period has elapsed since the one transmitted the signal, the one
may determine that a communication failure has occurred. In this case, the one may
generate a communication failure signal S3 that indicates that the communication
failure has occurred.
[0069] The communication failure signal S3 is output to the brake control devices
12, 13 through the transmission device 20. The communication unit 51, the operation
unit 52, and the brake control valve 53 are physically separated. If the brake control
valve 53 is broken, the operation unit 52 outputs a brake control failure occurrence
signal to the transmission device 20 through the communication unit 51. Unlike the
brake control valve 53, the communication unit 51 and the operation unit 52 do not
have movable parts so that they are less likely to be physically broken. The
communication unit 51 can be made as a small-sized unit. Therefore, it is easy to
duplicate the communication unit 51 in the brake control device 11. The
communication unit 51 is coupled to the operation unit 52.
[0070] The operation unit 52 is configured to calculate a necessary braking force
value BR1 that is required to decelerate the trailer car 101 based on a commanded
deceleration amount indicated by the deceleration command signal S1 provided from
20
the operation apparatus 105 through the transmission device 21 and a pressure
detection signal P1 from the pressure sensor 41. In this embodiment, the necessary
brake value BR1 is the same as a target mechanical braking force value BM1. The
pressure sensor 41 may be connected to an air spring (not shown) of the trailer car
101 to output a pressure detection signal P1 as a pressure value corresponding to the
weight of the trailer car 101.
[0071] The operation unit 52 outputs, to the brake control valve 53, a valve
operation signal based on the calculated target mechanical braking force value BM1.
The brake control valve 53 opens to an amount indicated by the valve operation signal.
In this way, a pressure within a brake pipe 56 that is coupled to the brake control
valve 53 is changed. The brake pipe 56 is supplied with compressed air from an air
compressor (not shown). A change in the pressure within the brake pipe 56 is
propagated to a brake cylinder 57 of the mechanical brake device 31 through the relay
valve 54. In this manner, the brake cylinder 57 operates and a brake caliper (not
shown) coupled to the brake cylinder 57 is operated. As a result, a brake pad fixed to
the brake caliper touches a wheel 101a of the trailer car 101 and a frictional
resistance is given to the wheel 101a. In this manner, braking of the trailer car 101 is
performed.
[0072] The motor car 102 may include the transmission device 22, the brake control
device 12, the machine brake device 32, the pressure sensor 42, the motor control
device 62, and the motor 102b coupled to a wheel 102a of the motor car 102.
[0073] The transmission device 22 have the same configuration as the transmission
device 21, and is electrically coupled to the transmission devices 21, 23 of the adjacent
cars 101, 103, the brake control device 12, and the motor control device 62.
21
[0074] The brake control device 12 is configured to control the mechanical brake
device 32 and the motor 102b of the motor car 102.
[0075] The brake control device 12 and the mechanical brake device 32 have the
same configurations as the brake control device 11 and the mechanical brake device
31 respectively. The brake control device 12 is configured to calculate a necessary
braking force value BR2 that is required for braking the motor car 102 based on a
deceleration command indicated by the deceleration command signal S1 and a
pressure detection signal P2 from the pressure sensor 42. The pressure sensor 42
may be connected to an air spring (not shown) of the motor car 102 to output the
pressure detection signal P2 corresponding to the weight of the motor car 102. A
brake cylinder (not shown) of the mechanical brake device 32 is operated to generate
a target mechanical braking force value BM2 which will be hereunder described. In
this manner, a frictional resistance is imparted to the wheel 102a of the motor car
102, and braking of the motor car 102 is performed.
[0076] The communication unit of the brake control device 12 is provided for
communication with the transmission device 22. The communication unit may include
an input line 552b and an output line 552a. The input line 552b is configured to
receive an electric signal from the transmission device 22. The output line 552a is
configured to output an electric signal to the transmission device 22. When the brake
control device 12 communicates with the transmission device 22, upon transmission
of a signal from one of the brake control device 12 and the transmission device 22, the
other of the brake control device 12 and the transmission device 22 is configured to
send a response signal. When there is no response from the other after a
predetermined time period has elapsed since the one transmitted the signal, the one
22
may determine that a communication failure has occurred. In this case, the one may
generate a communication failure signal S3 that indicates that the communication
failure has occurred. The communication failure signal S3 is output to the brake
control devices 11, 13 through the transmission device 20.
[0077] The motor control device 62 causes the motor 102b to operate in
accordance with a signal supplied from the operation apparatus 105 through the
transmission device 22. The motor 102b imparts a motive power to drive the wheel
102a when the acceleration command signal is output by the operation apparatus 105.
The motor 102b generates a regenerative electric power by being driven by the wheel
102a when the deceleration command signal S1 is output by the operation apparatus
105. The regenerative electric power may be supplied to, for example, other train of
railroad cars through the overhead line 106. The upper limit of the regenerative
electric power is determined depending on the number of other trains and the like.
More specifically, the more trains are connected to the overhead line 106, the larger
the upper limit of the regenerative electric power which the motor car 102 can supply
to the overhead line 106.
[0078] The motor car 103 may have the same configuration as the motor car 102.
More specifically, the motor car 103 may include the transmission device 23, the brake
control device 13, a machine brake device 33, a pressure sensor 43, a motor control
device 63, and the motor 103b coupled to a wheel 103a of the motor car 103.
[0079] The transmission device 23 have the same configuration as the transmission
device 22, and is electrically coupled to the transmission device 22 of the adjacent car
102, the brake control device 13, and the motor control device 63.
23
[0080] The brake control device 13 is configured to control the mechanical brake
device 33 and the motor 103b of the motor car 103.
[0081] The brake control device 13 and the mechanical brake device 33 have the
same configurations as the brake control device 12 and the mechanical brake device
32 respectively. The brake control device 13 is configured to calculate a necessary
braking force value BR2 that is required for braking the motor car 103 based on a
commanded deceleration amount indicated by the deceleration command signal S1
and a pressure detection signal P3 from the pressure sensor 43. The pressure sensor
43 may be connected to an air spring (not shown) of the motor car 103 to output the
pressure detection signal P3 as a pressure value corresponding to the weight of the
motor car 103. A brake cylinder (not shown) of the mechanical brake device 33 is
operated to generate a target mechanical braking force value BR3 which will be
hereunder described. In this manner, a frictional resistance is imparted to the wheel
103a of the motor car 103, and braking of the motor car 103 is performed.
[0082] The communication unit of the brake control device 13 is provided for
communication with the transmission device 23. The communication unit may include
an input line 553b and an output line 553a. The input line 553b is configured to
receive an electric signal from the transmission device 23. The output line 553a is
configured to output an electric signal to the transmission device 23. When the brake
control device 13 communicates with the transmission device 23, upon transmission
of a signal from one of the brake control device 13 and the transmission device 23, the
other of the brake control device 13 and the transmission device 23 is configured to
send a response signal. When there is no response from the other after a
predetermined time period has elapsed since the one transmitted the signal, the one
24
may determine that a communication failure occurs. In this case, the one may
generate a communication failure signal S3 that indicates that the communication
failure has occurred. The communication failure signal S3 is output to the brake
control devices 11, 12 through the transmission device 20.
