DE112020006992T5 - MONITORING DEVICE OF A BRAKE CONTROL DEVICE - Google Patents

Abstract

A monitoring device (100) of a brake control device (10) includes an acquisition unit (101) that acquires information of an AC pressure sensor that detects pressure in an AC command chamber provided in the brake control device that controls braking of a vehicle information of a supply valve operation detection sensor that detects an operation of a supply valve that is provided between an air supply tank provided in the vehicle and the AC command chamber and that is used for supplying and stopping compressed air in the air supply tank to the AC command chamber, and obtains information of an exhaust valve operation detection sensor that detects an operation of an exhaust valve that is provided in a flow path that connects the AC command chamber and external air and that is used to release and stop the compressed air in the AC command chamber to the external air is, and a determination unit (103 ) that determines that the brake control device is abnormal based on the information of the AC pressure sensor, the information of the supply valve operation detection sensor, and the information of the exhaust valve operation detection sensor.

Description

Area

The present disclosure relates to a monitoring device that monitors a state of a brake control device for a rail vehicle.

background

Conventionally, there is a known system that monitors an operational state or the like of a brake device mounted on a rail vehicle to determine a failure or an abnormality in operation of the rail vehicle (see Patent Literature 1, for example). Patent Literature 1 discloses that an air control system abnormality determining device compares a pressure value acquired from a predetermined part of an air control system with a pressure value when an abnormality occurs stored in a database and determines whether the air control system is abnormal is.

quote list

patent literature

Patent Literature 1: International Patent Publication No. WO 2018/008654

summary

Technical problem

Since the air system abnormality determination device disclosed in Patent Literature 1 detects an abnormality using an acquired pressure value and a pressure value stored in the database, it is difficult to detect an abnormality when the acquired pressure value is within a normal range area.

The present disclosure has been made to solve the above problem, and an object of the present disclosure is to provide a monitoring device capable of detecting abnormality of a brake control device when a pressure value obtained from the brake control device of a vehicle changes , is within a normal range.

To achieve the above object, a monitoring device of a brake control device according to the present disclosure includes: an acquiring unit for acquiring information of an AC pressure sensor that detects pressure in an AC command chamber provided in the brake control device that performs braking of a vehicle controls, information of a supply valve operation detection sensor which detects an operation of a supply valve which is provided between an air supply tank provided in the vehicle and the AC command chamber and which is for supplying and stopping compressed air in the air supply tank to the AC command chamber is used, and information of an exhaust valve operation detection sensor that detects an operation of an exhaust valve that is provided in a flow path that connects the AC command chamber and external air and that releases and stops the compressed air in the AC command chamberthe external air is used; and a determination unit for determining that the brake control device is abnormal based on the information of the AC pressure sensor, the information of the supply valve operation detection sensor, and the information of the exhaust valve operation detection sensor.

Advantageous Effects of the Invention

A monitoring device of a brake control device according to the present disclosure includes an acquisition unit that acquires information of an AC pressure sensor that detects pressure in an AC command chamber provided in the brake control device that controls braking of a vehicle, information of a supply valve operation detection sensor that detects an operation of a supply valve that is between an air supply tank provided in the vehicle and the AC command chamber and that is used to stop supplying compressed air in the air supply tank to the AC command chamber, and information of an exhaust valve operation detection sensor that detects an operation of an exhaust valve that is provided in a flow path that connects the AC command chamber and external air and that is used for releasing the compressed air in the AC command chamber to the external air, and a determination unit, d It determines that the brake control device is abnormal based on the information of the AC pressure sensor, the information of the supply valve operation detection sensor, and the information of the exhaust valve operation detection sensor. Accordingly, it is possible to detect an abnormality of the brake control device when a pressure value acquired by the brake control device is within a normal range.

character list

• 1 12 is a diagram illustrating a configuration example of a brake control device including a monitoring device according to a first embodiment.
• 2 12 is a diagram illustrating a configuration example of the brake control device according to the first embodiment.
• 3 12 is a diagram illustrating a schematic configuration example of a control unit according to the first embodiment.
• 4 12 is a diagram illustrating an example of AC pressure control according to the first embodiment.
• 5 FIG. 12 is a diagram illustrating another example of AC pressure control according to the first embodiment.
• 6 FIG. 12 is a diagram illustrating an operation of the control unit according to the first embodiment.
• 7 FIG. 12 is a diagram illustrating another example of AC pressure control according to the first embodiment.
• 8th FIG. 12 is a diagram illustrating another example of AC pressure control according to the first embodiment.
• 9 FIG. 12 is a diagram illustrating an operation of the control unit according to the first embodiment.
• 10 12 is a diagram illustrating a configuration example of a brake control device according to a second embodiment.
• 11 FIG. 14 is a diagram illustrating a general configuration example of hardware that implements the monitoring device according to the first embodiment.

Description of the embodiments

Hereinafter, embodiments of a monitoring device of a brake control device according to the present disclosure will be described with reference to the figures.

First embodiment

1 12 is a diagram illustrating a configuration example of a brake control device 10 including a monitoring device 100 according to a first embodiment. As in 1 As illustrated, the brake control device 10 to be monitored (details will be described later) is provided in a vehicle 1 constituting a train. The vehicle 1 further comprises a terminal device 2, wheels 3a to 3d, brake cylinders 4a to 4d and mechanical braking devices 5a to 5d. Although in 1 In particular, while only one vehicle is illustrated, the number of vehicles constituting the train is not limited thereto. In the first embodiment, the monitoring device 100 of the brake control device 10 is provided in the brake control device 10 (details will be described later).

The connection device 2 is connected to the brake control device 10 and sends an electric signal (a “brake command”, which will be described later) output from a brake adjuster (not illustrated) installed in an operator's cab (not illustrated) of a driver. to the brake control device 10. When there are a plurality of vehicles, a brake command is sent to each vehicle.

The wheels 3 a to 3 d are attached to an axle (not illustrated) provided on a chassis (not illustrated) that supports the vehicle 1 . The wheels 3a to 3d are referred to as the wheel 3 unless distinguished from each other.

The brake cylinders 4 a to 4 d are provided on the chassis and generate braking force according to the pressure of the compressed air supplied from the brake control device 10 . The brake cylinders 4a to 4d are referred to as the brake cylinder 4 unless distinguished from each other.

