Control apparatus, control method, and storage medium

Abstract

To provide a control device, a control method, and a control program for roughening a tread of a wheel.SOLUTION: The brake control device 20 includes a speed acquisition unit 21 that acquires a rotation speed of the wheel 12, a control unit 23 that performs rough surface treatment for roughening a tread surface of the wheel 12, and a determination unit 22 that determines a second speed that is a rotation speed of the wheel 12 for ending the rough surface treatment based on a first speed that is the rotation speed of the wheel 12 for starting the rough surface treatment. The control unit 23 performs surface roughening from the first speed to the second speed.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] The railway vehicle braking device described in Patent Document 1 is equipped with a regenerative brake using an electric motor that drives the wheels, and an air brake that presses a brake shoe against the wheel tread. In this braking device, the air brake supplements the braking force of the regenerative brake by an amount that is insufficient compared to the command value, thereby generating braking force.

[0003] Furthermore, the brake control device described in Patent Document 2 suppresses the mirroring of railway vehicle wheels without impairing responsiveness to brake commands by controlling the cumulative period during which the brake shoes are pressed against the wheels with a pressure equal to or greater than a second pressure that is greater than a first pressure that does not apply braking force to the wheels so that it is equal to or greater than a specified period. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Application Publication No. 7-007806 [Patent Document 2] International Publication No. 2023 / 119361 Summary of the Invention [Problem to be solved by the invention]

[0005] However, in the braking device described in Patent Document 1, regenerative braking is used from the time braking begins until the train stops, so the air brake barely works. As a result, there are fewer opportunities for the wheel tread to come into contact with the friction material, which reduces the risk of the wheel tread becoming rough, which can cause the wheel tread to become polished. When polishing occurs, the adhesion between the wheel and rail decreases, which can lead to skidding.

[0006] Furthermore, the brake control device described in Patent Document 2 controls the brake shoe based on the cumulative period of time it is pressed, regardless of the magnitude of the pressure applied to the brake shoe. However, because the roughness of the wheel tread varies depending on the pressure applied to the brake shoe, it is difficult to determine the increase in wheel tread roughness based on the cumulative period of time it is pressed. [Means for solving the problem]

[0007] A control device that solves the above problem includes a speed acquisition unit that acquires the rotational speed of the wheel, a control unit that performs roughening processing to roughen the wheel tread, and a determination unit that determines a second speed that is the rotational speed of the wheel at which the roughening processing ends based on a first speed that is the rotational speed of the wheel at which the roughening processing starts, and the control unit performs the roughening processing from the first speed to the second speed.

[0008] According to the above configuration, the roughening process is performed up to the second speed determined based on the first speed. Therefore, the period for performing the roughening process is set based on the first speed rather than a fixed time, so that the wheel tread can be roughened for an optimal period rather than a fixed period.

[0009] In the above control device, it is preferable that the control unit applies the surface roughening treatment by pressing a brake shoe against the tread surface. In the above control device, it is preferable that the determination unit determines the second speed so as to be a speed difference that is predetermined according to the first speed.

[0010] In the above control device, it is preferable that the determination unit determines the second speed so that a difference between the square of the first speed and the square of the second speed becomes a predetermined value. In the above control device, it is preferable that the control unit performs the surface roughening treatment when the first speed is equal to or greater than a predetermined speed.

[0011] In the above control device, it is preferable that the control unit starts the surface roughening process when a brake command is input. In the above control device, it is preferable that the control unit starts the surface roughening process when a brake command is input.

[0012] The above control device preferably comprises a calculation unit that calculates the increase in roughness of the tread surface due to the roughening treatment, and a judgment unit that judges whether or not to perform the roughening treatment, and the control unit repeatedly performs the roughening treatment, and the judgment unit judges not to perform the roughening treatment if the sum of the increase in roughness calculated by the calculation unit in the repeated roughening treatments is greater than or equal to a predetermined value.

