CA2181405A1 - A brake control device for railroad cars - Google Patents
A brake control device for railroad carsInfo
- Publication number
- CA2181405A1 CA2181405A1 CA002181405A CA2181405A CA2181405A1 CA 2181405 A1 CA2181405 A1 CA 2181405A1 CA 002181405 A CA002181405 A CA 002181405A CA 2181405 A CA2181405 A CA 2181405A CA 2181405 A1 CA2181405 A1 CA 2181405A1
- Authority
- CA
- Canada
- Prior art keywords
- brake power
- brake
- signal
- unit
- truck
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Abandoned
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/66—Electrical control in fluid-pressure brake systems
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L7/00—Electrodynamic brake systems for vehicles in general
- B60L7/24—Electrodynamic brake systems for vehicles in general with additional mechanical or electromagnetic braking
- B60L7/26—Controlling the braking effect
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/66—Electrical control in fluid-pressure brake systems
- B60T13/665—Electrical control in fluid-pressure brake systems the systems being specially adapted for transferring two or more command signals, e.g. railway systems
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
- B60T17/18—Safety devices; Monitoring
- B60T17/22—Devices for monitoring or checking brake systems; Signal devices
- B60T17/228—Devices for monitoring or checking brake systems; Signal devices for railway vehicles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/1701—Braking or traction control means specially adapted for particular types of vehicles
- B60T8/1705—Braking or traction control means specially adapted for particular types of vehicles for rail vehicles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/321—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration deceleration
- B60T8/3235—Systems specially adapted for rail vehicles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2200/00—Type of vehicles
- B60L2200/26—Rail vehicles
Landscapes
- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Electromagnetism (AREA)
- Power Engineering (AREA)
- Braking Systems And Boosters (AREA)
- Regulating Braking Force (AREA)
Abstract
A brake control device for railroad cars in which a high level priority part selects the high-level signal of such individual supplementary hydraulic brake signals based on such electrical brake power signals of each axle or truck unit and communicates it as input to such electro-hydraulic convertor part. Such electro-hydraulic convertor part communicates such supplementary hydraulic brake power signal as input directly to such high-level brake cylinders and performs reduced pressure adjustment of such hydraulic brake power according to such low-level individual supplementary hydraulic brake signals at such slip prevention valves in communicating such signal as input to such low-level brake cylinders. Thus it is possible to share the brake system equipment from such electro-hydraulic convertor part up to such slip prevention valves, and allow such supplementary hydraulic brake power to be controlled in axle or truck units with the same simple configuration as existing cars. In this way, it becomes possible to control the brake power of truck units or axle units without suffering increases in the number of components or the amount of maintenance, or losses in reliability.
Description
A BRAKE CONTROL DEVICE FOR RAILROAD CARS
FIELD OF THE lNV~NlION
The present invention relates, in general, to a brake control device for railroad cars and, in particular, this invention relates to a computer-assisted brake control device for electro-pneumatic brakes that controls brakes in electric trains powered by motors and/or groups of motors.
BACKGROUND OF THE INVENTION
In general, when a brake command is output to a computer-assisted brake control device of the electro-pneumatic brakes in an electric train, the electric brakes are made to work in the cars by taking the load response signal into account in this brake command and outputing a brake power command signal to the main control device, and also the deficit of the electrical brake power with respect to the brake power command signal from a signal equivalent to the actual electrical brake power that is fed back from the main control device is calculated.
The supplementary hydraulic brake power is made to work in the cars by outputting this deficit as a supplementary hydraulic brake power command signal to the hydraulic brake devices, and the brake power is thereby made to work according to the brake command and the car weight. Here, the supplementary hydraulic brake power command signal input to the hydraulic brake devices is output as a brake power from the brake cylinders through the hydraulic brake system.
That is to say, brake power is applied to the brake cylinders on the car by converting the supplementary hydraulic brake power command signal input to the hydraulic brake devices into a hydraulic signal with an electro-hydraulic convertor valve, turning it into a brake power by amplifying it with a relay valve, and outputting it to the brake cylinders via duplex non-return valves, slip prevention valves and so on.
The duplex non-return valves are connected to emergency electromagnetic valves and work the emergency brakes, the slip prevention valves are connected to slip detection devices, and when wheel slip occurs, the hydraulic brake power is slackened so that the wheels can grip again.
It so happens that in the above-mentioned conventional brake control device, a load response signal is calculated based on the weight of a car unit, and the supplementary hydraulic brake power command signal is also calculated in car units. As a result, regardless of whether or not the control units of the motors of the main control device are for each axle or each truck, the electric brakes and supplementary hydraulic brakes are controlled with the average value of a car unit. Furthermore, it is not possible to achieve the optimum brake rate control corresponding to the differing grip forces between each axle or each truck.
That is to say, the electric brakes cannot be effectively applied and the probability of wheel slip occurring becomes great.
Accordingly, various proposals have been made for methods that control the brakes on each axle, an example of which is disclosed in Japanese Laid-Open Patent No. H5-294237. This brake control device controls the above-mentioned electrical brakes and supplementary hydraulic .
brakes in axle units, and for this reason a set of equipment constituting a supplementary hydraulic brake system is provided on each axle. That is to say, it has had the problem that constituent equipment such as electro-hydraulic convertor valves and relay valves had to be provided on each axle, so that the number of these parts increased.
The present invention was made in the light of such disadvantages of the prior art, and its objective is to provide a brake control device that can be configured simply and can control supplementary hydraulic brake systems in axle or truck units in an electric train wherein each motor or group of motors is individually controlled.
SUMMARY OF THE INVENTION
In one of the configurations of the present invention, only the high-level signal of the individual supplementary hydraulic brake power command signals based on the actual electrical brake power signals of axle or truck units is input to the electro-hydraulic convertor part. In this embodiment, the hydraulic brake power, according to such signal, is co~lln; cated as an input signal to the brake cylinders. This brake cylinder pressure is an output signal to the command part as a feedback signal and is checked against each individual supplementary hydraulic brake power command signal. Such command part controls the brake cylinder pressure according to these axle or truck units by communicating an electrical command signal to such slip prevention valve when the brake cylinder pressure is too large, to make it release the pressure in the brake cylinder.
In this way, the equipment constituting the hydraulic brake system from such electro-hydraulic convertor part to such slip prevention valve is shared and such supplementary hydraulic brakes can be controlled in axle or truck units in the same configuration as existing cars.
In another configuration, slip prevention valves are provided on each axle and the individual supplementary hydraulic brake signals based on the actual brake power signals of truck units are distributed to the individual supplementary hydraulic brake signals of axle units by the distributor part. In this way, it is possible to control the supplementary hydraulic brakes in axle units even in a railroad car having a main control device that is controlled in truck units.
In still another configuration, the load response signals are output as values according to the load on each truck and accordingly the electrical brake power and supplementary hydraulic brake power are applied in truck units. In this way, it is possible to effectively use the grip force of trucks with high-level loading, and also to reduce the occurrence of slip in the trucks with low-level loading.
In the brake control device wherein such supplementary hydraulic brake device includes a slip prevention valve on each axle, the load response signals are output distributed in axle units, and accordingly electrical brake power and supplementary hydraulic brake power are applied in axle units. In this way, it is possible to use the grip force even more effectively and to further reduce the occurrence of slip .
In a configuration wherein such brake power command part includes a switching part, when there is a fault in any motor or group of motors of a control unit, the load response signal of this faulty control unit is included in the load response signals of the other control units. The electrical brake power is taken up instead by the motors or groups of motors of these other control units, and this part of the load is output as individual supplementary hydraulic brake power command signals corresponding to the faulty control unit. In this way, the brakes of axle or truck units can be controlled even when a motor or group of motors of any control unit is faulty and the electrical brake power is effectively used.
In the configuration wherein such supplementary hydraulic brake power adjustment part is provided with a signal selection part, a conventional slip prevention valve is operated when wheel slip has occurred and it is possible to make the slipped wheel grip once again.
In addition, in the configuration wherein such supplementary hydraulic brake device has a high-level priority part, it is possible to operate the emergency brakes with the high-level priority part, even when the hydraulic brake system is shared. In this way, it is possible to use the same system as a conventional system and it becomes possible to perform control in truck units or axle units without the need for extensive rebuilding.
OBJECTS OF THE INVENTION
It is, therefore, one of the primary objects of the present invention to provide a brake control device for railroad cars in which it is possible to share the brake system equipment from such electro-hydraulic convertor part up to such slip prevention valves and thereby allow such supplementary hydraulic brake power to be controlled in axle or truck units with the same simple configuration as existing cars.
Another object of the present invention is to provide a brake control device for railway cars in which it is possible to control the brake power of truck units or axle units without suffering increases in the number of components or the amount of maintenance or losses in reliability.
Still another object of the present invention is to provide a brake control device for railway cars wherein even in a railroad car that is controlled in units of motor groups fastened to trucks, it is possible to control such supplementary hydraulic brake power in axle units.
A further object of the present invention is to provide a brake control device for a railway car in which the output of load response signals, electrical brake power and supplementary hydraulic brake power are applied in truck units and it is possible to make effective use of the grip of trucks with high-level loading, and it is possible to reduce the occurrence of slip in trucks with low-level loading.
An additional ob]ect of the present invention is to provide a brake control device for a railway car wherein the distributed output of load response signals, electrical brake power and supplementary hydraulic brake power are applied in axle units, thereby making it possible to make even greater use of grip and to further reduce the occurrence of slip.
Yet another object of the present invention is to provide a brake control device for a railway car wherein even if a motor andtor group of motors becomes faulty, it is still possible to control the brakes of axle or truck units and it is possible to make effective use of such electrical brake power.
Still yet another object of the present invention is to provide a brake control device for a railway car wherein a selection part is provided for receiving slip detection signal priority signals and rapidly causing wheels that slip to substantially re-grip.
Yet still another object of the present invention is to provide a brake control device for a railway car wherein a hydraulic brake system can be made equivalent to a conventional system and it is possible to control such brake power and slip prevention of truck units and/or axle units without the need for extensive design modifications or rebuilding.