The mechanical brake devices 5a to 5d are operated by the brake cylinder 4 and come into contact with the wheel 3 to brake the vehicle 1. FIG. The mechanical braking devices 5a to 5d are referred to as the mechanical braking device 5 unless distinguished from each other.

The brake control device 10 is connected to the interface device 2 and the brake cylinder 4 , receives a braking command from the interface device 2 , and performs brake control of the vehicle 1 . The details will be described later. The braking command is a command that indicates a braking force.

2 FIG. 12 is a diagram illustrating a configuration example of the brake control device 10 to be monitored. As in 2 As illustrated, the brake control device 10 comprises a control unit 11, a supply valve 20, a supply valve operation sensor 21, an exhaust valve 30, an exhaust valve operation sensor 31, a relay valve 40, an AC command chamber 50, an AC pressure sensor 60, a BZ pressure sensor 70, an SR pressure sensor 80 and an LF pressure sensor 90.

The braking command is input to the control unit 11 from the connection device 2 . The control unit 11 controls opening/closing operations of the supply valve 20 and the exhaust valve 30 according to the braking command to control the flow rate of the compressed air to be supplied to the relay valve 40 .

The supply valve 20 is an electromagnetic valve in a flow path connecting an air supply tank 6 and the AC command chamber 50 of the relay valve 40 . Here, the flow path means a compressed air circuit. The supply valve 20 performs an opening/closing operation in accordance with a control signal from the control unit 11 . In an opened state, the supply valve 20 supplies the compressed air in the air supply tank 6 to the AC command chamber 50 to exert a predetermined pressure.

The supply valve operation detection sensor 21 is a sensor that detects an operation of the supply valve 20 . Specifically, the supply valve operation detection sensor 21 detects an opening/closing operation of the supply valve 20. The information on the opening/closing operation detected by the supply valve operation detection sensor 21 is transmitted to the control unit 11 as an electric signal.

The exhaust valve 30 is an electromagnetic valve arranged in a flow path connecting the AC command chamber 50 of the relay valve 40 and external air (EX). The exhaust valve 30 performs an opening/closing operation in accordance with a control signal from the control unit 11 . When opened, the exhaust valve 30 releases the compressed air supplied from the AC command chamber 50 to the external air to depressurize the AC command chamber 50 .

The exhaust valve operation detection sensor 31 is a sensor that detects an operation of the exhaust valve 30 . Specifically, the exhaust valve operation detection sensor 31 detects an opening/closing operation of the exhaust valve 30. The information on the opening/closing operation detected by the exhaust valve detection sensor 31 is sent to the control unit 11 as an electric signal.

The relay valve 40 is connected to the air supply tank 6 and the brake cylinder 4, uses the pressure of the compressed air to be supplied to the AC command chamber 50 as a command pressure, and supplies the compressed air of the pressure corresponding to the pressure command from the air supply tank 6 toward the brake cylinder 4.

The AC pressure sensor 60 is a pressure sensor provided in a flow path connecting the supply valve 20 and the relay valve 40 . The AC pressure sensor 60 is capable of detecting the pressure (command pressure) of the compressed air to be supplied to the AC command chamber. A pressure detection value detected by the AC pressure sensor 60 (AC pressure) is sent to the control unit 11 as an electric signal. The control unit 11 controls the brake based on the pressure detection value sent from the AC pressure sensor 60 .

The FC pressure sensor 70 is a pressure sensor provided in a flow path connecting the relay valve 40 and the brake cylinder 4 . The FC pressure sensor 70 is capable of detecting a pressure corresponding to the braking force of the brake cylinder 4 . The BZ pressure sensor 70 detects the air pressure to be applied to the brake cylinder 4 . A pressure detection value detected by the BG pressure sensor 70 (BG pressure) is sent to the control unit 11 as an electrical signal.

The SR pressure sensor 80 is a sensor that is provided in a flow path connecting the air supply tank 6 and the supply valve 20 and that detects the pressure of the supply source compressed air to be supplied to the supply valve 20 from the air supply tank 6 . A pressure detection value detected by the SR pressure sensor 80 (SR pressure) is sent to the control unit 11 as an electrical signal.

The LF pressure sensor 90 is a sensor that detects LF pressure indicating the pressure of the air spring 7 provided in the vehicle 1 . The LF pressure, which is the pressure of the air spring 7 and is a signal indicative of the weight of the vehicle 1, is input to the LF pressure sensor. In the air spring 7 , the LF pressure changes according to the load applied to the vehicle 1 . A pressure detection value detected by the LF pressure sensor 90 (LF pressure) is sent to the control unit 11 as an electric signal.

3 FIG. 12 is a block diagram illustrating an example of the control unit 11 of the brake control device 10. FIG. As in 3 As illustrated, the control unit 11 comprises an input unit 12, a solenoid valve control unit 13, an output unit 14 and a monitoring device 100. The monitoring device 100 comprises an acquisition unit 101, a storage unit 102 and a determination unit 103.

The input unit 12 receives commands and signals to be sent to the control unit 11 . The braking command sent from the terminal device 2 is input to the input unit 12 . In addition, signals from a variety of sensors of the brake control device 10 are input to the input unit 12 . Specifically, detection values detected by the AC pressure sensor 60, the FC pressure sensor 70, the supply valve operation detection sensor 21, the exhaust valve operation detection sensor 31, the SR pressure sensor 80, and the LF pressure sensor 90 are input to the input unit 12.

The electromagnetic valve control unit 13 performs opening/closing control of the supply valve 20 and the exhaust valve 30 according to the braking command input to the input unit 12 . The electromagnetic valve control unit 13 controls the supply valve 20 and the discharge valve 30 while referring to the pressure detection value from the AC pressure sensor 60 .

When an abnormality occurs in the brake control device 10 , the output unit 14 outputs abnormality occurrence in the brake control device 10 to the terminal device 2 . In addition, the output unit 14 could output signals from the plurality of sensors of the brake control device 10 to the connection device 2 . In addition, the output unit 14 could output information to be sent to the terminal device 2 to a recording device provided in the vehicle 1 .

The monitoring device 100 determines an abnormality based on the detection values of the plurality of sensors of the brake control device 10.

