Control apparatus, control method, and storage medium

Abstract

To provide a control device, a control method, and a control program for suppressing a decrease in braking force by raising the temperature of a wheel.SOLUTION: The brake control device 20 includes the wheel temperature acquisition unit 21 that acquires the temperature of the wheel 12, the determination unit 22 that determines whether the temperature of the wheel 12 is lower than the predetermined temperature, and the control unit 23 that starts the increasing process of increasing the temperature of the wheel 12 when the determination unit 22 determines that the temperature of the wheel 12 is lower than the predetermined temperature.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a control device, a control method, and a control program. [Background technology]

[0002] Conventional railway vehicles are equipped with tread brakes that generate braking force by pressing brake shoes against the wheel tread. When the adhesive force between the wheel and rail is greater than the braking force generated by pressing the brake shoes against the wheel tread, the wheel will stop while rotating on the rail. Summary of the Invention [Problem to be solved by the invention]

[0003] However, when the temperature is low, the coefficient of adhesion between the wheels and the rails decreases, which can reduce the braking force of the tread brakes. In this case, the braking force becomes unstable, and there is a risk of the wheels not rotating and sliding on the rails. [Means for solving the problem]

[0004] A control device that solves the above problem includes a wheel temperature acquisition unit that acquires the temperature of the wheel, a judgment unit that determines whether the temperature of the wheel is lower than a predetermined temperature, and a control unit that, when the judgment unit determines that the temperature of the wheel is lower than the predetermined temperature, starts a heating process to raise the temperature of the wheel to at least the predetermined temperature.

[0005] According to the above configuration, when the wheel temperature is lower than a predetermined temperature, the adhesion coefficient between the wheel and the rail decreases, which can lead to a decrease in braking force. Therefore, when the wheel temperature is lower than the predetermined temperature, the wheel temperature is raised to at least the predetermined temperature. Therefore, by raising the wheel temperature, it is possible to suppress a decrease in braking force.

[0006] In the above-described control device, it is preferable that the control unit continues the heating process until the temperature of the wheel reaches the predetermined temperature. In the control device, it is preferable that the control unit performs the heating process in multiple steps.

[0007] In the above control device, it is preferable that the wheel temperature acquisition unit acquires the temperature of the wheel measured by a measurement unit that measures the temperature of the wheel. The above control device preferably includes an outside air temperature acquisition unit that acquires the temperature of the outside air, and an estimation unit that estimates the temperature of the wheel based on the outside air temperature acquired by the outside air temperature acquisition unit, and the wheel temperature acquisition unit acquires the temperature of the wheel estimated by the estimation unit.

[0008] The above control device preferably includes a driving information acquisition unit that acquires at least one of the driving position and driving date and time of the wheel as driving information, and an estimation unit that estimates the temperature of the wheel based on the driving information, and the wheel temperature acquisition unit acquires the temperature of the wheel estimated by the estimation unit.

[0009] The control device preferably includes a weather information acquisition unit that acquires weather information from an external source, and the estimation unit estimates the temperature of the wheel based on the weather information. In the above-described control device, it is preferable that the control unit performs the heating process by pressing a brake shoe against the wheel tread.

[0010] In the above control device, it is preferable that the control unit performs the heating process when a brake command is input. The control device preferably includes an estimation unit that estimates the amount of temperature rise of the wheel, and a calculation unit that calculates the sum of the temperature of the wheel at the start of the heating treatment and the estimated amount of temperature rise, and the control unit preferably terminates the heating treatment when the determination unit determines that the sum is equal to or greater than the predetermined temperature.

[0011] In the above control device, it is preferable that the control unit performs the heating process by pressing a brake shoe against the wheel tread when a brake command is input, and the estimation unit estimates the amount of temperature rise from the sum of the wheel rotation speed at the start of braking when the brake shoe is pressed against the wheel tread.

[0012] In the above-mentioned control device, it is preferable that the control unit performs the heating treatment by pressing a brake shoe against the wheel tread, and the estimation unit estimates the amount of temperature rise from the sum of the pressures with which the brake shoe is pressed against the wheel tread.

[0013] The control device preferably includes a weather information acquisition unit that acquires weather information from an external source, and the estimation unit estimates the amount of temperature rise based on the weather information. In the above control device, it is preferable that the brake includes a regenerative brake that decelerates the wheel using a driving machine that drives the wheel, and a tread brake that presses a brake shoe against the tread of the wheel, and that the control unit performs the heating process by braking using only the tread brake when a brake command is input.

[0014] In the above-described control device, it is preferable that when the determination unit determines that the temperature of the wheel is equal to or higher than a predetermined temperature, the control unit performs braking using the regenerative brake and the tread brake. A control method for solving the above problem includes a wheel temperature acquisition process for acquiring the temperature of the wheel, a determination process for determining whether the temperature of the wheel is lower than a predetermined temperature, and a heating process for raising the temperature of the wheel to at least the predetermined temperature if it is determined that the temperature of the wheel is lower than the predetermined temperature.

[0015] According to the above method, when the wheel temperature is lower than a predetermined temperature, the adhesion coefficient between the wheel and the rail decreases, which can lead to a decrease in braking force. Therefore, when the wheel temperature is lower than the predetermined temperature, the wheel temperature is raised to at least the predetermined temperature. Thus, by raising the wheel temperature, it is possible to suppress a decrease in braking force.