[0083] The motor control device 63 causes the motor 103b to operate in
accordance with a command signal supplied from the operation apparatus 105
through the transmission device 23. The motor 103b imparts a motive power to drive
the wheel 103a when the acceleration command signal is output by the operation
apparatus 105. The motor 102b generates a regenerative electric power by being
driven by the wheel 103a when the deceleration command signal S1 is output by the
operation apparatus 105. In the same manner as the regenerative electric power from
the motor 102b, the regenerative electric power may be supplied to, for example,
other train of railroad cars through the overhead line 106.
[0084] The general configuration of the train 100 of railroad cars has been
described.
[0085] Operation Of Brake System 1
Next, an operation of the brake system 1 will be described. More specifically, a
normal operation of the brake system 1 and an operation of the brake system 1 at a
time of failure occurrence will be described.
[0086] Normal Operation Of Brake System 1
The brake system 1 may normally perform the following processes (1/4)-(4/4).
Fig. 4 is a flow diagram illustrating processes (1/4)-(2/4) in the normal operation of
the brake system 1. Fig. 5 is a flow diagram illustrating processes (3/4)-(4/4) in the
25
normal operation of the brake system 1. Fig. 6 is a flow diagram illustrating the
process (1/4) of the normal operation of the brake system 1.
[0087] Referring to Figs. 4 and 6, in this embodiment, the brake control devices 11,
12, 13 may calculate the necessary braking force values BR1, BR2, BR3 that are
required for braking the cars 101, 102, 103, respectively, in response to reception of
the deceleration command signal S1. The brake control devices 11, 12, 13 may output
the calculated necessary braking force values BR1, BR2, BR3 respectively to the
transmission device 20.
[0088] More specifically, when the deceleration command signal S1 is generated
from the operation apparatus 105 by an operator of the train, the deceleration
command signal S1 is output to each of the brake control devices 11, 12, 13 through
the transmission device 20. In this way, each of the brake control devices 11, 12, 13
receives the deceleration command signal S1 (step S11).
[0089] The brake control devices 11, 12, 13 that received the deceleration
command signal S1 obtain the pressure detection signals P1 to P3 of the
corresponding cars (the trailer car 101, the motor cars 102, 103 respectively) from
the pressure sensors 41, 42, 43 respectively (step S12).
[0090] The brake control devices 11, 12, 13 calculate weights W101, W102, W103 of
the cars 101, 102, 103 equipped with the brake control devices 11, 12, 13,
respectively, based on the pressure detection signals P1-P3 (step S13). The brake
control devices 11, 12, 13 calculate the necessary braking force values BR1, BR2, BR3
of the corresponding cars 101, 102, 103 respectively based on the weights W101,
W102, W103 and the deceleration specified by the deceleration command signal S1
26
(step S14).
[0091] The brake control devices 11, 12, 13 may output the calculated necessary
braking force values BR1, BR2, BR3 respectively to the transmission devices 20 (step
S15). The process (1) of the normal operation of the brake system 1 has been
described.
[0092] Fig. 7 is a block diagram illustrating the process (2/4) of the normal
operation of the brake system 1. Referring to Figs. 4 and 7, in the process (2/4) of the
normal operation of the brake system 1, the brake control devices 11, 12, 13 may
calculate the total necessary braking force value BRA (= BR1+BR2+BR3) by adding the
necessary braking force value (one of BR1, BR2, BR3) of the corresponding cars 101,
102, 103 respectively to the necessary braking force values (other two of BR1, BR2,
BR3) calculated by other brake control device 10. More specifically, the braking force
values BR1, BR2, BR3 are received through the transmission devices 20 by the brake
control devices 11, 12, 13, respectively. In this way, the brake control devices 11, 12,
13 receive the necessary braking force values (other two of BR1, BR2, BR3) of the
cars other than the corresponding car 101, 102, 103 (step S16).
[0093] The brake control devices 11, 12, 13 then add the necessary braking force
values BR1, BR2 and BR3 of the cars 101, 102, 103 in the unit 104 to obtain the total
necessary braking force value BRA (step S17).
[0094] The brake control device 12, 13 may calculate target regenerative braking
force values BRE20, BRE30 to be generated by the motors 102b, 103b of the
corresponding cars 102, 103 based on the total necessary braking force value BRA
(step S18). As a distribution between the target regenerative braking force values
27
BRE20 and BRE30, a predetermined ratio (for example, fifty-fifty) can be set.
Alternatively a ratio which can be dynamically changed such as the weight ratio of the
motor cars 102, 103, a ratio between the necessary braking force values BR20 and
BR30, or the like can be set as the distribution between the target regenerative
braking force values BRE20 and BRE30.
[0095] The brake control devices 12, 13 may output the calculated target
regenerative braking force values BRE20, BRE30 respectively to the transmission
device 20 (step S19).
[0096] Fig. 8 is a block diagram illustrating the process (3/4) of the normal
operation of the brake system 1. Referring to Figs. 5 and 8, the motor control devices
62, 63 receive the target regenerative braking force values BRE20 and BRE30
respectively (step S20). The motor control devices 62, 63 cause the motors 102b,
103b to perform regenerative braking operations that generate the corresponding
target regenerative braking force values BRE20, BRE30 by controlling the motors
102b, 103b respectively (step S21).
[0097] The brake control devices 12, 13 may then calculate effective regenerative
braking force values (regenerative braking force values BRE21, BRE31) which are
actually generated from the electric currents and voltages generated in the motors
102b, 103b (step S22). The brake control devices 12, 13 may output the calculated
regenerative braking force values BRE21, BRE31 respectively to the transmission
device 20 (step S23). The process (3/4) of the normal operation of the brake system 1
has been described.
[0098] Fig. 9 is a block diagram illustrating the process (4/4) of the normal
28
operation of the brake system 1. Referring to Figs. 5 and 9, in the process (4/4) of the
normal operation of the brake system 1, the brake control devices 11, 12, 13 may
calculate target mechanical braking force values BM1, BM2, BM3 to be generated by
the mechanical brake device 31, 32, 33 of the corresponding cars 101, 102, 103 by
subtracting the effective regenerative braking force values BRE21, BRE31 actually
generated in the motor cars 102, 103 from the total necessary braking force value
BRA.
[0099] More specifically, the brake control devices 11, 12, 13 receive the
regenerative braking force values BRE21, BRE31 of the motor cars 102, 103 (step
S24). The brake control devices 11, 12, 13 then calculate the target mechanical braking
force values BM1, BM2, BM3, respectively, which the mechanical brake devices 31, 32,
33 in the cars 101, 102, 103 should generate. More specifically, the brake control
devices 11, 12, 13 subtract the combined regenerative braking force values
(BRE21+BRE31) in the unit 104 from the total necessary braking force value BRA.
[0100] In this way, the sum of the target mechanical braking force values BM1, BM2,
BM3 in the unit 104 can be obtained. The brake control devices 11, 12, 13 calculate the
target mechanical braking force values BM1, BM2, BM3 respectively based on the
sum of the target mechanical braking force values BM1, BM2, BM3 (step S25). In this
case, each of the target mechanical braking force values BM1, BM2, BM3 may be set as
an equal value or may be set in accordance with the weight of the corresponding car
101, 102, 103 by the corresponding brake control device 11.
