JP2002250383A - Wear detecting device and system for brake shoe - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a wear detecting device or a wear detecting system for a brake shoe having simple wiring and constitution without requiring the exchange of a connection line when replacing the brake shoe. SOLUTION: A transponder 3 is mounted on the side surface of the brake shoe 21 and a transmitter-receiver is installed on the ground side. When the transponder 3 receives radio waves from the transmitter-receiver, the transponder 3 transmits an intrinsic identification signal and the transmitter-receiver receives the signal. When the brake shoe 21 wears up to a wear limit point 21a, the transponder 3 is destroyed and the identification signal cannot be received, and thereby the wear of the brake shoe 21 reaching the limit point 21a is detected.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an apparatus for detecting wear of a brake shoe in a railway vehicle.

[0002]

2. Description of the Related Art For example, in a wear detecting device for a friction brake described in Japanese Utility Model Application Laid-Open No. 2-25739, a wire is embedded in a friction member, and the electrical conduction of the wire is detected by conduction detecting means mounted on a vehicle body. Monitor. When the wire is worn together with the friction member and the wire is broken, the conduction is cut off, so that it is possible to detect that the friction member has been worn. Note that the conduction detecting means needs to be provided for each wire.

[0003]

In the above-mentioned conventional apparatus, wiring to wires is troublesome. Further, when applying such a device to a brake device of a railway vehicle having a brake, when the brake has a large amount of vibration and a relatively large stroke during operation, wiring to a wire provided on the brake is required. There is a need to allow for vibration and stroke. As a result, the routing of the electric wires becomes complicated and it is not easy to fix them. Further, when replacing the brake shoe, it is necessary to change the connection between the wire and the connection wire, which is inconvenient. Further, since the same number of conduction detecting means as the number of wires must be mounted, when the number of brake devices is large as in a railway car, the number of conduction detecting means also increases, and it takes time to install and wire them. In view of the above-mentioned conventional problems, the present invention provides a brake shoe wear detection device or a wear detection system that has a simple wiring and configuration and does not require reconnection of connection wires when replacing the brake shoe. With the goal.

[0004]

SUMMARY OF THE INVENTION A wear detecting device for a brake shoe according to the present invention is attached to a brake shoe in a railway vehicle, and transmits an identification signal when receiving a radio wave, and at least a part of a built-in circuit. However, a transponder arranged at a position that comes into contact with the wheel when the brake shoe is worn to the wear limit, and a transponder arranged at a predetermined position on the ground side where the transponder can approach due to the movement of the railway vehicle, and transmits a radio wave to the transponder. And a transmitting / receiving device for receiving an identification signal from the transponder. In the brake shoe wear detection device configured as described above (Claim 1), when a railway vehicle passes beside a transmission / reception device, the transponder that has received the radio wave transmitted from the transmission / reception device generates a unique identification signal. The transmitting and receiving device receives the identification signal. Therefore, if the transponder is normal, the identification signal is received. on the other hand,
When the brake shoe wears to the wear limit, the transponder is destroyed in contact with the wheel and loses its ability to transmit an identification signal. Therefore, if the identification signal is not received by the transmission / reception device, it can be detected that the brake shoe has reached the wear limit.

[0005] Further, in the wear detecting device for a brake shoe (claim 1), a transponder may be attached to a side surface of the brake shoe against the friction surface (claim 2). In this case, the mounting of the transponder is easy.

[0006] In the above-mentioned wear detecting device for a brake shoe (Claim 1), the transponder may be embedded in the brake shoe (Claim 3). In this case, the transponder is not exposed from the brake shoe, and the outer shape of the brake shoe including the brake shoe is the same as a normal brake shoe without a transponder.

[0007] In the wear detecting device for a brake shoe (Claim 1), it is preferable that the transponder transmits an identification signal by the energy of the received radio wave (Claim 4). In this case, the transponder does not need a battery.

In the above-mentioned brake shoe wear detecting device (claim 1), the transponder may have a built-in power storage means and transmit an identification signal by using a radio wave received from the transmitting / receiving device as a trigger (claim 1). 5). In this case, the radio wave received from the transmitting / receiving device is used as a trigger for transmitting an identification signal, and the identification signal is transmitted by the energy of the power storage means. Therefore, the output of the identification signal can be sufficiently ensured.