Another object of the present invention is to provide a brake control device for a railway car wherein slip prevention valves can be used in conjunction with the emergency brake system and the equipment can be made smaller without reducing brake system reliability.
In addition to the several objects and advantages of the present invention which have been described in detail above, various other objects and advantages of the present invention will become more readily apparent to those persons skilled in the art of railroad braking systems from the following more detailed description of such invention, particularly, when such description is taken in conjunction with the attached drawing Figures and with the appended claims.
BRIEF DESCRIPTION OF THE FIGURES
Figure 1 is a functional block diagram showing the configuration of a brake control device according to the first embodiment of the present invention;
Figure 2 is a block diagram showing the operation of the supplementary hydraulic brake power calculation part and brake power command signal switching part during disconnection of a motor according to the first embodiment;
Figure 3 is a block diagram showing the operation of the supplementary hydraulic brake power calculation part and brake power command signal switching part during disconnection of a motor according to the first embodiment;
Figure 4 is a graph showing the delayed-action control method according to the first embodiment;
Figure 5 is a functional block diagram showing the configuration of the brake control device according to a second embodiment of the present invention;
Figure 6 is a functional block diagram showing the configuration of the brake control device according to the second embodiment; and Figure 7 is a diagram showing the details of the brake power distributor according to a third embodiment of the present invention.
DESCRIPTION OF THE PRESENTLY PREFERRED
EMBODIMENT OF THE INVENTION
Prior to preceding to the more detailed description of the present invention, it should be noted that, for the sake of clarity in understanding the invention, identical components having identical functions have been designated with identical reference numerals throughout the drawing figures.
In the following, embodiments of the present invention are described with reference to the Figures. Figure 1 is a functional block diagram showing the configuration of a brake control device of a first embodiment, Figure 2 and Figure 3 are block diagrams showing the operation of the supplementary fluid pressure brake power calculation part and the brake power command signal switching part during motor disconnection and Figure 4 is a graph illustrating the delayed-action control method. The term fluid pressure includes pneumatic as well as hydraulic. However, although the invention is not limited thereto, hydraulic will be used throughout the remainder of the specification.
This embodiment is an embodiment of the case where the load response signal output, the electric brake power and the supplementary hydraulic brake power are all controlled in truck units. First, its configuration is described based on Figure 1. In Figure 1, a brake command signal 35 is output from a brake command apparatus 1 and is respectively input to a front truck brake power command apparatus 3 and a rear truck brake power command apparatus 4 via co~--n~ receiver 2a of brake power command part 2.
Meanwhile, the air pressures AS1 and AS2 from air springs provided on each front truck and rear truck are converted into electrical signals by a pneumatic-electric convertor part (not illustrated), and input to each load response part (load calculation circuit) 8 and 9, where they are turned into the load response signals WF and WR of truck units and are respectively input to front truck brake power command apparatus 3 and rear truck brake power command apparatus 4.
In front truck brake power command apparatus 3 and rear truck brake power command apparatus 4, front truck brake power command signal FF and rear truck brake power command signal FR are respectively output by incorporating load response signals WF and WR and the brake command signal 35, and such brake power command signals FF and FR are respectively input to switching apparatus 12 and 13.
Also, there is a distribution means for motor disconnection periods 10 provided, each of the load response signals WF and WR and the disconnection signal A of the main control device 200 are input to such distribution means for such motor disconnection periods 10, and its input is added to each of the brake power command signals FF and FR by adder circuits 50 and 51 and input to such switching circuits 12 and 13.
The disconnection signal A from main control device 200 is also input to switching apparatus 12 and 13. Such switching apparatus 12 and 13 switch between the input from adders 50 and 51 and each of the brake power command signals FF and FR according to delayed-action control in motor disconnection periods and uniform control at normal times, as is discussed hereinbelow.
In the illustrated position, switching apparatus 12 and 13 are switched into uniform control, each of the brake power command signals FF and FR is respectively input to the front truck control part MF and the rear truck control part MR of main control device 200 after the low-level priority of the front and rear truck ~x;mllm grip force equivalent signals H1 and H2 from front truck limiter 16 and rear truck limiter 17 by low-level priority circuits 14 and 15.
Each of the control parts MF and MR is controlled in truck units by the group of motors fastened to each truck.
The electrical brakes are worked based on each brake power command signal FF and FR in each of such control parts MF and MR, and a front truck electrical brake power signal GF and a rear truck electrical brake power signal GR~ which are equivalent to such electrical brake power actually generated are output as signals to supplementary hydraulic brake power control part 201.
Supplementary hydraulic brake power control part 201 comprises supplementary hydraulic brake power calculation part 5 and supplementary hydraulic brake power adjustment part 6. Each electrical brake power signal GF and GR~ each brake power command signal FF and FR~ and disconnection signal A are input to supplementary hydraulic brake power calculation part 5, and the calculation circuit is switched according to uniform control or delayed-action control as discussed hereinbelow.
The illustrated circuit is that used during uniform control, wherein each electrical brake power signal GF and GR
is subtracted from each brake power command signal FF and FR
by each subtracter 18 and 19, and such differences are output to supplementary hydraulic brake power adjustment part 6 as individual supplementary hydraulic brake power signals 36 and 37.
In supplementary hydraulic brake power adjustment part 6, high-level priority circuit 20 selects the higher-priority side signal from individual supplementary hydraulic brake power signals 36 and 37 and outputs it to the E/P valve 26 of supplementary hydraulic brake device 7 as a supplementary hydraulic brake power signal 38. Also, command parts 21 and 22, formed by each subtracter, output the difference between individual supplementary hydraulic brake power signals 36 and 37 and each feedback signal 42 and 43 from each brake cylinder 31 and 32 of the corresponding front truck and rear truck as an electrical signal to each signal selection circuit 23 and 24.
These electrical signals control the slip prevention valves by respectively outputting (1) a supply signal when the individual supplementary hydraulic brake power signal is greater than the feedback signal, (2) a maintain signal when the individual supplementary hydraulic brake power signal is equal to the feedback signal, or (3) a maintain signal when the individual supplementary hydraulic brake power signal is less than the feedback signal.
Slip detection signals 44 and 45 are also input to each signal selection circuit 23 and 24, and each signal selection circuit 23 and 24 selects either such electrical signals or such slip detection signals with the priority of slip detection signals 44 and 45, and outputs them respectively to slip prevention valves 29 and 30 of supplementary hydraulic brake device 7 as command signals 47 and 48.
In supplementary hydraulic brake device 7, such input supplementary hydraulic brake power command signal 38 is converted into a hydraulic signal by E/P valve 26, amplified by relay valve 27, and becomes hydraulic brake power 39, which takes the high-level priority of the output from the emergency electromagnetic valve of the emergency brake device in duplex non-return valve 28.
Everything up to this point is shared and hereafter hydraulic brake power 39 is respectively output to the slip prevention valves 29 and 30 provided on such front truck and rear truck. Such command signals 47 and 48 are input to each slip prevention valve 29 and 30, and slip prevention valves 29 and 30 output hydraulic brake power 39 to brake cylinders 31 and 32 as brake cylinder pressures 40 and 41 after adjusting the pressures according to these command signals 47 and 48.
Known valves such as electromagnetic valves having three positions (flow-through, cut-off, and release) or on-off valves having two positions are used for such slip prevention valves 29 and 30. Also, each of these brake cylinder pressures 40 and 41 is converted into an electrical output signal by the pressure sensors 33 and 34, and input to such command parts 21 and 22. Thus, based on such individual supplementary hydraulic brake power command signals 36 and 37, command parts 21 and 22 perform feedback control of valves 29 and 30 by outputting command signals 42 and 43 to them.
Also, as mentioned above, the constituent equipment is reduced and simplified in that such hydraulic brake system .
from E/P valve 26 up to duplex non-return valve 28 is shared.
Note that pressure sensors 33 and 34 are normally provided on railroad cars to monitor for abnormalities in brake pressure (uneven, deficient, or excess pressure), and these sensors may also be shared.
Next, the operation of this brake control device is described based on Figures 1 through 4. In Figure 1, which illustrates the case of uniform control, when brake command signal 35 is output, each of the brake power command signals FF and FR from truck units, which incorporate each of the load response signals WF and WR output by the truck units, are output, and electrical brake power is generated for each truck unit by front truck control part MF and rear truck control part MR of main control device 200.
The differences of each electrical brake signal GF and GR
are then respectively calculated by supplementary brake calculation part 5 with respect to each brake power command signal FF and FR~ and such individual supplementary hydraulic brake power command signals 36 and 37 of such truck units are output.
Now, assuming individual supplementary hydraulic brake power command signal 37 corresponding to the rear truck to be the larger of the two, individual supplementary hydraulic brake power command signal 37 is selected by high-level priority circuit 20 of supplementary hydraulic brake power adjustment part 6, is input to such shared E/P valve 26 as supplementary hydraulic brake power command signal 38, and, after electro-pneumatic conversion and amplification, is input to each slip prevention valve 29 and 30 as hydraulic brake power 39.
At this point, since such low-level individual supplementary hydraulic brake power command signal 36 is input to its command part 21 of slip prevention valve 29 of such rear truck, such valve is subjected to feedback control based on such signal 36. Hydraulic brake power 39 is decreased by a pressure according to such signal 36 and this is output to brake cylinder 31 of the front truck as brake cylinder pressure 40.
On the other hand, since the same individual supplementary hydraulic brake power command signal 37 is input to such command part 22 of slip prevention valve 30 of such rear truck, hydraulic brake power 39 is kept the same and is output to the brake cylinder 32 of such rear truck as brake cylinder pressure 41. This is exactly the same in the case where such individual supplementary hydraulic signal 36 corresponding to the front truck is at a higher level. In this way, electrical brake power and supplementary hydraulic brake power are output to each truck with respect to brake command signal 37 and brake power control of truck units is achieved.
