JP2000318602A - Train separation detecting system and rolling stock brake device using it - Google Patents

Abstract

PROBLEM TO BE SOLVED: To precisely detect the fact of a train separation by receiving the output of a pressure detecting means for detecting a brake pipe pressure, and detecting the train separation on the basis of the pressure reduction change rate of the brake pipe pressure and the pressure difference between the target value of the brake pipe pressure according to a command signal and the detected value thereof. SOLUTION: The pressure reduction change rate of brake pipe pressure (BP pressure) is calculated in the CPU of a command arithmetic part 101. The fact that the reduction of BP pressure is continued at a pressure reduction change rate higher than a prescribed value for a prescribed time is taken as the first element for establishment of train separation detection. The CPU calculates the pressure difference between the target arithmetic PB pressure and the actual BP pressure, and takes the fact that this pressure difference is a value exceeding a prescribed value and continued for a prescribed time or more as the second element for establishment of train separation detection. Only when the first and second elements for establishment of train separation detection are satisfied, the detection is executed. According to this structure, the possibility of wrong detection is extremely minimized.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a train separation detection system and a railway vehicle brake device using the same.

[0002]

2. Description of the Related Art An air brake device for a train including a locomotive and a freight train towed by the locomotive is provided with an automatic pneumatic brake acting on the entire train and an electric command type air brake acting only on the locomotive. Section. The automatic air brake operation unit transmits a brake command to a control valve of each vehicle using the air pressure (hereinafter, referred to as BP pressure) in a brake pipe passed through the entire train as a medium, and operates each brake cylinder. On the other hand, the electric-command-type air brake operating section gives a brake command directly to the electropneumatic conversion valve by an electric signal to operate only the brake cylinder of the locomotive. In a locomotive, the brake cylinder is operated with higher priority (the stronger brake command) out of the two types of brake commands from the brake action sections.

[0003] The brake by the above-mentioned automatic pneumatic brake action section acts on all vehicles, and therefore has a particularly high reliability as an emergency brake. The emergency brake operates mainly when the driver operates, when an ATS emergency command is issued, and when a failure is detected. In the case of train separation described below, the emergency brake is also activated. . In other words, when train separation occurs between the locomotive and the wagon during the running of the train or between the wagons due to poor connection between the vehicles, the brake pipe is opened to the atmosphere at the separation point,
The P pressure drops sharply. This phenomenon of a decrease in BP pressure is "transmitted" to all the vehicles via the brake pipe regardless of the command signal of the brake command device, and as a result, an emergency brake state occurs and the train stops. Therefore, when the train separation occurs, the fact that the train separation is not detected itself, but the train is safely stopped by the automatic air brake operation section.

[0004]

However, it is difficult for a brake using an automatic pneumatic brake operating section to be delicately adjusted as a regular brake. It has bad sex. On the other hand, the brake by the electric command type air brake action section has better controllability than the automatic air brake action section. Further, the electric command type air brake is easy to cooperate with the electric brake by the electric motor of the locomotive.
Therefore, it is desired to make full use of the electric command type air brake as a service brake. However, since the locomotive brake is a high-priority system as described above, the good controllability of the electric command type air brake cannot be fully utilized.

On the other hand, as described above, since the automatic air brake device plays an important role in separating the train, in such a case, the operation of the automatic air brake device is prioritized for safety. It is essential that there is. However, this becomes a factor that hinders the improvement of controllability as described above during regular braking. That is, the conventional brake device has a problem that it is difficult to improve the controllability of the brake while securing the safety at the time of train separation. In addition, since the fact of train separation itself could not be detected in the first place, if a train was stopped due to train separation, it would take time for the driver to understand the cause, delaying recovery. is there.

[0006] In view of the above-mentioned conventional problems, an object of the present invention is to provide a train separation detection system capable of accurately detecting the fact of train separation. Also,
By using such a train separation detection system, it is possible to improve the controllability of brakes in a locomotive having both an automatic air brake operation section and an electric command type air brake operation section, and to ensure safety when a train is separated for a railway vehicle. It is intended to provide a braking device.