On the other hand, the wear detecting system for a brake shoe according to the present invention is mounted on each of a plurality of brake shoes in a railway vehicle, and transmits an identification signal when receiving a radio wave. A transponder arranged at a position where it comes into contact with the wheel when the brake shoe is worn to the wear limit, and a transponder arranged at a predetermined position on the ground side where the transponder can approach by the movement of the railway vehicle, and transmits a radio wave to the transponder. Along with the transmitting and receiving device that receives the identification signal from the transponder, the information of the identification signals of all the transponders in the railway vehicle is stored in advance, and this information is compared with all the information of the identification signal received by the transmitting and receiving device. And a computer for displaying information on the missing identification signal. In the brake shoe wear detection system configured as described above (Claim 6), when the railway vehicle passes beside the transmitting / receiving device, the transponder that has received the radio wave transmitted from the transmitting / receiving device transmits the unique identification signal. The transmitting and receiving device receives the identification signal. Therefore, if the transponder is normal, the identification signal is received. On the other hand, when the brake shoe is worn to the wear limit, the transponder is broken by contact with the wheel, and loses the function of transmitting the identification signal.
Therefore, if the identification signal is not received by the transmission / reception device, it can be detected that the brake shoe has reached the wear limit. Further, information of the missing identification signal is displayed by the computer.

[0010]

Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 shows a wheel 1 of a railway vehicle.
FIG. 5 is a view of the arc-shaped brake shoe 2 pressed against the tread 1a as viewed from the side of the vehicle. Brake shoe 2
Is composed of a brake shoe 21 made of a friction material and a base 22 supporting the brake shoe 21 from the back side. Brace 21
The transponder 3 is attached to a lower side surface of the friction surface. The attachment to the side surface is easier than the attachment to the inner part, and various attachment methods such as sticking, locking, and embedding are applicable.

The transponder 3 is of a passive type (battery-free type) which receives a radio wave and transmits a unique identification signal using its energy as electric power, and is small and can be used for a long time. As shown in the figure, the right end 3a of the transponder 3 is located at a wear limit position of the brake shoe 21, that is, an arc as viewed from the side of the friction surface 21a when the brake shoe 21 has undergone a certain amount of wear as a guide for replacement. It's above.

FIG. 2A is a diagram showing a configuration of an internal circuit of the transponder 3. As shown in FIG. Transponder 3
As shown, a sheet-shaped antenna 31 and an IC 32 are built in. A part 33 of a circuit connecting the antenna 31 and the IC 32 is extended to the right end 3a of the transponder 3 in FIG. That is, the part 33 is arranged on an arc representing the friction surface 21a at the wear limit position.

FIG. 3 is a schematic view of the railway vehicle 4 in which the transponder 3 is attached to each brake shoe 21 as viewed from the traveling direction. The pair of supports 5 on the ground side and the transmitting / receiving device 6 attached to each of them are installed, for example, at the entrance of a communication base. The height position of the transmitting / receiving device 6 corresponds to the height position of the transponder 3, and therefore,
Are in a positional relationship capable of facing the left and right transponders 3 respectively. Further, the transmitting / receiving device 6 is arranged so that the distance when the two oppose each other and approach each other is, for example, 50 cm or less. The transponder 3 and the transmission / reception device 6 constitute a wear detection device for the brake shoe 21.

FIG. 4 is a block circuit diagram of the pair of right and left transponders 3 and the transmitting / receiving device 6. Transceiver 6
Is a transmission / reception antenna 61, a control unit 62 for controlling transmission / reception, and a power supply 6 for supplying power thereto.
3 is provided. The control unit 62 further includes a communication control unit 64 that controls transmission and reception, a determination processing unit 65 that determines a received signal, a storage unit 66 that stores a determination result, and a communication unit that communicates with the outside of the transmitting and receiving device 6. An external communication unit 67 is provided, and these units are connected as shown. External communication section 67 of the pair of right and left transmitting / receiving devices 6
Is connected to a host computer 7 installed at a communication base. The host computer 7 stores in advance information on identification signals of all the transponders 3 attached to the railway vehicle 4.

The antenna 61 of the transmitting / receiving device 6 is in the form of a sheet similar to the antenna 31 of the transponder 3. Strictly speaking, the opposition between the transponder 3 and the transmission / reception device 6 described above means that the two antennas 31 and 61 face each other on the sheet surfaces. Note that the transponder 3,
The transmission / reception device 6 and the host computer 7
Of the wear detection system.

Next, the operation of the wear detecting device for a brake shoe configured as described above will be described. First, the transmission / reception device 6 is in an operating state in advance, and performs transmission / reception cyclically at high speed. At the time of transmission, a signal is supplied from the communication control unit 64 to the antenna 61, and the antenna 61 transmits a radio wave of a constant frequency. Upon transmission, the antenna 61 and the communication control unit 64 are automatically switched to a reception state, the received signal is converted into a digital signal by the communication control unit 64, error checking is performed, and the digital signal is converted by the determination processing unit 65. It is determined whether the signal is an identification signal, and if the signal is an identification signal, the storage unit 66 stores the signal. The information stored in the storage unit 66 is sent to the host computer 7 via the external communication unit 67. When the transponder 3 does not exist near the transmitting / receiving device 6, no identification signal is received.