The acquiring unit 101 acquires the braking command input to the input unit 12 . The acquisition unit 101 further acquires the detection values of the AC pressure sensor 60, the FC pressure sensor 70, the supply valve operation detection sensor 21, the exhaust valve operation detection sensor 31, the SR pressure sensor 80, and the LF pressure sensor 90, which are input to the input unit 12 .

The storage unit 102 stores a plurality of pieces of information corresponding to the braking command. The plurality of pieces of information include, for example, an AC pressure value, a BG pressure value, a supply valve operation opening/closing operation, an exhaust valve operation opening/closing operation, an SR pressure value, an LF pressure value, and the like. The information stored could represent normal values according to the braking command or abnormal values.

The determination unit 103 determines whether there is an abnormality based on the detection values of the plurality of sensors acquired by the acquisition unit 101 and the plurality of pieces of information stored in the storage unit 102 . The details will be described later.

Next, an operation of the brake control device 10 will be described. 4 FIG. 12 presents an example of a graph illustrating changes in the AC pressure value of the brake control device 10, the operation of the supply valve 20, and the operation of the exhaust valve 30 with time. Specifically illustrated 4(a) a time change in AC pressure value; where the vertical axis indicates AC pressure value (kPa) and the horizontal axis indicates time (seconds). 4(b) 12 illustrates a change with time in the opening/closing operation of the supply valve 20; where the vertical axis indicates the open/closed state of the supply valve 20 and the horizontal axis indicates time (seconds). 4(c) 12 illustrates a change with time in the opening/closing operation of the exhaust valve 30; where the vertical axis indicates the open/closed state of the exhaust valve 30 and the horizontal axis indicates time (seconds). The times in the 4(a) until 4(c) correspond to each other (indicate the same time).

4(a) illustrates a change with time when the AC pressure value is controlled to a target pressure value. The solid line in the graph indicates the detection value of the AC pressure. The alternate short and long dash line on the graph indicates a target pressure value (target AC pressure). The broken lines in the graph represent preset thresholds of the AC pressure. In the present embodiment, four thresholds are set, for example. The thresholds are expressed as a second lower limit, a first lower limit, a first upper limit, and a second upper limit in order from the smallest pressure value. The target AC pressure is set between the first lower limit and the first upper limit. In other words, the first upper limit is set to a pressure greater than the target AC pressure, and the second upper limit is set to a pressure greater than the first upper limit. The first lower limit is set to a pressure lower than the target AC pressure, and the second lower limit is set to a pressure lower than the first lower limit. The AC pressure value is controlled to a pressure value between the first lower limit and the first upper limit.

In order to supply the compressed air from the air supply tank 6 to the AC command chamber, the control unit 11 controls the supply valve 20 from the closed state to the open state. As in 4(b) 1, the control unit 11 controls the supply valve 20 from the closed state to the opened state at a time T1 (seconds). As also in 4(c) 1, the control unit 11 controls the exhaust valve 30 from the open state to the closed state at time T1 (seconds). Since the supply valve 20 is in the opened state, the AC pressure value increases from PI (kPa) to the target AC pressure. The AC pressure value is detected by the AC pressure sensor 60 and input to the control unit 11 . When the AC pressure value detected by the AC pressure sensor 60 reaches the target AC pressure, the control unit 11 controls the supply valve 20 from the open state to the closed state to stop the supply of the compressed air from the air supply tank 6 to stop. 4(b) 12 illustrates that the supply valve 20 is changed from the open state to the closed state at time T2 (seconds). As in 4(c) As illustrated, the exhaust valve 30 remains in the closed state. Since the supply valve 20 is in the closed state, the AC pressure value reaches P2 (kPa), which is a pressure slightly higher than the target AC pressure, and then the AC pressure value becomes stable.

5 FIG. 14 presents another example of a graph illustrating changes with time in the AC pressure value of the brake control device 10, the operation of the supply valve 20, and the operation of the exhaust valve 30. FIG. Similar to 4 illustrated 5(a) a change in the AC pressure value with time; where the vertical axis indicates AC pressure value (kPa) and the horizontal axis indicates time (seconds). 5(b) 12 illustrates a change with time in the opening/closing operation of the supply valve 20; where the vertical axis indicates the open/closed state of the supply valve 20 and the horizontal axis indicates time (seconds). 5(c) 12 illustrates a change with time in the opening/closing operation of the exhaust valve 30; where the vertical axis indicates the open/closed state of the exhaust valve 30 and the horizontal axis indicates time (seconds). The times in the 5(a) until 5(c) correspond to each other (indicate the same time). The graph that 5 1 is a graph illustrating normal operation of the brake control device.

In 5 the control unit 11 controls the supply valve 20 from the closed state to the open state to supply the compressed air from the air supply tank 6 to the AC command chamber. As in 5(b) 1, the control unit 11 controls the supply valve 20 from the closed state to the opened state at time T1 (seconds). As in 5(c) 1, the control unit 11 controls the exhaust valve 30 from the open state to the closed state at time T1 (seconds). Since the supply valve 20 is in the opened state, the AC pressure value increases from PI (kPa) to the target AC pressure. The AC pressure value is detected by the AC pressure sensor 60 and input to the control unit 11 . In 5 the AC pressure value detected by the AC pressure sensor 60 exceeds the target AC pressure and is larger than the first upper limit value (P3). In order to stop the supply of the compressed air from the air supply tank 6, the control unit 11 controls the supply valve 20 from the open state to the closed state. 5(b) 12 illustrates that the supply valve 20 is changed from the open state to the closed state at time T2 (seconds) when the AC pressure value reaches the target AC pressure. Since the AC pressure value is larger than the first upper limit value, the control unit 11 determines that the AC pressure value needs to be lowered to the target AC pressure. Therefore, the control unit 11 controls the exhaust valve 30 from the closed state to the open state to exhaust the compressed air to the atmosphere. As in 5(c) As illustrated, the exhaust valve 30 is changed from the closed state to the opened state at time T3 (seconds). When the AC pressure value falls below the first upper limit value (P4), the exhaust valve 30 is controlled from the open state to the closed state. As in 5(c) As illustrated, the exhaust valve 30 changes from the open state to the closed state at time T4 (seconds). Then the AC pressure value becomes stable.

6 FIG. 12 is a diagram showing a control flow of the control unit 11 of the brake control device 10 in FIGS 4 and 5 illustrated.