[0013] The above control device preferably includes a target roughness setting unit that sets a target value for the increase in roughness of the tread surface, and a number setting unit that sets the number of times the roughening process is performed until the target value is reached, wherein the control unit repeats the roughening process the specified number of times to reach the target value, and the determination unit determines the second speed based on the value obtained by dividing the target value by the number of times.

[0014] The control device preferably includes a vehicle setting unit that sets which vehicles in a railway vehicle formation are to undergo the surface roughening treatment, and the control unit preferably performs the surface roughening treatment in accordance with the setting of the vehicle setting unit.

[0015] The above control device preferably comprises a command unit that issues commands to the plurality of control units provided in a railway vehicle formation to perform the surface roughening process, and a vehicle setting unit that sets the vehicle in the formation that will undergo the surface roughening process, and the command unit issues the commands to the control unit provided in the vehicle set by the vehicle setting unit.

[0016] A control method for solving the above problem includes a speed acquisition process for acquiring the rotational speed of a wheel, a roughening process for roughening the tread of the wheel, and a determination process for determining a second speed, which is the rotational speed of the wheel at which the roughening process ends, based on a first speed, which is the rotational speed of the wheel at which the roughening process starts, and the roughening process is performed from the first speed to the second speed.

[0017] According to the above method, the roughening treatment is performed up to a second speed determined based on the first speed. Therefore, the period for performing the roughening treatment is set based on the first speed, rather than a fixed time, so that the wheel tread can be roughened for an optimal period rather than a fixed time.

[0018] A control program for solving the above problem causes a computer to execute a speed acquisition process for acquiring the rotational speed of a wheel, a roughening process for roughening the tread of the wheel, and a determination process for determining a second speed, which is the rotational speed of the wheel at which the roughening process ends, based on a first speed, which is the rotational speed of the wheel at which the roughening process starts, and the roughening process is performed from the first speed to the second speed.

[0019] According to the program, the roughening process is performed up to a second speed determined based on the first speed. Therefore, the period for performing the roughening process is set based on the first speed rather than a fixed time, so that the wheel tread can be roughened over an optimal period rather than a fixed period. [Effects of the Invention]

[0020] According to the present invention, the wheel tread can be roughened. [Brief explanation of the drawings]

[0021] [Figure 1] FIG. 2 is a block diagram showing a schematic configuration of a control device according to the first embodiment. [Figure 2] 3 is a diagram illustrating a brake controlled by the control device of the embodiment. FIG. [Figure 3] 4 is a flowchart showing a control method performed by the control device of the embodiment. [Figure 4] 5A and 5B are diagrams illustrating a braking operation performed by the control device of the embodiment. [Figure 5] 4 is a flowchart showing a control method performed by the control device of the embodiment. [Figure 6] FIG. 3 is a diagram showing a setting map used by the control device of the embodiment. [Figure 7]10 is a flowchart showing a control method performed by the control device of the second embodiment. [Figure 8] FIG. 3 is a diagram showing a setting map used by the control device of the embodiment. [Figure 9] FIG. 10 is a block diagram showing a schematic configuration of a control device according to a third embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0022] (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 6. The brake device is mounted on a railway vehicle and slows or stops the railway vehicle.

[0023] 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 brake device 10, a brake cylinder 11, a brake shoe 13, and a main air tank 30.

[0024] 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 the 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 pressure to the brake device 10.

[0025] 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.

[0026] The brake device 10 includes a brake control device 20, 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.

[0027] 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 speed acquisition process, a rough surface process, and a determination 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 memory, 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 special-purpose computer. The program stored in the computer-readable medium includes a control program. The control program causes the computer to execute the speed acquisition process, the rough surface process, and the determination process.

[0028] The brake control device 20 includes a speed acquisition unit 21, a determination unit 22, a control unit 23, a storage unit 24, a calculation unit 25, a determination unit 26, and a vehicle setting unit 27. The speed acquisition unit 21 acquires the rotational speed of the wheels 12.