[0101] The brake control devices 11, 12, 13 then cause the corresponding
mechanical brake devices 31, 32, 33 to operate such that they generate the target
mechanical braking force values BM1, BM2, BM3 respectively (step S26).
29
[0102] The normal operation of the brake system 1 has been described.
[0103] Operation Of Brake System 1 At The Time of Failures
Next, an operation of the brake system 1 at the time when a failure occurs will
be described. More specifically, operations (a) when a failure in transmission from the
brake control device 11 to the transmission device 21 occurs in the trailer car 101, (b)
when a failure in transmission from the brake control device 12 to the transmission
device 22 occurs in the motor car 102, (c) when a failure in transmission from the
transmission device 21 to the brake control device 11 occurs in the trailer car 101, and
(d) when a failure in transmission from the brake control device 12 to the
transmission device 22 occurs in the motor car 102, will be hereunder described.
[0104] (a) An Operation Of The Brake System 1 When A Failure In Transmission
From The Brake Control Device 11 To The Transmission Device 21 Occurs In The
Trailer Car 101
Fig. 10 is a flow diagram illustrating the example of the operation of the brake
system 1 (a) when a failure of transmission from the brake control device 11 to the
transmission device 21 in the trailer 101 car occurs. Fig. 11 is a flow diagram
illustrating the example of the operation of the brake system 1 (a) when a failure in
transmission from the brake control device 11 to the transmission device 21 in the
trailer car 101 occurs.
[0105] Referring to Figs. 10 and 11, (a) when a failure in transmission (information
cannot be communicated) from the brake control device 11 to the transmission device
21 in the trailer car 101 occurs, the brake control device 11 provided in the trailer car
30
101 calculates a necessary braking force value BR1a that is required for braking the
trailer car 101 without using the information output from the other brake control
devices 12, 13 to the transmission device 20.
[0106] In this case, the brake control device 12 provided in the motor car 102
calculates a necessary braking force value BR2a that is required for braking the motor
car 102 without using the information output from the other brake control devices 11,
13 to the transmission device 20. In the same manner, the brake control device 13
provided in the motor car 103 calculates a necessary braking force value BR3a that is
required for braking the motor car 103 without using the information output from
the other brake control devices 11, 12 to the transmission device 20. This operation
will be hereunder described in detail.
[0107] When the transmission device 21 does not receive a signal from the brake
control device 11 in the trailer car 101 for a predetermined time period (YES in step
S101), the transmission device 21 may output a communication failure signal S3a
indicating a communication failure in the trailer car 101 to other transmission devices
22, 23 and the brake control device 11 (step S102). In this case, the cars 101, 102, 103
of the unit 104 respectively perform a braking operation independently (step S103).
[0108] Fig. 12 is a flow diagram illustrating an example of a process performed (a-1)
when the trailer car 101 performs a braking operation on its own. Referring to Figs.
10 and 12, in the step S103, the brake control device 11 in the trailer car 101 receives
the deceleration command signal S1 from the operation apparatus 105 (step S111).
The brake control device 11 also obtains the pressure detection signal P1 from the
pressure sensor 41 (step S112). The brake control device 11 calculates the weight
W101 of the trailer car 101 from the pressure detection signal P1 (step S113) and
31
then estimates the necessary braking force value BR1a of the trailer car 101 (step
S114). The brake control device 11 may cause the mechanical brake device 31 to
generate the necessary braking force value BR1a (in other words, a target mechanical
braking force value BM1a) (step S115).
[0109] Fig. 13 is a flow diagram illustrating an example of a process performed (a-2)
when the motor car 102 independently performs a braking operation. Referring to
Figs. 10 and 13, in the step S103, the brake control device 12 in the motor car 102
receives the deceleration command signal S1 from the operation apparatus 105 (step
S121), and obtains the pressure detection signal P2 from the pressure sensor 42 (step
S122). The brake control device 12 calculates the weight W102 of the motor car 102
from the pressure detection signal P2 (step S123). The brake control device 12 then
estimates the necessary braking force value BR2a of the motor car 102 (step S124).
[0110] The brake control device 12 then estimates a target regenerative braking
force value BRE20a based on the necessary braking force value BR2a (step S125).
Subsequently the brake control device 12 generates a command signal to generate the
target regenerative braking force value BRE20a and outputs it to the motor control
device 62. The motor control device 62 controls the motor 102b such that the target
regenerative braking force value BRE20a is generated (step S126).
[0111] The brake control device 12 then estimates a target mechanical braking
force value BM2a by subtracting the regenerative braking force value BRE20a actually
generated in the motor 102b from the necessary braking force value BR2a of the
motor car 102 (step S127). The brake control device 12 may cause the mechanical
brake device 32 to operate such that it generates a mechanical braking force
corresponding to the target mechanical braking force value BM2a (step S128). The
32
same operation as the motor car 102 is performed in the motor car 103 so that the
description of the operation in the motor car 103 will be omitted.
[0112] (b) An Operation Of The Brake System 1 When A Failure Of Transmission
From The Brake Control Device 12 To The Transmission Device 22 In The Motor Car
102 Occurs
Fig. 14 is a block diagram illustrating an example of an operation of the brake
system 1 (b) when a failure of transmission from the brake control device 12 to the
transmission device 22 in the motor car 102 occurs. Fig. 15 is a flow diagram
illustrating the example of the operation of the brake system 1 (b) when a failure of
transmission from the brake control device 12 to the transmission device 22 in the
motor car 102 occurs.
[0113] (b) When a failure in transmission (information cannot be communicated)
from the brake control device 12 to the transmission device 21 in the motor car 102
occurs, the brake control device 12 calculates a necessary braking force value BR2b
that is required for braking the motor car 102 without using the information output
from the other brake control devices 11, 13 to the transmission device 20. This
operation will be hereunder described in detail.
[0114] Referring to Figs. 14 and 15, when the transmission device 22 does not
receive a signal from the brake control device 12 in the motor car 102 for a
predetermined time period (YES in step S201), the transmission device 22 may output
a communication failure signal S3b indicating a communication failure in the motor
car 102 to the other transmission devices 21, 23 and the brake control device 12 (step
S202). In this case, the motor car 102 in which the failure occurs independently
performs a mechanical braking operation using the mechanical brake device 32 (step
33
S203).
[0115] More specifically, the motor car 102 performs the same operation as the
braking operation which the trailer car 101 independently performs as shown in (a-1)
of Fig. 12 (steps S111-S115). In this case, the brake control device 12 estimates the
necessary braking force value BR2b of the motor car 102 based on the deceleration
command signal S1 and the pressure detection signal P2 from the pressure sensor 42.
The brake control device 12 may cause the mechanical brake device 32 to operate
such that it generates a target mechanical braking force value BM2b corresponding to
the necessary braking force value BR2.
[0116] The motor car 103 and the trailer car 101 in which a failure does not occur
may cooperate to perform a braking operation (step S204). More specifically, the
same operation as the normal operation of the brake system 1 described above (steps
S11-S26) with reference to Figs. 4 and 5 is performed without the motor car 102. In
this case, the brake control devices 11, 13 calculate a total necessary braking force
value BRAb that is required to put a brake on the entire cars 21, 23 in the unit 104,
except the motor car 102.