In response to the braking command, the control unit 11 adjusts the pressure so that the AC pressure value becomes the target AC pressure. The control unit 11 refers to the AC pressure value (S11) and controls the supply valve 20 from the closed state to the open state (S12). The control unit 11 refers to the AC pressure value (S13) and determines whether the AC pressure value has reached the target AC pressure (S14). When the AC pressure value has not reached the target AC pressure (S14: N), the processing returns to S13 and the control unit 11 refers to the AC pressure value again. When the AC pressure value has reached the target AC pressure (S14: Y), the control unit 11 controls the supply valve 20 from the open state to the closed state (S15). The control unit 11 refers to the AC pressure value (S16) and determines whether the AC pressure value is larger than the first upper limit value (S17). When the AC pressure value is not larger than the first upper limit value (S17: N), the control unit 11 ends the control. The above sets the control of the control unit 11 according to the control in 4 represent.

In S17, when the AC pressure value is larger than the first upper limit value (S17: Y), the control unit 11 controls the exhaust valve 30 from the closed state to the open state (S18). The control unit 11 refers to the AC pressure value (S19) and determines whether the AC pressure value has reached the target AC pressure (S20). When the AC pressure value has not reached the target AC pressure (S20: N), the processing returns to S19 and the control unit 11 refers to the AC pressure value again. When the AC pressure value has reached the target AC pressure (S20: Y), the control unit 11 controls the exhaust valve 30 from the open state to the closed state (S21). The control unit 11 refers to the AC pressure value (S22) and ends the processing. Steps after S17: J put control of the control unit 11 according to the control in 5 represent.

Here, the AC pressure value that has reached the target AC pressure means that the AC pressure value is the first lower limit value and the first upper limit value. In addition, the brake control device 10 can operate normally when the AC pressure value is between the second lower limit value and the second upper limit value.

As described above, the control unit 11 of the brake control device 10 controls the supply valve 20 and the exhaust valve 30 so that the AC pressure value becomes the target AC pressure while referring to the AC pressure value.

Similar to the 4 and 5 provides the 7 12 is a graph showing an example of the AC pressure value, the opening/closing operation of the supply valve 20, and the opening/closing operation of the exhaust valve 30 when the AC pressure value is controlled to become the target AC pressure.

7 is described below. In order to supply the compressed air from the air supply tank 6 to the AC command chamber, the control unit 11 controls the supply valve 20 from the closed state to the open state. As in 7(b) 1, the control unit 11 controls the supply valve 20 from the closed state to the opened state at time T1 (seconds). As also in 7(c) 1, the control unit 11 controls the exhaust valve 30 from the open state to the closed state at time T1 (seconds). Since the supply valve 20 is in the opened state, the AC pressure value increases from PI (kPa) to the target AC pressure. The AC pressure value is detected by the AC pressure sensor 60 and input to the control unit 11 . In 7 the AC pressure value detected by the AC pressure sensor 60 exceeds the target AC pressure and is larger than the first upper limit value (P3). In order to stop the supply of the compressed air from the air supply tank 6, the control unit 11 controls the supply valve 20 from the open state to the closed state. 7(b) 12 illustrates that the supply valve 20 changes from the open state to the closed state at time T2 (seconds) when the AC pressure value reaches the target AC pressure. Since the AC pressure value is larger than the first upper limit value, the control unit 11 determines that the AC pressure value needs to be lowered to the target AC pressure. Therefore, the control unit 11 controls the exhaust valve 30 from the closed state to the open state to exhaust the compressed air to the atmosphere. As in 7(c) As illustrated, the exhaust valve 30 changes from the closed state to the open state at time T3 (seconds). When the AC pressure value falls below the first upper limit value (P4), the exhaust valve 30 is controlled from the open state to the closed state. As in 7(c) As illustrated, the exhaust valve 30 changes from the open state to the closed state at time T4 (seconds). The above is similar to the control in 5 .

Then the AC pressure value falls below the first upper limit but does not fall to the target AC pressure, increases again and is greater than the first upper limit (P5). Since the AC pressure value is larger than the first upper limit value, the control unit 11 determines that the AC pressure value needs to be lowered to the target AC pressure. Therefore, the control unit 11 controls the exhaust valve 30 from the closed state to the open state th condition to release the compressed air to atmosphere. As in 7(c) As illustrated, the exhaust valve 30 changes from the closed state to the open state at time T5 (seconds). When the AC pressure value falls below the first upper limit value (P6), the exhaust valve 30 is controlled from the open state to the closed state. As in 7(c) As illustrated, the exhaust valve 30 changes from the open state to the closed state at time T6 (seconds).

Thereafter, the AC pressure value falls below the first upper limit but does not fall to the target AC pressure, increases again and is greater than the first upper limit (P7). Since the AC pressure value is larger than the first upper limit value, the control unit 11 determines that the AC pressure value needs to be lowered to the target AC pressure. Therefore, the control unit 11 controls the exhaust valve 30 from the closed state to the open state to exhaust the compressed air to the atmosphere. As in 7(c) As illustrated, the exhaust valve 30 changes from the closed state to the open state at time T7 (seconds). When the AC pressure value falls below the first upper limit value (P8), the exhaust valve 30 is controlled from the open state to the closed state. As in 7(c) As illustrated, the exhaust valve 30 changes from the open state to the closed state at time T8 (seconds). Thereafter, the control unit 11 performs similar control.

As described above, the AC pressure value is not stable, and the pressure value increases and decreases around the first upper limit value. At this time, the supply valve 20 is controlled from the open state to the closed state by the control unit 11 when the AC pressure value reaches the target AC pressure for the first time, and then remains in the closed state. The exhaust valve 30 is controlled by the control unit 11 from the closed state to the open state when the AC pressure value is larger than the first upper limit and from the open state to the closed state when the AC pressure value is smaller than the first upper limit is. As in 7(c) As illustrated, it can be seen that the exhaust valve 30 repeats the open state and the closed state. This means that the operation number of the exhaust valve 30 is larger than that in the case of the control in FIG 5 is.

Since the AC pressure value is between the second lower limit value and the second upper limit value, although it is not stable, the brake control device 10 can operate normally. However, since the operation number of the exhaust valve 30 is increased, some abnormality may have occurred in the brake control device 10 . If only the pressure value is monitored as in Patent Literature 1, it is difficult to specify the abnormality of the brake control device 10 disclosed in 7 is illustrated because the pressure value is within the normal range.