[0029] The control unit 23 performs a roughening process to roughen the tread of the wheel 12. The determination unit 22 determines a second speed, which is the rotational speed of the wheel 12 at which the roughening process is to be ended, based on a first speed, which is the rotational speed of the wheel 12 at which the roughening process is to be started. The control unit 23 performs the roughening process from the first speed to the second speed. The determination unit 22 determines the second speed so as to obtain a speed difference that is predetermined according to the first speed. The memory unit 24 stores a speed difference table defined according to the first speed. Note that the second speed may be determined according to the first speed with the speed difference kept constant.

[0030] The control unit 23 performs the roughening 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 brake shoes 13 roughen the tread of the wheel 12. The control unit 23 performs the roughening process when the first speed is equal to or higher than a predetermined speed. The control unit 23 performs the roughening 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 when braking, thereby roughening the tread of the wheel 12. Furthermore, the control unit 23 starts the roughening process when a brake command is input from the brake command unit 2. In other words, the speed when the brake command is input is set to the first speed.

[0031] 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 roughening process to roughen the tread surface of the wheel 12.

[0032] The calculation unit 25 calculates the increase in roughness of the tread due to the roughening treatment. The determination unit 26 determines whether or not to perform the roughening treatment. The control unit 23 repeatedly performs the roughening treatment. The determination unit 26 determines not to perform the roughening treatment if the sum of the increase in roughness calculated by the calculation unit 25 in the repeated roughening treatments is equal to or greater than a predetermined value. The predetermined value is a value at which the tread has the desired roughness.

[0033] The vehicle setting unit 27 sets the vehicles to be roughened from among the vehicles included in the train formation. A calendar listing the vehicles to be roughened is stored in the memory unit 24 in advance. For example, as shown in FIG. 6, the calendar lists which vehicle will be roughened for each day of the week. The calendar information can be updated as necessary. The vehicle setting unit 27 and the control unit 23 perform the roughening process in accordance with the setting of the vehicle setting unit 27.

[0034] 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.

[0035] As shown in Figure 2, when surface roughening is not performed, the control unit 23 performs regenerative braking when a brake command is input from the brake command unit 2. Then, when the rotational speed of the wheel 12 drops to a terminal speed at which regenerative braking is to be terminated, the control unit 23 stops regenerative braking and performs tread braking until the rotation of the wheel 12 stops. Because regenerative braking allows electricity to be recovered, it is desirable to perform regenerative braking up to a terminal speed at which the deceleration effect of regenerative braking can be obtained. Note that when 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.

[0036] 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.

[0037] 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.

[0038] 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.

[0039] 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.

[0040] (Operation of the first embodiment) Next, a control method performed by the brake control device 20 configured as described above will be described with reference to FIGS.

[0041] First, the brake control device 20 determines whether or not a brake command has been acquired (step S11). That is, if a brake command has not been input from the brake command unit 2 (step S11: NO), the control unit 23 waits until a brake command is input.

[0042] On the other hand, when a brake command is input from the brake command unit 2 (step S11: YES), the control unit 23 acquires a first speed (step S12). That is, the speed acquisition unit 21 acquires, as the first speed, the speed input from the speed sensor 5 when the brake command is input. Step S12 corresponds to a speed acquisition process.

[0043] Next, the brake control device 20 determines the second speed (step S13). When the determination unit 22 acquires the first speed, the determination unit 22 determines the second speed so as to obtain a speed difference that is predetermined according to the first speed. Step S13 corresponds to the determination process.

[0044] Next, the brake control device 20 determines whether the first speed is equal to or greater than a predetermined speed (step S14). That is, the control unit 23 determines whether the first speed is equal to or greater than a predetermined speed at which the tread of the wheel 12 can be roughened. If the control unit 23 determines that the first speed is less than the predetermined speed (step S14: NO), the control unit 23 ends the process without performing the roughening process. The control unit 23 performs regenerative braking via the regenerative brake control device 3 to decelerate the vehicle.