[0117] The operation of the brake system 1 when a failure of transmission from the
brake control device 13 to the transmission device 23 in the motor car 103 occurs will
not be described since it is same as the operation (b) described above.
[0118] (c) An Operation Of The Brake System 1 When A Failure Of Transmission
From The Transmission Device 21 To The Brake Control Device 11 In The Trailer Car
101 Occurs
Fig. 16 is a block diagram illustrating an example of the operation of the brake
34
system when a failure of transmission from the transmission device 21 to the brake
control device 11 in the trailer car 101 occurs. Fig. 17 is a flow diagram illustrating the
example of the operation of the brake system (c) when a failure of transmission from
the transmission device 21 to the brake control device 11 in the trailer car 101 occurs.
[0119] Referring to Figs. 16 and 17, (c) when a failure in transmission (information
cannot be communicated) from the transmission device 21 to the brake control device
11 in the trailer car 101 occurs, the brake control device 11 calculates a necessary
braking force value BR1c that is required to put a brake on the trailer car 101 without
using the information output from the other brake control devices 12, 13 to the
transmission device 20. This operation will be hereunder described in detail.
[0120] When the brake control device 11 does not receive a signal from the
transmission device 21 in the trailer car 101 for a predetermined time period (YES in
step S301), the brake control device 11 may output a communication failure signal
S3c indicating a communication failure in the trailer car 101 to the transmission
devices 21, 22, 23 (step S302). In this case, the brake control device 11 in the trailer
car 101 independently performs the braking operation based on the deceleration
command signal S1 at the time of the information transmission failure (step S303).
The same operation as that of steps S112-S115 shown in (a-1) of Fig. 12 may be then
performed in the trailer car 101, and the necessary braking force value BR1c or a
target mechanical braking force value BM1c that is required for braking the trailer car
101 may be calculated. If the brake control device 11 had not received the deceleration
command signal S1 at the time of the information transmission failure, it may set the
deceleration to zero. In other words, the brake control device 11 may not perform the
deceleration operation. Whereas the motor cars 102, 103 may perform the braking
35
operation in cooperation (step S304).
[0121] Figs. 18 and 19 are flow diagrams illustrating an example of a process
performed (c-1) when the motor cars 102, 103 in cooperation perform the braking
operation. Referring to Figs. 16, 18, 19, the brake control devices 12, 13 in the motor
cars 102, 103, except for the brake control device in the trailer car 101 in which the
transmission failure occurs, may calculate a necessary braking force value BR2c+BR3c
that is required for braking the motor cars 102, 103 in which the brake control
devices 12, 13 are provided respectively. The brake control devices 12, 13 may also
calculate a total necessary braking force value BRAc (= BR1c + BR2c + BR3c) that is
required for the cars 101, 102, 103 in the entire unit 104 by estimating the necessary
braking force value BR1c that is required for braking the trailer 101.
[0122] More specifically, when the brake control devices 12, 13 receive the
deceleration command signal S1 from the operation apparatus 105 (step S311), the
brake control devices 12, 13 firstly calculate (estimate) the weight of the trailer car
101 (step S312). The brake control devices 12, 13 calculates the weight W101 of the
trailer car 101 based on a necessary braking force BR1c' that is the latest available
before the communication failure occurs in the trailer 101 and the deceleration
command signal S1 at the time (step S312).
[0123] The brake control devices 12, 13 then calculate (estimate) the necessary
braking force value BR1c of the trailer car 101 based on the weight W101 of the trailer
car 101 and a deceleration specified by the latest deceleration command signal S1
(step S313). The brake control devices 12, 13 in the motor cars 102, 103 then obtain
the pressure detection signals P2, P3 of the cars 102, 103 respectively from the
corresponding pressure sensors 42, 43 (step S314).
36
[0124] The brake control devices 12, 13 calculate the weights W102, W103 of the
motor cars 102, 103 from the pressure detection signals P2, P3 (step S315). The brake
control devices 12, 13 calculate a necessary braking force values (the necessary
braking force values BR2c, BR3c) for the cars 102, 103 based on the weights W102,
W103 and the deceleration specified by the deceleration command signal S1 (step
S316).
[0125] The brake control devices 12, 13 then calculate the total necessary braking
force value BRAc that is required for the entire unit 104 by adding the necessary
braking force values BR2c, BR3c of the motor cars 102, 103 to the estimated
necessary braking force value BR1c of the trailer car 101 (step S317). The brake
control devices 12, 13 then calculate a corrected total necessary braking force value
BRAc' by subtracting the target mechanical braking force value BM1c (the necessary
braking force value BR1c) generated in the trailer car 101 from the total necessary
braking force value BRAc (step S318).
[0126] The brake control devices 12, 13 may then estimate target regenerative
braking force values BRE20c, BRE30c which the cars 102, 103 bear respectively (step
S319). As a distribution between the target regenerative braking force values BRE20c
and BRE30c, a predetermined ratio (for example, fifty-fifty) can be set. Alternatively a
ratio which can be dynamically changed such as the weight ratio of the motor cars
102, 103, a ratio between the necessary braking force values BR2c and BR3c, or the
like can be set as the distribution between the target regenerative braking force values
BRE20c and BRE30c.
[0127] The brake control devices 12, 13 may output the target regenerative braking
force values BRE20c, BRE30c of the cars 102, 103, respectively, to the transmission
37
device 20 (step S320).
[0128] The motor control devices 62, 63 may then estimate target regenerative
braking force values BRE20c, BRE30c which the brake control devices 12, 13 calculate
respectively (step S321). The motor control devices 62, 63 cause the motors 102b,
103b to perform regenerative braking operations that generate the corresponding
target regenerative braking force values BRE20c, BRE30c by controlling the motors
102b, 103b respectively (step S322). The brake control devices 12, 13 may then
calculate effective regenerative braking force values (regenerative braking force values
BRE21c, BRE31c) which are actually generated from the electric currents and voltages
generated in the motors 102b, 103b (step S323). The brake control devices 12, 13
may output the calculated regenerative braking force values BRE21c, BRE31c,
respectively, to the transmission device 20 (step S324).
[0129] The brake control devices 12, 13 may then receive the regenerative braking
force values BRE21c, BRE31c of the motor cars 102, 103 (step S325). The brake
control devices 12, 13 then calculate the target mechanical braking force values BM2c,
BM3c respectively which the mechanical brake devices 31, 32 in the cars 102, 103
should generate (step S326). More specifically, the brake control devices 12, 13
respectively subtract the total regenerative braking force value (BRE21c + BRE31c) of
the unit 104 from the corrected total necessary braking force value BRAc' of the unit
104 to calculate the sum of the target mechanical braking force values BM2c, BM3c. In
this case, each of the target mechanical braking force values BM2c, BM3c may be set
as an equal value or may be set in accordance with the weight of the corresponding
car 102, 103.
[0130] The brake control devices 12, 13 then cause the corresponding mechanical
38
brake devices 32, 33 to operate such that they generate the target mechanical braking
force values BM2c, BM3c respectively (step S327).
