CN1740765A

CN1740765A - Maintenance timing detection mechanism of brake controlling device for railway vehicle

Info

Publication number: CN1740765A
Application number: CNA2005100627095A
Authority: CN
Inventors: 赤松修; 野末幸保; 森慎二; 山中雅民
Original assignee: Nabtesco Corp
Current assignee: Nabtesco Corp
Priority date: 2004-03-30
Filing date: 2005-03-30
Publication date: 2006-03-01
Anticipated expiration: 2025-03-30
Also published as: CN100453998C; JP2005280516A; TW200602221A; KR20060044900A; TWI273059B

Abstract

To improve detection accuracy of maintenance timing by restraining detection error of the maintenance timing according to actuation environment and conditions at the time of actuating a brake. This mechanism comprises a first brake cylinder pressure detector 19a detecting first brake cylinder pressure of a first brake cylinder 7a, a second brake cylinder detector 19b detecting second brake cylinder pressure of a second brake cylinder 7b, and a judging part 34a, into which signals detected by the first brake cylinder pressure detector 19a and the second brake cylinder pressure detector 19b are inputted. The judging part 34a detects the maintenance timing and transmits maintenance signals based on the signals detected by the first brake cylinder pressure detector 19a and the second brake cylinder pressure detector 19b when a condition that pressure difference between both of the brake cylinder pressures is beyond a predetermined value occurs predetermined times.

Description

The maintenance timing detection mechanism of brake controlling device for railway vehicle

Technical field

The present invention relates to a kind of maintenance timing detection mechanism of the brake controlling device for railway vehicle that in brake controlling device for railway vehicle, the maintenance timing of brake controlling device for railway vehicle is detected, described brake controlling device for railway vehicle is controlled the brake-cylinder pressure that is produced by the working fluid that feeds to each checking cylinder (particularly pressurized air), and described each checking cylinder is given damping force to each axletree of rolling stock respectively.

Background technology

In the past, in rolling stock, use the brake controlling device for railway vehicle to being controlled by the brake-cylinder pressure that pressurized air produced that feeds to each checking cylinder, described each checking cylinder is given damping force to each axletree respectively.As this brake controlling device for railway vehicle, the known device (with reference to Patent Document 1) that the maintenance timing detection mechanism that has the brake controlling device for railway vehicle that its maintenance timing is detected is arranged.The maintenance timing detection mechanism of the brake controlling device for railway vehicle of being put down in writing in the Patent Document 1 detects maintenance timing by following manner: the response characteristic (pressure rise time) with predefined brake-cylinder pressure is a reference value as good response characteristic, pressure rise time and this reference value of the brake-cylinder pressure the when detent of reality is worked compare, and detect maintenance timing thus.

[Patent Document] spy opens 2000-272501 communique (the 6th page, Fig. 5-Fig. 6)

But, the maintenance timing detection mechanism of being put down in writing in the above-mentioned Patent Document 1, be to compare pressure rise time of the brake-cylinder pressure by with the work of the detent of reality the time to detect, so there is the problem of working environment when not considering rightly to work, influence that condition produced by the detent of reality with predefined reference value.As predefined reference value, for example consider to utilize the brake-cylinder pressure of measuring in advance, but the state identical situation of the state during this reference value of little mensuration when working with actual detent.That is, working environment under the state of little mensuration reference value or condition (are used to supply with the pressure of compressed-air actuated air source or the change of temperature; By based on electric braking instruction and the change of the state of the air command signal that air pressure caused of change, described electric braking instruction is that the operation according to the driver produces; The difference of the axletree speed that is braked; Deng) working environment during with actual detent work or the situation of term harmonization.In addition, because the capacity and the capacity from air source to the pipeline between the checking cylinder of checking cylinder is bigger, so also become bigger easily by the influence that change produced of the temperature of institute's compressed and supplied air etc.Therefore, working environment when working or condition according to detent, the detection error of maintenance timing becomes bigger easily under the situation about having, although also be in operable state of foot rather than maintenance timing sometimes, also can judge into maintenance timing (detecting maintenance timing).For example, because the pressure of air source is not certain all the time, so even be under the normal condition of non-maintenance timing, if the pressure difference of air source, the pressure rise time of the brake-cylinder pressure during detent work also can be different with predefined reference value.Like this, if according to the detection of relatively carrying out maintenance timing of predefined reference value, then have the lower problem of reliability of accuracy of detection.

Summary of the invention

The present invention makes in view of above-mentioned actual conditions, its purpose is in the maintenance timing detection mechanism of brake controlling device for railway vehicle, working environment when inhibition is worked by detent or the maintenance timing that condition caused detect error, improve the precision that maintenance timing detects.

In order to reach aforementioned purpose, the maintenance timing detection mechanism of the brake controlling device for railway vehicle of the 1st scheme of the present invention, it is the maintenance timing detection mechanism of the brake controlling device for railway vehicle that in brake controlling device for railway vehicle, the maintenance timing of brake controlling device for railway vehicle detected, described brake controlling device for railway vehicle is to being controlled by the brake-cylinder pressure that working fluid produced that feeds to each checking cylinder, described each checking cylinder is given damping force to each axletree of rolling stock respectively, it is characterized in that, have: the 1st brake-cylinder pressure detecting device, detect the 1st brake-cylinder pressure of the 1st checking cylinder; The 2nd brake-cylinder pressure detecting device detects the 2nd brake-cylinder pressure of the 2nd checking cylinder; Judging part is transfused to the detection signal of aforementioned the 1st brake-cylinder pressure detecting device and aforementioned the 2nd brake-cylinder pressure detecting device; Aforementioned judging part, based on the detection signal of aforementioned the 1st brake-cylinder pressure detecting device and the detection signal of aforementioned the 2nd brake-cylinder pressure detecting device, be in the pressure differential of aforementioned the 1st brake-cylinder pressure and aforementioned the 2nd brake-cylinder pressure that this state has taken place in the predefined number of times outside the scope of predefined setting, be in that this state has taken place in the predefined number of times outside the scope of predefined setting the mistiming of the pressure rise time of perhaps aforementioned the 1st brake-cylinder pressure and the pressure rise time of aforementioned the 2nd brake-cylinder pressure, detect to maintenance timing and export maintenance signal.

According to this formation, detect maintenance timing based on the pressure differential of the 1st brake-cylinder pressure and the 2nd brake-cylinder pressure or based on the mistiming of pressure rise time of pressure rise time of the 1st brake-cylinder pressure and the 2nd brake-cylinder pressure, so the working environment detent work can be reduced in the mode of offsetting the time or the influence that change was caused of condition.Therefore, in the maintenance timing detection mechanism of brake controlling device for railway vehicle, can suppress the working environment when working or the detection error of the maintenance timing that condition caused, thereby can improve the accuracy of detection of maintenance timing by detent.

In order to reach aforementioned purpose, the maintenance timing detection mechanism of the brake controlling device for railway vehicle of the 2nd scheme of the present invention, it is the maintenance timing detection mechanism of the brake controlling device for railway vehicle that in brake controlling device for railway vehicle, the maintenance timing of aforementioned brake controlling device for railway vehicle detected, described brake controlling device for railway vehicle is to being controlled by the brake-cylinder pressure that pressurized air produced that feeds to each checking cylinder, and have: electric empty cross-over valve, send the air command signal that produces by air pressure, described air pressure changes based on the electric braking instruction that the operation according to the driver produces; Relay valve changes aforementioned brake-cylinder pressure based on aforementioned air command signal; Described each checking cylinder is given damping force to each axletree of rolling stock respectively, it is characterized in that, has: the 1st air command pressure detecting device, detect the 1st air command pressure of the 1st air command signal of the 1st electric empty cross-over valve; The 2nd air command pressure detecting device detects the 2nd air command pressure of the 2nd air command signal of the 2nd electric empty cross-over valve; Judging part is transfused to the detection signal of aforementioned the 1st air command pressure detecting device and aforementioned the 2nd air command pressure detecting device; Aforementioned judging part, based on the detection signal of aforementioned the 1st air command pressure detecting device and the detection signal of aforementioned the 2nd air command pressure detecting device, be in the pressure differential of aforementioned the 1st air command pressure and aforementioned the 2nd air command pressure that this state has taken place in the predefined number of times outside the scope of predefined setting, be in that this state has taken place in the predefined number of times outside the scope of predefined setting the mistiming of the pressure rise time of the pressure rise time of perhaps aforementioned the 1st air command pressure and aforementioned the 2nd air command pressure, detect to maintenance timing and export maintenance signal.