[0045] On the other hand, when the control unit 23 determines that the first speed is equal to or greater than the predetermined speed (step S14: YES), it performs surface roughening (step S15). That is, the control unit 23 supplies the brake cylinder pressure PC to the brake cylinder 11 and performs surface roughening by pressing the brake shoe 13 against the tread of the wheel 12. The tread of the wheel 12 against which the brake shoe 13 is pressed becomes rough by the brake shoe 13. The vehicle is decelerated by the tread brake.

[0046] Next, the brake control device 20 determines whether the speed is less than the second speed (step S16). That is, when the control unit 23 determines that the speed input from the speed sensor 5 acquired by the speed acquisition unit 21 is equal to or greater than the second speed (step S16: NO), the control unit 23 waits until the speed becomes less than the second speed.

[0047] On the other hand, when the control unit 23 determines that the speed input from the speed sensor 5 acquired by the speed acquisition unit 21 is less than the second speed (step S16: YES), it ends the rough surface processing. That is, the control unit 23 stops the supply of the brake cylinder pressure PC to the brake cylinder 11 and releases the tread brake, thereby ending the rough surface processing. The control unit 23 outputs a regenerative brake command to the regenerative brake control device 3 to perform regenerative braking, decelerating the vehicle to the end speed, and then decelerating and stopping the vehicle from the end speed using the tread brake.

[0048] Here, the brake control device 20 performs the roughening treatment multiple times to make the tread of the wheel 12 have the desired roughness. For this reason, the determination unit 26 determines whether or not to perform the roughening treatment based on the increase in roughness of the tread due to the roughening treatment calculated by the calculation unit 25. The determination unit 26 determines not to perform the roughening treatment if the sum of the increase in roughness calculated by the calculation unit 25 in the repeated roughening treatments is equal to or greater than a predetermined value.

[0049] Next, the setting of a vehicle for which surface roughening treatment is to be performed by the brake control device 20 will be described with reference to Figures 5 and 6. The brake control device 20 performs the above-described surface roughening treatment on the set implementation vehicle.

[0050] As shown in Fig. 5, the brake control device 20 checks the calendar (step S21). That is, the vehicle setting unit 27 sets the vehicles to be subjected to the roughening treatment among the vehicles included in the railway vehicle formation. The vehicle setting unit 27 checks the vehicles to be subjected to the roughening treatment from the calendar information stored in the memory unit 24. As shown in Fig. 6, roughening treatment is performed on the first vehicle on Monday, the first vehicle on Tuesday, the third vehicle on Wednesday, and the fourth vehicle on Thursday. Roughening treatment is not performed on Friday, Saturday, and Sunday.

[0051] Next, the brake control device 20 determines whether the vehicle is a target vehicle (step S22). That is, the control unit 23 determines whether the vehicle in which the control unit 23 is installed is a target vehicle. For example, if the control unit 23 is installed in the first car and the day is not Monday, the control unit 23 determines that the vehicle is not a target vehicle (step S22: NO), and ends the process without performing surface roughening.

[0052] On the other hand, if the control unit 23 is installed in the first car and it is Monday, for example, it determines that the car is a target car (step S22: YES) and performs surface roughening (step S23). The execution of surface roughening has been explained above and will not be described again.

[0053] (Effects of the first embodiment) Next, the effects of the first embodiment will be described. (1-1) Roughening is performed up to a second speed determined based on the first speed. Therefore, the period for roughening is set based on the first speed, rather than a fixed time, so that the tread of the wheel 12 can be roughened by setting an optimal period rather than a fixed time.

[0054] (1-2) By using the brake shoes 13 provided for braking for the surface roughening, there is no need to provide a new member for the surface roughening. (1-3) The speed difference between the first speed and the second speed can be calculated, and the increase in the roughness of the tread surface can be taken into account based on this speed difference.

