JP2000272501A - Blake control device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To easily perform handling, maintenance, and check while realizing space saving of a brake controlling device for a railway vehicle. SOLUTION: A brake control valve 16a for forming this brake controlling device 16 provided between a fluid pressure source and a brake cylinder 15 has two pilot solenoid valves for air supply and exhaust, and the pilot solenoid valve for air supply is a normally-opened type valve where the fluid pressure source is allowed communicate to with a pilot chamber while the pilot solenoid valve for exhaust is a normally-closed type to exhaust an air in the pilot chamber. A brake control valve body is integrally provided with a pressure controlling part 62, and an operating signal is sent to each of the pilot solenoid valve based on both a brake control calculation part 20 which outputs a brake command signal with corresponding to an operation of a brake operating unit 19 and a feedback signal from a pressure sensor 61. A control pressure external output and a failure detecting signal 20a are sent to the brake control calculation part 20.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a brake control device for a vehicle which achieves both improvement of brake control and downsizing of a brake control device including a device for preventing sliding and sticking of wheels.

[0002]

2. Description of the Related Art An electric command type air brake control device for a railway vehicle includes a service brake system, an emergency brake system, and a security brake system valve, and a state in which the rotation of wheels is stopped at the time of braking, so that the brakes travel on the rail. It comprises an anti-skid valve of an ABS (anti-lock brake system) for preventing the occurrence of a so-called slip phenomenon.

[0003] Usually two trolleys are attached to the body,
Each of the trucks is provided with two wheel shafts each having four wheels, one on each side, and the brake control device has a brake cylinder for braking the wheel shafts. The brake cylinder is generally mounted on a truck and is operated by compressed air. An example of such a railway vehicle brake control device is described in JP-A-6-54406.

[0004]

A normally closed electropneumatic proportional valve has been used in a service brake system. Therefore, there is a fundamental problem that the brake pressure cannot be output at the time of abnormality such as a power failure. Similarly, an electropneumatic proportional valve widely used as a consumer product cannot be used for vehicles because it is composed of two normally closed solenoid valves.

Further, the conventional brake control device has a large number of solenoid valves in order to supply and discharge air at an optimum pressure to and from the brake cylinder according to the vehicle speed and the rotation speed of the wheels. An electrical control unit that sends a pressure control signal to the solenoid valve is installed at a position away from the solenoid valve, and a pressure sensor for detecting the pressure of air in the brake cylinder is also set at a position away from the solenoid valve. ing. For this reason, there is a problem that not only a large installation space must be ensured, but also the workability is poor when checking the operation of the solenoid valve while adjusting the electric control unit during maintenance.

[0006] A seal member for preventing air leakage is incorporated in a solenoid valve for supplying and discharging air to and from the brake cylinder to prevent foreign matter such as dust from entering the air supplied to the solenoid valve. For this purpose, the brake control device is provided with a filter for purifying air supplied to the brake cylinder.

[0007] When the operation of the valve element becomes defective due to aging, temperature change, or the like, the conventional brake system cannot inform the driver or maintenance person of the defect. For this reason, there is a problem that it is difficult to investigate the cause of the problem and take measures.

An object of the present invention is to make it possible to realize space saving of a brake control device for a railway vehicle.

Another object of the present invention is to maintain a maintenance level so that handling and maintenance of the railway brake control device can be easily performed.

Still another object of the present invention is to predict the maintenance and inspection timing of the components constituting the brake control device for a railway vehicle, and to improve the reliability of failure prevention.

[0011]

A vehicle brake control device according to the present invention comprises a brake cylinder for applying a braking force to a wheel shaft provided on a bogie of a vehicle body, and a brake cylinder communicating with an output port connected to the brake cylinder. A valve hole formed in the brake control valve body by connecting a brake control valve body provided with a diaphragm for partitioning a secondary chamber and a pilot chamber, and an air supply port connected to a fluid pressure source and the output port. A hollow valve shaft provided with a valve body for opening and closing the valve hole and contacting the diaphragm, an exhaust port communicated with the secondary side chamber through an internal flow passage of the hollow valve shaft, A pilot solenoid valve for air supply that opens and closes an air supply passage that connects a fluid pressure source and the pilot chamber,
An exhaust pilot solenoid valve for opening and closing an exhaust passage for exhausting air from the pilot chamber, a pressure sensor provided on the brake control valve main body, for detecting a pressure of air flowing out to the output port, A brake control calculation unit that is provided inside the brake control device together with the control valve body and outputs a brake control pressure command in response to an operation from a brake actuator; and the respective pilot solenoids based on a feedback signal from the pressure sensor. A pressure control unit for sending an operation signal to the valve.