Also, a slip detection device (not illustrated) detects slip and, for example, when slip detection signal 44 is input to signal selection circuit 23, signal selection circuit 23 outputs this slip detection signal 44 with priority over the command signal from command part 21, the wheel is made to grip once again by controlling slip prevention valve 29 based on commands from the slip detection device. It is thus possible to safely control the brake power of truck units.
Also, during emergency braking, when emergency brake power is output by an emergency electromagnetic valve (not shown), this emergency brake power is output with priority over the supplementary hydraulic brake power at the duplex non-return valve 28, and is output directly to brake cylinders 31 and 32. Here, since duplex non-return valve 28 is shared, further size reduction is possible.
Next, delayed-action control during motor disconnection is described with reference to Figure 2 and Figure 3. Figure 2 shows the situation when such motor fastened to such rear truck is disconnected. In Figure 2, when disconnection signal A of such rear truck control part MR is output by such main control device, switching circuit 12 for the front truck switches over to calculation circuit 51 and switching circuit 13 for such rear truck switches over to the neutral point.
A signal corresponding to rear truck brake power command signal FR is then output from distribution means 10 during motor disconnection, added to rear truck brake power command signal FR at adder circuit 51, and this added brake power command signal FF~ is output by such front truck control part of such main control device. On the other hand, rear truck brake power command signal FR is not output.
Also, supplementary hydraulic calculation part 5 switches over to such calculation circuit to which are added diodes 103 to 105 and subtracters 101 and 102 as illustrated, and delayed-action control is performed with respect to the disconnected rear truck. That is, when the electrical brake power signal GF output from the front truck control part is less than the front truck brake power co~-n~
signal FF (when the electrical brake power of the front truck control part does not provide the brake power required by the front truck), the differences of each electrical brake power signal GF and GR (=O) with respect to each brake power command signal FF and FR are output as individual supplementary hydraulic brake power command signals 36 and 37 as in the case of uniform control.
Next, as shown in Figure 4, when the electrical brake power signal GF from the front truck control part is larger than the front truck brake power command signal FF~ the electrical brake power of the front truck control part does not provide the power required by the front truck, and is also loaded with part of the brake power required by the rear truck (shaded area), the subtracter 19 of Figure 2 outputs signal FR-(GF-FF), which is this load difference GF-FF (shaded area) subtracted from such rear truck brake power command signal FR~ as the individual supplementary hydraulic brake power command signal 37 of such rear truck.
At this point, such individual supplementary hydraulic brake power command signal 36 of such front truck becomes zero. In this way, such brakes can be controlled in truck units even when a motor is disconnected, and the electrical brake power is effectively used.
Figure 3 shows the situation when the motor fastened to such front truck is disconnected. In Figure 3, when disconnection signal A of such front truck control part MR is output by such main control device, switching circuit 13 for '- 21814(~5 such front truck switches over to calculation circuit 52, and switching circuit 12 for such rear truck switches over to the neutral point.
A signal corresponding to front truck brake power command signal FF is then output from distribution means 10 during motor disconnection, added to rear truck brake power command signal FR at adder circuit 52, and this added brake power command signal FR'is output by such rear truck control part of such main control device.
On the other hand, rear truck brake power command signal FF is not output. Also, supplementary hydraulic calculation part 5 switches over to the calculation circuit to which are added diodes 108 to 110 and subtracters 106 and 107 as illustrated. This corresponds to mutually exchanging the parts corresponding to such front truck and such rear truck in the circuit shown in Figure 2, and since the operation is the same as in Figure 2, the remainder of the description is omitted.
Next, a second embodiment is described based on Figure 5. In this embodiment, slip prevention valves 73 to 76 are provided on such supplementary hydraulic brake power devices, allowing each axle to be controlled. In Figure 5, the parts of the brake control device of this embodiment are the same as Figure 1 between such brake power command apparatus and such supplementary hydraulic brake power calculation part, and need no further description.
This supplementary hydraulic brake power output part differs from such supplementary hydraulic brake power output part of Figure 1 in that slip prevention valves 73 to 76 are provided on the first axle through to the fourth axle, where are also provided command parts 65 to 68, signal selection parts 69 to 72, and pressure sensors 77 to 80, slip detection signals 111 to 114 are also input to signal selection parts 69 to 72 of each axle, and furthermore, in that brake power adjustment part 61 is provided with a first brake power distributor 62 and a second brake power distributor 63 for respectively distributing to each axle unit such supplementary hydraulic brake power command signals 36 and 37 of each axle unit.
Here, the first axle is the front axle of such front truck, the second axle is the rear axle of such front truck, the third axle is the front axle of such rear truck, and the fourth axle is the rear axle of such rear truck. Based on the direction of motion of the train, each brake power distributor 62 and 63 distributes, for example, 55% of such supplementary hydraulic brake power command signals 36 and 37 between such front axles of the train motion (such first axle and third axle in the illustrated example), and 45% to such rear axles (such second axle and fourth axle in the illustrated example), as shown in the Figure.
This makes it possible to make effective use of the grip force of the wheels on the axles towards the front of the train motion, since these are more heavily loaded during braking. Of course, the distribution of such supplementary hydraulic brake power command signals 36 and 37 to each axle by each brake power distributor 62 and 63 can be set appropriately, and an even 50:50 distribution is also possible.
~181405 High-level priority circuit 64 selects a high-priority signal from such individual supplementary hydraulic brake power command signals 86 to 89 that are distributed to the axle units, and outputs it as supplementary hydraulic brake power command signal 38. The subsequent operations are the same as the truck-unit brake power control in Figure 1, and their description is omitted.
In this way, when supplementary hydraulic brake power control is performed in axle units, it is possible to achieve better control performance. Also, by providing brake power distributors 62 and 63, it becomes possible to control the brake power of axle units based on such supplementary hydraulic brake power command signals 36 and 37 of truck units.
Next, a third embodiment is described based on Figures 6 and 7. This is an embodiment wherein such electrical brake power and supplementary hydraulic brake power are used in the control of each axle.
In Figure 6, the configuration beyond such supplementary hydraulic brake power adjustment part of this embodiment is the same as the configuration beyond such brake power distributors 62 and 63 (brake power distributors 62 and 63 are not required) in the embodiment illustrated in Figure 5, and their description is omitted. Figure 6 differs from Figure 1 and Figure 2 in that main control device 124 controls the motors by motor units (M1 to M4) provided on each axle, in that switching apparatus 125 to 128, calculation circuits 129 to 132, and subtracters 135 to 138 are provided in axle units, in that first command -distributor 121 and second command distributor 122 are provided to distribute such brake power command signals FF
and FR of truck units to axle units, in that the output terminals to the axle units are provided on distribution means during motor disconnection 120, and in that such calculation circuit during delayed action control of supplementary hydraulic brake power calculation part 134 is also made to correspond to axle units.
First command distributor 121 distributes such front truck brake power command signal FF to the first axle and second axle, and second command distributor 122 distributes the rear truck brake power command signal FR to the third axle and fourth axle. First command distributor 121 and second command distributor 122 correspond to brake power distributors 62 and 63 of Figure 5 and, as shown in Figure 7, based on the direction of motion of the train, it distributes, for example, 55% of the brake power command signals Fp and FR between the front axles of the train motion (the first and third axles), and 45% to the rear axles (the second and fourth axles). Of course, the distribution to each axle can be set appropriately and an even 50:50 distribution is also possible.
In the case of uniform control, the brake power command signals Fl through F4 for the first through fourth axle units that are output from such first command distributor 121 and second command distributor 122 are input to such first through fourth axle control parts M1 through M4 of the axle units of main control device 124, the electrical brake of the axle units is generated at these first through fourth axle control parts M1 through M4. Each of the differences between the equivalent first axle through fourth axle brake power signals Gl through G4 and such brake power command signals F
through F4 of the first axle through the fourth axle are calculated at supplementary hydraulic brake power calculation part 134 (this circuit is not illustrated as it is the same as in Figure 1), and are output as individual supplementary hydraulic brake power signals 145 through 148 of such axle units. The subsequent operations are the same as in Figure 5 and their description is thus omitted. In this way, the electric brake power is also controlled in axle units and it is possible to achieve better control performance.
In the case of delayed-action control, taking as an example the case where the motor of the fourth axle is disconnected, the illustrated situation arises wherein such switching apparatus 125 through 127 of the first axle through the third axle are switched over to the adder circuits 129 through 131 and the switching apparatus 128 of the fourth axle is switched over to the neutral point.
Distribution means during motor disconnection 120 distributes to each axle a signal corresponding to such brake power command signal F4 of the fourth axle according to the ratios of the brake power command signals of the first axle through the third axle (load response signal ratio x distribution ratio), these outputs are respectively added to the brake power command signals Fl through F3 of the first axle through the third axle, and such added brake power command signals Fl' through F3' are output to first axle through third axle control parts M1 through M3 of main control device 124.
On the other hand, such brake power command signal F4 for the fourth axle is not output. Also, supplementary hydraulic calculation part 134 switches over to the calculation circuit to which is added subtracters 139 through 144, adder circuit 133 and diodes, as illustrated. Then, as in the case of the circuit of Figure 2, in the case where each electrical brake power of the first axle through third axle control parts does not provide the brake power required by each axle and are also subjected to part of the brake power required by the fourth axle, subtracter 138 outputs F4 -[(G1+G2+G3)-(F1+F2+F3)], which is obtained by subtracting the total loads of each axle (G1+G2+G3)-(Fl+F2+F3) added by adder circuit 133 from the brake power command signal F4 for the fourth axle, as the individual supplementary hydraulic brake power command signal 148 for the rear truck.
Note that the disconnection of motors on other axles is handled in the same way, and the description of these cases is thus omitted. In this way, it is possible to control the electric power in axle units even when a motor is disconnected, and the electric brake power is effectively used.
As stated above, in a brake control device according to the present invention, only the high-level signal of such individual supplementary hydraulic brake signals based on such electrical brake power signals of each axle or truck unit is input to the electro-hydraulic convertor part, which outputs supplementary hydraulic brake power directly to such high-level brake cylinders and which performs reduced pressure adjustment of such hydraulic brake power according to such low-level individual supplementary hydraulic brake signals at such slip prevention valves in outputting to such low-level brake cylinders. Accordingly, it is possible to share the brake system equipment from such electro-hydraulic convertor part up to such slip prevention valves and thereby allow such supplementary hydraulic brake power to be controlled in axle or truck units with the same simple configuration as existing cars.