[0007]

SUMMARY OF THE INVENTION A train separation detection system according to the present invention comprises a brake pipe for an automatic air brake device passed through a train constituted by a locomotive and a towed vehicle towed by the locomotive. A brake control means provided in the locomotive and controlling a brake pipe pressure of the brake pipe in accordance with a command signal from a brake command device; a pressure detection means for detecting the brake pipe pressure; Receiving the output of the pressure detecting means, the rate of change of the pressure reduction of the brake pipe pressure, and the pressure difference between the target value of the brake pipe pressure according to the command signal and the detected value of the brake pipe pressure. And a train separation detecting means for detecting a train separation on the basis of the train separation (claim 1).
In the train separation detection system configured as described above, when the train is separated due to disconnection between the vehicles (the locomotive and the towed vehicle or between the towed vehicles), the connection of the brake pipe between the vehicles is disconnected. As the air in the pipe is exhausted to the atmosphere, the pressure in the brake pipe drops rapidly. Also, the brake pipe pressure decreases in a way that goes against the control of the brake control means,
This is different from the phenomenon during emergency braking. Therefore, the train separation detecting means accurately detects whether or not train separation has occurred, based on the pressure reduction rate of the brake pipe pressure and the pressure difference between the target value and the detected value of the brake pipe pressure.

[0008] In the train separation detecting system (claim 1), the train separation detecting means includes a state in which the depressurization change rate is equal to or higher than a predetermined value for a predetermined time, and within a predetermined time thereafter, the pressure difference is reduced. When the state exceeding the predetermined value is continued for a predetermined time, it may be detected that the train is separated. In this case, the train separation detecting means detects the state of the emergency brake including the train separation by keeping the state in which the rate of change of the pressure in the brake pipe pressure is equal to or higher than the predetermined value for a predetermined time. Further, the state in which the pressure difference exceeds a predetermined value within a predetermined time from that time is continued for a predetermined time, thereby excluding the emergency braking state other than the train separation and detecting only the train separation.

In the train separation detecting system (claim 1 or 2), the train separation detecting means invalidates the detection of the train separation when the brake commander recognizes the emergency brake command signal. (Claim 3).
In such a train separation detection system, at the time of emergency braking, the discharge pipe communicating with the brake pipe is opened to open the brake pipe to the atmosphere. At this time, since the train separation detecting means invalidates the detection of train separation, detection of train separation is not performed.

In the train separation detecting system (claim 1 or 2), the train separation detecting means may invalidate the detection of train separation when the running speed of the locomotive is lower than a predetermined speed. (Claim 4). In such a train separation detection system, when a towed vehicle having a brake pipe pressure of 0 kPa is connected, the brake pipe pressure temporarily drops greatly when the cock is opened after the connection, so that a state similar to that at the time of train separation occurs. However, at the time of such consolidation, the train is stopped. Therefore, by disabling the detection of train separation by the train separation detection means based on the fact that the running speed of the locomotive is lower than the predetermined speed, the system does not detect train separation.

In the train separation detection system (claim 1 or 2), when the locomotive is set as a booster auxiliary machine,
The train separation detecting means in this locomotive may invalidate the detection of train separation (claim 5). In such a train separation detection system, when the locomotive is used as a boosting auxiliary machine towed by another locomotive, the brake pipe pressure cannot be controlled except for the emergency brake, and the brake pipe pressure is controlled. A possible operating handle (own valve handle) is considered to be in the operating position. Therefore, at the time of regular braking by controlling the brake pipe pressure in another leading locomotive (main machine), the locomotive set as a booster auxiliary machine has a target brake pipe pressure corresponding to a command signal to the brake control means. Since a pressure difference is generated between the value and the detected value, the state is similar to that at the time of train separation. Therefore, in such a case, the system does not detect the train separation by disabling the detection of the train separation by the train separation detecting means.

[0012] In the train separation detecting system (claim 1 or 2), the train separation detecting means detects the train separation when the operation handle of the brake setting device connected to the brake commander is operated to the Yurume position. May be invalidated (claim 6). In such a train separation detection system, the operation handle (own valve handle) of the driver's seat is operated to the Yurume position at the time of early setting control of the brake pipe. At this time, a pressure difference is generated between the target value and the detected value of the brake pipe pressure, so that the state is similar to that at the time of occurrence of train separation. Therefore, in such a case, the system does not detect the train separation by disabling the detection of the train separation by the train separation detecting means.