The operation of the monitoring device 100 of the in 7 illustrated example will be described. The acquiring unit 101 acquires information about the braking command, the AC pressure value, the supply valve operation, and the exhaust valve operation. The braking command is information indicative of the braking force and is information used when the pressure is adjusted. The determination unit 103 then determines whether the brake control device 10 is abnormal.

The determination unit 103 determines whether the number of times the acquired AC pressure value exceeds the first upper limit value is less than or equal to a threshold. The number of times the acquired AC pressure value exceeds the first upper limit value determined to be abnormal, that is, the threshold is preset and stored in the storage unit 102 . If the number of times the AC pressure value exceeds the first upper limit value is determined larger than the threshold, then the determination unit 103 determines whether the electromagnetic valve is operating normally.

The number of supply valve operations and the number of exhaust valve operations in the preset period T are calculated. For example, the preset duration T may be set to a duration of a few seconds after the AC pressure value reaches the target AC pressure. in the in 7 In the illustrated example, the duration T is set from T2 (seconds) to T8 (seconds). Here, the number of solenoid valve operations represents the sum of the number of changes from the closed state to the open state and the number of changes from the open state to the closed state. During the period T, the number of supply valve operations is one , as in 7(b) illustrated. During the period T, the number of exhaust valve actuations is six, as in FIG 7(c) illustrated.

The number of supply valve operations and the number of exhaust valve operations to be determined as abnormal, that is, the thresholds are preset and stored in the storage unit 102 . In the case of the controller in 7 , especially in the case where the compressed air is supplied up to the AC pressure value to increase the target AC pressure, if the threshold for the number of supply valve operations is set to three and the threshold for the number of exhaust valve operations is set to four, the respective thresholds are stored in the storage unit 102 .

The determination unit 103 compares the number of supply valve actuations during the period T with the threshold for the number of supply valve actuations stored in the storage unit 102 . in the in 7 In the example illustrated, the number of supply valve operations is less than or equal to the threshold because the number of supply valve operations is one and the threshold for the number of supply valve operations stored in the storage unit 102 is three, and the determination unit 103 determines that the operation is not is abnormal.

Then, the determination unit 103 compares the number of exhaust valve operations during the period T with the threshold for the number of exhaust valve operations stored in the storage unit 102 . in the in 7 In the example illustrated, the number of exhaust valve operations is greater than the threshold because the number of exhaust valve operations is six and the threshold for the number of exhaust valve operations stored in the storage unit 102 is four, and the determination unit 103 determines that the operation is abnormal .

The determination unit 103 determines that the number of exhaust valve operations during the period T is abnormal and sends the determination result to the output unit 14. The output unit 14 outputs the abnormality determination result sent from the determination unit 103 to the terminal device 2 or the recording device.

in the in 7 In the illustrated example, the determination unit 103 determines that the electromagnetic valve operation is abnormal based on the AC pressure value, the supply valve operation information, and the exhaust valve operation information. Specifically, when the number of times the AC pressure value exceeds the first upper limit in the time change in AC pressure value (duration T) is greater than the threshold and when the number of times of operation of the supply valve 20 or the number of times of operation or number of operations of the exhaust valve 30 is greater than the preset threshold, determination unit 103 determines that the operation of the supply valve 20 or the operation of the exhaust valve 30 is abnormal. in the in 7 In the illustrated example, the abnormality of the brake control device 10 can be detected when the AC pressure value is within the normal range.

8th 12 is a graph showing another example of the AC pressure value, the opening/closing operation of the supply valve 20, and the opening/closing operation of the exhaust valve 30 when the AC pressure value is controlled to the target AC pressure.

8th is described below. In order to supply the compressed air from the air supply tank 6 to the AC command chamber, the control unit 11 controls the supply valve 20 from the closed state to the open state. As in 8(b) 1, the control unit 11 controls the supply valve 20 from the closed state to the opened state at time T1 (seconds). As also in 8(c) 1, the control unit 11 controls the exhaust valve 30 from the open state to the closed state at time T1 (seconds). Since the supply valve 20 is in the opened state, the AC pressure value increases from PI (kPa) to the target AC pressure. The AC pressure value is detected by the AC pressure sensor 60 and input to the control unit 11 . In 8th the AC pressure value detected by the AC pressure sensor 60 reaches the target AC pressure (P2). In order to stop the supply of the compressed air from the air supply tank 6, the control unit 11 controls the supply valve 20 from the open state to the closed state. 8(b) 12 illustrates that the supply valve 20 changes from the open state to the closed state at time T2 (seconds) when the AC pressure value reaches the target AC pressure.

Then, the AC pressure value falls below the pressure value of the target AC pressure and further falls below the first lower limit value (P3). Since the AC pressure value falls below the first lower limit value, the control unit 11 determines that the AC pressure value needs to be increased to the target AC pressure. Therefore, in order to supply the compressed air from the air supply tank 6, the control unit 11 controls the supply valve 20 from the closed state to the open state. As in 7(b) As illustrated, the supply valve 20 is changed from the closed state to the opened state at time T3 (seconds). Thereafter, when the AC pressure value reaches the pressure value of the target AC pressure (P4), the control unit 11 controls the supply valve 20 from the open state to the closed state to stop the supply of the compressed air from the air supply tank 6. 8(b) 12 illustrates that the supply valve 20 changes from the open state to the closed state at time T4 (seconds). changes when the AC pressure value reaches the target AC pressure.

Thereafter, the AC pressure value falls below the pressure value of the target AC pressure and further falls below the first lower limit value (P5). Since the AC pressure value falls below the first lower limit value, the control unit 11 determines that the AC pressure value needs to be increased to the target AC pressure. Therefore, in order to supply the compressed air from the air supply tank 6, the control unit 11 controls the supply valve 20 from the closed state to the open state. As in 7(b) As illustrated, the supply valve 20 is changed from the closed state to the opened state at time T5 (seconds). After that, when the AC pressure value reaches the pressure value of the target AC pressure (P6), the control unit 11 controls the supply valve 20 from the open state to the closed state to stop the supply of the compressed air from the air supply tank 6. 8(b) 12 illustrates that the supply valve 20 changes from the open state to the closed state at time T6 (seconds) when the AC pressure value reaches the target AC pressure. Thereafter, the control unit 11 performs similar control.