In this way, it becomes possible to control the brake power of truck units or axle units without suffering increases in the number of components or the amount of maintenance, or losses in reliability.
Also, as stated above, in a brake control device according to the present invention, since individual supplementary hydraulic brake signals based on the electrical brake power signals of truck units are output distributed among such individual supplementary hydraulic brake signals of axle units by the distributor part, even in a railroad car that is controlled in units of motor groups fastened to trucks, it is possible to control such supplementary hydraulic brake power in axle units.
Further, as stated above, in a brake control device according to the present invention, since the output of such load response signals, the electrical brake power and such supplementary hydraulic brake power are applied in truck units, it is possible to make effective use of the grip of trucks with high-level loading, and it is possible to reduce the occurrence of slip in trucks with low-level loading.
Additionally, as stated above, in a brake control device according to the present invention, since the distributed output of load response signals, such electrical brake power and such supplementary hydraulic brake power are applied in axle units, it is possible to make even greater use of grip and to further reduce the occurrence of slip.
Also, as stated above, in a brake control device according to the present invention, when a motor and/or group of motors of any control unit become faulty, such brake power command signal of the faulty control unit is incorporated in such brake power command signals of such r~r-;n;ng control units and the part obtained by subtracting this electrical brake power load part from such brake power command signal is output as such individual supplementary hydraulic brake power command signal of the faulty control unit. Thus, even if a motor and/or group of motors becomes faulty, it is still possible to control the brakes of axle or truck units and it is possible to make effective use of such electrical brake power.
In addition, as stated above, in a brake control device according to the present invention, since it is provided with a selection part for slip detection signal priority signals, it rapidly causes wheels that slip to re-grip.
Also, as stated above, in a brake control device according to the present invention, since a high-level priority part for ordinary hydraulic brake power and emergency hydraulic brake power based on the supplementary hydraulic brake power command signals is provided, such hydraulic brake system can be made equivalent to a conventional system and it is possible to control such brake power and slip prevention of truck units and/or axle units without the need for extensive design modifications or rebuilding. Also, such slip prevention valves can be used in conjunction with the emergency brake system and the equipment can be made smaller without reducing reliability.
While a presently preferred and a number of alternative embodiments of the present invention has been described in detail above, it should be understood that various other adaptations and/or modifications of the invention can be made by those persons who are particularly skilled in the railroad art related to braking systems without departing from either the spirit of the invention or the scope of the appended claims .
FIELD OF THE lNV~NlION
The present invention relates, in general, to a brake control device for railroad cars and, in particular, this invention relates to a computer-assisted brake control device for electro-pneumatic brakes that controls brakes in electric trains powered by motors and/or groups of motors.
BACKGROUND OF THE INVENTION
In general, when a brake command is output to a computer-assisted brake control device of the electro-pneumatic brakes in an electric train, the electric brakes are made to work in the cars by taking the load response signal into account in this brake command and outputing a brake power command signal to the main control device, and also the deficit of the electrical brake power with respect to the brake power command signal from a signal equivalent to the actual electrical brake power that is fed back from the main control device is calculated.
The supplementary hydraulic brake power is made to work in the cars by outputting this deficit as a supplementary hydraulic brake power command signal to the hydraulic brake devices, and the brake power is thereby made to work according to the brake command and the car weight. Here, the supplementary hydraulic brake power command signal input to the hydraulic brake devices is output as a brake power from the brake cylinders through the hydraulic brake system.
That is to say, brake power is applied to the brake cylinders on the car by converting the supplementary hydraulic brake power command signal input to the hydraulic brake devices into a hydraulic signal with an electro-hydraulic convertor valve, turning it into a brake power by amplifying it with a relay valve, and outputting it to the brake cylinders via duplex non-return valves, slip prevention valves and so on.
The duplex non-return valves are connected to emergency electromagnetic valves and work the emergency brakes, the slip prevention valves are connected to slip detection devices, and when wheel slip occurs, the hydraulic brake power is slackened so that the wheels can grip again.
It so happens that in the above-mentioned conventional brake control device, a load response signal is calculated based on the weight of a car unit, and the supplementary hydraulic brake power command signal is also calculated in car units. As a result, regardless of whether or not the control units of the motors of the main control device are for each axle or each truck, the electric brakes and supplementary hydraulic brakes are controlled with the average value of a car unit. Furthermore, it is not possible to achieve the optimum brake rate control corresponding to the differing grip forces between each axle or each truck.
That is to say, the electric brakes cannot be effectively applied and the probability of wheel slip occurring becomes great.
Accordingly, various proposals have been made for methods that control the brakes on each axle, an example of which is disclosed in Japanese Laid-Open Patent No. H5-294237. This brake control device controls the above-mentioned electrical brakes and supplementary hydraulic .
brakes in axle units, and for this reason a set of equipment constituting a supplementary hydraulic brake system is provided on each axle. That is to say, it has had the problem that constituent equipment such as electro-hydraulic convertor valves and relay valves had to be provided on each axle, so that the number of these parts increased.
The present invention was made in the light of such disadvantages of the prior art, and its objective is to provide a brake control device that can be configured simply and can control supplementary hydraulic brake systems in axle or truck units in an electric train wherein each motor or group of motors is individually controlled.
SUMMARY OF THE INVENTION
In one of the configurations of the present invention, only the high-level signal of the individual supplementary hydraulic brake power command signals based on the actual electrical brake power signals of axle or truck units is input to the electro-hydraulic convertor part. In this embodiment, the hydraulic brake power, according to such signal, is co~lln; cated as an input signal to the brake cylinders. This brake cylinder pressure is an output signal to the command part as a feedback signal and is checked against each individual supplementary hydraulic brake power command signal. Such command part controls the brake cylinder pressure according to these axle or truck units by communicating an electrical command signal to such slip prevention valve when the brake cylinder pressure is too large, to make it release the pressure in the brake cylinder.
In this way, the equipment constituting the hydraulic brake system from such electro-hydraulic convertor part to such slip prevention valve is shared and such supplementary hydraulic brakes can be controlled in axle or truck units in the same configuration as existing cars.
In another configuration, slip prevention valves are provided on each axle and the individual supplementary hydraulic brake signals based on the actual brake power signals of truck units are distributed to the individual supplementary hydraulic brake signals of axle units by the distributor part. In this way, it is possible to control the supplementary hydraulic brakes in axle units even in a railroad car having a main control device that is controlled in truck units.
In still another configuration, the load response signals are output as values according to the load on each truck and accordingly the electrical brake power and supplementary hydraulic brake power are applied in truck units. In this way, it is possible to effectively use the grip force of trucks with high-level loading, and also to reduce the occurrence of slip in the trucks with low-level loading.
In the brake control device wherein such supplementary hydraulic brake device includes a slip prevention valve on each axle, the load response signals are output distributed in axle units, and accordingly electrical brake power and supplementary hydraulic brake power are applied in axle units. In this way, it is possible to use the grip force even more effectively and to further reduce the occurrence of slip .
In a configuration wherein such brake power command part includes a switching part, when there is a fault in any motor or group of motors of a control unit, the load response signal of this faulty control unit is included in the load response signals of the other control units. The electrical brake power is taken up instead by the motors or groups of motors of these other control units, and this part of the load is output as individual supplementary hydraulic brake power command signals corresponding to the faulty control unit. In this way, the brakes of axle or truck units can be controlled even when a motor or group of motors of any control unit is faulty and the electrical brake power is effectively used.
In the configuration wherein such supplementary hydraulic brake power adjustment part is provided with a signal selection part, a conventional slip prevention valve is operated when wheel slip has occurred and it is possible to make the slipped wheel grip once again.
In addition, in the configuration wherein such supplementary hydraulic brake device has a high-level priority part, it is possible to operate the emergency brakes with the high-level priority part, even when the hydraulic brake system is shared. In this way, it is possible to use the same system as a conventional system and it becomes possible to perform control in truck units or axle units without the need for extensive rebuilding.
OBJECTS OF THE INVENTION
It is, therefore, one of the primary objects of the present invention to provide a brake control device for railroad cars in which it is possible to share the brake system equipment from such electro-hydraulic convertor part up to such slip prevention valves and thereby allow such supplementary hydraulic brake power to be controlled in axle or truck units with the same simple configuration as existing cars.
Another object of the present invention is to provide a brake control device for railway cars in which it is possible to control the brake power of truck units or axle units without suffering increases in the number of components or the amount of maintenance or losses in reliability.
Still another object of the present invention is to provide a brake control device for railway cars wherein even in a railroad car that is controlled in units of motor groups fastened to trucks, it is possible to control such supplementary hydraulic brake power in axle units.
A further object of the present invention is to provide a brake control device for a railway car in which the output of load response signals, electrical brake power and supplementary hydraulic brake power are applied in truck units and it is possible to make effective use of the grip of trucks with high-level loading, and it is possible to reduce the occurrence of slip in trucks with low-level loading.
An additional ob]ect of the present invention is to provide a brake control device for a railway car wherein the distributed output of load response signals, electrical brake power and supplementary hydraulic brake power are applied in axle units, thereby making it possible to make even greater use of grip and to further reduce the occurrence of slip.
Yet another object of the present invention is to provide a brake control device for a railway car wherein even if a motor andtor group of motors becomes faulty, it is still possible to control the brakes of axle or truck units and it is possible to make effective use of such electrical brake power.
Still yet another object of the present invention is to provide a brake control device for a railway car wherein a selection part is provided for receiving slip detection signal priority signals and rapidly causing wheels that slip to substantially re-grip.
Yet still another object of the present invention is to provide a brake control device for a railway car wherein a hydraulic brake system can be made equivalent to a conventional system and it is possible to control such brake power and slip prevention of truck units and/or axle units without the need for extensive design modifications or rebuilding.