According to this formation, detect maintenance timing based on the pressure differential of the 1st air command pressure and the 2nd air command pressure or based on the mistiming of pressure rise time of pressure rise time of the 1st air command pressure and the 2nd air command pressure, so the working environment detent work can be reduced in the mode of offsetting the time or the influence that change was caused of condition.Therefore, in the maintenance timing detection mechanism of brake controlling device for railway vehicle, can suppress the working environment when working or the detection error of the maintenance timing that condition caused, thereby can improve the accuracy of detection of maintenance timing by detent.

In order to reach aforementioned purpose, the maintenance timing detection mechanism of the brake controlling device for railway vehicle of the 3rd scheme of the present invention, it is the maintenance timing detection mechanism of the brake controlling device for railway vehicle that in brake controlling device for railway vehicle, the maintenance timing of aforementioned brake controlling device for railway vehicle detected, described brake controlling device for railway vehicle is to being controlled by the brake-cylinder pressure that pressurized air produced that feeds to each checking cylinder, and have: electric empty cross-over valve, send the air command signal that produces by air pressure, described air pressure changes based on the electric braking instruction that the operation according to the driver produces; Relay valve changes aforementioned brake-cylinder pressure based on aforementioned air command signal; Described each checking cylinder is given damping force to each axletree of rolling stock respectively, it is characterized in that, has: the 1st air command pressure detecting device, detect the 1st air command pressure of the 1st air command signal of the 1st electric empty cross-over valve; The 2nd air command pressure detecting device detects the 2nd air command pressure of the 2nd air command signal of the 2nd electric empty cross-over valve; The 1st brake-cylinder pressure detecting device detects the 1st brake-cylinder pressure of the 1st checking cylinder; The 2nd brake-cylinder pressure detecting device detects the 2nd brake-cylinder pressure of the 2nd checking cylinder; Judging part is transfused to each detection signal of aforementioned the 1st air command pressure detecting device, aforementioned the 2nd air command pressure detecting device, aforementioned the 1st brake-cylinder pressure detecting device and aforementioned the 2nd brake-cylinder pressure detecting device; Aforementioned judging part, the pressure differential of calculating aforementioned the 1st air command pressure and aforementioned the 1st brake-cylinder pressure is that the pressure differential of the 1st pressure reduction and aforementioned the 2nd air command pressure and aforementioned the 2nd brake-cylinder pressure is the 2nd pressure reduction, be in the difference of aforementioned the 1st pressure reduction and aforementioned the 2nd pressure reduction that this state has taken place in the predefined number of times outside the scope of predefined setting, detect to maintenance timing and send maintenance signal.

According to this formation, based on the pressure differential of the 1st air command pressure and the 1st brake-cylinder pressure promptly the 1st pressure reduction and the 2nd air command pressure and the 2nd brake-cylinder pressure pressure differential promptly the 2nd pressure reduction detect maintenance timing, so the working environment can reduce detent work in the mode of offsetting the time or the influence that change was caused of condition.Therefore, in the maintenance timing detection mechanism of brake controlling device for railway vehicle, can suppress the working environment when working or the detection error of the maintenance timing that condition caused, thereby can improve the accuracy of detection of maintenance timing by detent.

In order to reach aforementioned purpose, the maintenance timing detection mechanism of the brake controlling device for railway vehicle of the 4th scheme of the present invention, it is the maintenance timing detection mechanism of the brake controlling device for railway vehicle that in brake controlling device for railway vehicle, the maintenance timing of aforementioned brake controlling device for railway vehicle detected, described brake controlling device for railway vehicle is to being controlled by the brake-cylinder pressure that pressurized air produced that feeds to each checking cylinder, and have: electric empty cross-over valve, send the air command signal that produces by air pressure, described air pressure changes based on the electric braking instruction that the operation according to the driver produces; Relay valve changes aforementioned brake-cylinder pressure based on aforementioned air command signal; Described each checking cylinder is given damping force to each axletree of rolling stock respectively, it is characterized in that, has: the 1st air command pressure detecting device, detect the 1st air command pressure of the 1st air command signal of the 1st electric empty cross-over valve; The 1st brake-cylinder pressure detecting device detects the 1st brake-cylinder pressure of the 1st checking cylinder; Judging part is transfused to the detection signal of aforementioned the 1st air command pressure detecting device and aforementioned the 1st brake-cylinder pressure detecting device; Aforementioned judging part, based on the detection signal of aforementioned the 1st air command pressure detecting device and the detection signal of aforementioned the 1st brake-cylinder pressure detecting device, be in the pressure differential of aforementioned the 1st air command pressure and aforementioned the 1st brake-cylinder pressure that this state has taken place in the predefined number of times outside the scope of predefined setting, detect to maintenance timing and send maintenance signal.

Constitute according to this, detect maintenance timing, so the working environment can reduce detent work in the mode of offsetting the time or the influence that change was caused of condition based on the pressure differential of the 1st air command pressure and the 1st brake-cylinder pressure.Therefore, in the maintenance timing detection mechanism of brake controlling device for railway vehicle, can suppress the working environment when working or the detection error of the maintenance timing that condition caused, thereby can improve the accuracy of detection of maintenance timing by detent.

In order to reach aforementioned purpose, the maintenance timing detection mechanism of the brake controlling device for railway vehicle of the 5th scheme of the present invention, it is the maintenance timing detection mechanism of the brake controlling device for railway vehicle that in brake controlling device for railway vehicle, the maintenance timing of aforementioned brake controlling device for railway vehicle detected, described brake controlling device for railway vehicle is to being controlled by the brake-cylinder pressure that pressurized air produced that feeds to each checking cylinder, and have: electric empty cross-over valve, send the air command signal that produces by air pressure, described air pressure changes based on the electric braking instruction that the operation according to the driver produces; Relay valve changes aforementioned brake-cylinder pressure based on aforementioned air command signal; Described each checking cylinder is given damping force to each axletree of rolling stock respectively, it is characterized in that, has: the 1st air command pressure detecting device, detect the 1st air command pressure of the 1st air command signal of the 1st electric empty cross-over valve; Judging part is transfused to the detection signal of aforementioned the 1st air command pressure detecting device; Aforementioned judging part, detection signal based on aforementioned the 1st air command pressure detecting device, be in the pressure rise time of aforementioned the 1st air command pressure that this state has taken place in the predefined number of times outside the scope of predefined setting, detect to maintenance timing and send maintenance signal.

According to this formation, the pressure rise time based on the air command pressure of the empty cross-over valve of electricity is detected maintenance timing, and the capacity of the empty cross-over valve of common described electricity is compared with checking cylinder and is significantly reduced, so compare the working environment in the time of to reduce detent work or the influence that change caused of condition with the situation that detects maintenance timing based on the rise time of brake-cylinder pressure.Therefore, in the maintenance timing detection mechanism of brake controlling device for railway vehicle, can suppress the working environment when working or the detection error of the maintenance timing that condition caused, thereby can improve the accuracy of detection of maintenance timing by detent.

In order to reach aforementioned purpose, the maintenance timing detection mechanism of the brake controlling device for railway vehicle of the 6th scheme of the present invention, it is the maintenance timing detection mechanism of the brake controlling device for railway vehicle that in brake controlling device for railway vehicle, the maintenance timing of aforementioned brake controlling device for railway vehicle detected, described brake controlling device for railway vehicle is to being controlled by the brake-cylinder pressure that pressurized air produced that feeds to each checking cylinder, and have: electric empty cross-over valve, send the air command signal that produces by air pressure, described air pressure changes based on the electric braking instruction that the operation according to the driver produces; Relay valve changes aforementioned brake-cylinder pressure based on aforementioned air command signal; Described each checking cylinder is given damping force to each axletree of rolling stock respectively, it is characterized in that, has: the 1st operation detection device, detect the work of the 1st electric empty cross-over valve; Judging part is transfused to the detection signal of aforementioned the 1st operation detection device; Aforementioned judging part, send from the instruction of aforementioned electric braking beginning to through in during before the predefined stipulated time, the detection signal of aforementioned the 1st operation detection device taken place in the predefined number of times, detect to maintenance timing and send maintenance signal.

Under the more situation of compressed-air actuated leakage, even make the temporary transient normalization of brake-cylinder pressure (after stable), owing to brake-cylinder pressure reduces easily, so electricity idle runningization valve is worked easily continually in the empty change-over valve operation of electricity.Therefore, constitute, detect maintenance timing, become many situations so can detect compressed-air actuated leakage, the influence of the working environment when not being vulnerable to detent work or the change of condition based on the frequency of operation of the empty cross-over valve of electricity according to this.Therefore, in the maintenance timing detection mechanism of brake controlling device for railway vehicle, can suppress the working environment when working or the detection error of the maintenance timing that condition caused, thereby can improve the accuracy of detection of maintenance timing by detent.