Further, the brake system for a railway vehicle according to the present invention controls the locomotive and the towed vehicle by controlling the brake pipe pressure of a locomotive and a brake pipe drawn by the towed vehicle towed by the locomotive. A brake device for a railway vehicle having an automatic pneumatic brake acting portion for controlling a braking force of a car, and an electric command type air brake acting portion capable of independently controlling a braking force of the locomotive. A brake pipe pressure control electropneumatic conversion valve that controls the brake pipe pressure in accordance with the command signal, and a control valve that controls an output pressure to a brake cylinder of the locomotive according to the brake pipe pressure, A control unit for the automatic air brake operation unit, and a brake for directly controlling an output pressure to a brake cylinder of the locomotive according to a command signal from the brake command unit Having Linda pressure control electropneumatic conversion valve, a control unit of the electric command type air brake application unit,
The brake cylinder of the locomotive is connected to a secondary side of the control valve and the brake cylinder pressure controlling electro-pneumatic conversion valve, and gives higher priority to the output of the control valve and the output of the brake cylinder pressure controlling electro-pneumatic conversion valve. A relay valve that outputs to the brake pipe pressure, a pressure detection means that detects the brake pipe pressure, and a pressure reduction rate of the brake pipe pressure; A train separation detecting means for detecting a train separation and outputting an emergency brake command signal based on a pressure difference between a target value of the brake pipe pressure according to a command signal and a detected value of the brake pipe pressure; Provided between the valve and the relay valve,
It has a shut-off position and a communication position, and is provided with a shut-off solenoid valve which becomes a communication position based on a command signal of the emergency brake and which becomes a cut-off position in a predetermined case at the time of service braking (claim 7).

[0014] In the railway vehicle brake device configured as described above, in the relay valve, the output pressure to the brake cylinder has a higher priority between the output of the electropneumatic conversion valve for controlling the brake cylinder pressure and the output of the control valve. However, the shut-off solenoid valve provided on the output side of the control valve is in the shut-off position in a predetermined case during the service brake, and shuts off the output of the control valve.
Therefore, in this case, the brake cylinder pressure controlling electro-pneumatic conversion valve can ensure excellent controllability for the brake cylinder (that it can be accurately controlled as intended). Also, since the train separation detecting means detects the train separation and outputs an emergency brake command signal, when the emergency brake command signal including this train separation detection is output, the shutoff solenoid valve is set to the communication position and the control is performed. Emergency braking is prioritized by enabling valve output.

[0015]

3 to 5 are system block diagrams of a railway vehicle brake device including a train separation detection system according to an embodiment of the present invention. The brake device is mounted on a train including a locomotive and a towed vehicle (such as a freight car) towed by the locomotive. A locomotive is divided into two parts and is composed of two vehicles, one of which is called a one-end vehicle and the other is called a two-end vehicle. 1
Both the end car and the end car have a driver's seat, and either may be the leading car. 3 to 5 show the same contents, but due to space limitations, FIG. 3 shows the brake commander 1, FIG. 4 shows the brake control device 2 for the one-end vehicle, and FIG.
The brake control device 3 of the end car is shown in detail, centered on each. In each of the drawings, thick white arrows represent pneumatic circuits, and other arrows represent electric circuits. Although not shown as an electric circuit, various solenoid valves in the figure operate in response to a command signal from the brake command device 1 or the like. The illustration of the supply path from the air pressure source is omitted.

In FIG. 3, the brake device for a railway vehicle mainly includes a brake command device 1, a brake control device 2 for a one-end vehicle, a brake control device 3 for a two-end vehicle, a brake setting device 4 for a one-end vehicle, and a two-end brake device. A vehicle brake setting device 5, an indicator 6 mounted on a two-end vehicle and a speed generator 7, a main conversion control unit 8,
The vehicle is provided with a brake cylinder 9 of a first-end car, a brake cylinder 10 of a second-end car, an original air pipe 11, and a brake pipe 12 passed through a train constituted by a locomotive and a towed car. A brake cylinder is connected to each brake vehicle 12 via a control valve that controls an output pressure in accordance with the brake pipe pressure.

The brake command unit 1 includes a command calculation unit 10
1, brake pattern generation unit 102, air braking force calculation unit 10
3, and a BP pattern generation unit 104 that generates a pattern of a brake pipe pressure (hereinafter, referred to as BP pressure) which is an air pressure in the brake pipe 12. The command calculation unit 101 receives a brake command signal from the brake setting units 4 and 5 and a train speed signal from the speed generator 7. Various information in the command calculation unit 101 is displayed on the display 6.