When the railway vehicle 4 returns to the communication base, it passes by the transmitting / receiving device 6. At this time, the transponders 3 on the left and right sides of the railway vehicle 4 face and approach the transmission / reception device 6 in order from the vehicle traveling side. At this time, the transponder 3 having received the radio wave from the transmitting / receiving device 6 transmits a unique identification signal using the energy as power. The transmitting / receiving device 6 receives and stores this identification signal. In this manner, the identification signals unique to each of the transponders 3 are sequentially received and stored. Therefore, if all the transponders 3 are normal, the number of identification signals corresponding to the total number is stored, and all information of the identification signals is transmitted to the host computer 7. The host computer 7 collates this information with the information of the identification signals of all the transponders 3 of the railway vehicle 4 which is stored in advance, and if they match, displays that fact. Displays the information of the missing identification signal.

5 (a), 5 (b) and 5 (c) are side views showing a process in which the brake shoe 21 wears out, and the reference numerals are the same as those in FIG. From the initial state shown in FIG.
When 1 wears, the friction surface approaches the transponder 3 as shown in FIG. When the brake shoe 21 further wears and reaches the wear limit (friction surface 21a) shown in (c), the transponder 3 contacts the wheel 1 (FIG. 1), and the right end 3a of the transponder 3 is scraped off. As aforementioned,
Since a part 33 of the circuit (FIG. 2A) is disposed at the right end of the transponder 3, the part 33 is destroyed and the transponder 3 loses the function of transmitting the identification signal. For this reason, the transponder 3 is
Can not transmit the identification signal even if it receives radio waves from. Therefore, when the railway vehicle 4 returns to the communication base,
The storage unit 66 of the transmitting / receiving device 6 stores the transponder 3
Is not stored. The host computer 7 discovers this by the above-described collation, and displays information on the missing identification signal. In this way, it is possible to immediately know which brake shoe 21 has reached the wear limit, and to replace the brake shoe 21 which has reached the wear limit without delay.

In the brake shoe wear detecting device as described above,
By employing the transponder 3 and arranging the transmission / reception device 6 on the ground side, there is no wiring for the abrasion detection device on the vehicle side, and the connection of the connection line is not required when the brake shoe 21 is replaced. Further, the configuration on the vehicle side is simple. Moreover, since the transponder 3 of the passive type does not require a battery, it is small and can be used for a long time.
The pair of transmitting and receiving devices 6 provided on the ground side are common to all the transponders 3 on the left and right. Therefore, the configuration of the entire apparatus is simple and the cost is low.

In the above embodiment, a part 33 of the circuit of the transponder 3 shown in FIG. 2A is broken by the wheel 1, but the breaking point is not limited to this. That is, if the purpose of impairing the function of transmitting the identification signal is achieved, another configuration or the whole circuit may be destroyed. For example, FIG. 2 (b) shows an arrangement in which an IC 32 is arranged at that position instead of providing a part 33 of the circuit in FIG. 2 (a), and when the brake shoe 21 reaches the wear limit position, this IC
32 is destroyed by the wheels.

In the above embodiment, the transponder 3 is mounted on the lower side surface of the brake shoe 21.
The transponder 3 may be embedded inside. In this case, the transponder 3 is not exposed from the brake shoe 21, and the external shape of the brake shoe 2 is the same as that of a normal brake shoe 2 having no transponder 3. Therefore, it is easy to handle, and for example, when replacing the brake shoe 2, the transponder 3 does not hinder or damage the transponder 3.

In the above embodiment, the transponder 3 of the passive type is employed, but a transponder 3 having a built-in power storage means such as a battery or a capacitor may be employed.
In this case, the radio wave received from the transmitting / receiving device 6 is used as a trigger for transmitting an identification signal, and the identification signal is transmitted by the energy of the power storage means. As a result, the output of the identification signal can be sufficiently ensured as compared with the passive type, so that the noise resistance is improved and the distance between the transponder and the transmitting / receiving device 6 can be sufficiently long.

In the above wear detection system, if necessary information is input to the host computer 7,
Wear of the brake shoe in not only one railway vehicle but also a plurality or a plurality of types of railway vehicles can be detected by the common transmitting / receiving device 6. In the above embodiment, a pair of transmitting and receiving devices 6 are provided on the ground side. A plurality of different pairs of transmission / reception devices 6 may be provided. In these cases, the information stored in each storage unit 66 can be collated with each other by the host computer 7 to prevent a failure in receiving the identification signal or erroneous detection.