As described above, the AC pressure value is not stable and the AC pressure value increases and decreases to/from the target AC pressure and the first lower limit. At this time, the exhaust valve 30 is controlled from the open state to the closed state by the control unit 11 at T1 (seconds) when the control starts, and then remains in the closed state. The supply valve 20 is controlled by the control unit 11 from the open state to the closed state when the AC pressure value is greater than the pressure value of the target AC pressure, and is controlled from the closed state to the open state when the AC -Pressure value is less than the first lower limit. As in 7(b) As illustrated, it can be seen that the supply valve 20 repeats the open state and the closed state. This means that the number of operations of the supply valve 20 increases.

Since the AC pressure value is between the second lower limit value and the second upper limit value, although it is not stable, the brake control device 10 can operate normally. However, as the number of operations of the supply valve 20 increases, any abnormality may have occurred in the brake control device 10. If only the pressure value is monitored as in Patent Literature 1, it is difficult to specify the abnormality of the brake control device 10 because the pressure value is within the normal range.

The operation of the monitoring device 100 in the in 8th illustrated example is similar to that in the in 7 illustrated example. in the in 8th In the illustrated example, the determination unit 103 determines that the electromagnetic valve operation is abnormal based on the AC pressure value, the supply valve operation information, and the exhaust valve operation information. Specifically, when the number of operations of the supply valve 20 or the number of operations of the exhaust valve 30 during the time change of the AC pressure value (duration T) is greater than the preset threshold, the determination unit 103 determines that the operation of the supply valve 20 or the Operation of the exhaust valve 30 is abnormal. in the in 8th In the illustrated example, the abnormality of the brake control device 10 can be detected when the AC pressure value is within the normal range. Here, the duration T represents a preset duration, and can be set to a duration of a few seconds, for example, after the AC pressure value reaches the target AC pressure, and is set from T2 (seconds) to T6 (seconds).

9 FIG. 12 is a diagram showing the operation of the monitoring device in FIGS 7 and 8th illustrated examples. First, the acquiring unit 101 acquires the AC pressure value, the operational information about the supply valve 20, and the operational information about the exhaust valve 30 during a predetermined period (period T) from the input unit 12 (S101). Then, the determination unit 103 determines whether the number of times the acquired AC pressure value falls below the first lower limit value or exceeds the first upper limit value is less than or equal to the threshold (S102). When the number of times the AC pressure value falls below the first lower limit value, or when the number of times the AC pressure value exceeds the first upper limit value is less than or equal to the threshold (S102: Y), the determination unit 103 determines "there is no abnormality" (S107) and the processing is terminated. When the number of times the AC pressure value falls below the first limit value or exceeds the first upper limit value is greater than the threshold (S102: N), the number of operations of the supply valve 20 and the number of operations of the exhaust valve 30 during of the duration T is calculated (S103). Then, the determination unit 103 refers to the thresholds of the number of supply valve operations and the number of exhaust valve operations stored in the storage unit (S104), and determines whether the number of supply valve operations and the number of off lassventilbetriebe are less than or equal to the respective thresholds (S105). When the number of supply valve operations and the number of exhaust valve operations are equal to or less than the respective thresholds (S105: Y), the determination unit 103 determines “there is no abnormality” (S107), and the processing ends. When the number of supply valve operations or the number of exhaust valve operations is greater than the threshold (S105:N), the determining unit 103 determines "supply valve operation or exhaust valve operation is abnormal" (S107), and the processing is ended.

The determination unit 103 of the monitoring device 100 can make a determination to narrow down abnormal parts. As referred to 7 described above, the determination unit 103 of the monitor device 100 determines that the operation of the supply valve 20 is not abnormal and that the operation of the exhaust valve 30 is abnormal when the number of times the AC pressure value exceeds the first upper limit value in the change in AC pressure with time pressure value (the duration T) exceeds, is greater than the threshold, and when the number of operations of the exhaust valve 30 is greater than the preset threshold. In addition, in this case, the determination unit 103 determines that the abnormal part of the brake control device 10 is not the exhaust valve 30 .

“The operation of the exhaust valve 30 is abnormal” does not mean that the control unit 11 cannot control the exhaust valve 30. In other words, the exhaust valve 30 can perform the opening/closing operation in accordance with the control of the control unit 11 . This means that it does not mean that the exhaust valve 30 is abnormal.

The fact that the exhaust valve 30 operates indicates that the pressure in the AC command chamber 50 is greater than the target AC pressure. Because of a factor that increases the pressure in the AC command chamber 50, the pressure in the AC command chamber 50 is considered high. The factor in this case may be an abnormality of the supply valve 20, for example. In the supply valve 20, if there is deterioration of components or connection abnormality, the supply valve 20 is not fully closed and the compressed air can be supplied from the air supply tank 6 to the AC command chamber 50. In this case, although the supply valve 20 is in the closed state as controlled, if there is deterioration of components or connection abnormality in the supply valve 20, the compressed air is supplied from the air supply tank 6 to the AC command chamber and the pressure in the AC Command Chamber increases.

As described above, when it is determined that the operation of the exhaust valve 30 is abnormal, the determination unit 103 determines that the abnormal part is not the exhaust valve 30. In other words, the determination unit 103 determines that a component other than the exhaust valve 30 or a connection is abnormal. According to the determination of the determination unit 103, the abnormal part can be narrowed down to components other than the exhaust valve 30 and a joint.

As referring to 8th described above, the determination unit 103 of the monitoring device 100 also determines that the operation of the exhaust valve 30 is not abnormal and that the operation of the supply valve 20 is abnormal when the number of operations of the supply valve 20 during the change in AC pressure value with time (duration T) is greater than the preset threshold. In addition, in this case, the determination unit 103 determines that the abnormal part of the brake control device 10 is not the supply valve 20 .

“The operation of the supply valve 20 is abnormal” does not mean that the control unit 11 cannot control the supply valve 20. In other words, the supply valve 20 can perform the opening/closing operation in accordance with the control of the control unit 11 . This means that it does not mean that the supply valve 20 is abnormal.