[0131] When the transmission failure (c) described above occurs, the deceleration
command signal S1 from the operation apparatus 105 is changed and the required
deceleration is decreased, the change of the deceleration command signal S1 cannot be
transmitted to the brake control device 11. In this case, it is considered that the
mechanical brake device 31 generates a larger-than-necessary mechanical braking
force. Therefore the brake control devices 12, 13 should set a necessary braking force
value smaller than the usual necessary braking force value set at the time of normal
operation. In this way, it is possible for the brake control devices 11, 12, 13 to generate
the right amount of the braking force for the entire unit 104.
[0132] Note that, in the step S304 in Fig. 17, the motor cars 102, 103 may
independently perform the braking operation instead of the process described above
with reference to Figs. 18 and 19. In this case, the motor cars 102, 103 each perform
the steps S121-S128 in Fig. 13.
[0133] (d) An Operation Of The Brake System 1 When A Failure Of Transmission
From The Transmission Device 22 To The Brake Control Device 12 In The Motor Car
102 Occurs
Fig. 20 is a block diagram illustrating an example of an operation of the brake
system 1 (d) when a failure of transmission from the transmission device 22 to the
brake control device 12 in the motor car 102 occurs. Fig. 21 is a flow diagram
illustrating the example of the operation of the brake system (d) when a failure of
transmission from the transmission device 22 to the brake control device 12 in the
motor car 102 occurs.
39
[0134] (d) When a failure in transmission (information cannot be communicated)
from the transmission device 22 to the brake control device 12 in the motor car 102
occurs, the brake control device 12 calculates a necessary braking force value BR2d
that is required for braking the motor car 102 without using the information output
from the other brake control devices 11, 13 to the transmission device 20. This
operation will be hereunder described in detail.
[0135] Referring to Figs. 20 and 21, when the brake control device 12 does not
receive a signal from the transmission device 22 in the motor car 102 for a
predetermined time period (YES in step S401), the brake control device 12 may
output a communication failure signal S3d indicating a communication failure in the
motor car 102 to the transmission devices 21, 22, 23 (step S402).
[0136] In this case, the motor car 102 in which the failure occurs does not perform
the regenerative braking operation but performs a braking operation independently
using the mechanical brake device 32 (step S403). More specifically, the motor car
102 performs the same operation as the steps S111-S115 of (a-1) of Fig. 12. More
specifically, the brake control device 12 calculates the necessary braking force value
BR2d of the motor car 102 based on the deceleration command signal S1 at the time
when the failure of information transmission from the transmission device 20 occurs
and the weight W102 of the motor car 102.
[0137] The brake control device 22 may cause the mechanical brake device 32 to
operate such that it generates a target mechanical braking force value BM2b
corresponding to the necessary braking force value BR2d. If the brake control device
40
12 had not been provided with the deceleration command signal S1 at the time of the
information communication failure, it may set the deceleration to zero. In other words,
the brake control device 12 may not perform the deceleration operation. The motor
car 103 and the trailer car 101 in which a failure does not occur may cooperate with
each other to perform a braking operation (step S404).
[0138] Figs. 22 and 23 are flow diagrams illustrating an example of a process
performed (d-1) when the motor car 103 and the trailer car 101 cooperate with each
other to perform a braking operation. Referring to Figs. 20, 22, 23, when the motor
car 103 and the trailer car 101 cooperate to perform a braking operation, the motor
car 103 and the trailer car 101 in which no failure occurs may estimate the necessary
braking force value BR2d of the motor car 102 in which the failure occurs and may
then perform the same processes as those of the normal operation of the brake
system 1.
[0139] More specifically, when the brake control devices 11, 13 receive the
deceleration command signal S1 from the operation apparatus 105 (step S411), the
brake control devices 12, 13 firstly calculate (estimate) the weight W102 of the motor
car 102 in which the failure occurs (step S412). The brake control devices 11, 13
calculate the weight W102 of the motor car 102 based on a necessary braking force
BR2d' that is calculated by the brake control device 12 and is the latest available before
the communication failure occurs in the motor car 102 and the deceleration command
signal S1 at the time.
[0140] The brake control devices 11, 13 then calculate (estimate) the necessary
braking force value BR2d of the motor car 102 based on the weight W102 of the
motor car 102 in which the failure occurs and a deceleration specified by the latest
41
deceleration command signal S1 (step S413). The brake control devices 11, 13 in the
normally operating motor car 102 and the trailer car 101 then obtain the pressure
detection signals P1, P3 of the cars 101, 103 respectively from the corresponding
pressure sensors 41, 43 (step S414).
[0141] The brake control devices 11, 13 calculate the weights W103, W101 of the
motor car 103 and the trailer car 101 from the pressure detection signals P1, P3 (step
S415). The brake control devices 11, 13 calculate the necessary braking force values
BR1d, BR3d that are required for braking the cars 101, 103 based on the weights
W102, W103 and the deceleration specified by the deceleration command signal S1
(step S416).
[0142] The brake control devices 11, 13 then calculate a total necessary braking
force value BRAd that is required for the whole unit 104 by adding the necessary
braking force values BR1d, BR3d of the motor car 103 and the trailer car 101 in which
no failure occurs to the estimated necessary braking force value BR2d (step S417).
The brake control devices 11, 13 then calculate an corrected total necessary braking
force value BRAd' by subtracting a target mechanical braking force value BM1d
generated in the motor car 102 from the total necessary braking force value BRAd
(step S418).
[0143] The brake control device 13 may then estimate a target regenerative braking
force value BRE30d which the car 103 bears (step S419). In this case, the brake
control device 13 may set the target regenerative braking force value BRE30d to a
value closest possible to the corrected total necessary braking force value BRAd'.
[0144] The brake control device 13 may output the target regenerative braking
42
force value BRE30d of the car 103 to the transmission device 20 (step S420).
[0145] The motor control device 63 may then receive the target regenerative
braking force value BRE30d calculated by the brake control device 13 (step S421). The
motor control device 63 causes the motor 103b to perform the regenerative braking
operation that generates the corresponding target regenerative braking force value
BRE30d by controlling the motor 103b. The brake control device 13 may then
calculate an effective regenerative braking force value (a regenerative braking force
value BRE31d) which is actually generated from the electric currents and voltages
generated in the motor 103b (step S423). The brake control device 13 may output the
calculated regenerative braking force value BRE31d to the transmission device 20
(step S424).
[0146] The brake control devices 11, 13 may then receive the regenerative braking
force value BRE31d of the motor car 103 (step S425). The brake control devices 11,
13 then calculate the target mechanical braking force values BM1d, BM3d, respectively,
which the mechanical brake devices 31, 32 in the cars 101, 103 should generate (step
S426). More specifically, the brake control devices 11, 13 respectively subtract the
total regenerative braking force value BRE31d of the whole unit 104 from the
corrected total necessary braking force value BRAd' to calculate the sum of the target
mechanical braking force values BM1d, BM3d (step S426). In this case, each of the
target mechanical braking force values BM1d, BM3d may be set as an equal value or
may be set in accordance with the weights of the corresponding car 101, 103.
[0147] The brake control devices 11, 13 then cause the corresponding mechanical
brake devices 31, 33 to operate such that they generate the target mechanical braking
force values BM1d, BM3d respectively (step S427).