[0055] (1-4) When the rotation speed of the wheel 12 is low, the amount of roughening of the tread surface is reduced. Therefore, by performing the roughening process when the first speed is equal to or higher than a predetermined speed, the time for roughening the tread surface can be shortened.

[0056] (1-5) When a brake command is input, the brake shoe 13 is pressed against the tread of the wheel 12 to roughen the tread. Therefore, the tread is roughened during braking, eliminating the need for separate roughening treatment.

[0057] (1-6) Since the rotational speed is highest when braking begins, the tread surface can be made the roughest by using the rotational speed at the start of braking as the starting point. (1-7) The increase in roughness of the tread surface is calculated, and if the sum of the increase in roughness is equal to or greater than a predetermined value, no roughening is performed. This prevents unnecessary roughening.

[0058] (1-8) Select the cars included in the train set to be subjected to surface roughening treatment. This prevents all cars from being subjected to surface roughening treatment. In addition, in the case of cars that perform regenerative braking, it is possible to reduce the decrease in the regeneration rate.

[0059] (Second embodiment) 7 and 8, a second 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 those of the first embodiment in the method of setting the vehicle in which surface roughening is performed. The following description will focus on the differences from the first embodiment.

[0060] 7, the brake control device 20 determines whether the surface roughening process has been performed a specified number of times (step S31). That is, the vehicle setting unit 27 determines whether the surface roughening process has been performed a sufficient number of times. If the vehicle setting unit 27 determines that the surface roughening process has been performed the specified number of times (step S31: NO), the process ends without performing the surface roughening process.

[0061] On the other hand, when the vehicle setting unit 27 determines that the rough surface treatment has not been performed the specified number of times (step S31: YES), it calculates the vehicles to be subjected to the rough surface treatment (step S32). For example, the vehicles to be subjected to the rough surface treatment are the number of vehicles that is the remainder when the number of times the rough surface treatment has been performed is divided by the number of vehicles in the formation. As shown in FIG. 8, since it is the remainder when the number of times is divided by 4, the first time is the first car, the second time is the second car, ..., the fifth time is the first car, ..., the eighth time is the fourth car. Therefore, the vehicle setting unit 27 sets the vehicles to be subjected to the rough surface treatment based on the number of times the rough surface treatment has been performed and the two cars on which the vehicle setting unit 27 is installed.

[0062] Next, the brake control device 20 determines whether the vehicle is a target vehicle (step S33). That is, the control unit 23 determines whether the vehicle in which the control unit 23 is installed is a target vehicle. For example, if the control unit 23 is installed in the first car and the calculation result is other than 1, the control unit 23 determines that the vehicle is not a target vehicle (step S33: NO), and ends the process without performing surface roughening.

[0063] On the other hand, if the control unit 23 is provided in the first car, for example, and the calculation result is 1, the control unit 23 determines that the car is a target car (step S33: YES), and performs surface roughening (step S34). The implementation of surface roughening has been explained above, so a description thereof will be omitted.

[0064] (Effects of the second embodiment) Next, the effects of the second embodiment will be described. Note that the effects (1-1) to (1-8) of the first embodiment are also achieved.

[0065] (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 Fig. 9. The control device, the control method, and the control program of this embodiment differ from those of the first embodiment in the termination condition of the surface roughening treatment. The following description will focus on the differences from the first embodiment.

[0066] As shown in FIG. 9, the brake control device 20 includes a target roughness setting unit 28 and a count setting unit 29. The target roughness setting unit 28 sets a target value for the increase in roughness of the tread of the wheel 12. The count setting unit 29 sets the number of times the roughening process is to be performed until the target value is reached. The control unit 23 repeats the roughening process the set number of times so as to reach the target value. The determination unit 22 determines the second speed based on the value obtained by dividing the target value by the count.

[0067] (Effects of the third embodiment) Next, the effects of the third embodiment will be described. In addition to the effects (1-1) to (1-7) of the first embodiment, the third embodiment has the following effects.