The fact that the supply valve 20 is operating indicates that the pressure in the AC command chamber 50 is less than the target AC pressure. Because of a factor that lowers the pressure in the AC command chamber 50, the pressure in the AC command chamber 50 is small. The factor in this case may be abnormality of the exhaust valve 30, for example. In the exhaust valve 30, for example, if there is deterioration of components or an abnormality in a connection, the exhaust valve 30 is not fully closed and the compressed air in the AC command chamber 50 can be released to the atmosphere. In this case, the compressed air in the AC command chamber 50 is released to the atmosphere and the pressure in the AC command chamber decreases although the discharge valve 30 is in the closed state as a controller if there is deterioration of components or an abnormality in of a connection in the outlet valve 30.

As described above, when it is determined that the operation of the supply valve 20 is abnormal, the determination unit determines 103 that the abnormal part is not the supply valve 20. In other words, the determination unit 103 determines that a component other than the supply valve 20 or a connection is abnormal. According to the determination of the determination unit 103, the abnormal part can be narrowed down to components other than the supply valve 20 and a joint. Therefore, the determination unit 103 determines that the electromagnetic valve which has determined by itself that it has an abnormality in operation is not the abnormal part. According to the determination of the determination unit 103, since it is possible to narrow down components other than the electromagnetic valve determined to be abnormal in operation as the abnormal part, it is possible to reduce the time required for an inspection.

Since the monitoring device of the brake control device according to the present disclosure includes an acquisition unit that acquires information of an AC pressure sensor that detects pressure in an AC command chamber provided in the brake control device that controls braking of a vehicle, information of a supply valve operation detection sensor that detects an operation of a supply valve that is provided between an air supply tank that is provided in the vehicle and the AC command chamber and that is used for supplying and stopping compressed air in the air supply tank to the AC command chamber, and information of a exhaust valve operation detection sensor that detects an operation of an exhaust valve that is provided in a flow path that connects the AC command chamber and external air and that is used to release and stop the compressed air in the AC command chamber to the external air, and a determination unit that determines that the brake control device is abnormal based on the information of the AC pressure sensor, the information of the supply valve operation detection sensor and the information of the exhaust valve operation detection sensor, it is therefore possible to detect an abnormality of the brake control device when a Pressure value obtained from the brake control device is within a normal range.

In the monitoring device of the brake control device according to the present disclosure, the information of the supply valve operation detection sensor is information indicating an opening/closing operation of the supply valve, and the information of the exhaust valve operation detection sensor is information indicating an opening/closing operation of the exhaust valve. Therefore, it is possible to detect abnormality of the brake control device when the pressure value acquired by the brake control device is within the normal range.

In the monitoring device of the brake control device according to the present disclosure, the determination unit determines that the brake control device is abnormal when the number of times a value of the AC pressure sensor exceeds a first pressure value that is set larger than a target pressure value is greater than a preset number of times and when the number of opening/closing operations of the exhaust valve operation detection sensor is more than a preset number of times. Therefore, it is possible to detect abnormality of the brake control device when the pressure value acquired by the brake control device is within the normal range.

In the monitoring device of the brake control device according to the present disclosure, the determination unit determines that an abnormal part of the brake control device is not the exhaust valve when it is determined that the operation of the exhaust valve is abnormal. Therefore, it is possible to narrow down components other than the electromagnetic valve determined to be abnormal in operation as the abnormal part and reduce the time required for inspection.

In the monitoring device of the brake control device according to the present disclosure, the determination unit determines that the brake control device is abnormal when the number of times a value of the AC pressure sensor falls below a second pressure value that is set smaller than a target pressure value is greater than a preset number of times and when the number of opening/closing operations of the supply valve operation detection sensor is more than a preset number of times. Therefore, it is possible to detect abnormality of the brake control device when the pressure value acquired by the brake control device is within the normal range.

In the monitoring device of the brake control device according to the present disclosure, the determination unit determines that an abnormal part of the brake control device is not the feed valve when it is determined that the operation of the feed valve is abnormal. Therefore, it is possible to narrow down components other than the electromagnetic valve determined to be abnormal in operation as the abnormal part and reduce the time required for inspection.

Second embodiment

In the first embodiment, the monitoring device 100 of the brake control device 10 is provided in the brake control device 10 . In a second embodiment, the monitoring device 100 of the brake control device 10 is provided in a ground device 250 .

10 FIG. 12 is a diagram illustrating an example of a configuration of the monitoring device 100 according to the second embodiment. 10 Figure 1 illustrates a train 1 comprising a terminal device 2, a brake control device 210, a central device 220, an on-board radio device 230 and on-board antenna 240, wherein the ground device 250 comprises the monitoring device 100 and a network 260.

The brake control device 210 is the brake control device 10 in the first embodiment in which the monitor device 100 is omitted.

The center device 220 is connected to the terminal device 2 and the onboard radio device 230 . Status information about a plurality of devices, which is output from the terminal device 2 that collects status information indicating states of the plurality of devices mounted on a vehicle 1, is acquired. One of the plurality of devices includes brake control device 210.

The onboard radio device 230 is connected to the center device 220 and the onboard antenna 240 . The onboard radio device 230 is a radio device for communicating with the ground device 250 via the network 260.

The ground device 250 includes the monitoring device 100 . In addition, the ground device 250 can communicate with the onboard radio device via the network 260 . The ground device 250 includes a recording device (not illustrated) and can accumulate information sent from the central device 220 .

Information indicating the device states of the brake control device 210 is transmitted from the center device 220 to the ground device 250 via the onboard radio device 230 and the network 260 . At this time, a device identifier that identifies the brake control device 210, time information, mileage information, speed information, weather information, and the like could be added and sent. The information indicating the states of the devices of the brake control device 210 includes the brake command received from the terminal device 2 and detection values of the plurality of sensors. The detection values of the plurality of sensors are, for example, detection values detected by the AC pressure sensor 60, the FC pressure sensor 70, the supply valve operation detection sensor 21, the exhaust valve operation detection sensor 31, the SR pressure sensor 80, and the LF pressure sensor 90 .

In the monitoring device 100 of the brake control device according to the second embodiment, the acquiring unit 101 acquires the information indicating the states of the devices of the brake control device 210 sent from the train. The operation of the determination unit 103 is similar to that in the first embodiment. The determination result of the determination unit 103 is recorded in the recording device of the ground device 250 .