43
[0148] When the transmission failure (d) described above occurs, the deceleration
command signal S1 from the operation apparatus 105 is changed and the required
deceleration is decreased, the change of the deceleration command signal S1 cannot be
transmitted to the brake control device 12. In this case, it is considered that the
mechanical brake device 32 and the motor 102b generate a larger-than-necessary
mechanical braking force. Therefore the brake control devices 11, 13 should set a
necessary braking force value smaller than the usual necessary braking force value set
at the time of normal operation. In this way, it is possible for the brake control devices
11-13 to generate the right amount of the braking force for the entire unit 104.
[0149] Note that, in the step S404 in Fig. 21, the motor car 103 and the trailer car
101 in which no failure occurs may independently perform the braking operation
instead of the process described above with reference to Figs. 22 and 23. In this case,
the motor car 103 performs the same process as that of the steps S121-S128 in Fig.
13. The trailer car 101 also performs the same process as that of the steps S111-S115
in Fig. 12. The brake control devices 11, 13 may be operated to generate a braking
force value corresponding to the sum of the necessary braking force values of the cars
101, 103 other than the motor car 102.
[0150] As described above, in the brake system 1 according to the embodiment,
when the brake system 1 normally operates, each brake control device 10 uses the
information from the other brake control device 10 to calculate the total necessary
braking force value BRA that is required to put a brake on the whole unit 104
including the cars 101, 102, 103. Therefore it is possible for the brake system 1 to
perform the braking process of the cars 101, 102, 103. The brake control devices 11,
12, 13 are provided in the cars 101, 102, 103 of the unit 104 respectively. Therefore,
44
even when a failure occurs in the transmission device 20, the control by each brake
control device 10 can cause the cars 101, 102, 103 in the unit 104 to perform the
brake operation. In this way, multiplexing of the brake control device 10 can be
achieved. Moreover, the multiplexing can be realized with a simple configuration in
which the brake control device 10 is provided for each of the cars 101, 102, 103. In
this manner, the multiplexing of the control can be realized with the simple
configuration.
[0151] Furthermore, in the brake system 1 according to the embodiment, each
brake control device 10 calculates the necessary braking force value BR1, BR2, BR3
that is required to put a brake on the corresponding car 101, 102, 103 in response to
the reception of the deceleration command signal S1 and then transmits the necessary
braking force value BR1, BR2, BR3, respectively, to the transmission device 20. With
this configuration, the information necessary to calculate the total necessary braking
force value BRA can be obtained by calculating the necessary braking force value BR1,
BR2, BR3 that are required to put a brake on the cars 101, 102, 103 respectively by
the corresponding brake control device 10.
[0152] Moreover, in the brake system 1, each brake control device 10 may calculate
the total necessary braking force value BRA by adding the necessary braking force
value (one of BR1, BR2, BR3) that is required to put a brake on the corresponding car
101, 102, 103 to the necessary braking force values (other two of BR1, BR2, BR3)
calculated by other brake control devices 10. In this manner, the brake system 1 can
calculate the total necessary braking force value BRA with the simple configuration.
[0153] Furthermore, in the brake system 1, the brake control device 12, 13 may
calculate the target regenerative braking force values BRE20, BRE30 respectively to be
45
generated by the motors 102b, 103b based on the total necessary braking force value
BRA. In this manner, the brake control system 1 can estimate more appropriate target
regenerative braking force values BRE20, BRE30.
[0154] Moreover, in the brake system 1, each brake control device 10 calculates the
target mechanical braking force value BM1, BM2, BM3 to be generated by the
mechanical brake device 31, 32, 33 of the corresponding cars 101, 102, 103
respectively based on a value obtained by subtracting the effective regenerative
braking force values BRE21, BRE31 actually generated in the motor cars 102, 103
from the total necessary braking force value BRA. In this way, the brake system 1 can
estimate more appropriate target mechanical braking force values BR1, BE2, BR3.
[0155] Moreover, in the brake system 1, in the case of (a), in other words, when the
brake control device 11 cannot transmit information to the transmission device 20,
the brake control device 11 calculates the necessary braking force value BR1a that is
required to put a brake on the trailer car 101 without using the information output
from the other brake control devices 12, 13 to the transmission device 20. In this
manner, the brake control device 11 can calculate the necessary braking force value
BR1a that is required to put a brake on the trailer car 101 even when a
communication failure occurs in the brake control device 11. Therefore the brake
control device 11 can perform a brake control of the trailer car 101 and can prevent a
deficiency in the total braking force of the unit 104.
[0156] Moreover, in the brake system 1, in the case of (a), in other words, when the
brake control device 12 cannot transmit information to the transmission device 20,
the brake control device 12 calculates the necessary braking force value BR2a that is
required for braking the motor car 102 without using the information output from
46
the other brake control devices 11, 13 to the transmission device 20. In this manner,
the brake control device 12 can calculate the necessary braking force value BR2a that
is required for braking the motor car 102 even when a communication failure occurs
in the brake control device 12. Therefore the brake control device 12 can perform a
brake control of the motor car 102 and can prevent a deficiency in the total braking
force of the unit 104.
[0157] Moreover, in the brake system 1, in the case of (b), in other words, when the
brake control device 12 cannot transmit information to the transmission device 20,
the brake control device 12 of the motor car 102 calculates the necessary braking
force value BR2b that is required to put a brake on the motor car 102 without using
the information output from the other brake control devices 11, 13 to the
transmission device 20. In this manner, the brake control device 12 can calculate the
necessary braking force value BR2b that is required for braking the motor car 102
even when a communication failure occurs in the brake control device 12. Therefore
the brake control device 12 can perform a brake control of the motor car 102 and can
prevent a deficiency in the total braking force of the unit 104.
[0158] Moreover, according to the brake system 1, in the case of (b), in other words,
when the brake control device 12 of the motor car 102 cannot transmit information to
the transmission device 20, the brake control device 12 does not cause the motor 102b
to perform a regenerative braking operation but cause the mechanical brake device
32 to operate. In this way, it is possible for the brake control device 12 to cause the
mechanical brake device 32 to perform the braking operation even when the
information cannot be communicated to the transmission device 20.
[0159] Moreover, in the brake system 1, in the case of (b), in other words, when the
47
brake control device 12 cannot transmit information to the transmission device 20,
the other brake control devices 11, 13 calculate the necessary braking force value
BR1b+BR3b that is required for braking the cars 21, 23 other than the motor car 102.
In this way, even when a communication failure occurs in the brake control device 12
of the motor car 102, the brake control devices 11, 13 other than the brake control
device 12 in which the communication failure occurs can cooperate to perform the
brake control over the cars 21, 23. Consequently, it is possible to prevent insufficiency
of braking force for the unit 104 as a whole.
[0160] Moreover, in the brake system 1, in the case of (c), in other words, when the
brake control device 11 of the trailer car 101 cannot receive information from the
transmission device 20, the brake control device 11 calculates the necessary braking
force value BR1c that is required for braking the trailer car 101 without using the
information output from the other brake control devices 12, 13 to the transmission
device 20. In this manner, the brake control device 11 can calculate the necessary
braking force value BR1c that is required for braking the trailer car 101 even when a
communication failure occurs in the brake control device 11 of the trailer car 101.