Description of drawings

Fig. 1 is the synoptic diagram of the part of illustration rolling stock, is the figure that the rolling stock to the maintenance timing detection mechanism of the brake controlling device for railway vehicle of using embodiment of the present invention describes with detent.

Fig. 2 is the block scheme that the rolling stock of being located at the rolling stock of Fig. 1 is represented in the lump with the brake system of detent and rolling stock.

Fig. 3 is the block scheme of the formation of illustration arrester control device shown in Figure 2.

Fig. 4 is the block scheme of the judging part in the maintenance timing detection mechanism shown in Figure 3, is the functional-block diagram of the judging part of the 1st embodiment.

Fig. 5 carries out illustrative process flow diagram to the treatment scheme of the maintenance timing detection mechanism of the judging part that has the 1st embodiment shown in Figure 4.

Fig. 6 carries out illustrative process flow diagram to the treatment scheme of the maintenance timing detection mechanism of the judging part that has the 1st embodiment shown in Figure 4.

Fig. 7 is the block scheme of the judging part in the maintenance timing detection mechanism shown in Figure 3, is the functional-block diagram of the judging part of the 2nd embodiment.

Fig. 8 is the block scheme of the judging part in the maintenance timing detection mechanism shown in Figure 3, is the functional-block diagram of the judging part of the 3rd embodiment.

Fig. 9 carries out illustrative process flow diagram to the treatment scheme of the maintenance timing detection mechanism of the judging part that has the 3rd embodiment shown in Figure 8.

Figure 10 is the block scheme of the judging part in the maintenance timing detection mechanism shown in Figure 3, is the functional-block diagram of the judging part of the 4th embodiment.

Figure 11 carries out illustrative process flow diagram to the treatment scheme of the maintenance timing detection mechanism of the judging part that has the 4th embodiment shown in Figure 10.

Figure 12 is the block scheme of the judging part in the maintenance timing detection mechanism shown in Figure 3, is the functional-block diagram of the judging part of the 5th embodiment.

Figure 13 carries out illustrative process flow diagram to the treatment scheme of the maintenance timing detection mechanism of the judging part that has the 5th embodiment shown in Figure 12.

Figure 14 is the block scheme of the judging part in the maintenance timing detection mechanism shown in Figure 3, is the functional-block diagram of the judging part of the 6th embodiment.

Figure 15 carries out illustrative process flow diagram to the treatment scheme of the maintenance timing detection mechanism of the judging part that has the 6th embodiment shown in Figure 14.

Embodiment

Below, describe being used to implement optimal way of the present invention with reference to accompanying drawing.Fig. 1 carries out illustrative synoptic diagram to the part of rolling stock 1, is the figure that the rolling stock to the maintenance timing detection mechanism of the brake controlling device for railway vehicle of using embodiment of the present invention describes with detent.As shown in Figure 1, the joint of one in the rolling stock 1 car body 2 is by 34 supportings of the underframe before and after being arranged on.Be respectively equipped with two axletrees 5 on underframe 34, (on the 5a～5d), (perpendicular to the both sides on the direction of paper) respectively are equipped with two wheels 6 in the left and right sides at each axletree 5.In addition, on underframe 34, be equipped with respectively that (5a～5d) gives each checking cylinder 7 (7a～7d) of damping force to each axletree 5.This checking cylinder 7 moves by the brake block that makes the brake block that contacts with wheel 6 or contact with disc on being installed in axletree 5 gives damping force to axletree 5.On each checking cylinder 7, being connected with respectively becomes the pressurized air pipe arrangement 8 of supply as the compressed-air actuated feed path of working fluid, by rise checking cylinder 7 work by the brake-cylinder pressure that is produced from these pressurized air supplying tubing 8 compressed and supplied air (working fluid).

In addition, on car body 2, be provided with the brake controlling device for railway vehicle 10 (hereinafter referred to as arrester control device 10) shown in the block scheme of Fig. 2.Arrester control device 10 is provided with accordingly with each underframe (3,4), to being controlled by the brake-cylinder pressure that is produced to each checking cylinder 7 compressed and supplied air.In addition, in Fig. 2, only show the arrester control device 10 that the brake-cylinder pressure of the checking cylinder (7a, 7b) of being located at a underframe (preceding underframe 3) is controlled.

On rolling stock 1, have the Pneumatic brake systems of electric instruction type, as shown in Figure 2, have: the emergency brake system 13 that the straight-through emergency brake system 12 that the electric braking that standby braking system is led directly in the service braking system 11 of the electric braking instruction of transmission service braking system, transmission instructs, the electric braking that transmits emergency brake system instruct.Arrester control device 10 can receive the electric braking instruction of each brake system via service braking system 11 and emergency brake system 13.In addition, straight-through emergency brake system 12 is connected with straight-through standby brak control unit 14.

In addition, on arrester control device 10, be connected with and supply with the compressed-air actuated air supplying tubing 15 that comes from not shown air source (compressor or gas-holder etc.).A plurality of arrester control devices 10 are connected on the same air supplying tubing 15 in parallel, and are provided with the pressurized air of identical virgin pressure (SR pressure).The pressurized air that supplies to arrester control device 10 supplies to each checking cylinder 7 (7a, 7b) via the pressurized air pipe arrangement 8 in downstream after the control of having passed through arrester control device 10, and produce brake-cylinder pressure.In addition, pressurized air pipe arrangement 8 is connected with each checking cylinder 7 (7a, 7b) respectively via each retaining valve 16 (16a, 16b).And, each pressurized air pipe arrangement 8 in the downstream of each arrester control device 10 corresponding respectively with preceding underframe 3 and back underframe 4, coupled together by the pipe arrangement 18 that becomes compressed-air actuated stream between two retaining valves 1616 corresponding with each arrester control device 10, this pipe arrangement 18 is connected with straight-through standby detent control module 14.Thus, pressurized air from arrester control device 10 and straight-through standby detent control module 14 via 16 on retaining valve to checking cylinder 7 one side flow.

In addition, on pressurized air pipe arrangement 8, between each checking cylinder 7 and each retaining valve 16, be connected with pressure detector 19 (19a, 19b) respectively thus, pressure detector 19a constitutes the brake-cylinder pressure detecting device 19a (the 1st brake-cylinder pressure detecting device) that the brake-cylinder pressure (the 1st brake-cylinder pressure) to checking cylinder 7a (the 1st checking cylinder) detects, and pressure detector 19b constitutes the brake-cylinder pressure detecting device 19b (the 2nd brake-cylinder pressure detecting device) that the brake-cylinder pressure (the 2nd brake-cylinder pressure) to checking cylinder 7b (the 2nd checking cylinder) detects.The detection signal of brake-cylinder pressure detecting device 19a and brake-cylinder pressure detecting device 19b is input to arrester control device 10.

In addition, the velocity conditions of each axletree 5 is transfused to (rate signal (2 shaft speed signal) of the rate signal of axletree 5a (1 shaft speed signal) and axletree 5b is transfused to) in arrester control device 10, arrester control device 10 can be controlled brake-cylinder pressure, to reach in the corresponding braking condition of velocity conditions of input.In addition, can communicate via valve net 20 between this arrester control device 10 and other arrester control devices 10 (can and corresponding to the arrester control device of other underframe between or communicate between the arrester control device corresponding to other car bodies).In addition, the electric power of arrester control device 10 is supplied with by electric power supply system 21.

Fig. 3 carries out illustrative block scheme to the formation of arrester control device 10.As shown in Figure 3, arrester control device 10 has: electric empty cross-over valve 22 (22a, 22b), relay valve 23 (23a, 23b) and control part 24 etc.For the maintenance timing detection mechanism 25 (hereinafter referred to as maintenance timing detection mechanism 25) of the brake controlling device for railway vehicle of present embodiment, be that example describes with situation about being applied in this arrester control device 10.

The empty cross-over valve 22 of electricity (22a, 22b) is sent the air command signal by the air pressure gained, and the electric braking instruction that described air pressure produces based on the operation according to the driver (service braking system, emergency brake system) is changed.This each electric empty cross-over valve 22 is communicated with stream 27 (27a, 27b) in the arrester control device 10 respectively, described stream 27 (27a, 27b) is connected (being connected with the compressed-air actuated gas port 26 of giving on the arrester control device 10) with the downstream of air supplying tubing 15, be communicated with each stream 27 at the upstream side that is connected each relay valve 23 (23a, 23b) on each stream 27 (27a, 27b) respectively.In addition, the downstream with respect to each stream 27 (27a, 27b) of each electric empty cross-over valve 22 (22a, 22b) is connected with each first guiding path 28 (28a, 28b), and described first guiding path 28 (28a, 28b) is communicated with the pilot chamber (not shown) of each relay valve 23 (23a, 23b).