Since the monitoring device 100 of the brake control device according to the second embodiment is provided in the ground device 250, it is possible to determine whether there is an abnormality on the ground. This means that the load on the vehicle can be reduced compared to the case of processing by the vehicle. It is also possible to use information about devices such as other brake control devices recorded in the ground device 250 .

Third embodiment

The detection values of the plurality of sensors provided in the brake control device may vary depending on various conditions. For example, when the number of passengers changes, a detection value of the LF pressure sensor (LF pressure value) indicating the pressure of the air spring 7 changes. When the LF pressure value changes, an AC pressure value, which is a command pressure calculated from the LF pressure, also changes. This means that when the change in the LF pressure value is large, the change in the AC pressure value is also large, and this makes it difficult to determine the abnormality of the brake control device. Therefore, in a third embodiment, the abnormality of the brake control device is determined when the change in the LF pressure value is small.

A possible case of a small change in the LF pressure value is when there are no passengers boarding and disembarking. For example, the change in the LF pressure value at the time of stopping at a station is small because no passengers get on and off after the door of the vehicle 1 is fully closed, and the pressure value is stable.

The information for the determination unit 103 of the monitor device 100 to determine an abnormality is preferably a brake command when the change in LF pressure value is small and a pressure value from each sensor. Therefore, in the third embodiment, the acquiring unit 101 of the monitor device 100 acquires information about the LF pressure value. The determination unit 103 determines whether the obtained LF pressure value is stable, that is, whether a change in the LF pressure value is small, and determines abnormality when determining that the LF pressure value is stable. Here, the small change in LF pressure value means a state of no change in LF pressure value or change in LF pressure value within a predetermined change range. Since the pressure value from each sensor is stable by using the information when the change in the LF pressure value is small, it is possible to accurately determine abnormality of the brake control device.

In the monitoring device of the brake control device according to the present disclosure, the obtaining unit further acquires a pressure value of an LF pressure sensor that detects a pressure of an air spring of the brake control device, and the determination unit determines whether the pressure value of the LF pressure sensor is stable and determines that the brake control device is abnormal when it is determined that the pressure value of the LF pressure sensor is stable. Therefore, it is possible to accurately determine abnormality of the brake control device.

11 12 is a diagram illustrating an example of a case where a processing circuit included in the monitoring device 100 is configured by a processor and a memory. When the processing circuitry is implemented by a processor 1000 and a memory 1001, each function of the processing circuitry of the monitoring device 100 is implemented by software, firmware, or a combination of software and firmware. Software or firmware is written as a program and stored in memory 1001. The processing circuitry implements each function through the processor 1000 reading and executing the programs stored in the memory 1001. This means that the processing circuit comprises the memory 1001 for storing the programs that result in an execution of a processing of the monitoring device 100 . It can also be said that these programs cause a computer to execute procedures and methods of the monitoring device 100 .

It is to be noted that in the present disclosure, within the scope of the invention, the respective embodiments can be freely combined, or the embodiments can be modified or omitted as appropriate.

Reference List

1

Train;

2

connection device;

3

Wheel;

4

brake cylinder;

5

mechanical braking device;

6

air supply tank;

7

air spring;

10, 210

brake control device;

11

control unit;

12

input unit;

13

Solenoid valve control unit;

14

output unit;

20

supply valve;

21

supply valve operation detection sensor;

30

Outlet valve;

31

exhaust valve operation detection sensor;

40

relay valve;

50

AC Command Chamber;

80

SR pressure sensor;

60

AC pressure sensor;

70

BG pressure sensor;

90

LF pressure sensor;

100

monitoring device;

101

acquisition unit;

102

storage unit;

103

destination unit;

220

central device;

230

onboard radio;

240

onboard antenna;

250

floor device;

260

Network.

QUOTES INCLUDED IN DESCRIPTION

This list of documents cited by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent Literature Cited

• WO 2018008654 [0003]

Claims (7)

Monitoring device of a brake control device, comprising: an acquiring unit for acquiring information from an AC pressure sensor that detects pressure in an AC command chamber provided in the brake control device that controls braking of a vehicle, information of a supply valve operation detection sensor that detects operation of a supply valve, that is provided between an air supply tank provided in the vehicle and the AC command chamber and that is used for supplying and stopping compressed air in the air supply tank to the AC command chamber, and information of an exhaust valve operation detection sensor that detects an operation of an exhaust valve that is provided in a flow path connecting the AC command chamber and external air and that is used for releasing and stopping the compressed air in the AC command chamber to the external air; and a determination unit for determining that the brake control device is abnormal based on the information of the AC pressure sensor, the information of the supply valve operation detection sensor, and the information of the exhaust valve operation detection sensor. Monitoring device according to the brake control device claim 1 wherein the information of the supply valve operation detection sensor is information indicating an opening/closing operation of the supply valve, and the information of the exhaust valve operation detection sensor is information indicating an opening/closing operation of the exhaust valve. Monitoring device according to the brake control device claim 2 , wherein the determining unit determines that the brake control device is abnormal when the number of times a value of the AC pressure sensor exceeds a first pressure set larger than a target pressure value is greater than a preset number of times and the number of opening/ Closing operations of the exhaust valve operation detection sensor is greater than a preset number of times. Monitoring device according to the brake control device claim 3 , wherein the determining unit determines that an abnormal part of the brake control device is not the exhaust valve when it is determined that the operation of the exhaust valve is abnormal. Monitoring device according to the brake control device claim 2 , wherein the determining unit determines that the brake control device is abnormal when the number of times that a value of the AC pressure sensor falls below a second pressure value set smaller than a target pressure value is greater than a preset number of times and when the number of opening /close operations of the supply valve operation detection sensor is greater than a preset number of times. Monitoring device according to the brake control device claim 5 , wherein the determining unit determines that an abnormal part of the brake control device is not the supply valve when it is determined that the operation of the supply valve is abnormal. Monitoring device of the brake control device according to one of Claims 1 until 6 , wherein the obtaining unit further obtains a pressure value of an LF pressure sensor that detects a pressure of an air spring of the brake control device, and the determination unit determines whether the pressure value of the LF pressure sensor is stable and determines that the brake control device is abnormal when it is determined that the pressure value of the LF pressure sensor is stable.

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