A vehicle brake control device according to the present invention includes a brake cylinder for applying a braking force to a wheel axle provided on a bogie of a vehicle body, a secondary chamber and a pilot chamber communicating with an output port connected to the brake cylinder. A brake control valve main body provided with a diaphragm for partitioning, and an air supply port connected to a fluid pressure source and the output port communicating with each other, provided in a valve hole formed in the brake control valve main body, A hollow valve shaft provided with a valve element for opening and closing a valve hole and in contact with the diaphragm, an exhaust port communicated with the secondary chamber through an internal flow passage of the hollow valve shaft, the fluid pressure source and the pilot A pilot solenoid valve for opening and closing an air supply passage for communicating with the chamber, a pilot solenoid valve for opening and closing an exhaust passage for discharging air from the pilot chamber, A pressure sensor for detecting a pressure of air flowing out of the output port, a brake control unit for outputting a control pressure command in accordance with an operation from a brake actuator, and the respective pilots based on a feedback signal from the pressure sensor. A pressure control unit that sends an operation signal to the solenoid valve; and a failure prediction unit that outputs a deviation such as a pressure or response time delay between an input signal from the brake control calculation unit and a feedback signal from the pressure sensor. Features.

In the brake control apparatus for a vehicle according to the present invention, the pilot solenoid valve for air supply is a normally open type, and the pilot solenoid valve for exhaust is a normally closed type.

In the present invention, the pilot solenoid valve for air supply may be formed by a normally open pilot solenoid valve and a normally closed pilot solenoid valve connected in parallel to the pilot solenoid valve. Further, a memory for storing a relationship between the information on the deviation and the state of the brake control device may be provided.

[0015]

Embodiments of the present invention will be described below in detail with reference to the drawings.

FIG. 1 is a block diagram showing a vehicle brake control apparatus according to an embodiment of the present invention. A vehicle body 10 shown in FIG. , 12 each having two wheel shafts 13
Is provided. Each wheel axle 13 is provided with two wheels 14 on each of the left and right sides. In order to brake the wheel axle 13, a brake pad that contacts the wheel or a brake pad that contacts a disk attached to the wheel axle is actuated. A brake cylinder 15 is mounted on the carts 11 and 12. However, when the brake cylinder 15 is
0 may be attached.

The vehicle body 10 is provided with four brake control devices 16 corresponding to the four wheel shafts 13. Each brake control device 16 has a function of an anti-skid valve and a service brake having an ABS function. The compressed air from an air tank 17 for storing compressed air discharged from a compressor (not shown) is provided to each brake control device 16.
Is supplied via the Internet. The emergency brake system 18 adjusts the pressure of the compressed air according to the weight of the vehicle body 10 and supplies the air at the adjusted pressure to the brake control device 16.

The brake control device is operated by a brake operating device 19 provided in a driver's seat.
From the brake operating device 19, a brake control calculating unit 20
The emergency brake system 18 and the brake control device 16 are operated by the control signal.

In order to supply the air in the air tank 17 to the respective brake control devices 16, the emergency brake system 1
8 is connected to the air supply port P of the brake control device 16, and a flow passage 22 is provided between the output port A of each brake control device 16 and the brake cylinder 15.
Is connected, and a return-type check valve 23 is provided in the flow path 22.

In addition to the operation of the brake control device in addition to the brake operation device 19, for example, a security brake system shut-off valve 25 which is activated by a security brake signal 24 from a security switch so as to be activated by a security switch provided in a conductor compartment. The safety brake system shut-off valve 25 is an electromagnetic valve that supplies compressed air from the air tank 17 or the emergency brake system 18 to all the brake cylinders 15 via a return-type check valve 23. A flow path 26 is connected between the safety brake system shut-off valve 25 and the flow path 22.

FIG. 2 shows the brake control device 1 shown in FIG.
FIG. 3 is a sectional view showing the brake control device 6, and FIG. 3 is a block diagram of the brake control device 16 of FIG.