In addition, electric empty cross-over valve 22 is arranged to switch to and is cut off position 29a and is communicated with position 29b, when cutting off position 29a with stream 27 and first guiding path 28 between partition, then being when being positioned at connection position 29b becomes connected state.The not shown valve body (spool) of the empty cross-over valve 22 of electricity is all the time by spring 30 (30a, the 30b) application of force, and under the state that does not send the electric braking instruction, electric empty cross-over valve 22 is in the state that cuts off position 29a.On the other hand, if send electric braking instruction, based on this instruction, electric empty cross-over valve 22 becomes by control part 24 and is energized and the state of excitation, and then electric empty cross-over valve 22 overcomes the spring force of spring 30 and is switched to and is communicated with position 29b.Be communicated with position 29b by switching to, stream 27 and first guiding path 28 are communicated with, and the air pressure in the first guiding path 28 changes in the mode that rises, and sends the air command signal.

Relay valve 23 (23a, 23b) is based on changing brake-cylinder pressure (BC pressure) via first guiding path 28 from the air command signal that the empty cross-over valve 22 of electricity is sent.This relay valve 23 is located at stream 27 midway, is communicated with giving gas port 26 at upside, is communicated with output port 32 at downside.In addition, always by spring 31 (31a, the 31b) application of force, under the state that does not send the air command signal, stream 27 is cut off.Thus, do not produce the brake-cylinder pressure that is used to make checking cylinder 7 work and produces damping force.On the other hand, if send the air command signal of instructing based on electric braking from the empty cross-over valve 22 of electricity, then relay valve 23 overcomes the spring force ground work of spring 31, thus, stream 27 becomes connected state, and brake-cylinder pressure rises, and produces the damping force by checking cylinder 7 gained.In addition, relay valve 23 can be formed integrally as same unit with electric empty cross-over valve 22, also can form split.

Control part 24 constitutes by having CPU (central processing unit), storer (ROM (ROM (read-only memory)), RAM (random access memory)) etc.In storer, store the various softwares of the program of the required various processing of the part that comprises the various programs that are used to make control part 22 work, be used to that control part 22 is implemented as and constitute maintenance timing detection mechanism 25.And, in this storer, also preserve when execution is used to constitute various processing of a part of maintenance timing detection mechanism 25 to import, the various data of setting, computing.

In addition, control part 24 has solenoid-driven portion 33 and judging part 34.Solenoid-driven portion 33 and judging part 34 are made of above-mentioned CPU and storer etc.The electric braking instruction that solenoid-driven portion 33 is received based on control part 24 is carried out excitation to empty cross-over valve 22 energisings of electricity to it.Thus, as previously mentioned, send the air command signal from the empty cross-over valve 22 of electricity.In addition, the detection signal from brake-cylinder pressure detecting device (BC pressure detector) 19 and pressure detector described later 35 is imported into judging part 34.Like this, as described later, the various processing that judging part 34 is carried out as maintenance timing detection mechanism 25.In addition, control part 24 is connected with timer 36, and based on the input signal from timer 36, as described later, judging part 34 can carry out various time instrumentations.

The maintenance timing detection mechanism 25 of present embodiment is a mechanism of detecting the maintenance timing of above-mentioned arrester control device 10, constitutes by the judging part 34 that has brake-cylinder pressure detecting device 19 (19a, 19b), pressure detector 35 (35a, 35b), be located in the control part 24.Each brake-cylinder pressure detecting device 19 detects each brake-cylinder pressure of each checking cylinder 7 as previously mentioned.Pressure detector 35a constitutes the air command pressure detecting device 35a (the 1st air command pressure detecting device) that the air command pressure (the 1st air command pressure) to the air command signal of the empty cross-over valve 22a of electricity (the 1st electric empty cross-over valve) detects, and pressure detector 35b constitutes the air command pressure detecting device 35b (the 2nd air command pressure detecting device) that the air command pressure (the 2nd air command pressure) to the air command signal of the empty cross-over valve 22b of electricity (the 2nd electric empty cross-over valve) detects.This each air command pressure detecting device (each AC pressure detector) 35 (35a, 35b)) be connected with each first guiding path 28 (28a, 28b) by each pressure detection pipe 37 (37a, 37b), thus, can each air command pressure (each AC pressure) of each air command signal of sending via each first guiding path 28 be detected.

For judging part 34, numerous embodiments is arranged, below, to each judging part 34 (34a～34f) describe respectively of the 1st～the 6th embodiment.

(the 1st embodiment of judging part 34)

Among the judging part 34a of the 1st embodiment, the detection signal of input brake cylinder pressure detector 19a (the 1st brake-cylinder pressure detecting device) and brake-cylinder pressure detecting device 19b (the 2nd brake-cylinder pressure detecting device).Like this, judging part 34a is based on the detection signal of these brake-cylinder pressure detecting devices 19a19b and detect maintenance timing and send maintenance signal.This judging part 34a constitutes by having each the 38a～38g of that is located in the control part 24 shown in the block scheme of Fig. 4.

In brake-cylinder pressure difference calculating part 38a, based on the detection signal of brake-cylinder pressure detecting device 19a19b, calculate by the detected brake-cylinder pressure of brake-cylinder pressure detecting device 19a (the 1st brake-cylinder pressure) with by the pressure differential of the detected brake-cylinder pressure of brake-cylinder pressure detecting device 19b (the 2nd brake-cylinder pressure).Judge in the normal detection unit 38b of brake-cylinder pressure difference whether the pressure differential that calculates is in the scope (specialized range) of predefined setting.If be in the state (state that pressure differential is unusual) outside the specialized range, then this number of times is counted by the normal frequency count section of brake-cylinder pressure difference 38c, taking place in the predefined number of times (stipulated number), be judged as maintenance timing, carry out the detection of maintenance timing like this.

Fig. 5 is the process flow diagram of an example of the treatment scheme (workflow) of the expression maintenance timing detection mechanism 25 that has judging part 34a.The treatment scheme of Fig. 5 shows the situation of each 38a of the～38c detection maintenance timing by judging part 34a.At first, carry out under the state of travelling brake action at the power connection of arrester control device 10 and rolling stock 1, (step 101 is (hereinafter referred to as S101 in the work of beginning maintenance timing detection mechanism 25.Other steps are too)).After the work beginning, calculate respectively pressure differential (S102) with corresponding the 1st and the 2nd brake-cylinder pressure of different axletrees 5 (5a and 5b).This pressure differential is calculated as absolute value.Then, if when braking maneuver, brake-cylinder pressure is included in the pressure limit of regulation and more than the state continuance certain hour of change hardly (if steady state (SS)), then whether the pressure differential that calculates is judged (S103) in specialized range in S102.If in specialized range (S103, "Yes"), then, promptly repeat the later processing of S102 (S107) as long as power supply is not disconnected.

In S103, be in specialized range outer (S103, "No") if be judged to be, it is unusual then to detect pressure differential, adds computing as handling the unusual frequency of (S101 is later) pressure differential after beginning, and counts (S104).Then, judge whether the unusual frequency of pressure differential behind the counting has surpassed stipulated number (S105).Surpassed stipulated number (S105, "Yes") if be judged as, then these data are recorded and send maintenance signal, report the driver by for example alarm or alarm indication etc.Send maintenance signal (S106) afterwards and, be judged as not under the situation of the situation (S105, "No") that surpasses stipulated number, as long as power supply does not disconnect, then repeat the later processing of S102 (S107), when power supply disconnects, finish processing (S108) shown in Figure 5.Like this, in the moment of the power connection when next time handling beginning (S101), the preservation of the unusual count value of pressure differential during last the action is cleared (replacement), carries out new processing.