[0016] A control program that solves the above problem causes a computer to execute a wheel temperature acquisition unit that acquires the temperature of the wheel, a determination process that determines whether the temperature of the wheel is lower than a predetermined temperature, and a heating process that raises the temperature of the wheel to at least the predetermined temperature if it is determined that the temperature of the wheel is lower than the predetermined temperature.

[0017] According to the program, when the wheel temperature is lower than a predetermined temperature, the adhesion coefficient between the wheel and the rail decreases, which can lead to a decrease in braking force. Therefore, when the wheel temperature is lower than the predetermined temperature, the wheel temperature is increased. Thus, by increasing the wheel temperature, the decrease in braking force can be suppressed. [Effects of the Invention]

[0018] According to the present invention, the temperature of the wheel can be increased to suppress a decrease in braking force. [Brief explanation of the drawings]

[0019] [Figure 1] FIG. 2 is a block diagram showing a schematic configuration of a control device according to the first embodiment. [Figure 2] 5(a) to 5(c) are diagrams illustrating braking performed by the control device of the embodiment. [Figure 3] 4 is a flowchart showing a control method performed by the control device of the embodiment. [Figure 4] 10 is a flowchart showing a control method performed by the control device of the second embodiment. [Figure 5] FIG. 10 is a block diagram showing a schematic configuration of a control device according to a third embodiment. [Figure 6] 4 is a flowchart showing a control method performed by the control device of the embodiment. [Figure 7] FIG. 10 is a block diagram showing a schematic configuration of a control device according to a fourth embodiment. [Figure 8] 4 is a flowchart showing a control method performed by the control device of the embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0020] (First embodiment) A first embodiment in which a control device, a control method, and a control program are embodied in a brake device will be described below with reference to Figures 1 to 3. The brake device is mounted on a railway vehicle and slows or stops the railway vehicle.

[0021] 1, the brake control system 1 is a system that is mounted on a railway vehicle and controls the brakes of the railway vehicle. The brake control system 1 includes a brake command unit 2, a regenerative brake control device 3, a pressure sensor 4, a speed sensor 5, a temperature sensor 6, a brake device 10, a brake cylinder 11, and a brake shoe 13.

[0022] The brake command unit 2 is installed in the driver's cab of the railway vehicle, generates a brake command based on an operation by a driver, etc., and outputs it to the brake device 10. The regenerative brake control device 3 is a device that controls regenerative braking by a drive machine (not shown) that drives the wheels 12. The pressure sensor 4 detects the pressure of an air spring or the like to detect the load applied to the railway vehicle by passengers, and outputs the pressure to the brake device 10. The speed sensor 5 detects the rotational speed of the wheels 12 and outputs the detected value to the brake device 10. The temperature sensor 6 detects the temperature of the wheels 12 and outputs the detected value to the brake device 10. Because the wheels 12 rotate, the temperature sensor 6 is preferably a thermometer that can measure temperature without contact. For example, a radiation thermometer that measures temperature from the amount of infrared energy radiated by an object or a radiation thermometer that measures temperature from short wavelengths is preferable. The temperature sensor 6 corresponds to a measurement unit that measures the temperature of the wheels 12. The temperature sensor 6 may be provided on each wheel 12, or at least one may be provided on the same bogie, or at least one may be provided on the same car, or at least one may be provided on the same train set. If a temperature sensor 6 is not provided on each wheel 12, the temperature of the wheel 12 is obtained from a temperature sensor 6 on another bogie or car.

[0023] The braking device 10 is a device that generates a braking force by driving a brake cylinder 11 with a brake cylinder pressure PC. The brake cylinder 11 is connected to a tread brake that presses a brake shoe 13 against a wheel 12.

[0024] The brake device 10 includes a brake control device 20, a main air tank 30, an electro-pneumatic converting valve 31, a relay valve 32, a first pressure sensor 33, and a second pressure sensor 34. The brake control device 20 cooperates with the regenerative brake control device 3 and drives the brake cylinder 11 to generate braking force.

[0025] The brake control device 20 may be configured as one or more processors that execute various processes according to a computer program (software). The processes executed by the brake control device 20, i.e., the processor, include a control method. The control method includes a wheel temperature acquisition process, a determination process, and a heating process, which will be described later. The brake control device 20 may also be configured as a circuit including one or more dedicated hardware circuits, such as an application-specific integrated circuit (ASIC), or a combination thereof, that execute at least some of the various processes. The processor includes a CPU and memories such as RAM and ROM. The memory stores program code or instructions configured to cause the CPU to execute the processes. The memory, i.e., a computer-readable medium, includes any available medium accessible by a general-purpose or dedicated computer. The program stored in the computer-readable medium includes a control program. The control program causes the computer to execute the wheel temperature acquisition process, the determination process, and the heating process.

[0026] The brake control device 20 includes a wheel temperature acquisition unit 21, a determination unit 22, a control unit 23, and a memory unit 24. The wheel temperature acquisition unit 21 acquires the temperature of the wheel 12. The wheel temperature acquisition unit 21 acquires the temperature of the wheel 12 measured by the temperature sensor 6. The determination unit 22 determines whether the temperature of the wheel 12 acquired by the wheel temperature acquisition unit 21 is lower than a predetermined temperature. The predetermined temperature is the temperature at which the adhesion coefficient between the wheel 12 and the rail decreases and the braking force of the tread brake decreases, and is set for each type of wheel. If the temperature of the wheel 12 is equal to or higher than the predetermined temperature, the adhesion coefficient between the wheel 12 and the rail does not decrease and the braking force of the tread brake does not decrease.