The brake pattern generator 102 receives a command from the command calculator 101, generates a brake pattern, and outputs this to the air braking force calculator 103. Also,
The brake pattern generation unit 102 sends an electric control pattern signal to the main conversion control unit 8. The main conversion control unit 8 controls the electric brake based on this, and outputs an electronically controlled feedback signal and the like to the air force control operation unit 103. Air control calculation unit 103
Receives the output of the brake pattern generation unit 102 and the output of the main conversion control unit 8, and receives brake cylinders 9 and 10
An air braking force signal corresponding to the braking force to be generated at is output to the brake control devices 2 and 3, respectively.

The BP pattern generator 104 receives a command from the command calculator 101 and outputs a BP pattern signal corresponding to the pressure to be supplied to the brake pipe 12 to the brake control device 3 of the two-end vehicle. The brake setting devices 4 and 5
Has own valve handles 4a and 5a and single valve handles 4b and 5b. Own valve handles 4a and 5a
Is an operation handle for performing a brake operation for controlling the operating pressure (hereinafter referred to as BC pressure) of the brake cylinders 9 and 10, the BP pressure and the electric brake. On the other hand, the single valve handles 4b and 5b control only the BC pressure,
This is an operation handle for performing a brake operation of only the locomotive.

On the other hand, in FIG. 4, the brake control device 2 of the one-end vehicle includes an electropneumatic conversion valve 201 for converting the air control signal from the brake command device 1 to air pressure, and a B
An EA control valve 202 as a control valve for controlling the C pressure;
A control valve shutoff solenoid valve 203 provided on the output side of the EA control valve 202 and having a communication position and a shutoff position, and a higher output of the output of the electropneumatic conversion valve 201 and the output of the control valve shutoff solenoid valve 203 And a relay valve 204 through which the air flows preferentially. The brake control device 2 includes an emergency solenoid valve 205 that operates in an emergency, and an emergency discharge valve 206 driven by the emergency solenoid valve 205 and connected to the brake pipe 12.

Further, in FIG. 5, the brake control device 3 of the two-end vehicle controls the BC pressure based on the BP pressure and the electropneumatic conversion valve 301 for converting the pneumatic control signal from the brake command device 1 to air pressure. EA control valve 302 as control valve
And a control valve shutoff solenoid valve 303 provided on the output side of the EA control valve 302 and having a communication position and a shutoff position, and a higher one of the output of the electropneumatic conversion valve 301 and the output of the control valve shutoff solenoid valve 303. Valve 304 that passes the output of the relay valve 304 preferentially, a pressure transducer 305 that detects the output of the relay valve 304 and sends a detection signal to the brake commander 1, and detects the pressure of the original air pipe 11 to brake the detection signal. Pressure transducer 306 sent to commander 1
And

The brake control device 3 is provided with an electropneumatic conversion valve 3 for converting the air control signal from the brake command device 1 into air pressure.
07 and relay valves 308 and B connected to the secondary side in this order.
P shutoff valve 309 and D discharge valve 310, BP shutoff valve 30
9, an emergency solenoid valve 312 for controlling the D discharge valve 310 in an emergency, and a pressure converter 3 for detecting a BP pressure and sending a detection signal to the brake command device 1.
13, an air reservoir 315 connected to the brake pipe 12 via the throttle 314, and a pressure converter that detects a pressure from which instantaneous fluctuations have been removed via the air reservoir 315 and sends a detection signal to the brake command device 1. 316. The pressure transducers 313 and 316, together with the brake command device 1,
It constitutes pressure detecting means for detecting pressure. Further, the brake command device 1 serves as a train separation detecting means for detecting train separation (separation between a locomotive and a towed vehicle or separation between towed vehicles) based on information on the detected BP pressure. (Details will be described later).