Another object of the present invention is to provide a brake control device for a railway car wherein slip prevention valves can be used in conjunction with the emergency brake system and the equipment can be made smaller without reducing brake system reliability.
In addition to the several objects and advantages of the present invention which have been described in detail above, various other objects and advantages of the present invention will become more readily apparent to those persons skilled in the art of railroad braking systems from the following more detailed description of such invention, particularly, when such description is taken in conjunction with the attached drawing Figures and with the appended claims.
BRIEF DESCRIPTION OF THE FIGURES
Figure 1 is a functional block diagram showing the configuration of a brake control device according to the first embodiment of the present invention;
Figure 2 is a block diagram showing the operation of the supplementary hydraulic brake power calculation part and brake power command signal switching part during disconnection of a motor according to the first embodiment;
Figure 3 is a block diagram showing the operation of the supplementary hydraulic brake power calculation part and brake power command signal switching part during disconnection of a motor according to the first embodiment;
Figure 4 is a graph showing the delayed-action control method according to the first embodiment;
Figure 5 is a functional block diagram showing the configuration of the brake control device according to a second embodiment of the present invention;
Figure 6 is a functional block diagram showing the configuration of the brake control device according to the second embodiment; and Figure 7 is a diagram showing the details of the brake power distributor according to a third embodiment of the present invention.
DESCRIPTION OF THE PRESENTLY PREFERRED
EMBODIMENT OF THE INVENTION
Prior to preceding to the more detailed description of the present invention, it should be noted that, for the sake of clarity in understanding the invention, identical components having identical functions have been designated with identical reference numerals throughout the drawing figures.
In the following, embodiments of the present invention are described with reference to the Figures. Figure 1 is a functional block diagram showing the configuration of a brake control device of a first embodiment, Figure 2 and Figure 3 are block diagrams showing the operation of the supplementary fluid pressure brake power calculation part and the brake power command signal switching part during motor disconnection and Figure 4 is a graph illustrating the delayed-action control method. The term fluid pressure includes pneumatic as well as hydraulic. However, although the invention is not limited thereto, hydraulic will be used throughout the remainder of the specification.
This embodiment is an embodiment of the case where the load response signal output, the electric brake power and the supplementary hydraulic brake power are all controlled in truck units. First, its configuration is described based on Figure 1. In Figure 1, a brake command signal 35 is output from a brake command apparatus 1 and is respectively input to a front truck brake power command apparatus 3 and a rear truck brake power command apparatus 4 via co~--n~ receiver 2a of brake power command part 2.
Meanwhile, the air pressures AS1 and AS2 from air springs provided on each front truck and rear truck are converted into electrical signals by a pneumatic-electric convertor part (not illustrated), and input to each load response part (load calculation circuit) 8 and 9, where they are turned into the load response signals WF and WR of truck units and are respectively input to front truck brake power command apparatus 3 and rear truck brake power command apparatus 4.
In front truck brake power command apparatus 3 and rear truck brake power command apparatus 4, front truck brake power command signal FF and rear truck brake power command signal FR are respectively output by incorporating load response signals WF and WR and the brake command signal 35, and such brake power command signals FF and FR are respectively input to switching apparatus 12 and 13.
Also, there is a distribution means for motor disconnection periods 10 provided, each of the load response signals WF and WR and the disconnection signal A of the main control device 200 are input to such distribution means for such motor disconnection periods 10, and its input is added to each of the brake power command signals FF and FR by adder circuits 50 and 51 and input to such switching circuits 12 and 13.
The disconnection signal A from main control device 200 is also input to switching apparatus 12 and 13. Such switching apparatus 12 and 13 switch between the input from adders 50 and 51 and each of the brake power command signals FF and FR according to delayed-action control in motor disconnection periods and uniform control at normal times, as is discussed hereinbelow.
In the illustrated position, switching apparatus 12 and 13 are switched into uniform control, each of the brake power command signals FF and FR is respectively input to the front truck control part MF and the rear truck control part MR of main control device 200 after the low-level priority of the front and rear truck ~x;mllm grip force equivalent signals H1 and H2 from front truck limiter 16 and rear truck limiter 17 by low-level priority circuits 14 and 15.
Each of the control parts MF and MR is controlled in truck units by the group of motors fastened to each truck.
The electrical brakes are worked based on each brake power command signal FF and FR in each of such control parts MF and MR, and a front truck electrical brake power signal GF and a rear truck electrical brake power signal GR~ which are equivalent to such electrical brake power actually generated are output as signals to supplementary hydraulic brake power control part 201.
Supplementary hydraulic brake power control part 201 comprises supplementary hydraulic brake power calculation part 5 and supplementary hydraulic brake power adjustment part 6. Each electrical brake power signal GF and GR~ each brake power command signal FF and FR~ and disconnection signal A are input to supplementary hydraulic brake power calculation part 5, and the calculation circuit is switched according to uniform control or delayed-action control as discussed hereinbelow.
The illustrated circuit is that used during uniform control, wherein each electrical brake power signal GF and GR
is subtracted from each brake power command signal FF and FR
by each subtracter 18 and 19, and such differences are output to supplementary hydraulic brake power adjustment part 6 as individual supplementary hydraulic brake power signals 36 and 37.
In supplementary hydraulic brake power adjustment part 6, high-level priority circuit 20 selects the higher-priority side signal from individual supplementary hydraulic brake power signals 36 and 37 and outputs it to the E/P valve 26 of supplementary hydraulic brake device 7 as a supplementary hydraulic brake power signal 38. Also, command parts 21 and 22, formed by each subtracter, output the difference between individual supplementary hydraulic brake power signals 36 and 37 and each feedback signal 42 and 43 from each brake cylinder 31 and 32 of the corresponding front truck and rear truck as an electrical signal to each signal selection circuit 23 and 24.
These electrical signals control the slip prevention valves by respectively outputting (1) a supply signal when the individual supplementary hydraulic brake power signal is greater than the feedback signal, (2) a maintain signal when the individual supplementary hydraulic brake power signal is equal to the feedback signal, or (3) a maintain signal when the individual supplementary hydraulic brake power signal is less than the feedback signal.
Slip detection signals 44 and 45 are also input to each signal selection circuit 23 and 24, and each signal selection circuit 23 and 24 selects either such electrical signals or such slip detection signals with the priority of slip detection signals 44 and 45, and outputs them respectively to slip prevention valves 29 and 30 of supplementary hydraulic brake device 7 as command signals 47 and 48.
In supplementary hydraulic brake device 7, such input supplementary hydraulic brake power command signal 38 is converted into a hydraulic signal by E/P valve 26, amplified by relay valve 27, and becomes hydraulic brake power 39, which takes the high-level priority of the output from the emergency electromagnetic valve of the emergency brake device in duplex non-return valve 28.
Everything up to this point is shared and hereafter hydraulic brake power 39 is respectively output to the slip prevention valves 29 and 30 provided on such front truck and rear truck. Such command signals 47 and 48 are input to each slip prevention valve 29 and 30, and slip prevention valves 29 and 30 output hydraulic brake power 39 to brake cylinders 31 and 32 as brake cylinder pressures 40 and 41 after adjusting the pressures according to these command signals 47 and 48.
Known valves such as electromagnetic valves having three positions (flow-through, cut-off, and release) or on-off valves having two positions are used for such slip prevention valves 29 and 30. Also, each of these brake cylinder pressures 40 and 41 is converted into an electrical output signal by the pressure sensors 33 and 34, and input to such command parts 21 and 22. Thus, based on such individual supplementary hydraulic brake power command signals 36 and 37, command parts 21 and 22 perform feedback control of valves 29 and 30 by outputting command signals 42 and 43 to them.
Also, as mentioned above, the constituent equipment is reduced and simplified in that such hydraulic brake system .
from E/P valve 26 up to duplex non-return valve 28 is shared.
Note that pressure sensors 33 and 34 are normally provided on railroad cars to monitor for abnormalities in brake pressure (uneven, deficient, or excess pressure), and these sensors may also be shared.
Next, the operation of this brake control device is described based on Figures 1 through 4. In Figure 1, which illustrates the case of uniform control, when brake command signal 35 is output, each of the brake power command signals FF and FR from truck units, which incorporate each of the load response signals WF and WR output by the truck units, are output, and electrical brake power is generated for each truck unit by front truck control part MF and rear truck control part MR of main control device 200.
The differences of each electrical brake signal GF and GR
are then respectively calculated by supplementary brake calculation part 5 with respect to each brake power command signal FF and FR~ and such individual supplementary hydraulic brake power command signals 36 and 37 of such truck units are output.
Now, assuming individual supplementary hydraulic brake power command signal 37 corresponding to the rear truck to be the larger of the two, individual supplementary hydraulic brake power command signal 37 is selected by high-level priority circuit 20 of supplementary hydraulic brake power adjustment part 6, is input to such shared E/P valve 26 as supplementary hydraulic brake power command signal 38, and, after electro-pneumatic conversion and amplification, is input to each slip prevention valve 29 and 30 as hydraulic brake power 39.
At this point, since such low-level individual supplementary hydraulic brake power command signal 36 is input to its command part 21 of slip prevention valve 29 of such rear truck, such valve is subjected to feedback control based on such signal 36. Hydraulic brake power 39 is decreased by a pressure according to such signal 36 and this is output to brake cylinder 31 of the front truck as brake cylinder pressure 40.
On the other hand, since the same individual supplementary hydraulic brake power command signal 37 is input to such command part 22 of slip prevention valve 30 of such rear truck, hydraulic brake power 39 is kept the same and is output to the brake cylinder 32 of such rear truck as brake cylinder pressure 41. This is exactly the same in the case where such individual supplementary hydraulic signal 36 corresponding to the front truck is at a higher level. In this way, electrical brake power and supplementary hydraulic brake power are output to each truck with respect to brake command signal 37 and brake power control of truck units is achieved.