[0027] When the determination unit 22 determines that the temperature of the wheel 12 is lower than the predetermined temperature, the control unit 23 starts a heating process to raise the temperature of the wheel 12 to at least the predetermined temperature. The control unit 23 continues the heating process until the temperature of the wheel 12 reaches the predetermined temperature.

[0028] The control unit 23 performs a heating process by pressing the brake shoes 13 against the tread of the wheel 12. When the brake shoes 13 are pressed against the tread of the wheel 12, the wheel 12 is heated by frictional heat. The control unit 23 performs a heating process when the rotational speed of the wheel 12 is less than a predetermined rotational speed. The control unit 23 starts the heating process when a brake command is input from the brake command unit 2. In other words, the control unit 23 presses the brake shoes 13 against the tread of the wheel 12 to heat the wheel 12 when braking. Furthermore, when a brake command is input from the brake command unit 2, the control unit 23 performs braking using only the tread brake, thereby increasing the temperature of the wheel 12.

[0029] The memory unit 24 stores parameters such as the brake cylinder pressure PC and the period for applying the brake cylinder pressure PC, which are used when the control unit 23 performs a heating process to increase the temperature of the wheel 12.

[0030] The brakes include a regenerative brake that decelerates the wheels 12 using a drive machine (not shown) that drives the wheels 12, and a tread brake that presses the brake shoes 13 against the treads of the wheels 12. The brake control device 20 controls the braking force so that the sum of the braking force from the regenerative brake and the braking force from the tread brake becomes the braking force required by the brake command.

[0031] As shown in Figure 2(a), when no heating treatment is performed, the control unit 23 performs regenerative braking when a brake command is input from the brake command unit 2, stops regenerative braking when the rotational speed of the wheels 12 drops to a final speed at which regenerative braking ends, and performs tread braking until the rotation of the wheels 12 stops. Because regenerative braking allows electricity to be recovered, it is desirable to perform regenerative braking up to a final speed at which the deceleration effect of regenerative braking can be obtained. Note that if the braking force required by the brake command cannot be obtained by regenerative braking alone, tread braking is also used to obtain the required braking force.

[0032] As shown in FIG. 2(b), when the first heating process is performed, the control unit 23 shortens the proportion of the regenerative braking period and lengthens the proportion of the tread braking period compared to when the heating process is not performed. In other words, when the first heating process is performed, the control unit 23 reduces the braking force of the regenerative braking and increases the braking force of the tread braking. The control unit 23 performs regenerative braking when a brake command is input from the brake command unit 2, stops regenerative braking to heat the wheel 12 after a predetermined time has elapsed since the start of braking, and performs tread braking until the rotation of the wheel 12 stops. Note that a high rotational speed of the wheel 12 causes excessive wear of the brake shoe 13, so it is desirable to start tread braking below the start speed at which tread braking is initiated. Therefore, the control unit 23 may perform regenerative braking when the rotational speed of the wheel 12 is equal to or greater than the start speed, and start tread braking as a heating process when the rotational speed of the wheel 12 drops below the start speed. The start speed corresponds to the predetermined rotational speed.

[0033] 2(c), when the control unit 23 performs the second heating process, upon receiving a brake command from the brake command unit 2, the control unit 23 does not perform regenerative braking in order to heat the wheel 12 to the maximum extent possible, but performs tread braking from the start of braking until the rotation of the wheel 12 stops. Note that when the temperature of the wheel 12 reaches or exceeds a predetermined temperature, the heating process is stopped, the tread braking is released, the brake shoe 13 is moved away from the wheel 12, and regenerative braking is performed.

[0034] As shown in FIG. 1, the primary air tank 30 is an air tank that outputs stored compressed air PA. The electro-pneumatic converting valve 31 converts the pressure control signal SA, which is an electric signal output from the control unit 23, into an air signal PB that indicates the control content by air pressure.

[0035] The relay valve 32 outputs air at a brake cylinder pressure PC corresponding to the command pressure, which is the air pressure of the air signal PB output from the electro-pneumatic converting valve 31, to the brake cylinder 11. The brake cylinder pressure PC is the air signal PB amplified by compressed air PA. The brake cylinder pressure PC and the command pressure of the air signal PB are assumed to be proportional to each other.

[0036] The first pressure sensor 33 is a sensor that detects a command pressure, which is the air pressure of the air signal PB. The command pressure is a physical quantity that indicates the force pressing the brake shoe 13 against the wheel 12. The first pressure sensor 33 outputs the detected command pressure of the air signal PB to the brake control device 20 as a feedback signal SB.

[0037] The second pressure sensor 34 is a sensor that detects the brake cylinder pressure PC, which is the air pressure in the brake cylinder 11. The brake cylinder pressure PC is a physical quantity that indicates the force pressing the brake shoe 13 against the wheel 12. The second pressure sensor 34 outputs the detected brake cylinder pressure PC to the brake control device 20 as a feedback signal SC.

[0038] (Operation of the first embodiment) Next, a control method performed by the brake control device 20 configured as above will be described with reference to FIG.