[0024]

The present invention configured as described above has the following effects. According to the wear detecting device for a brake shoe according to the first aspect, since the transponder is employed and the transmitting / receiving device is arranged on the ground side, there is no wiring for the wear detecting device on the vehicle side, and the brake shoe is replaced. Sometimes it is not necessary to change connection lines. Further, the configuration on the vehicle side is simple.

According to the wear detecting device for a brake shoe of the second aspect, the mounting of the transponder is easy.

According to the wear detecting device for a brake shoe of the third aspect, the transponder is not exposed from the brake shoe, and the external shape of the brake shoe including the brake shoe is the same as that of a normal brake shoe having no transponder. , Easy to handle.

According to the wear detecting device for a brake shoe of the fourth aspect, the transponder does not require a battery, and is small in size and can be used for a long time.

According to the fifth aspect of the invention, since the identification signal is transmitted by the energy of the power storage means, the output of the identification signal can be sufficiently ensured.
The noise resistance is improved, and the distance between the transponder and the transmission / reception device can be sufficiently long.

According to the wear detecting system for a brake shoe of the sixth aspect, since the transponder is employed and the transmitting / receiving device is arranged on the ground side, there is no wiring for the wear detecting system on the vehicle side. It is not necessary to change connection lines when replacing the wheel. Further, the configuration on the vehicle side is simple. Further, since the information of the missing identification signal is displayed by the computer, it is possible to immediately know which brake shoe has reached the wear limit.

[Brief description of the drawings]

FIG. 1 is a view of a wheel of a railway vehicle and a brake shoe pressing on a tread surface thereof, as viewed from the side of the vehicle;
It is a figure showing the state where the transponder which constitutes a part of the wear detector of the brake shoe by one embodiment of the present invention was attached to the brake shoe.

FIG. 2 is a diagram showing a configuration of an internal circuit of the transponder.

FIG. 3 is a schematic diagram showing a positional relationship between a railway vehicle in which the transponder is attached to each brake shoe and a transmitting / receiving device, as viewed from a traveling direction.

FIG. 4 is a block circuit diagram of a pair of right and left transponders and a transmission / reception device in the brake shoe wear detection device.

FIG. 5 is a side view showing a process until the transponder is destroyed by wear of the brake shoe in the brake wear detection device.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Wheel 3 Transponder 4 Railway car 6 Transceiver 7 Host computer 21 Brace 32 IC 33 (part of circuit)

 ──────────────────────────────────────────────────続 き Continued on the front page (72) Nobuyo Nozaki 7-3-3 Takatsukadai, Nishi-ku, Kobe City, Hyogo Prefecture Inside the Nabco Kobe Plant (72) Inventor Tsuyoshi Shishido 7, Takatsukadai, Nishi-ku, Kobe City, Hyogo Prefecture No.3-3 F-term in Nabco Kobe Factory (reference) 3J058 BA64 BA70 DB05 DB14 FA21

Claims (6)

[Claims] 1. A vehicle mounted on a brake shoe of a railway vehicle,
A transponder which transmits an identification signal when receiving a radio wave, and at least a part of a built-in circuit is disposed at a position where it comes into contact with a wheel when the brake shoe has worn down to a wear limit, and A transmission / reception device which is disposed at a predetermined position on the ground side where the transponder can approach, transmits a radio wave to the transponder, and receives an identification signal from the transponder. 2. The wear detecting device for a brake shoe according to claim 1, wherein said transponder is attached to a side surface of said brake shoe with respect to a friction surface. 3. The wear detecting device for a brake shoe according to claim 1, wherein said transponder is embedded in said brake shoe. 4. The brake shoe wear detecting device according to claim 1, wherein said transponder transmits an identification signal based on energy of a received radio wave. 5. The transponder includes a power storage means,
2. The brake shoe wear detecting device according to claim 1, wherein the identification signal is transmitted using a radio wave received from the transmitting / receiving device as a trigger. 6. A train, which is attached to each of a plurality of brake shoes in a railway vehicle and transmits an identification signal when receiving a radio wave, wherein at least a part of a built-in circuit is used when the brake shoe is worn to a wear limit. A transponder arranged at a position in contact with a wheel, and a transponder arranged at a predetermined position on the ground side to which the transponder can approach due to the movement of a railway car, transmitting radio waves to the transponder and receiving an identification signal from the transponder The device and the information of the identification signals of all the transponders in the railway vehicle are stored in advance, and this information is compared with all the information of the identification signals received by the transmitting and receiving device, and the information of the missing identification signal is displayed. A brake shoe wear detection system comprising a computer.