[0068] (3-1) The increase in the roughness of the tread surface of the wheel 12 in one roughening treatment is reduced, so that a rapid increase in wear can be suppressed. (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 within the scope of technical compatibility.

[0069] In the first embodiment, the cars on which the surface roughening process is performed are set for each day of the week. However, as shown in Fig. 6, the cars on which the surface roughening process is performed may be set according to the date. For example, the first car may be the one on dates with the ones digits 1 and 6, the second car on dates with the ones digits 2 and 7, the third car on dates with the ones digits 3 and 8, the fourth car on dates with the ones digits 4 and 9, and the fifth car on dates with the ones digits 5 and 0. The settings may also be made arbitrarily according to the number of cars in the train.

[0070] 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 tread braking can roughen the wheel tread surface 12 regardless of whether regenerative braking is performed or not.

[0071] In each of the above embodiments, the surface roughening treatment is performed on one vehicle in each train of railcars. However, the surface roughening treatment may be performed on multiple vehicles, such as two vehicles in each train of railcars.

[0072] In the above embodiments, the roughening treatment is performed on one of the vehicles every time. However, instead of every time, it may be performed a predetermined number of times while the vehicle is traveling in a specific area, or a predetermined number of times per day.

[0073] In the above embodiments, whether or not the surface roughening treatment is performed is set for each car included in the formation. However, whether or not the surface roughening treatment is performed may be set for each bogie included in the car.

[0074] In each of the above embodiments, the control unit 23 performs the roughening process in accordance with the settings of the vehicle setting unit 27 provided in each brake control device 20. However, the brake control device 20 of at least one vehicle in the train may be provided with a command unit and a vehicle setting unit 27. Then, this command unit may issue a command to the control unit 23 provided in each brake control device 20 to perform the roughening process in accordance with the settings of the vehicle setting unit 27.

[0075] In the first and second embodiments, the determination unit 26 determines not to perform surface roughening when the sum of the increases in the roughness of the tread of the wheel 12 is equal to or greater than a predetermined value. However, the determination unit 26 may be omitted, and the control unit 23 may perform surface roughening at a predetermined timing.

[0076] In the third embodiment, the number of times setting unit 29 sets the number of times the roughening process is performed until the target value of the increase in the roughness of the tread of the wheel 12 is reached. However, the target roughness setting unit 28 and the number of times setting unit 29 may be omitted, and the control unit 23 may perform the roughening process at a predetermined timing.

[0077] In the above-described embodiments, the control unit 23 starts the roughening process when a brake command is input. However, the control unit 23 may start the roughening process regardless of whether a brake command is input.

[0078] In the above embodiments, the control unit 23 starts the surface roughening process when a brake command is input. However, the control unit 23 may perform the surface roughening process regardless of whether a brake command is input.

[0079] In the above embodiments, the control unit 23 performs the roughening process when the first speed is equal to or greater than the predetermined speed. However, the control unit 23 may perform the roughening process regardless of whether the first speed is the predetermined speed.

[0080] In the above embodiments, the determination unit 22 determines the second speed so that the second speed is a speed difference that is predetermined according to the first speed. However, the determination unit 22 may determine the second speed so that the difference between the square of the first speed and the square of the second speed is a predetermined value. For example, braking energy (MJ) = wheel load (kg) × (initial braking speed (km / h) × 1000 ÷ 3600) 2 The second speed is determined so that the difference between ÷ 1,000,000 ÷ 2 is a predetermined value. Braking energy can be used to calculate the energy contributed by the brakes rather than speed, and the amount of roughening of the tread can be determined more accurately.

[0081] In the above embodiments, the control unit 23 performs the surface roughening process by pressing the brake shoes 13 against the treads of the wheels 12. However, the surface roughening process may also be performed by roughening the treads of the wheels 12 by scattering sand on the treads of the wheels 12 using a sand scattering device or the like.