The electropneumatic conversion valve 307, the relay valve 30
8, the BP cutoff valve 309, the D discharge valve 310, the BP cutoff solenoid valve 311 and the emergency solenoid valve 312 constitute a brake control means for controlling the BP pressure according to a command from the brake command unit 1. In addition, the brake system that reaches the brake cylinders of the towed vehicle and the brake system that reaches the brake cylinders 9 and 10 of the locomotive via the brake pipe 12 together with the above-mentioned brake control means are provided for the locomotive and the towed vehicle. It constitutes an automatic pneumatic brake action section for controlling the braking force. On the other hand, only in the locomotive, the brake command device 1 sends the electropneumatic conversion valves 201 and 301 and the relay valve 20.
4, 304 via brake cylinders 9 and 1, respectively.
The brake system that reaches 0 constitutes an electric command type air brake operating section that can independently control the braking force of the locomotive. The locomotive further has an electric brake.

Next, a brief description will be given of main operations of the brake device for a railway vehicle configured as described above. First, the own valve handle 4a (or 5a, hereinafter the same).
The operation will be described. When the own valve handle 4a is operated to the "Yurume" position, the BP cutoff solenoid valve 311 repeatedly turns on and off. At this time, the electropneumatic conversion valve 307 is supplied with an exciting current corresponding to a pneumatic output of 780 kPa. As a result, a state is obtained in which compressed air is rapidly supplied from the D discharge valve 310 to the brake pipe 12 through the BP cutoff valve 309 that repeatedly communicates and shuts off, that is, a so-called “quick-starting state”. When the BP pressure detected by the pressure transducers 313 and 316 reaches 490 kPa, the above-mentioned “swift entry method” ends.

When the own valve handle 4a is operated to the operation position, the BP cutoff solenoid valve 311 is kept on, and the BP cutoff valve 309 is set to the communicating position. In addition, the electropneumatic conversion valve 307
Is controlled such that the BP pressure is maintained at 490 kPa. On the other hand, the control valve cutoff solenoid valves 203 and 303 are off,
That is, the communication position is maintained.

Next, when the own valve handle 4a is operated to the service brake position (notches 1 to 8), the electropneumatic conversion valve 30 is operated.
An excitation current corresponding to the notch is supplied to 7, and an air pressure corresponding to the excitation current is output. As a result, the BP pressure decreases as the notch increases. When the BP pressure decreases, the BC pressure of each vehicle increases and the brake is applied. If the speed is equal to or higher than a certain value and the electric brake of the locomotive can be used, the control valve shutoff solenoid valves 203 and 30 are used.
3 is turned on, that is, set to the cutoff position. Therefore, the brake cylinders 9 and 10 operate as electric command type air brakes through the electropneumatic conversion valves 201 and 301, respectively. The electric command type air brake is superior in controllability (accuracy of control) as compared with the automatic air brake through the brake pipe 12, so that the brake cylinders 9 and 10 as the electric command type air brakes are operated as the service brakes. Preferably. Further, thereby, the optimum braking force by the air brake in cooperation with the braking force by the electric brake can be exerted by a command from the brake command device 1.

Next, when the own valve handle 4a is operated to the emergency brake position, the BP shutoff solenoid valve 311 is turned off, and the BP shutoff valve 309 is set to the shutoff position. The emergency solenoid valves 205 and 312 receive a command from the brake command device 1 or the like, and set the emergency discharge valve 206 and the D discharge valve 310 to an exhaust state, respectively. This causes the BP pressure to drop sharply to almost 0 kPa. Accordingly, the BC pressure of the towed vehicle reaches the maximum value, and the maximum braking force is generated. On the other hand, the control valve cutoff solenoid valves 203 and 303 of the locomotive are turned off, that is, set to the communication position. The relay valve 204 outputs the control valve cutoff solenoid valve 203 and the electropneumatic conversion valve 201 with higher priority. Similarly, the relay valve 304 also outputs the control valve cutoff solenoid valve 303 and the electropneumatic conversion valve 301 with higher priority. The emergency brake operates according to an ATS emergency command, train separation, and other failure detection in addition to the above. Therefore, the emergency solenoid valve 2
05 and 312 may operate upon receiving a command signal other than the command signal from the brake command device 1.

Next, the operation of the single valve handle 4b (or 5b, hereinafter the same) will be described. Single valve handle 4b
Is used when only the locomotive is braked or when only the locomotive brake is released when the brake is applied to the entire train. When the single valve handle 4b is operated to the brake position (1 notch to 4 notches), an exciting current is supplied to the electropneumatic conversion valves 201 and 301 according to the notch,
The corresponding BC pressure is supplied to the brake cylinders 9 and 10. In the mixing operation with the own valve handle 4a, the BC pressure based on the own valve handle 4a is used as a reference.
The BC pressure corresponding to the additional notch of the single valve handle 4b is added to this.