Also, a slip detection device (not illustrated) detects slip and, for example, when slip detection signal 44 is input to signal selection circuit 23, signal selection circuit 23 outputs this slip detection signal 44 with priority over the command signal from command part 21, the wheel is made to grip once again by controlling slip prevention valve 29 based on commands from the slip detection device. It is thus possible to safely control the brake power of truck units.
Also, during emergency braking, when emergency brake power is output by an emergency electromagnetic valve (not shown), this emergency brake power is output with priority over the supplementary hydraulic brake power at the duplex non-return valve 28, and is output directly to brake cylinders 31 and 32. Here, since duplex non-return valve 28 is shared, further size reduction is possible.
Next, delayed-action control during motor disconnection is described with reference to Figure 2 and Figure 3. Figure 2 shows the situation when such motor fastened to such rear truck is disconnected. In Figure 2, when disconnection signal A of such rear truck control part MR is output by such main control device, switching circuit 12 for the front truck switches over to calculation circuit 51 and switching circuit 13 for such rear truck switches over to the neutral point.
A signal corresponding to rear truck brake power command signal FR is then output from distribution means 10 during motor disconnection, added to rear truck brake power command signal FR at adder circuit 51, and this added brake power command signal FF~ is output by such front truck control part of such main control device. On the other hand, rear truck brake power command signal FR is not output.
Also, supplementary hydraulic calculation part 5 switches over to such calculation circuit to which are added diodes 103 to 105 and subtracters 101 and 102 as illustrated, and delayed-action control is performed with respect to the disconnected rear truck. That is, when the electrical brake power signal GF output from the front truck control part is less than the front truck brake power co~-n~
signal FF (when the electrical brake power of the front truck control part does not provide the brake power required by the front truck), the differences of each electrical brake power signal GF and GR (=O) with respect to each brake power command signal FF and FR are output as individual supplementary hydraulic brake power command signals 36 and 37 as in the case of uniform control.
Next, as shown in Figure 4, when the electrical brake power signal GF from the front truck control part is larger than the front truck brake power command signal FF~ the electrical brake power of the front truck control part does not provide the power required by the front truck, and is also loaded with part of the brake power required by the rear truck (shaded area), the subtracter 19 of Figure 2 outputs signal FR-(GF-FF), which is this load difference GF-FF (shaded area) subtracted from such rear truck brake power command signal FR~ as the individual supplementary hydraulic brake power command signal 37 of such rear truck.
At this point, such individual supplementary hydraulic brake power command signal 36 of such front truck becomes zero. In this way, such brakes can be controlled in truck units even when a motor is disconnected, and the electrical brake power is effectively used.
Figure 3 shows the situation when the motor fastened to such front truck is disconnected. In Figure 3, when disconnection signal A of such front truck control part MR is output by such main control device, switching circuit 13 for '- 21814(~5 such front truck switches over to calculation circuit 52, and switching circuit 12 for such rear truck switches over to the neutral point.
A signal corresponding to front truck brake power command signal FF is then output from distribution means 10 during motor disconnection, added to rear truck brake power command signal FR at adder circuit 52, and this added brake power command signal FR'is output by such rear truck control part of such main control device.
On the other hand, rear truck brake power command signal FF is not output. Also, supplementary hydraulic calculation part 5 switches over to the calculation circuit to which are added diodes 108 to 110 and subtracters 106 and 107 as illustrated. This corresponds to mutually exchanging the parts corresponding to such front truck and such rear truck in the circuit shown in Figure 2, and since the operation is the same as in Figure 2, the remainder of the description is omitted.
Next, a second embodiment is described based on Figure 5. In this embodiment, slip prevention valves 73 to 76 are provided on such supplementary hydraulic brake power devices, allowing each axle to be controlled. In Figure 5, the parts of the brake control device of this embodiment are the same as Figure 1 between such brake power command apparatus and such supplementary hydraulic brake power calculation part, and need no further description.
This supplementary hydraulic brake power output part differs from such supplementary hydraulic brake power output part of Figure 1 in that slip prevention valves 73 to 76 are provided on the first axle through to the fourth axle, where are also provided command parts 65 to 68, signal selection parts 69 to 72, and pressure sensors 77 to 80, slip detection signals 111 to 114 are also input to signal selection parts 69 to 72 of each axle, and furthermore, in that brake power adjustment part 61 is provided with a first brake power distributor 62 and a second brake power distributor 63 for respectively distributing to each axle unit such supplementary hydraulic brake power command signals 36 and 37 of each axle unit.
Here, the first axle is the front axle of such front truck, the second axle is the rear axle of such front truck, the third axle is the front axle of such rear truck, and the fourth axle is the rear axle of such rear truck. Based on the direction of motion of the train, each brake power distributor 62 and 63 distributes, for example, 55% of such supplementary hydraulic brake power command signals 36 and 37 between such front axles of the train motion (such first axle and third axle in the illustrated example), and 45% to such rear axles (such second axle and fourth axle in the illustrated example), as shown in the Figure.
This makes it possible to make effective use of the grip force of the wheels on the axles towards the front of the train motion, since these are more heavily loaded during braking. Of course, the distribution of such supplementary hydraulic brake power command signals 36 and 37 to each axle by each brake power distributor 62 and 63 can be set appropriately, and an even 50:50 distribution is also possible.
~181405 High-level priority circuit 64 selects a high-priority signal from such individual supplementary hydraulic brake power command signals 86 to 89 that are distributed to the axle units, and outputs it as supplementary hydraulic brake power command signal 38. The subsequent operations are the same as the truck-unit brake power control in Figure 1, and their description is omitted.
In this way, when supplementary hydraulic brake power control is performed in axle units, it is possible to achieve better control performance. Also, by providing brake power distributors 62 and 63, it becomes possible to control the brake power of axle units based on such supplementary hydraulic brake power command signals 36 and 37 of truck units.
Next, a third embodiment is described based on Figures 6 and 7. This is an embodiment wherein such electrical brake power and supplementary hydraulic brake power are used in the control of each axle.
In Figure 6, the configuration beyond such supplementary hydraulic brake power adjustment part of this embodiment is the same as the configuration beyond such brake power distributors 62 and 63 (brake power distributors 62 and 63 are not required) in the embodiment illustrated in Figure 5, and their description is omitted. Figure 6 differs from Figure 1 and Figure 2 in that main control device 124 controls the motors by motor units (M1 to M4) provided on each axle, in that switching apparatus 125 to 128, calculation circuits 129 to 132, and subtracters 135 to 138 are provided in axle units, in that first command -distributor 121 and second command distributor 122 are provided to distribute such brake power command signals FF
and FR of truck units to axle units, in that the output terminals to the axle units are provided on distribution means during motor disconnection 120, and in that such calculation circuit during delayed action control of supplementary hydraulic brake power calculation part 134 is also made to correspond to axle units.
First command distributor 121 distributes such front truck brake power command signal FF to the first axle and second axle, and second command distributor 122 distributes the rear truck brake power command signal FR to the third axle and fourth axle. First command distributor 121 and second command distributor 122 correspond to brake power distributors 62 and 63 of Figure 5 and, as shown in Figure 7, based on the direction of motion of the train, it distributes, for example, 55% of the brake power command signals Fp and FR between the front axles of the train motion (the first and third axles), and 45% to the rear axles (the second and fourth axles). Of course, the distribution to each axle can be set appropriately and an even 50:50 distribution is also possible.
In the case of uniform control, the brake power command signals Fl through F4 for the first through fourth axle units that are output from such first command distributor 121 and second command distributor 122 are input to such first through fourth axle control parts M1 through M4 of the axle units of main control device 124, the electrical brake of the axle units is generated at these first through fourth axle control parts M1 through M4. Each of the differences between the equivalent first axle through fourth axle brake power signals Gl through G4 and such brake power command signals F
through F4 of the first axle through the fourth axle are calculated at supplementary hydraulic brake power calculation part 134 (this circuit is not illustrated as it is the same as in Figure 1), and are output as individual supplementary hydraulic brake power signals 145 through 148 of such axle units. The subsequent operations are the same as in Figure 5 and their description is thus omitted. In this way, the electric brake power is also controlled in axle units and it is possible to achieve better control performance.
In the case of delayed-action control, taking as an example the case where the motor of the fourth axle is disconnected, the illustrated situation arises wherein such switching apparatus 125 through 127 of the first axle through the third axle are switched over to the adder circuits 129 through 131 and the switching apparatus 128 of the fourth axle is switched over to the neutral point.
Distribution means during motor disconnection 120 distributes to each axle a signal corresponding to such brake power command signal F4 of the fourth axle according to the ratios of the brake power command signals of the first axle through the third axle (load response signal ratio x distribution ratio), these outputs are respectively added to the brake power command signals Fl through F3 of the first axle through the third axle, and such added brake power command signals Fl' through F3' are output to first axle through third axle control parts M1 through M3 of main control device 124.
On the other hand, such brake power command signal F4 for the fourth axle is not output. Also, supplementary hydraulic calculation part 134 switches over to the calculation circuit to which is added subtracters 139 through 144, adder circuit 133 and diodes, as illustrated. Then, as in the case of the circuit of Figure 2, in the case where each electrical brake power of the first axle through third axle control parts does not provide the brake power required by each axle and are also subjected to part of the brake power required by the fourth axle, subtracter 138 outputs F4 -[(G1+G2+G3)-(F1+F2+F3)], which is obtained by subtracting the total loads of each axle (G1+G2+G3)-(Fl+F2+F3) added by adder circuit 133 from the brake power command signal F4 for the fourth axle, as the individual supplementary hydraulic brake power command signal 148 for the rear truck.
Note that the disconnection of motors on other axles is handled in the same way, and the description of these cases is thus omitted. In this way, it is possible to control the electric power in axle units even when a motor is disconnected, and the electric brake power is effectively used.
As stated above, in a brake control device according to the present invention, only the high-level signal of such individual supplementary hydraulic brake signals based on such electrical brake power signals of each axle or truck unit is input to the electro-hydraulic convertor part, which outputs supplementary hydraulic brake power directly to such high-level brake cylinders and which performs reduced pressure adjustment of such hydraulic brake power according to such low-level individual supplementary hydraulic brake signals at such slip prevention valves in outputting to such low-level brake cylinders. Accordingly, it is possible to share the brake system equipment from such electro-hydraulic convertor part up to such slip prevention valves and thereby allow such supplementary hydraulic brake power to be controlled in axle or truck units with the same simple configuration as existing cars.