In addition, judging part 34a not only detects maintenance timing by each 38a of～38c, can also detect maintenance timing by each 38d of～38g.In Fig. 4, utilize brake-cylinder pressure rise time determination part 38d to measure the rise time (pressure rise time) of above-mentioned the 1st brake-cylinder pressure and the rise time (pressure rise time) of the 2nd brake-cylinder pressure respectively.Promptly, based on input, measure to the force value rising that detects respectively by brake-cylinder

pressure detecting device

19a and 19b and value time before of reaching regulation send (from receiving the electric brakings instruction) from electric braking instruction respectively by control part 24 from timer 36.In brake-cylinder pressure rise time difference calculating part 38e, the mistiming of these two rise time that calculate.Then, whether the rise time difference of utilizing the normal detection unit 38f of brake-cylinder pressure rise time difference to judge to calculate is in predefined setting scope (specialized range).If be in the state (state that rise time difference is normal) outside the specialized range, then this number of times is counted by the normal frequency count section of brake-cylinder pressure rise time difference 38g, judging in the situation that has produced predefined number of times (stipulated number) is maintenance timing, carries out the detection of maintenance timing like this.

Fig. 6 is the treatment scheme (workflow) that has the maintenance timing detection mechanism 25 of judging part 34a, is the process flow diagram of the example under the situation of representing to utilize each 38d of～38g to detect maintenance timing.With the S101 of Fig. 5 similarly, maintenance timing detection mechanism 25 begins action back (S201), calculates poor (S202) of the rise time of the 1st and the 2nd brake-cylinder pressure that corresponds respectively to different axletrees 5 (5a and 5b).Then, judge whether the rise time difference of calculating is in the specialized range (S203).If in specialized range (S203, "Yes"), then, just repeat the later processing of S202 as long as power supply does not disconnect.

In S203, if be judged to be (S203, "No") outside the specialized range, it is unusual then to detect the rise time, adds computing as handling the normal frequency of (S201 is later) rise time difference after beginning, and counts (S204).Then, judge whether the normal frequency of rise time difference behind the counting has surpassed stipulated number (S205).Surpassed stipulated number (S205, "Yes") if be judged as, then write down these data and export repair message (S206).That is, detect maintenance timing and send maintenance signal, report the driver.Send maintenance signal (S206) afterwards and be judged as not under the situation of the situation (S205, "No") that surpasses stipulated number, as long as power supply does not disconnect, promptly repeat the later processing of S202 (S207), when power supply disconnects, finish processing (S208) shown in Figure 6.In the power connection of (S201) moment in processing next time begins, the preservation of the normal count value of rise time difference during last work is cleared (replacement), carries out new processing.

In addition, about judging part 34a, pressure differential and the poor situation of rise time of calculating following situation in S102 and S202 respectively is illustrated, described situation is, the the 1st and the 2nd brake-cylinder pressure is the brake-cylinder pressure of the different axletrees 5 (5a and 5b) corresponding to same underframe 3, but also can at random set the combination of the 1st and the 2nd checking cylinder.That is, also can be in the pressure differential (with reference to the S102 of Fig. 5 and the S202 of Fig. 6) of calculating the 1st and the 2nd brake-cylinder pressure between the different vehicle frames (for example vehicle frame 2 and vehicle frame 3) of same car body or between the vehicle frame of different car bodies.

According to the maintenance timing detection mechanism 25 that has this judging part 34a, pressure differential based on the 1st brake-cylinder pressure and the 2nd brake-cylinder pressure, perhaps based on mistiming of pressure rise time of pressure rise time of the 1st brake-cylinder pressure and the 2nd brake-cylinder pressure, detect maintenance timing, so the working environment in the time of can offsetting detent work or the influence that change caused of condition, that is, can reduce by being used to supply with the pressure of compressed-air actuated air source or the change of temperature in the mode of offsetting, the change of the state of the air command signal that the air pressure of change causes by instructing based on electric braking, the influence that does not produce on an equal basis of the axletree speed that is braked.Therefore, in the maintenance timing detection mechanism of brake controlling device for railway vehicle, can suppress the working environment when working or the detection error of the maintenance timing that condition caused, thereby can improve the accuracy of detection of maintenance timing by detent.

(the 2nd embodiment of judging part 34)

In the judging part 34b of the 2nd embodiment, the detection signal of input air command pressure detecting device 35a (the 1st air command pressure detecting device) and air command pressure detecting device 35b (the 2nd air command pressure detecting device).Judging part 34b detects maintenance timing and sends maintenance signal based on the detection signal of these air command pressure detecting devices 35a35b.This judging part 34b constitutes by having each the 39a～39g of that is located in the control part 24 shown in the block scheme of Fig. 7.

In air command pressure difference calculating part 39a, based on the detection signal of air command pressure detecting device 35a35b, calculate the air command pressure (the 1st air command pressure) that detects by air command pressure detecting device 35a and the pressure differential of the air command pressure (the 2nd air command pressure) that detects by air command pressure detecting device 35b.Judge that by the normal detection unit 39b of air command pressure difference the pressure differential that calculates is whether in the scope (specialized range) of predefined setting.Then, if be in the state (state that pressure differential is unusual) outside the specialized range, then this number of times is counted by the normal frequency count section of air command pressure difference 39c, when predefined number of times (stipulated number) has taken place, be judged as maintenance timing, carry out the detection of maintenance timing like this.

In the maintenance timing detection mechanism 25 that has judging part 34b, about the processing (work) under the situation that detects maintenance timing by each 39a of of judging part 34b～39c, shown in the process flow diagram of Fig. 5, similarly carry out with the situation of the maintenance timing detection mechanism 25 that has judging part 34a.That is, be equivalent in processing shown in Figure 5, replace brake-cylinder pressure and adopt the processing of the situation of air command pressure.

In addition, judging part 34b not only detects maintenance timing by each 39a～39c of, can also detect maintenance timing by each 39d～39g of.In Fig. 7, utilize air command pressure rise time determination part 39d to measure the rise time (pressure rise time) of above-mentioned the 1st air command pressure and the rise time (pressure rise time) of the 2nd air command pressure respectively.Promptly, based on input, measure to the force value rising that detects respectively by air command pressure detecting device 35a and 35b and value time before of reaching regulation send (from receiving the electric brakings instruction) from electric braking instruction respectively by control part 24 from timer 36.In air command pressure rise time difference calculating part 39e, the mistiming of these two rise time of calculating is calculated.Then, whether the rise time difference of utilizing the normal detection unit 39f of air command pressure rise time difference to judge to calculate is in predefined setting scope (specialized range).If be in the state (state that rise time difference is normal) outside the specialized range, then this number of times is counted by the normal frequency count section of air command pressure rise time difference 39g, judging in the situation that has produced predefined number of times (stipulated number) is maintenance timing, carries out the detection of maintenance timing like this.

In addition, in the maintenance timing detection mechanism 25 that has judging part 34b, detect the processing (work) under the situation of maintenance timing about each 39d of by judging part 34b～39g, shown in the process flow diagram of Fig. 6, similarly carry out with the situation of the maintenance timing detection mechanism 25 that has judging part 34a.That is, be equivalent in processing shown in Figure 6 to replace brake-cylinder pressure and the processing of using the situation of air command pressure.

In addition, with the situation of judging part 34a similarly, in judging part 34b, also be not limited only to calculate respectively pressure differential and poor situation of rise time under the following situation, described situation is, the the 1st and the 2nd air command pressure is respectively the air command pressure corresponding to the different axletrees 5 on the same underframe 3 (5a and 5b), can at random set the combination of the 1st and the 2nd air command pressure.That is, also in the pressure differential (with reference to the S102 of Fig. 5 and the S202 of Fig. 6) of calculating the 1st and the 2nd air command pressure between the different underframe (for example underframe 2 and underframe 3) of same car body or between the base of different car bodies.

According to the maintenance timing detection mechanism 25 that has this judging part 34b, pressure differential based on the 1st air command pressure and the 2nd air command pressure, perhaps based on mistiming of pressure rise time of pressure rise time of the 1st air command pressure and the 2nd air command pressure, detect maintenance timing, so with the situation of the 1st embodiment similarly, the working environment in the time of can offsetting detent work or the influence that change caused of condition.Therefore, in the maintenance timing detection mechanism of brake controlling device for railway vehicle, can suppress the working environment when working or the detection error of the maintenance timing that condition caused, thereby can improve the accuracy of detection of maintenance timing by detent.

(the 3rd embodiment of judging part 34)

In the judging part 34c of the 3rd embodiment, each detection signal of input air command pressure detecting device 35a (the 1st air command pressure detecting device), air command pressure detecting device 35b (the 2nd air command pressure detecting device), brake-cylinder pressure detecting device 19a (the 1st brake-cylinder pressure detecting device), brake-cylinder pressure detecting device 19b (the 2nd brake-cylinder pressure detecting device).Judging part 34c detects maintenance timing and sends maintenance signal based on each detection signal of these detecting devices.This judging part 34c constitutes by having each the 40a～40e of that is located in the control part 24 shown in the block scheme of Fig. 8.