The brake control device 16 has a brake control valve 16a. The brake control valve 16a has a brake control valve body 30 composed of a base block 31 and an adapter block 32. Is provided with a pilot solenoid valve section 30a and a booster section 30b which constitute an electropneumatic proportional control valve.

An air supply port P to which the flow path 21 is connected and an output port A to which the flow path 22 is connected are formed in the base block 31, and a diaphragm 33 is provided between the base block 31 and the adapter block 32. Is attached. A secondary chamber 34 and a pilot chamber 35 communicating with the output port A are formed in the main body 30 by the diaphragm 33.

In the base block 31, a valve hole 37 having one end opened to the secondary chamber 34 and the other end opened to a communication chamber 36 communicating with the output port A is formed. An opening provided in the surface communicates with the air supply port P. A hollow valve shaft 38 is slidably mounted in the valve hole 37 in the axial direction. One end of the hollow valve shaft 38 comes into contact with the diaphragm 33, and the other end of the hollow valve shaft 38 has the valve hole 37. A main valve body 41 that contacts a valve seat 40 provided at the other end is provided.

When the main valve element 41 contacts the valve seat 40 and closes the valve hole 37, the flow of air from the air supply port P to the output port A is shut off. On the other hand, when the hollow valve shaft 38 moves backward by the pressure in the pilot chamber 35, the main valve body 41
Is opened so that the air supply port P and the output port A are in communication with each other, and compressed air is supplied from the output port A to the brake cylinder 15. The main valve body 41 is connected to the valve seat 40.
A compression coil spring 42 is mounted in the base block 31 in order to bias the main valve body 41 in the direction to close the valve hole 37 by approaching the valve block 37.

An exhaust port R is provided in the base block 31 so as to communicate with the internal flow path 43 of the hollow valve shaft 38. When the diaphragm 33 moves away from the end face of the hollow valve shaft 38, the output port A becomes the exhaust port R. And the air in the brake cylinder 15 is discharged from the exhaust port R to the outside.

A pilot solenoid valve 44 for air supply and a pilot solenoid valve 45 for exhaust are attached to the adapter block 32, each of which is a two-way valve. Each of the solenoid valves 44 and 45 has a fixed iron core 47 and a movable iron core 48 incorporated in a bobbin 46, and a solenoid coil 49 is wound around the bobbin 46, and these are provided in a valve housing 50. ing.

The fixed iron core 47 of the air supply pilot solenoid valve 44 has a pilot flow path 5 connected to the air supply port P.
The communication hole 52 is formed so as to communicate with a pilot flow passage 53 formed in the adapter block 32 so as to communicate with the pilot chamber 35. Valve seat 54 provided at the end of communication hole 52
Is provided on the movable core 48 so as to face the fixed iron core 47. A compression coil spring 56 is attached to the air supply pilot solenoid valve 44 to urge the movable iron core 48 with a spring force in a direction away from the fixed iron core 47. Accordingly, the movable iron core 48 moves backward against the spring force.

Therefore, the pilot solenoid valve 4 for air supply is provided.
4 is a normally-open type solenoid valve that, when the solenoid coil 49 is not energized, causes the pilot valve element 55 to open the pilot flow path 51 by the compression coil spring 56 and supply air from the air supply port P into the pilot chamber 35. It has become. As described above, when the solenoid coil 49 is not energized, the air in the air supply port P is supplied into the pilot chamber 35, and the main valve body 41 separates from the valve seat 40 and the air supply port P
And the output port A are in communication with each other, and the compressed air is supplied to the brake cylinder 15.

The adapter block 32 is provided with an exhaust passage 57 for communicating the pilot chamber 35 with the pilot solenoid valve 45 for exhaust and an exhaust passage 57a for communicating the solenoid valve 45 with the outside. The movable iron core 48 of the pilot solenoid valve 45 is provided with a pilot valve body 59 that contacts a valve seat 58. A compression coil spring 60 is mounted on the exhaust pilot solenoid valve 45 in order to urge the movable iron core 48 with a spring force in the direction of moving the pilot valve body 59 toward the valve seat 58. Therefore,
The pilot solenoid valve for exhaust 45 is a normally-closed solenoid valve in which the pilot valve element 59 closes the exhaust passages 57 and 57 a by the compression coil spring 60 when the solenoid coil 49 is not energized.