[0039] First, the brake control device 20 acquires the temperature of the wheel 12 (step S11). That is, the wheel temperature acquisition unit 21 acquires the temperature of the wheel 12 measured by the temperature sensor 6. Step S11 corresponds to wheel temperature acquisition processing.

[0040] Next, the brake control device 20 determines whether the temperature of the wheel 12 is lower than a predetermined temperature (step S12). That is, the determination unit 22 determines whether the temperature of the wheel 12 acquired by the wheel temperature acquisition unit 21 is lower than a predetermined temperature. That is, the determination unit 22 determines whether the adhesion coefficient between the wheel 12 and the rail has decreased and the braking force of the tread brake has decreased. Step S12 corresponds to the determination process.

[0041] When the determination unit 22 determines that the temperature of the wheel 12 acquired by the wheel temperature acquisition unit 21 is equal to or higher than the predetermined temperature (step S12: NO), the determination unit 22 ends the process without performing the heating process. In this case, when a brake command is input from the brake command unit 2, the control unit 23 performs the braking without the heating process shown in FIG. 2(a).

[0042] On the other hand, if the determination unit 22 determines that the temperature of the wheel 12 acquired by the wheel temperature acquisition unit 21 is lower than the predetermined temperature (step S12: YES), the process proceeds to step S13. The brake control device 20 performs a heating process (step S13). That is, the control unit 23 performs the heating process by pressing the brake shoe 13 against the tread of the wheel 12. The wheel 12 against which the brake shoe 13 is pressed is heated as its temperature rises due to frictional heat.

[0043] The control unit 23 performs the heating process when a brake command is input from the brake command unit 2. In other words, the control unit 23 does not perform the heating process when a brake command is not input from the brake command unit 2. Furthermore, when a brake command is input from the brake command unit 2 and the rotational speed of the wheel 12 is less than a predetermined rotational speed (start speed), the control unit 23 performs the braking of the second heating process shown in FIG. 2(c). In other words, the control unit 23 performs braking using only the tread brake to heat the wheel 12. On the other hand, when a brake command is input from the brake command unit 2 and the rotational speed of the wheel 12 is equal to or greater than the predetermined rotational speed (start speed), the control unit 23 performs the braking of the first heating process shown in FIG. 2(b). In other words, the control unit 23 performs braking using only the regenerative brake until the rotational speed of the wheel 12 becomes less than the start speed, and when the rotational speed of the wheel 12 becomes less than the start speed, the control unit 23 performs braking using only the tread brake to heat the wheel 12.

[0044] When the rotational speed of the wheel 12 is less than the starting speed, the control unit 23 performs a heating process using the tread brake when a brake command is input from the brake command unit 2, and when the brake command is no longer input from the brake command unit 2, the control unit 23 releases the tread brake, thereby ending the heating process.

[0045] (Effects of the first embodiment) Next, the effects of the first embodiment will be described. (1-1) If the temperature of the wheel 12 is lower than a predetermined temperature, the adhesion coefficient between the wheel 12 and the rail decreases, which can lead to a decrease in braking force. Therefore, when the temperature of the wheel 12 is lower than the predetermined temperature, the temperature of the wheel 12 is raised to at least the predetermined temperature. Thus, by raising the temperature of the wheel 12, a decrease in braking force can be suppressed.

[0046] (1-2) Since the temperature of the wheel 12 is continuously increased until it reaches a predetermined temperature, it is possible to reach the predetermined temperature as quickly as possible. (1-3) Whether the temperature is lower than the predetermined temperature or not is determined based on the temperature of the wheel 12 measured by the temperature sensor 6, so that the determination can be made reliably from the temperature of the wheel 12.

[0047] (1-4) Heating is performed by pressing the brake shoe 13 against the tread of the wheel 12. Therefore, there is no need to provide a separate device for increasing the temperature. (1-5) When a brake command is input, the brake shoe 13 is pressed against the tread of the wheel 12, thereby increasing the temperature of the wheel 12. Therefore, the temperature of the wheel 12 is increased during braking, eliminating the need for a separate heating process.

[0048] (1-6) When a brake command is input, braking is performed using only the tread brake, increasing the temperature of the wheel 12. Therefore, the temperature of the wheel 12 can be increased by selecting the brake without providing any additional device.

[0049] (Second embodiment) A second embodiment in which a control device, a control method, and a control program are embodied in a brake device will be described below with reference to Figures 1 and 4. The control device, the control method, and the control program of this embodiment differ from the first embodiment in that they estimate the temperature of the wheel 12. The following description will focus on the differences from the first embodiment.

[0050] As shown in FIG. 1 , the brake control device 20 further includes an outside air temperature acquisition unit 25, an estimation unit 26, and a calculation unit 27. The outside air temperature acquisition unit 25 acquires the temperature of the outside air from a temperature sensor that measures the temperature of the outside air provided in the railway vehicle. The estimation unit 26 estimates the temperature of the wheel 12 based on the outside air temperature acquired by the outside air temperature acquisition unit 25. The wheel temperature acquisition unit 21 acquires the temperature of the wheel 12 estimated by the estimation unit 26.