In the 1st pressure reduction calculating part 40a, go out the air command pressure (the 1st air command pressure) that detects by air command pressure detecting device 35a and the pressure differential of the brake-cylinder pressure (the 1st brake-cylinder pressure) that detects by brake-cylinder pressure detecting device 19a with absolute calculation, with this pressure differential as the 1st pressure reduction.And, in the 2nd pressure reduction calculating part 40b, go out the air command pressure (the 2nd air command pressure) that detects by air command pressure detecting device 35b and the pressure differential of the brake-cylinder pressure (the 2nd brake-cylinder pressure) that detects by brake-cylinder pressure detecting device 19b with absolute calculation, with this pressure differential as the 2nd pressure reduction.And then, in pressure reduction difference calculating part 40c, with the difference of above-mentioned the 1st pressure reduction of calculating of absolute calculation and the 2nd pressure reduction, be the pressure reduction difference.Judge that by the pressure reduction difference abnormality juding 40d of portion the pressure reduction difference calculate is whether in the scope (specialized range) of predefined setting.Then, if be in the state (state that the pressure reduction difference is unusual) outside the specialized range, then this number of times is counted by the unusual frequency count section of pressure reduction difference 40e, when predefined number of times (stipulated number) has taken place, be judged as maintenance timing, carry out the detection of maintenance timing like this.

Fig. 9 is the process flow diagram of an example of the treatment scheme (workflow) of the expression maintenance timing detection mechanism 25 that has judging part 34c.With the S101 of Fig. 5 similarly maintenance timing detection mechanism 25 begin action back (S301), calculate the 1st above-mentioned pressure reduction and the 2nd pressure reduction, then calculate the pressure reduction difference (S302) of two pressure reduction.If when braking maneuver, air command pressure and brake-cylinder pressure be included in the pressure limit of regulation and more than the state continuance certain hour of change hardly (if steady state (SS)), then whether the 1st pressure reduction that calculates and the difference of the 2nd pressure reduction are judged (S303) in specialized range in S302.If in specialized range (S303, "Yes"), then, promptly repeat the later processing of S302 (S307) as long as power supply is not disconnected.

In S303, be in specialized range outer (S303, "No") if be judged to be, it is unusual then to detect the pressure reduction difference, adds computing as handling the unusual frequency of (S301 is later) pressure reduction difference after beginning, and counts (S304).Then, judge whether the unusual frequency of pressure reduction difference behind the counting has surpassed stipulated number (S305).Surpassed stipulated number (S305, "Yes") if be judged as, then these data are recorded and send repair message (S306).That is, detect maintenance timing and send maintenance signal, report the driver.Send maintenance signal (S306) afterwards and, be judged as not under the situation of the situation (S305, "No") that surpasses stipulated number, as long as power supply does not disconnect, then repeat the later processing of S302 (S307), when power supply disconnects, finish processing (S308) shown in Figure 9.Like this, in the moment of the power connection when next time handling beginning (S301), the preservation of the pressure reduction difference anomalous counts value during last the action is cleared (replacement), carries out new processing.

In addition, about judging part 34c, in S302, the 1st pressure reduction and the 2nd pressure reduction is illustrated corresponding to the situation of the different axletrees 5 on the same underframe 3 (5a and 5b), but also can at random set the combination of the 1st pressure reduction and the 2nd pressure reduction.That is, also can set the 1st pressure reduction and the 2nd pressure reduction between the different vehicle frames (for example vehicle frame 2 and vehicle frame 3) of same car body or between the vehicle frame of different car bodies and calculate its difference.

According to the maintenance timing detection mechanism 25 that has this judging part 34c, the pressure differential of calculating the 1st air command pressure and the 1st brake-cylinder pressure is that the pressure differential of the 1st pressure reduction and the 2nd air command pressure and the 2nd brake-cylinder pressure is the 2nd pressure reduction, difference based on the 1st pressure reduction and the 2nd pressure reduction detects maintenance timing, so with the situation of the 1st embodiment similarly, the working environment in the time of can offsetting detent work or the influence that change caused of condition.Therefore, in the maintenance timing detection mechanism of brake controlling device for railway vehicle, can suppress the working environment when working or the detection error of the maintenance timing that condition caused, thereby can improve the accuracy of detection of maintenance timing by detent.

(the 4th embodiment of judging part 34)

In the judging part 34d of the 4th embodiment, each detection signal of input air command pressure detecting device 35a (the 1st air command pressure detecting device), brake-cylinder pressure detecting device 19a (the 1st brake-cylinder pressure detecting device).Judging part 34d detects maintenance timing and sends maintenance signal based on each detection signal of these detecting devices.This judging part 34d constitutes by having each the 41a～41c of that is located in the control part 24 shown in the block scheme of Figure 10.

In the pressure differential calculating 41a of portion, go out the air command pressure (the 1st air command pressure) that detects by air command pressure detecting device 35a and the pressure differential of the brake-cylinder pressure (the 1st brake-cylinder pressure) that detects by brake-cylinder pressure detecting device 19a with absolute calculation.Judge that by the unusual detection unit 41b of pressure differential the pressure differential that calculates is whether in the scope (specialized range) of predefined setting.Then, if be in the state (state that pressure differential is unusual) outside the specialized range, then this number of times is counted, when predefined number of times (stipulated number) has taken place, be judged as maintenance timing, carry out the detection of maintenance timing like this by the unusual frequency count section of pressure differential 41c.

Figure 11 is the process flow diagram of an example of the treatment scheme (workflow) of the expression maintenance timing detection mechanism 25 that has judging part 34d.With the S101 of Fig. 5 similarly maintenance timing detection mechanism 25 begin action back (S401), calculate pressure differential (S402) corresponding to air command pressure and the brake-cylinder pressure of same axletree 5a.If when braking maneuver, air command pressure and brake-cylinder pressure be included in the pressure limit of regulation and more than the state continuance certain hour of change hardly (if steady state (SS)), then whether the pressure differential that calculates judged (S403) in specialized range in S402.If in specialized range (S403, "Yes"), then, promptly repeat the later processing of S402 (S407) as long as power supply is not disconnected.

In S403, be in specialized range outer (S403, "No") if be judged to be, it is unusual then to detect pressure differential, adds computing as handling the unusual frequency of (S401 is later) pressure differential after beginning, and counts (S404).Then, judge whether the unusual frequency of pressure differential behind the counting has surpassed stipulated number (S405).Surpassed stipulated number (S405, "Yes") if be judged as, then these data are recorded and send repair message (S406).That is, detect maintenance timing and send maintenance signal, report the driver.Send maintenance signal (S406) afterwards and, be judged as not under the situation of the situation (S405, "No") that surpasses stipulated number, as long as power supply does not disconnect, then repeat the later processing of S402 (S407), when power supply disconnects, finish processing (S408) shown in Figure 11.Like this, in the moment of the power connection when next time handling beginning (S401), the preservation of the unusual count value of pressure differential during last the action is cleared (replacement), carries out new processing.In addition, about the calculating object of the pressure differential of air command pressure and brake-cylinder pressure, the axletree 5 corresponding to beyond the axletree 5a also calculates, and carries out the detection of maintenance timing accordingly with each axletree 5.

According to the maintenance timing detection mechanism 25 that has this judging part 34d, calculate the pressure differential of the 1st air command pressure and the 1st brake-cylinder pressure, based on this pressure difference detection maintenance timing, so with the situation of the 1st embodiment similarly, the working environment in the time of can offsetting detent work or the influence that change caused of condition.Therefore, in the maintenance timing detection mechanism of brake controlling device for railway vehicle, can suppress the working environment when working or the detection error of the maintenance timing that condition caused, thereby can improve the accuracy of detection of maintenance timing by detent.

(the 5th embodiment of judging part 34)

In the judging part 34e of the 5th embodiment, the detection signal of input air command pressure detecting device 35a (the 1st air command pressure detecting device).Judging part 34e detects maintenance timing and sends maintenance signal based on this detection signal.This judging part 34e constitutes by having each the 42a～42c of that is located in the control part 24 shown in the block scheme of Figure 12.

In air command pressure rise time determination part 42a, based on the detection signal of air command pressure detecting device 35a, measure the rise time (pressure rise time) of the air command pressure (the 1st air command pressure) that detects by air command pressure detecting device 35a.That is, based on input, to sending (from receiving the electric brakings instruction) from electric braking instruction to by the force value rising of air command pressure detecting device 35a detection and reach the setting time before and measure by control part 24 from timer 36.Then, judge that by the air command pressure rise time abnormality juding 42b of portion this rise time that calculates is whether in the scope (specialized range) of predefined setting.If be in the state (state that the rise time is unusual) outside the specialized range, then this number of times is counted by air command pressure rise time unusual frequency count section 42c, when predefined number of times (stipulated number) has taken place, be judged as maintenance timing, carry out the detection of maintenance timing like this.In addition,, also calculate, detect maintenance timing accordingly with each axletree 5 corresponding to the axletree 5 beyond the axletree 5a about the calculating object of air command pressure rise time.