Therefore the brake control device 11 can perform a brake control of the trailer car
101 and can prevent a deficiency in the total braking force of the unit 104.
[0161] Moreover, in the brake system 1, in the case of (c), in other words, when the
brake control device 11 of the trailer car 101 cannot receive information from the
transmission device 20, the brake control device 11 calculates the necessary braking
force value BR1c that is required to put a brake on the trailer car 101 based on the
deceleration command signal S1 as of the reception failure. In this manner, the brake
control device 11 can continue the process of putting a brake on the trailer car 101
48
even when a communication failure occurs.
[0162] Moreover, in the brake system 1, in the case of (c), in other words, when the
brake control device 11 of the trailer car 101 cannot receive information from the
transmission device 20, the other brake control devices 12, 13 calculate the necessary
braking force values BR2c and BR3c that are required to put a brake on the cars 102,
103 respectively, and estimate the necessary braking force value BR1c that is
required for braking the trailer car 101 in order to calculate the total necessary
braking force value BRAc that is required for braking all of the cars 101, 102, 103. In
this way, by considering the trailer car 101 in which a communication failure occurs, it
is possible for the brake control devices 12, 13 to accurately calculate the necessary
braking force values BR2c and BR3c that should be generated in the cars 102, 103.
[0163] Furthermore, in the brake system 1, in the case of (c), the other brake
control devices 12, 13 estimate the necessary braking force value BR1c that is
required for braking the trailer car 101 based on the necessary braking force value
BR1c which the brake control device 11 of the trailer car 101 calculated before the
reception failure occurs. In this way, the brake control devices 12, 13 other than the
brake control device 11 can accurately calculate the necessary braking force value
BR1c that is required to put a brake on the trailer car 101 even when a
communication failure occurs in the brake control device 11.
[0164] Furthermore, in the brake system 1, in the case of (c), when the brake
control device 11 of the trailer car 101 becomes incapable of receiving information
from the transmission device 21 during the deceleration operation of the trailer car
101, the other brake control devices 12, 13 calculate the corrected total necessary
braking force value BRAc' by subtracting the necessary braking force value BR1c that
49
is generated during the deceleration operation of the trailer car 101 from the total
necessary braking force value BRAc. In this way, by considering the braking operation
which the failure-occurring brake control device 11 performs, it is possible for the
other brake control devices 12, 13 to accurately calculate the necessary braking force
values that should be generated in the corresponding cars 102, 103.
[0165] Moreover, in the brake system 1, in the case of (d), in other words, when the
brake control device 12 of the motor car 102 cannot receive information from the
transmission device 20, the brake control device 12 calculates the necessary braking
force value BR2d that is required to put a brake on the motor car 102 without using
the information output from the other brake control devices 11, 13 to the
transmission device 20. In this manner, the brake control device 12 of the motor car
102 can calculate the necessary braking force value BR2d that is required for braking
the motor car 102 even when a communication failure occurs in the brake control
device 12. Therefore the brake control device 12 can perform a brake control of the
motor car 102 and can prevent a deficiency in the total braking force of the unit 104.
[0166] Moreover, in the brake system 1, in the case of (d), in other words, when the
brake control device 12 of the motor car 102 cannot receive information from the
transmission device 20, the brake control device 12 calculates the necessary braking
force value BR2d based on the deceleration command signal S1 as of the reception
failure. In this manner, the brake control device 12 can continue the process of putting
a brake on the motor car 102 even when a communication failure occurs.
[0167] Moreover, according to the brake system 1, in the case of (d), in other words,
when the brake control device 12 of the motor car 102 cannot transmit information to
the transmission device 20, the brake control device 12 does not cause the motor 102b
50
to perform a regenerative braking operation but cause the mechanical brake device
32 to operate. In this way, the brake control device 12 can perform control such that
an appropriate braking force is applied to the motor car 102 even when
measurement of the regenerative braking force of the motor 102b cannot be
performed.
[0168] Moreover, in the brake system 1, when the brake control device 12 of the
motor car 102 cannot receive information from the transmission device 20, the other
brake control devices 11, 13 calculate the necessary braking force values BR1d and
BR3d that are required to put a brake on the cars 101, 103, respectively, and estimate
the necessary braking force value BR1d that is required for braking the motor car 102
in order to calculate the total necessary braking force value BRAd that is required to
put a brake on all of the cars 102, 102, 103. In this way, by considering the motor car
102 in which a communication failure occurs, it is possible for the other brake control
devices 11, 13 to accurately calculate the necessary braking force values BR1d and
BR3d that should be generated in the cars 101, 103.
[0169] Furthermore, in the brake system 1, in the case of (d), the other brake
control devices 11, 13 estimate the necessary braking force value BR2d that is
required for braking the motor car 102 based on the necessary braking force value
BR2d' which the brake control device 12 of the trailer car 102 calculated before the
reception failure occurs and which is required to put a brake on the motor car 102. In
this manner, the other brake control devices 11, 13 can accurately calculate the
necessary braking force value BR2d that is required to put a brake on the motor car
102 even when a communication failure occurs in the brake control device 12 of the
motor car 102.
51
[0170] Furthermore, in the brake system 1, in the case of (d), when the brake
control device 12 of the motor car 102 becomes incapable of receiving information
from the transmission device 20 during the deceleration operation of the motor car
102, the other brake control devices 11, 13 calculate the corrected total necessary
braking force value BRAd' by subtracting the braking force value (the target
mechanical braking force value BM1d) that is generated during the deceleration
operation of the motor car 102 from the total necessary braking force value BRAd. In
this way, by considering the braking operation which the failure-occurring brake
control device 12 performs, it is possible for the other brake control devices 11, 13 to
accurately calculate the necessary braking force values that should be generated in the
corresponding cars 101, 103.
[0171] Although the embodiments of the present invention have been described
above, the present invention is not restricted to the above-described embodiments,
and various modifications are possible within the scope of the claims.
[0172] The present invention can be broadly applied as a brake system, a brake
control device, and a method of controlling brakes for railroad cars.
LIST OF REFERENCE NUMBERS
[0173]
1 brake system for railroad cars
10-13 brake control device
20-23 transmission device
101 trailer car (car)
52
102 motor car
103 motor car
104 unit
BRA total necessary braking force value
53
We Claim:
1. A brake system for railroad cars, comprising:
brake control devices respectively provided in railroad cars that form a unit,
wherein each of the brake control devices is capable of outputting information
about the corresponding car in which the brake control device is provided to the other
brake control devices through a transmission device, and
wherein each of the brake control devices is also configured to calculate a total
necessary braking force value by using the information output from the other brake
control device(s) to the transmission device, the total necessary braking force value
being required for braking all of the railroad cars forming the unit.
2. The brake system for railroad cars according to claim 1, wherein
each brake control device is configured to, upon receiving a deceleration
command signal, calculate a necessary braking force that is required for braking the
corresponding car and output the necessary braking force value as the information to
the transmission device.
3. The brake system for railroad cars according to claim 2, wherein
each brake control device is configured to calculate the total necessary braking
force value by adding the necessary braking force values calculated by the other brake
control devices to the necessary braking force value that is required for braking the
corresponding car.