[0051] Furthermore, when a brake command is input, the control unit 23 performs a heating process by pressing the brake shoe 13 against the tread of the wheel 12. The estimation unit 26 estimates the temperature rise of the wheel 12. The calculation unit 27 calculates the sum of the temperature of the wheel 12 at the start of the heating process and the estimated temperature rise. The control unit 23 ends the heating process when the determination unit 22 determines that the sum is equal to or greater than a predetermined temperature. The estimation unit 26 estimates the temperature rise of the wheel 12 from the sum of the sum and the rotational speed of the wheel 12 at the start of tread braking, which presses the brake shoe 13 against the tread of the wheel 12. The estimation unit 26 can determine an approximate temperature rise of the wheel 12 by adding the rotational speed of the wheel 12 at the start of tread braking. The control unit 23 ends the heating process when the temperature of the wheel 12 is equal to or greater than a predetermined temperature.

[0052] (Operation of the second embodiment) Next, a control method performed by the brake control device 20 configured as above will be described with reference to FIG.

[0053] First, the brake control device 20 acquires the temperature of the outside air (step S21). That is, the outside air temperature acquisition unit 25 acquires the temperature of the outside air measured by a temperature sensor provided in the railway vehicle. Step S21 is an outside air temperature acquisition process.

[0054] Next, the brake control device 20 estimates the temperature of the wheel 12 (step S22). That is, the estimation unit 26 estimates the temperature of the wheel 12 based on the outside air temperature acquired by the outside air temperature acquisition unit 25. The wheel temperature acquisition unit 21 acquires the temperature of the wheel 12 estimated by the estimation unit 26. Step S22 is an estimation process. Steps S21 and S22 correspond to wheel temperature acquisition processing.

[0055] Next, the brake control device 20 determines whether the temperature of the wheel 12 is lower than a predetermined temperature (step S23). That is, the determination unit 22 determines whether the temperature of the wheel 12 acquired by the wheel temperature acquisition unit 21 is lower than a predetermined temperature. That is, the determination unit 22 determines whether the adhesion coefficient between the wheel 12 and the rail has decreased and the braking force of the tread brake has decreased. Step S23 corresponds to the determination process.

[0056] When the determination unit 22 determines that the temperature of the wheel 12 acquired by the wheel temperature acquisition unit 21 is equal to or higher than the predetermined temperature (step S23: NO), the determination unit 22 ends the process without performing the heating process. In this case, when a brake command is input from the brake command unit 2, the control unit 23 performs the braking without the heating process shown in FIG. 2(a).

[0057] On the other hand, if the determination unit 22 determines that the temperature of the wheel 12 acquired by the wheel temperature acquisition unit 21 is lower than the predetermined temperature (step S23: YES), the process proceeds to step S24. The brake control device 20 performs a heating process (step S24). That is, the control unit 23 performs the heating process by pressing the brake shoe 13 against the tread of the wheel 12. The wheel 12 against which the brake shoe 13 is pressed is heated as its temperature rises due to frictional heat.

[0058] Next, the brake control device 20 determines whether or not a brake command has been acquired (step S25). That is, the control unit 23 determines whether or not a brake command has been input from the brake command unit 2. Then, when the control unit 23 determines that a brake command has not been input from the brake command unit 2 (step S25: NO), it waits until a brake command is input.

[0059] On the other hand, when the control unit 23 determines that a brake command has been input from the brake command unit 2 (step S25: YES), the control unit 23 proceeds to step S26. The brake control device 20 determines whether the vehicle has stopped (step S26). That is, the control unit 23 determines that the vehicle has stopped when the brake command is no longer input and the rotational speed of the wheels 12 becomes zero. Then, when the control unit 23 determines that the vehicle has not stopped (step S26: NO), it waits until the vehicle stops.

[0060] On the other hand, if the control unit 23 determines that the vehicle has stopped (step S26: YES), the process proceeds to step S27. Next, the brake control device 20 acquires the rotational speed of the wheel 12 when braking is started (initial braking speed) (step S27). That is, the control unit 23 acquires the rotational speed of the wheel 12 when braking is started from the speed sensor 5.

[0061] Next, the brake control device 20 determines whether the sum of the rotational speeds of the wheels 12 when braking is started (initial braking speed) is equal to or greater than a threshold value (step S28). That is, the control unit 23 obtains the sum of the initial braking speeds acquired from the speed sensors 5, and determines whether the sum of the initial braking speeds is equal to or greater than a threshold value. Then, when the control unit 23 determines that the sum of the initial braking speeds is less than the threshold value (step S28: NO), the control unit 23 proceeds to step S25.

[0062] On the other hand, when the control unit 23 determines that the sum of the braking initial velocities is equal to or greater than the threshold value (step S28: YES), it determines that the heating process has been performed sufficiently, and ends the heating process. In this case, when a brake command is input from the brake command unit 2, the control unit 23 performs braking without heating process shown in FIG. 2(a).

[0063] The control unit 23 performs the heating process when a brake command is input from the brake command unit 2. In other words, the control unit 23 does not perform the heating process when a brake command is not input from the brake command unit 2. Furthermore, when a brake command is input from the brake command unit 2 and the rotational speed of the wheel 12 is less than a predetermined rotational speed (start speed), the control unit 23 performs the braking of the second heating process shown in FIG. 2(c). In other words, the control unit 23 performs braking using only the tread brake to heat the wheel 12. On the other hand, when a brake command is input from the brake command unit 2 and the rotational speed of the wheel 12 is equal to or greater than the predetermined rotational speed (start speed), the control unit 23 performs the braking of the first heating process shown in FIG. 2(b). In other words, the control unit 23 performs braking using only the regenerative brake until the rotational speed of the wheel 12 becomes less than the start speed, and when the rotational speed of the wheel 12 becomes less than the start speed, the control unit 23 performs braking using only the tread brake to heat the wheel 12.