The adapter block 32 is provided with a pressure sensor 61 for detecting the pressure at the output port A.
A feedback signal is sent from the pressure sensor 61 to a pressure control unit 62, and the pressure control unit 62 is attached to an attachment member 63 attached to the adapter block 32. This pressure control unit 62
, A control signal is input from the brake control calculation unit 20 shown in FIG.

In FIGS. 2 and 3, no power is supplied to the solenoid coils 49 of the pilot solenoid valves 44 and 45, and the movable iron core 48 separates from the fixed iron core 47 side by spring force. This shows a state in which the pilot solenoid valve 44 for air is opened and the pilot solenoid valve 45 for exhaust is closed.

The brake control calculation unit 20 includes the wheels 14
A signal is sent from a speed sensor 64 for detecting the rotation speed of the vehicle. The brake control calculation unit 20 controls each pressure control unit 62 according to the speed of the vehicle body 10 and the rotation speed of the wheels 14. A signal is sent.

When the vehicle is running, the pressure control unit 6 controls the solenoid coil 49 of the pilot solenoid valve 44 for air supply.
2, the pilot valve element 55 comes into contact with the valve seat 54, and the communication between the pilot chamber 35 and the air supply port P is closed. As a result, the main valve body 41 comes into contact with the valve seat 40 by the spring force of the compression coil spring 42 so that the communication between the air supply port P and the output port A is cut off, and compressed air is supplied to the brake cylinder 15. Instead, the brake is inactive.

When the driver operates the brake operating device 19 to brake the vehicle, a brake control operation unit 20 operates.
, A control signal is sent to the pressure control unit 62 of each brake control device 16. As a result, the energization of the solenoid coil 49 of the air supply pilot solenoid valve 44 is released, and a braking force is applied to each brake cylinder 15.

When a braking force is applied to the wheel shaft 13, the peripheral speed of the wheel 14 becomes slower than the running speed of the vehicle,
When a sliding phenomenon is likely to occur, the power supply from the pressure control unit 62 to the solenoid coil 49 of the air supply pilot solenoid valve 44 is stopped, and the communication between the air supply port P and the pilot chamber 35 is cut off. And
Solenoid coil 49 of pilot solenoid valve 45 for exhaust
When the power is supplied to the pilot chamber 35, the air in the pilot chamber 35 is discharged to the outside, and the pressure in the pilot chamber 35 decreases. Thus, the brake cylinder 1
The decrease in the pressure of 5 prevents the wheels 14 from sliding due to the wheels stopping before the vehicle stops.

When the pressure of the air supplied into the brake cylinder 15 drops to a predetermined value or less, the pilot solenoid valve 44 for supplying air and the pilot solenoid valve 45 for exhausting are used.
Is stopped, the air in the air supply port P is supplied into the pilot chamber 35, and the compressed air is supplied to the brake cylinder 15.

As described above, when the running vehicle is stopped, by controlling the energization of both pilot solenoid valves 44 and 45 to adjust the pressure in the brake cylinder 15, the wheels can be prevented from sliding. Thus, the vehicle can be reliably stopped at a short braking distance.

A pressure sensor 61 for detecting the pressure at the output port A and the pilot solenoid valves 44, 4
Since the pressure control unit 62 that outputs the operation signal to the brake control valve 5 is provided in each brake control valve body 30, the pressure sensor 6 uses the installation space of the brake control valve 16a.
1 and the pressure control unit 62 can be provided, and the space efficiency can be improved. Moreover, the pressure sensor 61
The pressure control unit 62 and the pressure control unit 62 are provided in the brake control valve 16a. Therefore, during maintenance for inspecting the brake control device 16, the operator performs matching between the pressure control unit 62 and the pilot solenoid valves 44 and 45 while maintaining the matching. ,
The operating states of the pilot solenoid valves 44 and 45 can be easily checked.

FIG. 4 shows another type of brake control valve 16a.
In this case, a pilot solenoid valve for air supply is constituted by a normally-open solenoid valve 44a and a normally-closed solenoid valve 44b connected in parallel to the pilot solenoid valve. The solenoid valves 44a and 44b are
The operation is controlled by a signal from the computer. The brake control valve 16a as shown in FIG.
The same function as in the case shown in FIG.

FIG. 5 is a block diagram showing a control circuit in the brake control device according to the present invention. FIG. 6 shows an output of the pressure sensor 61 when a pressure setting signal is input from the brake control calculation unit 20 to the pressure control unit 62. It is a time chart which shows a signal.