Figure 13 is the process flow diagram of an example of the treatment scheme (workflow) of the expression maintenance timing detection mechanism 25 that has judging part 34e.With the S101 of Fig. 5 similarly maintenance timing detection mechanism 25 begin action back (S501), judge whether input as the detection commencing signal (S502) of the benchmark of measuring the air command pressure rise time.For the input that has or not that detects commencing signal, judge according in control part 24, whether having received the electric braking instruction.If be judged as the input (S502, "No") that does not detect commencing signal, then, promptly repeat the later processing of S502 (S508) as long as power supply is not disconnected.

In S502, when being judged as the input that detects commencing signal under the situation of (S502, "Yes"), (during the electric braking command reception) is starting point when detecting the commencing signal input, to begin from this starting point to the time that the air command pressure reaches the force value (setting) of regulation measure and with it as air command pressure rise time (S503).Then, judge that the rise time of this mensuration gained is whether in specialized range (S504).If in specialized range (S504, "Yes"), then, promptly repeat the later processing of S502 (S508) as long as power supply does not disconnect.

If be judged to be in S504 (S504, "No") beyond the specialized range, it is unusual then to detect the rise time, counts as handling the unusual frequency of (S501 is later) rise time after the beginning (S505).Then, judge whether the unusual frequency of rise time behind the counting has surpassed stipulated number (S506).Surpassed stipulated number (S506, "Yes") if be judged as, then these data are recorded and send repair message (S507).That is, detect maintenance timing and send maintenance signal, report the driver.Send maintenance signal (S507) afterwards and, be judged as not under the situation of the situation (S506, "No") that surpasses stipulated number, as long as power supply does not disconnect, then repeat the later processing of S502 (S508), when power supply disconnects, finish processing (S509) shown in Figure 13.And in the moment of the power connection when next time handling beginning (S501), the preservation of the rise time anomalous counts value during last the action is cleared (replacement), carries out new processing.

According to the maintenance timing detection mechanism 25 that has this judging part 34e, the pressure rise time based on the air command pressure of the empty cross-over valve 22 of electricity is detected maintenance timing, and the capacity of the empty cross-over valve 22 of common described electricity is compared with checking cylinder 7 and is significantly reduced, so compare the working environment in the time of to reduce detent work or the influence that change caused of condition with the situation that detects maintenance timing based on the rise time of brake-cylinder pressure.Therefore, in the maintenance timing detection mechanism of brake controlling device for railway vehicle, can suppress the working environment when working or the detection error of the maintenance timing that condition caused, thereby can improve the accuracy of detection of maintenance timing by detent.

(the 6th embodiment of judging part 34)

In the maintenance timing detection mechanism 25 of the judging part 34f that has the 6th embodiment, air command pressure detecting device 35a has constituted the operation detection device 35a (the 1st operation detection device) that detects the work of electric empty cross-over valve 22a (the 1st electric empty cross-over valve).In addition, in judging part 34f, the detection signal of input service detecting device 35a.That is, as this detection signal, input is by the testing result of the air command pressure of the air command signal of detected, the electric empty cross-over valve 22a of operation detection device 35a.Judging part 34f detects maintenance timing and sends maintenance signal based on this detection signal.This judging part 34f constitutes by having each the 43a～43c of that is located in the control part 24 shown in the block scheme of Figure 14.

In braking after among out-of-date determination part 43a, based on detecting commencing signal (electric braking instruction) and from the input of timer 36, the moment of measuring to send the electric braking instruction (receiving the moment that electric braking instructs by control part 24) is the elapsed time of starting point.And, in this braking after among out-of-date determination part 43a, also measure to whether having passed through the predefined stipulated time (stipulated time) since the mensuration in elapsed time.Based on this testing result, by operation detection number of times count section 43b to begin frequency (for example, air command pressure detected value change and above the number of times of the scope of setting) in electric braking instruction through the detection signal of (in the stipulated time) operation detection device 35a in during before the official hour.When predefined number of times (stipulated number) has taken place the detection signal frequency of the operation detection device 35a that counts to get at the appointed time, be judged as maintenance timing, carry out the detection of maintenance timing like this.In addition, about the operation detection device 35 pairing axletrees 5 of the counting that is carried out the detection signal frequency, also carry out the counting of detection signal frequency corresponding to the axletree 5 beyond the axletree 5a, thereby carry out the detection of maintenance timing accordingly with each axletree 5.

Figure 15 is the process flow diagram of an example of the treatment scheme (workflow) of the expression maintenance timing detection mechanism 25 that has judging part 34f.With the S101 of Fig. 5 similarly maintenance timing detection mechanism 25 begin action back (S601), judge from sending electric braking instruction (send and detect commencing signal) beginning whether passed through the stipulated time (S602).After the state that does not send electric braking instruction and electric braking instruction are sent, do not pass through as yet under the state of stipulated time (S602, "No"), repeat this S602.Beginning to have passed through (S602, "Yes") in the stipulated time from sending electric braking instruction, whether the work (valve work) of the electric empty cross-over valve 22 that detected by operation detection device 35 has been carried out repeatedly at the appointed time, has been whether the frequency of the detection signal in the stipulated time is for repeatedly judging (S603).Be judged as (S603, "No") under the situation of not carrying out repeatedly valve work,, promptly repeating the later processing of S602 (S607) as long as power supply is not disconnected.

In S603, carried out (S603, "Yes") under the situation repeatedly being judged as valve events, the frequency that by the work number of times (valve events number of times) of the empty cross-over valve 22 of operation detection device 35 detected electricity, promptly sends detection signal in the electric braking instruction beginning stipulated time has at the appointed time been counted (S604).Then, whether the frequency of the detection signal behind the judgement counting has surpassed stipulated number (S605).Be judged as (S605, "Yes") under the situation that has surpassed stipulated number, these data are recorded and export repair message (S606).That is, detect maintenance timing and send maintenance signal, report the driver.Send maintenance signal (S606) afterwards and be judged as not under the situation of the situation (S605, "No") that surpasses stipulated number, as long as power supply does not disconnect, promptly repeat the later processing of S602 (S607), when power supply disconnects, finish processing shown in Figure 15.

Under the more situation of compressed-air actuated leakage, even make the temporary transient normalization of brake-cylinder pressure (after stable), owing to brake-cylinder pressure reduces easily, so electricity idle runningization valve 22 action continually easily in empty cross-over valve 22 work of electricity.Therefore, according to the maintenance timing detection mechanism 25 that has this test section 34f, detect maintenance timing based on the frequency of operation of the empty cross-over valve of electricity, become many situations, the influence of the working environment when not being vulnerable to detent work or the change of condition so can detect compressed-air actuated leakage.Therefore, in the maintenance timing detection mechanism of brake controlling device for railway vehicle, can suppress the working environment when working or the detection error of the maintenance timing that condition caused, thereby can improve the accuracy of detection of maintenance timing by detent.

More than, embodiments of the present invention are illustrated, but the present invention is not limited to above-mentioned embodiment, can carry out all design alterations in the scope of in claims, being put down in writing.For example, can following change and enforcement.

(1) also can be have that judging part 34 with each embodiment at random makes up and the maintenance timing detection mechanism of judging part.In addition, in the judging part 34b of the judging part 34a of the 1st embodiment and the 2nd embodiment, also can be only judge maintenance timing based on some calculated values brake-cylinder pressure and air command pressure, in pressure differential or the calculated value of pressure rise time poor (rise time is poor).

(2) for brake-cylinder pressure detecting device and air command pressure detecting device, not necessarily want the both to possess, according to the relation of the judging part 34 of each embodiment, also can have the essential at least detecting device among brake-cylinder pressure detecting device and the air command pressure detecting device.