[0064] When the rotational speed of the wheel 12 is less than the starting speed, the control unit 23 performs a heating process using the tread brake when a brake command is input from the brake command unit 2, and when the brake command is no longer input from the brake command unit 2, the control unit 23 releases the tread brake, thereby ending the heating process.

[0065] (Effects of the second embodiment) Next, the effects of the second embodiment will be described. In addition to the effects (1-1), (1-2), and (1-4) to (1-6) of the first embodiment, the second embodiment has the following effects.

[0066] (2-1) When the temperature of the outside air drops, the temperature of the wheels 12 also drops due to cooling by the outside air. Therefore, it is possible to determine whether the temperature of the wheels 12 is lower than a predetermined temperature based on the temperature of the wheels 12 estimated by the estimation unit 26 from the temperature of the outside air.

[0067] (2-2) The heating process is terminated when it is determined that the sum of the temperature of the wheel 12 at the start of the heating process and the estimated temperature rise is equal to or greater than a predetermined temperature. Therefore, the heating process can be terminated when the temperature of the wheel 12 reaches or exceeds a predetermined temperature.

[0068] (2-3) Because the rotation speed is highest when braking begins, the temperature of the heated wheel 12 can be estimated from the sum of the rotation speeds at the start. Therefore, it is possible to estimate that the temperature of the wheel 12 has risen above a predetermined temperature and terminate the heating process.

[0069] (Third embodiment) A third embodiment in which a control device, a control method, and a control program are embodied in a brake device will be described below with reference to Figures 5 and 6. The control device, the control method, and the control program of this embodiment differ from the second embodiment in that vehicle travel information is used to estimate the temperature of the wheels 12. The following description will focus on the differences from the second embodiment.

[0070] As shown in FIG. 5, the brake control device 20 includes a driving information acquisition unit 28 instead of the outside air temperature acquisition unit 25. The driving information acquisition unit 28 acquires driving information. The driving information is at least one of a driving position and a driving date and time. The memory unit 24 stores the outside air temperature or the temperature of the wheel 12 for at least one of the driving position and the driving date and time. The estimation unit 26 estimates the temperature of the wheel 12 based on the driving information acquired by the driving information acquisition unit 28. The wheel temperature acquisition unit 21 acquires the temperature of the wheel 12 estimated by the estimation unit 26.

[0071] Furthermore, when a brake command is input, the control unit 23 performs a heating process by pressing the brake shoe 13 against the tread of the wheel 12. The estimation unit 26 estimates the amount of temperature rise of the wheel 12 from the sum of the rotational speed of the wheel 12 at the start of tread braking, which presses the brake shoe 13 against the tread of the wheel 12. The estimation unit 26 can determine an approximate temperature rise of the wheel 12 by adding the rotational speed of the wheel 12 at the start of tread braking. The control unit 23 ends the heating process when the temperature of the wheel 12 is equal to or higher than a predetermined temperature.

[0072] (Operation of the third embodiment) Next, a control method performed by the brake control device 20 configured as above will be described with reference to FIG.

[0073] First, the brake control device 20 acquires traveling information (step S31). That is, the traveling information acquisition unit 28 acquires at least one of the traveling position and the traveling date and time from an operation control device or the like provided on the railway vehicle. Step S31 is a traveling information acquisition process.

[0074] Next, the brake control device 20 estimates the temperature of the wheel 12 (step S32). That is, the estimation unit 26 estimates the temperature of the wheel 12 based on the driving information acquired by the driving information acquisition unit 28. The wheel temperature acquisition unit 21 acquires the temperature of the wheel 12 estimated by the estimation unit 26. Step S32 is an estimation process. Steps S31 and S32 correspond to the wheel temperature acquisition process.

[0075] Next, the brake control device 20 determines whether the temperature of the wheel 12 is lower than a predetermined temperature (step S23). That is, the determination unit 22 determines whether the temperature of the wheel 12 acquired by the wheel temperature acquisition unit 21 is lower than a predetermined temperature. That is, the determination unit 22 determines whether the adhesion coefficient between the wheel 12 and the rail has decreased and the braking force of the tread brake has decreased. Step S23 corresponds to the determination process. Steps after step S23 are the same as those in the second embodiment, and therefore will not be described again.

[0076] (Effects of the third embodiment) Next, the effects of the third embodiment will be described. In addition to the effects (1-1), (1-2), and (1-4) to (1-6) of the first embodiment and (2-2) of the second embodiment, the following effects are achieved.

[0077] (3-1) Driving information, which is at least one of the driving position and driving date and time of the wheel 12, is acquired, and it is possible to determine whether the temperature of the wheel 12 is lower than a predetermined temperature based on the temperature of the wheel 12 estimated from the driving information.

[0078] (Fourth embodiment) 7 and 8, a fourth embodiment in which a control device, a control method, and a control program are embodied in a brake device will be described. The control device, the control method, and the control program of this embodiment differ from the second embodiment in that vehicle running information is used to estimate the temperature of the wheels 12. The following description will focus on the differences from the second embodiment.