As shown in FIG. 6, the brake control device 16
When the input signal E shown by a dashed line from the brake control calculation unit 20 is input to the pressure control unit 62 when the brake control device having At a predetermined time lag.

The filter provided in the pneumatic piping of the brake control device may become clogged or the brake control device 16
When the seal material inside is worn out, the brake control device 1
6 will change. For this reason, even if the input signal E shown by the broken line is input to the pressure control unit 62, the feedback signal of the pressure sensor 61 becomes smaller than the good response characteristic shown by the solid line as shown by the two-dot chain line F2. The output is delayed and the time lag increases. Therefore, the maintenance and inspection of the brake control device 16 is performed by detecting the time from when the input signal from the brake control calculation unit 20 is input to the pressure control unit 62 to when the output signal of the pressure sensor 61 is output. Whether it is necessary or not can be detected.

Further, as shown by a two-dot chain line F3 in FIG. 6, when the delay of the feedback signal from the pressure sensor 61 becomes longer than a predetermined time, a malfunction occurs in the brake control device 16 or the air pressure supply line. Can be determined to have occurred.

As shown in FIG. 5, a timer 65 is connected to the pressure control unit 62, and the pressure control unit 62 calculates a deviation between the input signal from the brake control calculation unit 20 and the feedback signal from the pressure sensor 61. That is, it has a function of detecting a time lag, and the pressure control unit 62 serves as a failure prediction unit. A signal is sent from the pressure control unit 62 to the display unit 66, and as shown in FIG. 6, whether the brake control device is in a good operation state, in a state requiring maintenance and inspection, or A failure detection unit for detecting whether a failure has occurred in the brake control device or the air pressure supply line, and a display unit 6 for displaying the detection result.
The pressure control unit 62 has an output unit for causing the display unit 6 to display a light. By providing the display unit 66 in the conductor's compartment or driver's cab, it is possible to easily detect the timing of maintenance and inspection of the brake control device. The brake control calculation unit 20 receives a control pressure external output and a failure detection signal 20 a from the pressure control unit 62.

A timer may be built in the pressure control section 62, and the deviation of both signals may be detected by the built-in timer. In the illustrated case, the pressure control unit 62 serves as a failure prediction unit, but detects a deviation between an input signal from the brake control calculation unit 20 and a feedback signal from the pressure sensor 61, and according to the detection result, A failure predicting means that is lit and displayed on the display unit 66 may be provided separately from the pressure control unit 62.

To detect whether the brake control unit 16 is in a good operating state, is in a state of performing maintenance and replacing parts such as a filter, or is out of order, a brake control calculation unit is provided. The time difference between the input signal from the pressure sensor 20 and the feedback signal from the pressure sensor 61 is detected. As shown by the two-dot chain line F4 in FIG. When the deviation exceeds the allowable deviation ΔS, the display 66 may be lit to indicate whether it is time to perform a maintenance check or whether a failure has occurred in accordance with the deviation.

Further, as shown by a two-dot chain line F5 in FIG. 6, a delay time D from when the input signal E is sent to the pressure control unit 62 to when the feedback signal detected by the pressure sensor 61 is output. When the brake control device becomes large, the value of the response time delay detects whether the brake control device is in a good condition, needs to be checked, or has a problem. can do.

The failure detection unit provided in the pressure control unit 62 or provided separately from the pressure control unit 62 has a memory in which the brake control device is in good condition and needs to be checked. The pressure value, the output value of the pressure sensor, the air temperature value, and the like in the normal state and the failure state are stored.

As described above, the deterioration state of the members constituting the brake control device 16 and the like due to aging can be detected by the display unit 66, so that the maintenance and inspection of the brake control device can be performed in an optimum state.

FIG. 7 is a sectional view showing a brake control valve in a brake control device according to another embodiment of the present invention. In FIG. 7, the same members as those in the above embodiment are the same. Are given.

The brake control valve 16a has a base block 31 having the same structure as that shown in FIG. 2, the adapter block 32 is formed by laminating a plurality of members, and the diaphragm 33 The third three diaphragm elements 33 a to 33 c are formed, and all the diaphragm elements 33 a to 33 c are connected by a connection shaft 70. First and second diaphragm elements 33a, 33
b have substantially the same outer diameter as each other, and the third diaphragm element 33c has a larger outer diameter than the others.