4. The brake system for railroad cars according to claim 3, wherein
54
one of the brake control devices is configured as a motor-car brake control
device provided in a motor car that is the railroad car equipped with a motor, and
the motor-car brake control device is configured to calculate a target
regenerative braking force value that it to be generated in the motor based on the
total necessary braking force value.
5. The brake system for railroad cars according to claim 4, wherein
the railroad cars each include a mechanical brake device that imparts a
frictional resistance to a wheel, and
the brake control devices are each configured to calculate a target mechanical
braking force value that is to be generated by the mechanical brake device of the
corresponding car based on a value obtained by subtracting a regenerative braking
force value actually generated in the motor car from the total necessary braking force
value.
6. The brake system for railroad cars according to any one of claims 1 to 5,
wherein
one of the brake control devices is configured as a trailer-car brake control
device provided in a trailer car that is one of the railroad cars, and
when the trailer-car brake control device cannot transmit the information to
the transmission device, the trailer-car brake control device is configured calculate a
necessary braking force value that is required for braking the trailer car without using
the information output from the other brake control devices to the transmission
device.
55
7. The brake system for railroad cars according to claim 6, wherein
one of the brake control devices is configured as a motor-car brake control
device provided in a motor car that is the railroad car equipped with a motor, and
when the trailer-car brake control device cannot transmit the information to
the transmission device, the motor-car brake control device is configured to calculate a
necessary braking force value that is required for braking the motor car without
using the information output from the other brake control devices to the transmission
device.
8. The brake system for railroad cars according to any one of claims 1 to 7,
wherein
one of the brake control devices is configured as a motor-car brake control
device provided in a motor car that is the railroad car equipped with a motor, and
when the motor-car brake control device cannot transmit the information to
the transmission device, the motor-car brake control device is configured to calculate a
necessary braking force value that is required for braking the motor car without
using the information output from the other brake control devices to the transmission
device.
9. The brake system for railroad cars according to claim 8, wherein
the motor car includes the motor coupled to a wheel of the motor car, and a
mechanical brake device that imparts a frictional resistance to the wheel, and
the motor-car brake control device causes the mechanical brake device to
operate without causing the motor to perform a regenerative braking operation.
56
10. The brake system for railroad cars according to claim 8 or 9, wherein
the brake control devices other than the motor-car brake control device are
herein referred to as predetermined brake control devices, and when the information
cannot be transmitted from the motor-car brake control device to the transmission
device, the predetermined brake control devices are each configured to calculate a
necessary braking force value that is required for braking the cars other than the
motor car.
11. The brake system for railroad cars according to any one of claims 1 to 10,
wherein
one of the brake control devices is configured as a trailer-car brake control
device provided in a trailer car that is one of the railroad cars, and
when the trailer-car brake control device cannot receive the information from
the transmission device, the trailer-car brake control device is configured to calculate a
necessary braking force value that is required for braking the trailer car without using
the information output from the other brake control devices to the transmission
device.
12. The brake system for railroad cars according to claim 11, wherein
when the trailer-car brake control device cannot receive the information from
the transmission device, the trailer-car brake control device is configured to calculate
the necessary braking force value that is required to put a brake on the trailer car
based on a deceleration command signal at the time when the reception failure occurs.
13. The brake system for railroad cars according to claim 11 or 12, wherein
57
the brake control devices other than the trailer-car brake control device are
herein referred to as predetermined brake control devices, and when the trailer-car
brake control device cannot receive the information from the transmission device, the
predetermined brake control devices are each configured calculate a necessary
braking force value that is required to put a brake on the corresponding car and
estimate a necessary braking force value that is required for braking the trailer car in
order to calculate a total necessary braking force value that is required for braking all
of the cars.
14. The brake system for railroad cars according to claim 13, wherein
the predetermined brake control devices estimate the necessary braking force
value that is required for braking the trailer car based on a necessary braking value
that is required for braking the trailer car and calculated by the trailer-car brake
control device before the reception failure occurs.
15. The brake system for railroad cars according to claim 13 or 14, wherein
when the trailer-car brake control device becomes incapable of receiving the
information from the transmission device while a deceleration operation is performed
in the trailer car, the predetermined brake control devices is configured to calculate a
corrected total necessary braking force value by subtracting a braking force value
generated in the deceleration operation of the trailer car from the total necessary
braking force value.
16. The brake system for railroad cars according to any one of claims 1 to 15,
wherein
58
one of the brake control devices is configured as a motor-car brake control
device provided in a motor car that is the railroad car equipped with a motor, and
when the motor-car brake control device cannot receive the information from
the transmission device, the motor-car brake control device is configured to calculate a
necessary braking force value that is required for braking the motor car without
using the information output from the other brake control devices to the transmission
device.
17. The brake system for railroad cars according to claim 16, wherein
when the motor-car brake control device cannot receive the information from
the transmission device, the motor-car brake control device is configured to calculatea
necessary braking force value that is required for braking the motor car based on a
deceleration command signal at the time when the reception failure occurs.
18. The brake system for railroad cars according to claim 16 or 17, wherein
the motor car includes the motor coupled to a wheel of the motor car, and a
mechanical brake device that imparts a frictional resistance to the wheel, and
when the motor-car brake control device cannot receive the information from
the transmission device, the motor-car brake control device is configured to the
mechanical brake device to operate without causing the motor to perform a
regenerative braking operation.
19. The brake system for railroad cars according to any one of claims 16 to 18,
wherein
the brake control devices other than the motor-car brake control device are
59
herein referred to as predetermined brake control devices, and when the motor-car
brake control device cannot receive the information from the transmission device, the
predetermined brake control devices are each configured to calculate a necessary
braking force value that is required for braking the corresponding car and estimate a
necessary braking force value that is required for braking the motor car in order to
calculate a total necessary braking force value that is required for braking all of the
cars.
20. The brake system for railroad cars according to claim 19, wherein
the predetermined brake control devices is configured to estimate the
necessary braking force value that is required for braking the motor car based on a
necessary braking value that is required for braking the motor car and calculated by
the motor-car brake control device before the reception failure occurs.
21. The brake system for railroad cars according to claim 19 or 20, wherein
when the motor-car brake control device becomes incapable of receiving the
information from the transmission device while a deceleration operation is performed
in the motor car, the predetermined brake control devices are each configured to
calculate a corrected total necessary braking force value by subtracting a braking force
value generated in the deceleration operation of the motor car from the total
necessary braking force value.
22. A brake control device used for the brake system for railroad cars according to
any one of claims 1 to 21, wherein
each brake control device is capable of outputting information about the
60
corresponding car in which the brake control device is provided to the other brake
control devices through a transmission device, and configured to calculate a total
necessary braking force value by using the information output from the other brake
control devices to the transmission device, the total necessary braking force value
being required for braking all of the railroad cars.
23. A method of controlling brakes on railroad cars, comprising:
outputting, by each of brake control devices provided respectively in railroad
cars forming a unit, information about the corresponding railroad car in which the
brake control device is provided through a transmission device to the other brake
control devices; and
calculating, by each of the brake control devices, a total necessary braking force
value by using the information output from the other brake control devices to the
transmission device, the total necessary braking force value being required to put for
braking all of the railroad cars forming the unit.