Claims

1. the maintenance timing detection mechanism of a brake controlling device for railway vehicle; It is the maintenance timing detection mechanism of the brake controlling device for railway vehicle that in brake controlling device for railway vehicle, the maintenance timing of aforementioned brake controlling device for railway vehicle detected; Described brake controlling device for railway vehicle is controlled the brake-cylinder pressure that is produced by the working fluid that feeds to each checking cylinder; Described each checking cylinder is given brake force to each axletree of rolling stock respectively; It is characterized in that

Have: the 1st brake-cylinder pressure detecting device, detect the 1st brake-cylinder pressure of the 1st checking cylinder; The 2nd brake-cylinder pressure detecting device detects the 2nd brake-cylinder pressure of the 2nd checking cylinder; Judging part is transfused to the detection signal of aforementioned the 1st brake-cylinder pressure detecting device and aforementioned the 2nd brake-cylinder pressure detecting device,

Aforementioned judging part, based on the detection signal of aforementioned the 1st brake-cylinder pressure detecting device and the detection signal of aforementioned the 2nd brake-cylinder pressure detecting device, be in the pressure differential of aforementioned the 1st brake-cylinder pressure and aforementioned the 2nd brake-cylinder pressure that this state has taken place in the predefined number of times outside the scope of predefined setting, be in that this state has taken place in the predefined number of times outside the scope of predefined setting the mistiming of the pressure rise time of perhaps aforementioned the 1st brake-cylinder pressure and the pressure rise time of aforementioned the 2nd brake-cylinder pressure, detect to maintenance timing and export maintenance signal.

2. the maintenance timing detection mechanism of a brake controlling device for railway vehicle, it is the maintenance timing detection mechanism of the brake controlling device for railway vehicle that in brake controlling device for railway vehicle, the maintenance timing of aforementioned brake controlling device for railway vehicle detected, described brake controlling device for railway vehicle is to being controlled by the brake-cylinder pressure that pressurized air produced that feeds to each checking cylinder, and have: electric empty cross-over valve, send the air command signal that produces by air pressure, described air pressure changes based on the electric braking instruction that the operation according to the driver produces; Relay valve changes aforementioned brake-cylinder pressure based on aforementioned air command signal; Described each checking cylinder is given damping force to each axletree of rolling stock respectively, it is characterized in that,

Have: the 1st air command pressure detecting device, detect the 1st air command pressure of the 1st air command signal of the 1st electric empty cross-over valve; The 2nd air command pressure detecting device detects the 2nd air command pressure of the 2nd air command signal of the 2nd electric empty cross-over valve; Judging part is transfused to the detection signal of aforementioned the 1st air command pressure detecting device and aforementioned the 2nd air command pressure detecting device,

Aforementioned judging part, based on the detection signal of aforementioned the 1st air command pressure detecting device and the detection signal of aforementioned the 2nd air command pressure detecting device, be in the pressure differential of aforementioned the 1st air command pressure and aforementioned the 2nd air command pressure that this state has taken place in the predefined number of times outside the scope of predefined setting, be in that this state has taken place in the predefined number of times outside the scope of predefined setting the mistiming of the pressure rise time of the pressure rise time of perhaps aforementioned the 1st air command pressure and aforementioned the 2nd air command pressure, detect to maintenance timing and export maintenance signal.

3. the maintenance timing detection mechanism of a brake controlling device for railway vehicle, it is the maintenance timing detection mechanism of the brake controlling device for railway vehicle that in brake controlling device for railway vehicle, the maintenance timing of aforementioned brake controlling device for railway vehicle detected, described brake controlling device for railway vehicle is to being controlled by the brake-cylinder pressure that pressurized air produced that feeds to each checking cylinder, and have: electric empty cross-over valve, send the air command signal that produces by air pressure, described air pressure changes based on the electric braking instruction that the operation according to the driver produces; Relay valve changes aforementioned brake-cylinder pressure based on aforementioned air command signal; Described each checking cylinder is given damping force to each axletree of rolling stock respectively, it is characterized in that,

Have: the 1st air command pressure detecting device, detect the 1st air command pressure of the 1st air command signal of the 1st electric empty cross-over valve; The 2nd air command pressure detecting device detects the 2nd air command pressure of the 2nd air command signal of the 2nd electric empty cross-over valve; The 1st brake-cylinder pressure detecting device detects the 1st brake-cylinder pressure of the 1st checking cylinder; The 2nd brake-cylinder pressure detecting device detects the 2nd brake-cylinder pressure of the 2nd checking cylinder; Judging part is transfused to each detection signal of aforementioned the 1st air command pressure detecting device, aforementioned the 2nd air command pressure detecting device, aforementioned the 1st brake-cylinder pressure detecting device and aforementioned the 2nd brake-cylinder pressure detecting device,

Aforementioned judging part, the pressure differential of calculating aforementioned the 1st air command pressure and aforementioned the 1st brake-cylinder pressure is that the pressure differential of the 1st pressure reduction and aforementioned the 2nd air command pressure and aforementioned the 2nd brake-cylinder pressure is the 2nd pressure reduction, be in the difference of aforementioned the 1st pressure reduction and aforementioned the 2nd pressure reduction that this state has taken place in the predefined number of times outside the scope of predefined setting, detect to maintenance timing and send maintenance signal.

4. the maintenance timing detection mechanism of a brake controlling device for railway vehicle, it is the maintenance timing detection mechanism of the brake controlling device for railway vehicle that in brake controlling device for railway vehicle, the maintenance timing of aforementioned brake controlling device for railway vehicle detected, described brake controlling device for railway vehicle is to being controlled by the brake-cylinder pressure that pressurized air produced that feeds to each checking cylinder, and have: electric empty cross-over valve, send the air command signal that produces by air pressure, described air pressure changes based on the electric braking instruction that the operation according to the driver produces; Relay valve changes aforementioned brake-cylinder pressure based on aforementioned air command signal; Described each checking cylinder is given damping force to each axletree of rolling stock respectively, it is characterized in that,

Have: the 1st air command pressure detecting device, detect the 1st air command pressure of the 1st air command signal of the 1st electric empty cross-over valve; The 1st brake-cylinder pressure detecting device detects the 1st brake-cylinder pressure of the 1st checking cylinder; Judging part is transfused to the detection signal of aforementioned the 1st air command pressure detecting device and aforementioned the 1st brake-cylinder pressure detecting device,

Aforementioned judging part, based on the detection signal of aforementioned the 1st air command pressure detecting device and the detection signal of aforementioned the 1st brake-cylinder pressure detecting device, be in the pressure differential of aforementioned the 1st air command pressure and aforementioned the 1st brake-cylinder pressure that this state has taken place in the predefined number of times outside the scope of predefined setting, detect to maintenance timing and send maintenance signal.

5. the maintenance timing detection mechanism of a brake controlling device for railway vehicle, it is the maintenance timing detection mechanism of the brake controlling device for railway vehicle that in brake controlling device for railway vehicle, the maintenance timing of aforementioned brake controlling device for railway vehicle detected, described brake controlling device for railway vehicle is to being controlled by the brake-cylinder pressure that pressurized air produced that feeds to each checking cylinder, and have: electric empty cross-over valve, send the air command signal that produces by air pressure, described air pressure changes based on the electric braking instruction that the operation according to the driver produces; Relay valve changes aforementioned brake-cylinder pressure based on aforementioned air command signal; Described each checking cylinder is given damping force to each axletree of rolling stock respectively, it is characterized in that,

Have: the 1st air command pressure detecting device, detect the 1st air command pressure of the 1st air command signal of the 1st electric empty cross-over valve; Judging part is transfused to the detection signal of aforementioned the 1st air command pressure detecting device,

Aforementioned judging part, detection signal based on aforementioned the 1st air command pressure detecting device, be in the pressure rise time of aforementioned the 1st air command pressure that this state has taken place in the predefined number of times outside the scope of predefined setting, detect to maintenance timing and send maintenance signal.

6. the maintenance timing detection mechanism of a brake controlling device for railway vehicle, it is the maintenance timing detection mechanism of the brake controlling device for railway vehicle that in brake controlling device for railway vehicle, the maintenance timing of aforementioned brake controlling device for railway vehicle detected, described brake controlling device for railway vehicle is to being controlled by the brake-cylinder pressure that pressurized air produced that feeds to each checking cylinder, and have: electric empty cross-over valve, send the air command signal that produces by air pressure, described air pressure changes based on the electric braking instruction that the operation according to the driver produces; Relay valve changes aforementioned brake-cylinder pressure based on aforementioned air command signal; Described each checking cylinder is given damping force to each axletree of rolling stock respectively, it is characterized in that,

Have: the 1st operation detection device, detect the work of the 1st electric empty cross-over valve; Judging part is transfused to the detection signal of aforementioned the 1st operation detection device,

Aforementioned judging part, send from the instruction of aforementioned electric braking beginning to through in during before the predefined stipulated time, the detection signal of aforementioned the 1st operation detection device taken place in the predefined number of times, detect to maintenance timing and send maintenance signal.