[0079] As shown in FIG. 7, the brake control device 20 is provided with a weather information acquisition unit 29 instead of the outside air temperature acquisition unit 25. The weather information acquisition unit 29 acquires weather information from outside. The weather information includes temperature, wind speed, etc. It is preferable that the weather information acquisition unit 29 also acquires the traveling position and acquires weather information corresponding to the traveling position. Note that the weather information is not limited to the temperature when the vehicle is traveling, and the minimum temperature of the day may also be used. The estimation unit 26 estimates the temperature of the wheel 12 based on the weather information acquired by the weather information acquisition unit 29. The wheel temperature acquisition unit 21 acquires the temperature of the wheel 12 estimated by the estimation unit 26.

[0080] Furthermore, when a brake command is input, the control unit 23 performs heating and braking by pressing the brake shoe 13 against the tread of the wheel 12. The estimation unit 26 estimates the amount of temperature rise of the wheel 12 from the sum of the rotational speed of the wheel 12 at the start of tread braking, which presses the brake shoe 13 against the tread of the wheel 12. The estimation unit 26 can grasp the approximate temperature rise of the wheel 12 by adding the rotational speed of the wheel 12 at the start of tread braking. The control unit 23 ends the heating process when the temperature of the wheel 12 is equal to or higher than a predetermined temperature.

[0081] (Operation of the fourth embodiment) Next, a control method performed by the brake control device 20 configured as above will be described with reference to FIG.

[0082] First, the brake control device 20 acquires weather information (step S41). That is, the weather information acquisition unit 29 acquires weather information for the running position via an operation control device or the like provided in the railway vehicle. Step S41 is a weather information acquisition process.

[0083] Next, the brake control device 20 estimates the temperature of the wheel 12 (step S42). That is, the estimation unit 26 estimates the temperature of the wheel 12 based on the driving information acquired by the driving information acquisition unit 28. The wheel temperature acquisition unit 21 acquires the temperature of the wheel 12 estimated by the estimation unit 26. Step S42 is an estimation process. Steps S41 and S42 correspond to the wheel temperature acquisition process.

[0084] Next, the brake control device 20 determines whether the temperature of the wheel 12 is lower than a predetermined temperature (step S23). That is, the determination unit 22 determines whether the temperature of the wheel 12 acquired by the wheel temperature acquisition unit 21 is lower than a predetermined temperature. That is, the determination unit 22 determines whether the adhesion coefficient between the wheel 12 and the rail has decreased and the braking force of the tread brake has decreased. Step S23 corresponds to the determination process. Steps after step S23 are the same as those in the second embodiment, and therefore will not be described again.

[0085] (Operation of the fourth embodiment) Next, the effects of the fourth embodiment will be described. In addition to the effects (1-1), (1-2), and (1-4) to (1-6) of the first embodiment and (2-2) of the second embodiment, the following effects are achieved.

[0086] (4-1) Weather information is acquired from an external source, and it is possible to determine whether the temperature of the wheels 12 is lower than a predetermined temperature based on the temperature of the wheels 12 estimated from the weather information according to the traveling position.

[0087] (Other embodiments) The above-described embodiments can be modified as follows: The above-described embodiments and the following modifications can be combined with each other to the extent that no technical contradiction occurs.

[0088] In the above embodiments, regenerative braking and tread braking are not performed simultaneously during braking, but only one of them is performed. However, tread braking may also be performed while regenerative braking is performed during braking. Note that the temperature of the wheel 12 can be increased by tread braking regardless of whether regenerative braking is performed or not.

[0089] In the above embodiments, the estimation unit 26 estimates the temperature rise of the wheel 12 from the sum of the rotational speeds of the wheel 12 at the start of tread braking, and the control unit 23 ends the heating process if the temperature of the wheel 12 is equal to or higher than a predetermined temperature. However, the estimation unit 26 may estimate that the temperature of the wheel 12 is equal to or higher than the predetermined temperature based on the number of times or the time the control unit 23 has performed the heating process.

[0090] In addition, in each embodiment, the control unit 23 may perform the heating process by pressing the brake shoe 13 against the wheel tread, and the estimation unit 26 may estimate the amount of temperature rise from the sum of the pressures applied by pressing the brake shoe 13 against the wheel tread.

[0091] In the fourth embodiment, the weather information acquisition unit 29 may acquire weather information from an external source, and the estimation unit 26 may estimate the temperature rise amount based on the weather information. In the above embodiments, the control unit 23 performs the heating process when a brake command is input. However, the control unit 23 may perform the heating process when it determines that the temperature of the wheel 12 is lower than a predetermined temperature, regardless of whether a brake command is input.

[0092] In the above embodiments, the control unit 23 performs the raising process when the rotation speed of the wheel 12 is lower than a predetermined rotation speed. However, regardless of the rotation speed of the wheel 12, the control unit 23 may perform the heating process when it determines that the temperature of the wheel 12 is lower than a predetermined temperature.

[0093] In the above embodiments, the heating process is performed by pressing the brake shoe 13 against the tread of the wheel 12. However, the wheel 12 may be heated by attaching a heating member such as a heater to the wheel 12.

[0094] In the above embodiments, the heating process is continued until the temperature of the wheel 12 reaches a predetermined temperature. However, the heating process may be performed in multiple steps. In the above embodiments, regenerative braking is not performed, and tread braking is performed from the start of braking until the rotation of the wheel 12 stops. When the temperature of the wheel 12 reaches or exceeds a predetermined temperature, the heating process is stopped, and the tread braking is released, the brake shoe 13 is moved away from the wheel 12, and regenerative braking is performed. However, even if the temperature of the wheel 12 reaches or exceeds a predetermined temperature during braking, regenerative braking may not be performed, and instead regenerative braking may be performed when the vehicle is stopped and the next brake command is input.