In this way, it becomes possible to control the brake power of truck units or axle units without suffering increases in the number of components or the amount of maintenance, or losses in reliability.
Also, as stated above, in a brake control device according to the present invention, since individual supplementary hydraulic brake signals based on the electrical brake power signals of truck units are output distributed among such individual supplementary hydraulic brake signals of axle units by the distributor part, even in a railroad car that is controlled in units of motor groups fastened to trucks, it is possible to control such supplementary hydraulic brake power in axle units.
Further, as stated above, in a brake control device according to the present invention, since the output of such load response signals, the electrical brake power and such supplementary hydraulic brake power are applied in truck units, it is possible to make effective use of the grip of trucks with high-level loading, and it is possible to reduce the occurrence of slip in trucks with low-level loading.
Additionally, as stated above, in a brake control device according to the present invention, since the distributed output of load response signals, such electrical brake power and such supplementary hydraulic brake power are applied in axle units, it is possible to make even greater use of grip and to further reduce the occurrence of slip.
Also, as stated above, in a brake control device according to the present invention, when a motor and/or group of motors of any control unit become faulty, such brake power command signal of the faulty control unit is incorporated in such brake power command signals of such r~r-;n;ng control units and the part obtained by subtracting this electrical brake power load part from such brake power command signal is output as such individual supplementary hydraulic brake power command signal of the faulty control unit. Thus, even if a motor and/or group of motors becomes faulty, it is still possible to control the brakes of axle or truck units and it is possible to make effective use of such electrical brake power.
In addition, as stated above, in a brake control device according to the present invention, since it is provided with a selection part for slip detection signal priority signals, it rapidly causes wheels that slip to re-grip.
Also, as stated above, in a brake control device according to the present invention, since a high-level priority part for ordinary hydraulic brake power and emergency hydraulic brake power based on the supplementary hydraulic brake power command signals is provided, such hydraulic brake system can be made equivalent to a conventional system and it is possible to control such brake power and slip prevention of truck units and/or axle units without the need for extensive design modifications or rebuilding. Also, such slip prevention valves can be used in conjunction with the emergency brake system and the equipment can be made smaller without reducing reliability.
While a presently preferred and a number of alternative embodiments of the present invention has been described in detail above, it should be understood that various other adaptations and/or modifications of the invention can be made by those persons who are particularly skilled in the railroad art related to braking systems without departing from either the spirit of the invention or the scope of the appended claims .
Claims (23)
1. A brake control device for railroad cars, having a brake power command part which outputs a brake power command signal by incorporating a load response signal from a load response part into a brake command, a main control device wherein electrical brake power is generated based on such brake power command signal, a supplementary fluid brake power control part which outputs a supplementary fluid brake power command signal by calculating the deficit of such actual electrical brake power with respect to such brake power command signal and a supplementary fluid brake device to which is input such supplementary fluid brake power command signal, wherein such main control device controls motors in units of each axle or each truck and such supplementary fluid brake device has an electro-fluidic convertor part which outputs fluid brake power based on such supplementary fluid brake power command signal and slip prevention valves provided on at least one of each axle and each truck, which control braking by switching fluid from such electro-fluidic convertor part that is supplied to such brake cylinder based on a wheel slip detection signal between 3 positions:
release, hold and flow-through, characterized in that such supplementary fluid brake power control part has a supplementary fluid brake power calculation part which calculates a deficit of such actual electrical brake power signal in at least one of units of axles and trucks, which is fed back in units of axles and trucks by such main control device with respect to a brake power command signal distributed in at least one of axle and truck units and which outputs individual supplementary fluid brake power command signals and a supplementary fluid brake power adjustment part which outputs a supplementary fluid brake power command signal to such electro-fluidic convertor part based on this individual supplementary fluid brake power command signal, and which controls said supplementary fluid brake power of at least one of said each axle and each truck by outputting electrical command signals to such slip prevention valves, and in that said supplementary fluid brake power adjustment part has a high-level priority part that selects a high-level signal from such individual supplementary fluid brake power command signals and outputs it to such electro-fluidic convertor part as a supplementary fluid brake power command signal, and a command part which outputs to such slip prevention valves as an electrical command signal such excess deficit difference between such feedback signal that is converted from pneumatic to electrical form from such brake cylinder pressure of said at least one of each truck and each axle, and such individual supplementary fluid brake power command signals corresponding to such signal.
release, hold and flow-through, characterized in that such supplementary fluid brake power control part has a supplementary fluid brake power calculation part which calculates a deficit of such actual electrical brake power signal in at least one of units of axles and trucks, which is fed back in units of axles and trucks by such main control device with respect to a brake power command signal distributed in at least one of axle and truck units and which outputs individual supplementary fluid brake power command signals and a supplementary fluid brake power adjustment part which outputs a supplementary fluid brake power command signal to such electro-fluidic convertor part based on this individual supplementary fluid brake power command signal, and which controls said supplementary fluid brake power of at least one of said each axle and each truck by outputting electrical command signals to such slip prevention valves, and in that said supplementary fluid brake power adjustment part has a high-level priority part that selects a high-level signal from such individual supplementary fluid brake power command signals and outputs it to such electro-fluidic convertor part as a supplementary fluid brake power command signal, and a command part which outputs to such slip prevention valves as an electrical command signal such excess deficit difference between such feedback signal that is converted from pneumatic to electrical form from such brake cylinder pressure of said at least one of each truck and each axle, and such individual supplementary fluid brake power command signals corresponding to such signal.
2. An improved brake system for a railway car truck unit, said brake system comprising:
(a) a brake command device disposed on at least one driven railway car located in a train consist for transmitting a brake command output signal;
(b) a brake power command unit disposed on such railway car connected to receive said brake command output signal from said brake command device for generating and transmitting output signals representative of a brake power command signal to respective truck units;
(c) a main control device disposed on such railway car and connected to receive said brake power command signal from each said respective truck for generating an electrical brake power signal and communicating said electrical power brake signal to at least one motor disposed on said respective truck units;
(d) a supplementary fluid brake power control unit disposed on such railway car which includes a supplementary fluid brake power calculation unit connected to receive said brake power command signals and said electrical brake power signal in said respective truck units for generating and communicating individual supplementary fluid brake power command signals by calculating a deficit of said electrical brake power signal with respect to said brake power command signal for each said respective truck;
(e) said supplementary fluid brake power control unit disposed on such railway car further includes a supplementary fluid brake power adjustment unit which includes a high-level priority unit connected to receive said individual supplementary fluid brake power command signals for selecting a high level signal from said individual supplementary fluid brake power command signals and communicating said high level signal as a supplementary fluid brake power command signal;
(f) a supplementary fluid brake device disposed on such railway car, said supplementary fluid brake device includes an electro-fluidic converter unit connected to receive said supplementary fluid brake power command signal for generating fluid pressure brake power; and (g) said supplementary fluid brake device further includes slip prevention valves operatively associated with each truck connected to receive said electrical command signals and said fluid brake power for controlling braking by switching said fluid pressure to brake cylinders based on a wheel slip detection signal which indicates one of release, hold and flow-through.
(a) a brake command device disposed on at least one driven railway car located in a train consist for transmitting a brake command output signal;
(b) a brake power command unit disposed on such railway car connected to receive said brake command output signal from said brake command device for generating and transmitting output signals representative of a brake power command signal to respective truck units;
(c) a main control device disposed on such railway car and connected to receive said brake power command signal from each said respective truck for generating an electrical brake power signal and communicating said electrical power brake signal to at least one motor disposed on said respective truck units;
(d) a supplementary fluid brake power control unit disposed on such railway car which includes a supplementary fluid brake power calculation unit connected to receive said brake power command signals and said electrical brake power signal in said respective truck units for generating and communicating individual supplementary fluid brake power command signals by calculating a deficit of said electrical brake power signal with respect to said brake power command signal for each said respective truck;
(e) said supplementary fluid brake power control unit disposed on such railway car further includes a supplementary fluid brake power adjustment unit which includes a high-level priority unit connected to receive said individual supplementary fluid brake power command signals for selecting a high level signal from said individual supplementary fluid brake power command signals and communicating said high level signal as a supplementary fluid brake power command signal;
(f) a supplementary fluid brake device disposed on such railway car, said supplementary fluid brake device includes an electro-fluidic converter unit connected to receive said supplementary fluid brake power command signal for generating fluid pressure brake power; and (g) said supplementary fluid brake device further includes slip prevention valves operatively associated with each truck connected to receive said electrical command signals and said fluid brake power for controlling braking by switching said fluid pressure to brake cylinders based on a wheel slip detection signal which indicates one of release, hold and flow-through.
3. An improved brake system for a railway car truck unit, according to claim 2, wherein said brake system further includes a load response unit disposed on each truck of such railway car and connected for supplying a signal representative of a load on said respective truck unit to said brake power command unit thereby enabling said brake power command unit to incorporate said respective truck load response signal and said brake command output signal from said brake command device into said brake power command signal.
4. An improved brake system for a railway car truck unit, according to claim 2, wherein said supplementary fluid brake device further includes a pressure sensor for each respective truck connected to receive brake cylinder pressure and convert said brake cylinder pressure to an electrical signal and communicate said electrical signal as a feedback signal to said command portion of said supplementary fluid brake power adjustment part.
5. An improved brake system for a railway car truck unit, according to claim 4, wherein said supplementary fluid brake power adjustment unit has individual command portions for each said respective truck connected to receive said individual supplementary fluid brake power command signal and said feedback control signal from said pressure sensor for generating and communicating an electrical command signal based on such excess deficit difference between said feedback signal and said individual supplementary fluid brake power command signal for each said respective truck.
6. An improved brake system for a railway car truck unit, according to claim 3, wherein brake power command unit includes a brake power command apparatus for each respective truck connected to receive said brake command output signal and said respective load response signal for generating and communicating a respective truck brake power command signal.