The first diaphragm element 33a in contact with the hollow valve shaft 38 divides the secondary chamber 34 and an atmospheric pressure chamber 71, and the atmospheric pressure chamber 71 is communicated with the outside by an atmospheric pressure flow path 72. . The second diaphragm element 33b divides an atmospheric pressure chamber 71 and a primary side chamber 73, and the primary side chamber 73
Communicates with the air supply port P through an air supply passage 74.

The third diaphragm element 33c separates the pilot chamber 35 and the atmospheric pressure chamber 75 from each other.
Reference numeral 5 communicates with the outside through an atmospheric pressure passage 76.

The pilot solenoid valve 44 for air supply and the pilot solenoid valve 45 for exhaust are each a normally closed pilot solenoid valve, and a pilot valve body 59 provided at the tip of each movable iron core 48 is Solenoid coil 4
9 is not energized, the valve seat 5
8.

When the air supply pilot solenoid valve 44 is energized to open the pilot valve body 59, the air supply passage 74 communicates with the pilot passage 77, and the compressed air of the air supply port P is introduced into the pilot chamber 35. When the power is released, the pilot valve body 59 is closed and the communication between the air supply passage 74 and the pilot passage 77 is cut off.

When the pilot solenoid valve 45 is energized to open the pilot valve body 59, the pilot flow path 77 and the exhaust flow path 78 communicate with each other, and the air in the pilot chamber 35 is discharged to the outside. When the power supply is released, the communication between the pilot flow channel 77 and the exhaust flow channel 78 is cut off. A bleed hole 79 having a small diameter is formed to discharge the air in the pilot chamber 35 to the outside, so that the air in the pilot chamber 35 is discharged to the outside with a delay time.

When the power supply to both pilot solenoid valves 44 and 45 is stopped and each pilot valve body 59 is closed, as shown in FIG. 7, air is supplied from the air supply passage 74 to the primary side chamber 73. The main valve element 41 is separated from the valve seat 40 and opened by the pressure of the compressed air. That is, the main valve body 41 is a normally open type, and when the respective pilot solenoid valves 44 and 45 are not energized, compressed air is supplied to the brake cylinder 15.

When the supply of the compressed air to the brake cylinder 15 is stopped by bringing the main valve body 41 into contact with the valve seat 40, the air supply pilot solenoid valve 44 is energized. Thereby, compressed air is supplied into the pilot chamber 35,
The connecting shaft 70 will move upward in FIG.
The main valve body 41 contacts the valve seat 40.

On the other hand, when the exhaust solenoid valve 45 is energized, the air in the pilot chamber 35 is discharged to the outside, and the pressure in the pilot chamber 35 decreases.
Therefore, the pressure of the compressed air supplied to the brake cylinder 15 can be adjusted by controlling the energization and the energization stop of both the pilot solenoid valves 44 and 45.

FIG. 8 is a block diagram showing an air pressure passage of a brake control valve in a brake control device according to still another embodiment of the present invention. The basic structure of this brake control valve is substantially the same as that shown in FIG. 3, but the two pilot solenoid valves 44 and 45 for air supply and exhaust are both normally closed, and the pilot chamber and the air supply A throttle 82 is provided in a flow path 81 directly connected to the port P.

The present invention is not limited to the above-described embodiment, and it goes without saying that various modifications can be made without departing from the scope of the invention.

For example, in FIG.
Only the two are shown, but the other connected vehicles are similar. Further, the number of the carts 11 and 12 is not limited to two, but may be three like a specific freight car.

[0064]

According to the present invention, improvement in brake control and effective use of the installation space of the brake control device can achieve space saving. Further, the handling and maintenance of the brake control device constituting the brake system are facilitated. Further, it is possible to predict when to perform maintenance and inspection of a brake control device and the like that constitute the brake system, and it is possible to prevent a failure from occurring. In addition, when a failure occurs, its location and contents can be easily inferred.

[Brief description of the drawings]

FIG. 1 is a block diagram showing a brake control device according to an embodiment of the present invention.

FIG. 2 is a sectional view showing the brake control valve shown in FIG.

FIG. 3 is a block diagram showing an air pressure passage of the brake control valve shown in FIG. 2;

FIG. 4 is a block diagram showing a pneumatic flow path of another type of brake control valve.