[0095] In each of the above embodiments, if an object is made up of multiple objects, the multiple objects may be integrated, and conversely, if an object is made up of a single object, it may be divided into multiple objects. Regardless of whether the objects are integrated or not, it is sufficient that the object of the invention can be achieved.

[0096] In each of the above embodiments, where multiple functions are provided in a distributed manner, some or all of the multiple functions may be provided in a consolidated manner, and conversely, where multiple functions are provided in a consolidated manner, some or all of the multiple functions may be provided in a distributed manner. Regardless of whether the functions are consolidated or distributed, it is sufficient that the configuration is such that the object of the invention can be achieved. [Explanation of symbols]

[0097] PA...Compressed air PB...Air signal PC: Brake cylinder pressure SA...Pressure control signal SB...Feedback signal SC: Feedback signal 1. Brake control system 2...Brake command unit 3...Regenerative brake control device 4...Pressure sensor 5...Speed ​​sensor 6...Temperature sensor 10...Brake device 11...Brake cylinder 12...Wheel 13...Bracelets 20...Brake control device 21...Wheel temperature acquisition section 22…Judgment section 23...Control unit 24...Storage section 25...Outside temperature acquisition unit 26…Estimation part 27...Calculation section 28...Driving information acquisition unit 29...Weather Information Acquisition Department 30...Original air tank 31...Electro-pneumatic converter valve 32...Relay valve 33...First pressure sensor 34...Second pressure sensor

Claims

1. a wheel temperature acquisition unit that acquires the temperature of the wheel; a determination unit that determines whether the temperature of the wheel is lower than a predetermined temperature; a control unit that starts a heating process to raise the temperature of the wheel to at least the predetermined temperature when the determination unit determines that the temperature of the wheel is lower than the predetermined temperature. Control device.

2. The control unit continues the heating process until the temperature of the wheel reaches the predetermined temperature. The control device according to claim 1 .

3. The control unit performs the heating process in multiple steps. The control device according to claim 1 .

4. The wheel temperature acquisition unit acquires the wheel temperature measured by a measurement unit for measuring the wheel temperature. The control device according to claim 1 .

5. an outside air temperature acquisition unit that acquires the temperature of outside air; an estimation unit that estimates the temperature of the wheel based on the outside air temperature acquired by the outside air temperature acquisition unit, The wheel temperature acquisition unit acquires the wheel temperature estimated by the estimation unit. The control device according to claim 1 .

6. a travel information acquisition unit that acquires at least one of a travel position and a travel date and time of the wheel as travel information; an estimation unit that estimates the temperature of the wheel based on the travel information, The wheel temperature acquisition unit acquires the wheel temperature estimated by the estimation unit. The control device according to claim 1 .

7. A weather information acquisition unit is provided to acquire weather information from an external source, The estimation unit estimates the temperature of the wheel based on the weather information. The control device according to claim 6.

8. The control unit performs the heating process by pressing a brake shoe against the wheel tread. The control device according to any one of claims 1 to 7.

9. The control unit starts the heating process when a brake command is input. The control device according to claim 8.

10. an estimation unit that estimates a temperature rise amount of the wheel; a calculation unit that calculates the sum of the temperature of the wheel at the start of the heating treatment and the estimated temperature increase amount, The control unit terminates the heating process when the determination unit determines that the sum is equal to or higher than the predetermined temperature. The control device according to claim 1 .

11. The control unit performs the heating process by pressing a brake shoe against a tread of the wheel when a brake command is input, The estimation unit estimates the temperature rise amount from a sum of the rotational speeds of the wheels at the start of braking by pressing the brake shoes against the wheel treads. The control device according to claim 10.

12. The control unit performs the heating process by pressing a brake shoe against the wheel tread, The estimation unit estimates the temperature rise amount from a sum of pressures that press the brake shoes against the wheel tread. The control device according to claim 10.

13. A weather information acquisition unit is provided to acquire weather information from an external source, The estimation unit estimates the temperature rise amount based on the weather information. The control device according to claim 10.

14. The brake includes a regenerative brake that decelerates the wheel using a driving machine that drives the wheel, and a tread brake that presses a brake shoe against the wheel tread, The control unit performs the heating process by braking only with the tread brake when a brake command is input. The control device according to claim 1 .

15. When the determination unit determines that the temperature of the wheel is equal to or higher than a predetermined temperature, the control unit performs braking using the regenerative brake and the tread brake. The control device according to claim 14.

16. a wheel temperature acquisition process for acquiring the temperature of the wheel; a determination process for determining whether the temperature of the wheel is lower than a predetermined temperature; and when it is determined that the temperature of the wheel is lower than the predetermined temperature, performing a heating process to raise the temperature of the wheel to at least the predetermined temperature. Control method.

17. a wheel temperature acquisition unit that acquires the temperature of the wheel; a determination process for determining whether the temperature of the wheel is lower than a predetermined temperature; and when it is determined that the temperature of the wheel is lower than the predetermined temperature, causing the computer to execute a heating process to raise the temperature of the wheel to at least the predetermined temperature. Control program.

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