[0082] In the above embodiment, the control unit 23 performs the roughening process by pressing the brake shoes 13 against the treads of the wheels 12. However, the roughening process may also be performed by bringing abrasives into contact with the treads of the wheels 12 using a tread cleaning device or the like to roughen the treads of the wheels 12.

[0083] 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.

[0084] 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]

[0085] 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 10...Brake device 11...Brake cylinder 12...Wheel 13...Bracelets 20...Brake control device 21…Speed ​​acquisition section 22...Decision Section 23...Control unit 24...Storage section 25...Calculation section 26…Judgment section 27...Vehicle setting section 28...Target roughness setting section 29...Number of times setting section 30...Original air tank 31...Electro-pneumatic converter valve 32...Relay valve 33...First pressure sensor 34...Second pressure sensor

Claims

1. a speed acquisition unit that acquires the rotation speed of the wheel; a control unit that performs a roughening process to roughen the tread surface of the wheel; a determination unit that determines a second speed, which is the rotational speed of the wheel at which the surface roughening process is to be ended, based on a first speed, which is the rotational speed of the wheel at which the surface roughening process is to be started; The control unit performs the surface roughening process from the first speed to the second speed. Control device.

2. The control unit performs the surface roughening process by pressing a brake shoe against the tread surface. The control device according to claim 1 .

3. The determination unit determines the second speed so as to achieve a speed difference that is predetermined according to the first speed. The control device according to claim 2 .

4. The determination unit determines the second velocity such that a difference between the square of the first velocity and the square of the second velocity becomes a predetermined value. The control device according to claim 2 .

5. The control unit performs the surface roughening process when the first speed is equal to or greater than a predetermined speed. The control device according to claim 1 .

6. The control unit starts the surface roughening process when a brake command is input. The control device according to claim 2 .

7. The control unit starts the surface roughening process when a brake command is input. The control device according to claim 6.

8. a calculation unit that calculates an increase in roughness of the tread surface due to the surface roughening treatment; a determination unit that determines whether or not to perform the surface roughening treatment, The control unit repeatedly performs the surface roughening treatment, The determining unit determines not to perform the surface roughening process when a sum of the increase in the roughness calculated by the calculating unit in the surface roughening processes that have been repeatedly performed is equal to or greater than a predetermined value. The control device according to claim 1 .

9. a target roughness setting unit that sets a target value for the increase in roughness of the tread surface; a number setting unit that sets the number of times the surface roughening treatment is performed until the target value is reached, the control unit repeats the surface roughening process the number of times to reach the target value, The determination unit determines the second speed based on a value obtained by dividing the target value by the number of times. The control device according to claim 1 .

10. a vehicle setting unit that sets a vehicle to be subjected to the surface roughening treatment among vehicles included in a railway vehicle formation, The control unit performs the surface roughening process in accordance with the setting of the vehicle setting unit. The control device according to any one of claims 1 to 9.

11. a command unit that issues commands to the control units provided in the railway vehicle formation to perform the surface roughening process; a vehicle setting unit that sets a vehicle to be subjected to the surface roughening treatment among the formation, The command unit issues the command to the control unit provided in the vehicle set by the vehicle setting unit. The control device according to any one of claims 1 to 9.

12. a speed acquisition process for acquiring the rotation speed of the wheels; a roughening treatment for roughening the tread surface of the wheel; a determination process for determining a second speed, which is the rotational speed of the wheel at which the surface roughening process is to be ended, based on a first speed, which is the rotational speed of the wheel at which the surface roughening process is to be started; The surface roughening treatment is performed from the first speed to the second speed. Control method.

13. a speed acquisition process for acquiring the rotation speed of the wheels; a roughening treatment for roughening the tread surface of the wheel; a determination process of determining a second speed, which is the rotational speed of the wheel at which the surface roughening process is to be ended, based on a first speed, which is the rotational speed of the wheel at which the surface roughening process is to be started; The surface roughening treatment is performed from the first speed to the second speed. Control program.

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