FIG. 5 is a block diagram showing a control unit of the brake control device of the present invention.

FIG. 6 is a time chart showing a feedback signal from a pressure sensor.

FIG. 7 is a cross-sectional view showing a brake control valve in a brake control device according to another embodiment of the present invention.

FIG. 8 is a block diagram showing a pneumatic flow path of a brake control valve according to still another embodiment of the present invention.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 10 Body 13 Wheel axle 14 Wheel 15 Brake cylinder 16 Brake control device 16a Brake control valve 19 Brake actuator 20 Brake control operation part 30 Brake control valve main body 30a Pilot solenoid valve part 30b Booster part 31 Base block 32 Adapter block 33 Diaphragm 34 Two Secondary chamber 35 Pilot chamber 37 Valve hole 38 Hollow valve shaft 41 Main valve body 44 Pilot solenoid valve for air supply 45 Pilot solenoid valve for exhaust 61 Pressure sensor 62 Pressure control unit

 ──────────────────────────────────────────────────続 き Continuing on the front page (72) Inventor Takemi Kato 3-2-2, Marunouchi, Chiyoda-ku, Tokyo, Japan Inside Koganei Co., Ltd. (72) Inventor, etc. 3-2-2-3, Marunouchi, Chiyoda-ku, Tokyo, Japan F-term (reference) in Koganei Co., Ltd.

Claims (5)

[Claims] 1. A brake cylinder for applying a braking force to a wheel shaft provided on a bogie of a vehicle body, and a diaphragm for partitioning a secondary chamber and a pilot chamber communicating with an output port connected to the brake cylinder are provided. A brake control valve body, a valve body that is provided in a valve hole formed in the brake control valve body by communicating an air supply port connected to a fluid pressure source and the output port, and opens and closes the valve hole. A hollow valve shaft provided and in contact with the diaphragm, an exhaust port communicated with the secondary side chamber through an internal flow path of the hollow valve shaft, and an air supply for communicating the fluid pressure source with the pilot chamber. A pilot solenoid valve for air supply that opens and closes a flow path, a pilot solenoid valve for exhaust that opens and closes an exhaust flow path that discharges air in the pilot chamber, and a brake control valve main body. A pressure sensor for detecting a pressure of air flowing out to the output port; and a brake control operation which is provided inside the brake control device together with the brake control valve body and outputs a brake control pressure command in response to an operation from a brake operation device. And a pressure control unit that sends an operation signal to each of the pilot solenoid valves based on a feedback signal from the pressure sensor. 2. A brake cylinder for applying a braking force to a wheel shaft provided on a bogie of a vehicle body, and a diaphragm for partitioning a secondary chamber and a pilot chamber communicating with an output port connected to the brake cylinder are provided. A brake control valve body, a valve body that is provided in a valve hole formed in the brake control valve body by communicating an air supply port connected to a fluid pressure source and the output port, and opens and closes the valve hole. A hollow valve shaft provided and in contact with the diaphragm, an exhaust port communicated with the secondary side chamber through an internal flow path of the hollow valve shaft, and an air supply for communicating the fluid pressure source with the pilot chamber. An air supply pilot solenoid valve for opening and closing a flow path; an exhaust pilot electromagnetic valve for opening and closing an exhaust flow path for discharging air from the pilot chamber; and a pressure of air flowing out to the output port. A pressure sensor for detecting a force, a brake control operation unit for outputting a control pressure command according to an operation from a brake actuator, and an operation signal to each of the pilot solenoid valves based on a feedback signal from the pressure sensor. A vehicle brake, comprising: a pressure control unit for sending; and a failure prediction unit that outputs a deviation of a pressure or a response time delay between an input signal from the brake control calculation unit and a feedback signal from the pressure sensor. Control device. 3. The brake control device for a vehicle according to claim 1, wherein the pilot solenoid valve for air supply is a normally-open type, and the pilot solenoid valve for exhaust is a normally-closed type. Vehicle brake control device. 4. The vehicle brake control device according to claim 1, wherein the pilot solenoid valve for air supply is connected to a normally-open pilot solenoid valve in parallel with the pilot solenoid valve. And a normally closed pilot solenoid valve. 5. The vehicle brake control device according to claim 2, further comprising a memory for storing a relationship between the information on the deviation and a state of the brake control device.