7. An improved brake system for a railway car truck unit, according to claim 3, wherein brake power command unit further includes distribution means for disconnection periods connected to receive said brake command output signal, said respective load response signal and a disconnection signal of said main control device for generating and communicating a composite signal.
8. An improved brake system for a railway car truck unit, according to claim 7, wherein said brake power command unit further includes addition units connected to receive said composite signal from said distribution means for disconnection periods and output signals from each respective truck brake power command apparatus for mathematically combining these signals and communicating a sum as an output signal.
9. An improved brake system for a railway car truck unit, according to claim 8, wherein said brake power command unit further includes switching apparatus connected to receive respective output signals from said addition unit, said output signals from each respective truck brake power command apparatus and said disconnection signal from said main control device for switching between one of input from said addition unit and said brake power command signal according to delayed action control during disconnection periods and uniform control at other times.
10. An improved brake system for a railway car truck unit, according to claim 8, wherein said brake power command unit further includes at least one low level priority unit and at least one truck limiter device connected to receive signals from said switching apparatus and maximum grip force equivalent signals from each respective truck unit for communicating an output signal to said main control device.
11. An improved brake system for a railway car truck unit, according to claim 4, wherein said supplementary fluid brake power adjustment unit further includes a signal selection unit for each said respective truck unit connected to receive said supplementary fluid brake power command signal, said feedback signal from said pressure sensors and a slip detect signal for generating and communicating an output signal for controlling said slip prevention valves.
12. An improved brake system for a railway car truck unit, according to claim 4, wherein said supplementary fluid brake device further includes a high level priority unit in a duplex nonrerturn valve connected to receive fluid brake power and output from emergency electromagnetic valve for outputing high levels of emergency brake power to said slip prevention valves during emergency braking.
13. An improved brake system for each individual axle unit of a railway car truck unit, said brake system comprising:
(a) a brake command device disposed on at least one driven railway car located in a train consist for transmitting a brake command output signal;
(b) a brake power command unit disposed on such railway car connected to receive said brake command output signal from said brake command device for generating and transmitting output signals representative of a brake power command signal to respective axles;
(c) a main control device disposed on such railway car and connected to receive said brake power command signals in axle units for generating electrical brake power and communicating said electrical brake power to motors disposed on said respective axle units;
(d) a supplementary fluid brake power control unit disposed on such railway car which includes a supplementary fluid brake power calculation unit connected to receive said brake power command signals in axle units and said electrical brake power in axle units for generating and communicating individual supplementary fluid pressure brake power command signals by calculating a deficit of said electrical brake power with respect to said brake power command signal for each respective axle;
(e) a supplementary fluid brake power adjustment unit disposed in said supplementary fluid brake power control unit which includes a high-level priority unit connected to receive said individual supplementary fluid brake power command signals for each axle for selecting a high level signal from said individual supplementary fluid brake power command signals and communicating said high level signal as a supplementary fluid brake power command signal;
(f) a supplementary fluid brake device disposed on each railway car, said supplementary fluid brake device includes an electro-fluidic converter unit connected to receive said supplementary fluid brake power command signals for generating fluid pressure brake power; and (g) said supplementary fluid brake device further includes slip prevention valves operatively associated with each axle connected to receive said electrical command signals from said each axle and said fluid brake power for controlling braking by switching said fluid pressure to brake cylinders based on a wheel slip detection signal which indicates one of release, hold and flow-through.
(a) a brake command device disposed on at least one driven railway car located in a train consist for transmitting a brake command output signal;
(b) a brake power command unit disposed on such railway car connected to receive said brake command output signal from said brake command device for generating and transmitting output signals representative of a brake power command signal to respective axles;
(c) a main control device disposed on such railway car and connected to receive said brake power command signals in axle units for generating electrical brake power and communicating said electrical brake power to motors disposed on said respective axle units;
(d) a supplementary fluid brake power control unit disposed on such railway car which includes a supplementary fluid brake power calculation unit connected to receive said brake power command signals in axle units and said electrical brake power in axle units for generating and communicating individual supplementary fluid pressure brake power command signals by calculating a deficit of said electrical brake power with respect to said brake power command signal for each respective axle;
(e) a supplementary fluid brake power adjustment unit disposed in said supplementary fluid brake power control unit which includes a high-level priority unit connected to receive said individual supplementary fluid brake power command signals for each axle for selecting a high level signal from said individual supplementary fluid brake power command signals and communicating said high level signal as a supplementary fluid brake power command signal;
(f) a supplementary fluid brake device disposed on each railway car, said supplementary fluid brake device includes an electro-fluidic converter unit connected to receive said supplementary fluid brake power command signals for generating fluid pressure brake power; and (g) said supplementary fluid brake device further includes slip prevention valves operatively associated with each axle connected to receive said electrical command signals from said each axle and said fluid brake power for controlling braking by switching said fluid pressure to brake cylinders based on a wheel slip detection signal which indicates one of release, hold and flow-through.
14. An improved brake system for each individual axle of a railway car truck unit, according to claim 13, wherein said brake system further includes a load response unit disposed on each truck of such railway car and connected for supplying a signal representative of a respective a truck load to said brake power command unit to enable said brake power command unit to incorporate said respective truck load response signal and said brake command output signal from said brake command device into said brake power command signal.
15. An improved brake system for each individual axle on a railway car truck unit, according to claim 13, wherein said supplementary fluid brake device further includes a pressure sensor for each respective axle connected to receive brake cylinder pressure and convert said brake cylinder pressure to an electrical signal and communicate said electrical signal as a feedback signal to said command portion of said supplementary fluid brake power adjustment part.
16. An improved brake system for each individual axle on a railway car truck unit, according to claim 15, wherein said supplementary fluid brake power adjustment unit includes individual command portions for each said respective axle connected to receive said individual supplementary fluid brake power command signal for each said axle and said feedback control signal from said pressure sensor for generating and communicating an electrical command signal based on such excess deficit difference between said feedback signal and said individual supplementary fluid brake power command signal for each said respective axle.
17. An improved brake system for each individual axle on a railway car truck unit, according to claim 14, wherein said brake power command unit includes a brake power command apparatus for each respective truck connected to receive said brake command output signal and said respective load response signal for generating and communicating a respective truck brake power command signal.
18. An improved brake system for each individual axle on a railway car truck unit, according to claim 17, wherein said brake power command unit further includes a command distribution unit for each truck connected to receive said brake power command signal from each respective said truck brake power command apparatus for generating and communicating brake power command signals for each said axle.
19. An improved brake system for each individual axle on a railway car truck unit, according to claim 18, wherein said brake power command unit further includes distribution means for disconnection periods connected to receive said brake command output signal, said respective load response signal and a disconnection signal of said main control device for generating and communicating a composite signal for each said axle.
20. An improved brake system for each individual axle on a railway car truck unit, according to claim 19, wherein said brake power command unit further includes addition units connected to receive said composite signal from said distribution means for disconnection periods and output signals from each said brake power command apparatus for each said respective axle for mathematically combining these signals and communicating a sum as an output signal.
21. An improved brake system for each individual axle on a railway car truck unit, according to claim 20, wherein said brake power command unit further includes switching apparatus connected to receive respective output signals from said addition unit, said output signal from each said brake power command apparatus for each said respective axle and said disconnection signal from said main control device for switching between one of input from said addition unit and said brake power command signal according to delayed action control during disconnection periods and uniform control at other times.
22. An improved brake system for each individual axle on a railway car truck unit, according to claim 15, wherein said supplementary fluid brake power adjustment unit further includes a signal selection unit for each said respective axle connected to receive said supplementary fluid brake power command signal, said feedback signal from said pressure sensors and slip detect signal for said each axle for communicating a signal to control said slip prevention valves in axle units.
23. An improved brake system for each individual axle on a railway car truck unit, according to claim 14, wherein said supplementary fluid brake device further includes a high level priority unit in a duplex nonrerturn valve connected to receive fluid pressure brake power and output from an emergency electromagnetic valve for outputing high levels of emergency brake power to said slip prevention valves during emergency braking.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA002181405A CA2181405A1 (en) | 1996-07-17 | 1996-07-17 | A brake control device for railroad cars |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA002181405A CA2181405A1 (en) | 1996-07-17 | 1996-07-17 | A brake control device for railroad cars |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2181405A1 true CA2181405A1 (en) | 1998-01-18 |
Family
ID=4158624
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002181405A Abandoned CA2181405A1 (en) | 1996-07-17 | 1996-07-17 | A brake control device for railroad cars |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA2181405A1 (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0958980A3 (en) * | 1998-05-19 | 2002-12-18 | SAB WABCO S.p.A. | A braking system for a railway or tramway vehicle |
| CN113968205A (en) * | 2021-12-01 | 2022-01-25 | 吉林大学 | Composite braking fault-tolerant control method based on multi-axis electrically driven vehicle and vehicle |
| CN114604210A (en) * | 2022-03-11 | 2022-06-10 | 中车株洲电力机车有限公司 | Double-heading vehicle and braking force control method suitable for double-heading operation of urban rail vehicle |
-
1996
- 1996-07-17 CA CA002181405A patent/CA2181405A1/en not_active Abandoned
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0958980A3 (en) * | 1998-05-19 | 2002-12-18 | SAB WABCO S.p.A. | A braking system for a railway or tramway vehicle |
| CN113968205A (en) * | 2021-12-01 | 2022-01-25 | 吉林大学 | Composite braking fault-tolerant control method based on multi-axis electrically driven vehicle and vehicle |
| CN113968205B (en) * | 2021-12-01 | 2024-05-28 | 吉林大学 | Multi-shaft electric drive vehicle-based compound brake fault-tolerant control method and vehicle |
| CN114604210A (en) * | 2022-03-11 | 2022-06-10 | 中车株洲电力机车有限公司 | Double-heading vehicle and braking force control method suitable for double-heading operation of urban rail vehicle |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| EEER | Examination request | ||
| FZDE | Discontinued |