Next, the single valve handle 4b is moved to the "Urme position".
Is operated, the control valve shut-off solenoid valves 203 and 303 are excited to be in the shut-off position. Thus, the brake cylinders 9 and 10 are in a state that does not depend on the outputs from the EA control valves 202 and 302. At the same time, the exciting current to the electropneumatic conversion valves 201 and 301 decreases, and the BC pressure of the brake cylinders 9 and 10 decreases. In addition, BP
The pressure does not change. Accordingly, only the braking force of the locomotive decreases while the braking force of the towed vehicle is maintained.

Next, a case will be described in which the locomotive is connected to the end of a train towed by another locomotive as a booster accessory. In this case, a train brake changeover switch (not shown) is switched to the “boost auxiliary machine” position. Then, the BP cutoff solenoid valve 311 is demagnetized and the BP
The shutoff valve 309 is in the shut-off position. Therefore, the BP pressure cannot be controlled from the locomotive. However, the emergency brake operation by the own valve handle 4a and the brake and release of the brake of the locomotive alone by the single valve handle 4b are possible.

Next, detection of train separation (separation between a locomotive and a towed vehicle or separation between towed vehicles) will be described. The detection of train separation is performed by the above-described train separation detection means, which is performed by the command operation unit 101 of the brake command unit 1.
It is executed as part of software processing in.
FIG. 1 and FIG. 2 are flowcharts of the train separation detecting process executed by the train separation detecting means. For the sake of space, it is divided into two pages, but both figures show one flowchart, and the lower part in FIG. 1 is connected to the same numbered part in the upper part in FIG. The processing of this routine is executed at high speed every fixed sampling period from the main routine of the brake command device 1.

First, in step 101, the CPU (hereinafter simply referred to as CPU) of the command calculation unit 101 in the brake command unit 1 determines whether or not the emergency braking is performed by operating the own valve handle 4a. If such an emergency braking condition is present, the BP pressure has dropped. This is similar to the state when the brake pipe 12 is separated by train separation and released to the atmosphere. Therefore, in order to avoid detecting such an emergency brake state as train separation, the CPU proceeds to step 210 if the emergency brake state is present, and sets the timer T
1 is set to 0. Subsequently, the CPU sets a timer T2 = 0.
(Step 211), Timer T3 = 0 (Step 21)
2), flag F1 = 0 (step 213), flag F2
= 0 (step 214). In this way, the CPU resets all the timers and flags (if they have been reset, this means maintaining the reset state).
Then, the process returns to the main routine.

If it is determined in step 101 that the emergency brake is not being performed, the CPU proceeds to step 102, and determines whether or not the own valve handle 4a is in the "irume" state. Here, if the answer is yes, the early setting control of the brake pipe 12 is performed. In this case, the difference between the target value of the brake pipe 12 in the command calculation unit 101 and the actual BP pressure detected by the pressure converters 313 and 316 may increase. Therefore, the CPU may erroneously detect that the brake pipe 12 has been opened due to the separation of the train. Therefore, in order to eliminate such erroneous detection, the CPU executes steps 210 to 214 and returns to the main routine.

On the other hand, if the answer in step 102 is no, C
The PU proceeds to step 103, and determines whether or not the mode is the boost mode set as the boost auxiliary device. Here, if the answer is yes, the locomotive is considered as a boosting auxiliary machine. In this case, except for the emergency brake, the control of the BP pressure is disabled, and the own valve handle 4a capable of controlling the BP pressure is regarded as being in the operating position. Therefore, at the time of regular braking by controlling the BP pressure in another leading locomotive (work machine),
In a locomotive set as a booster auxiliary machine, the CPU generates a difference between the target value of the brake pipe pressure according to the command signal to the brake control means and the actual BP pressure. May be lost. Therefore, in order to eliminate such erroneous detection, steps 210 to 214 are executed in the same manner as described above, and the process returns to the main routine.

On the other hand, if NO in step 103, the CPU proceeds to step 104, where the speed generator 7
It is determined whether or not the speed of the train is less than 10 km / h based on the input from. This is because, for example, when a towed vehicle having a BP pressure of 0 kPa is coupled to a stopped locomotive, the BP pressure drops sharply when the cock is opened after the coupling, and the CPU erroneously detects "train separation". there's a possibility that.
If the running speed of the locomotive is less than 10 km / h, the CPU proceeds to step 115 to eliminate such erroneous detection, and determines whether or not the flag F1 is F1 = 1. The flag F1 is set in step 110 described later, and indicates that a predetermined rate of change in the BP pressure has been reduced for a predetermined time. The operation in the case where the flag F1 has already been set will be described later. In this case, assuming that the initial state, that is, F1 = 0, the determination in step 115 is NO, and the CPU executes steps 210 to 214 to execute the main processing. Return to routine.

Next, the core processing of train separation detection will be described. If the speed of the train is equal to or higher than 10 km / h in step 104, that is, if it is determined that the train is substantially running, the CPU proceeds to step 105 and determines whether the flag F1 is set. . Here, as in the case described above, in the initial state, F1 =
Since it is 0, the CPU proceeds to step 106. CPU
Here, the pressure reduction rate βBP of the BP pressure is calculated. Specifically, the current BP pressure is read, the current BP pressure is subtracted from the stored previous BP pressure, and the value of the difference is obtained. This value represents the BP pressure change amount per one execution cycle of step 106. The CPU
Based on this value, the amount of change in BP pressure per second is determined, and this is set as the rate of change in pressure reduction βBP [kPa / s].

Regarding the pressure-reducing change rate βBP, the value of 500 kPa / s or more lasts 0.4 seconds during emergency braking, while the value of 180 kPa / s or more becomes 0.8 seconds to 1.0 when the train separates. Lasts for seconds. Therefore, if the value at 180 kPa / s or more is maintained for 0.4 second or more with some margin in the value at the time of train separation, it can be detected that train separation or emergency braking operation is performed. Conceivable. Steps 107-110 and 112-1
14 indicates that the reduction in BP pressure is equal to a predetermined value (180 kPa /
s) At a reduced pressure change rate βBP equal to or more than a predetermined time (0.4 seconds)
This is a process for setting the fact that the above has been continued as the first element of the establishment of detection of train separation.

First, in step 107, the CPU
Determines whether the pressure reduction rate βBP is less than 180 kPa / s, and in the case of no, increases the count value of the timer T1 (initial value 0) in step 108. While the timer T1 does not reach 0.4 seconds, the CPU proceeds from step 109 to step 111, and performs the processing of the following steps (201 to 207, 208 to 209) (details will be described later). If the timer T1 reaches 0.4 seconds in step 109 while the train separation detection routine (FIGS. 1 and 2) is repeatedly executed, the CPU sets the flag F1 (step 110). On the other hand, if the pressure reduction rate βBP becomes less than 180 kPa / s in step 107 during the “wait for 0.4 seconds”,
Steps 112 to 114 are executed, and the timer T1, the timer T3 (described in detail later), and the flag F1 are reset. Therefore, in order for the flag F1 to be set, the state in which the depressurization change rate βBP is equal to or more than 180 kPa / s must be continued for 0.4 seconds.

Subsequently, in step 111, the CPU calculates a pressure difference ΔBP between the target calculated BP pressure and the actual BP pressure (detected values of the pressure converters 313 and 316). At the time of emergency braking operation, the actual BP pressure is larger than the calculated BP pressure because the actual BP pressure falls later than the calculated BP pressure. On the other hand, when the train is separated, the BP pressure decreases in a manner that goes against the control.
The actual BP pressure is smaller than the P pressure, and the difference is larger. The difference becomes the smallest at the time of train separation when train separation occurs during operation of the service brake. For example, the actual BP pressure at the time of train separation is 50 kP
About a, 8 notches of service brake (maximum notch)
Sometimes the BP pressure is 294 kPa. Therefore, even in this case, a pressure difference of 244 kPa occurs. Therefore, taking this value into account for a slight variation in pressure, the pressure difference Δ
BP (= calculated BP pressure-actual BP pressure) is 200 kP
If it exceeds a, it can be determined that train separation has occurred. In addition, it is appropriate that the response delay of the air as the control medium is 3 seconds. Step 201-
Reference numerals 204 and 208 to 209 denote that the fact that the pressure difference ΔBP exceeds a predetermined value (200 kPa) and continues for a predetermined time (3 seconds) or more is used as a second element of the train separation detection establishment. is there.

First, in step 201, the CPU
Determines whether the pressure difference ΔBP exceeds 200 kPa, and if yes, in step 202, increases the count value of the timer T2 (initial value 0). While the timer T2 does not reach 3 seconds, the CPU proceeds to step 2
03 to step 205, and subsequent step 205
To 207 (details will be described later). If the timer T2 reaches 3 seconds in step 203 while the train separation detection routine (FIGS. 1 and 2) is repeatedly executed, the CPU sets the flag F2 (step 20).
4). On the other hand, during this “wait for 3 seconds”, step 201
When the pressure difference ΔBP becomes equal to or less than 200 kPa, steps 208 and 209 are executed, and the timer T
2 and the flag F2 are reset. Therefore,
In order for the flag F2 to be set, the pressure difference ΔBP must be 2
The state exceeding 00 kPa must continue for 3 seconds.

Next, the CPU determines in step 205 whether or not the flag F1 has been set. If the determination is yes, the process proceeds to step 206, and if the determination is no, the routine ends. Subsequently, the CPU determines whether or not the flag F2 is set in step 206, and proceeds to step 207 if yes, and ends the routine if no. Therefore, the "train separation detection" of step 207 is executed when both the flags F1 and F2 are set. That is, step 207 is executed only when the first and second elements for detecting the separation of the train are completed. Therefore, it can be said that the possibility of erroneous detection is extremely small.

In step 207, the CPU performs a process of detecting train separation. Specifically, an emergency brake command is output from the brake command device 1, and the train is stopped in an emergency. At the same time, the information of “train separation detection” is displayed on the display 6. As a result, the train stops safely, and the driver can immediately recognize that the cause of the emergency stop is train separation. Therefore, the subsequent restoration can be promptly performed.

Note that once the flag F1 is set,
When the next routine is executed, the determination in step 105 is YES. Therefore, the CPU proceeds to step 116.
Then, the count value of the timer T3 (initial value 0) is increased. If the timer T3 is equal to or shorter than 10 seconds, the process proceeds from step 117 to step 111 to perform the above-described processing related to the flag F2. On the other hand, timer T3 is 1
If the time exceeds 0 second, the CPU executes steps 117 to 210 to 214, and executes all timers T1 and T2.
And T3, and the flags F1 and F2 are reset. Therefore, in order for the flags F1 and F2 to be set together, it is necessary that the flag F2 be set within 10 seconds after the setting of the flag F1. This is because the time required from the setting of the flag F1 to the setting of the flag F2 does not substantially exceed 10 seconds if the train separation truly occurs. Further, it is possible to surely prevent the occurrence.

When the train speed drops to less than 10 km / h after the flag F1 is set once,
The CPU proceeds from step 104 to 115, and further executes steps 116 and 117. Thus, for 10 seconds after the setting of the flag F1, it is in a state of waiting for the success or failure of the flag F2, and the train separation is continuously monitored. Therefore, the train separation when the train is decelerating can also be grasped.

Note that the state of the train separation detection is such that the own valve handle 4a or 5a is operated to the "emergency" position and then to the "operation" position, and the actual BP pressure is 470 kP.
When the pressure exceeds a and the actual BC pressure becomes less than 49 kPa, it is released.

[0046]

The present invention configured as described above has the following effects. According to the train separation detecting system of the first aspect, the train separation detecting means causes the train separation based on the pressure change rate of the brake pipe pressure and the pressure difference between the target value and the detected value of the brake pipe pressure. Or not. Therefore, it is possible to display the detection signal of the train separation, and the driver can immediately recognize that the cause of the emergency brake operation is the train separation and perform a quick recovery process.

According to the train separation detecting system of the second aspect, the train separation detecting means includes an emergency including the train separation when the state in which the rate of change in the brake pipe pressure is equal to or higher than a predetermined value is continued for a predetermined time. In addition to detecting the state of the brake, the state in which the pressure difference exceeds a predetermined value within a predetermined time from that time is continued for a predetermined time, excluding emergency braking states other than train separation and detecting only train separation I do. Therefore, only occurrence of train separation can be accurately detected.

According to a third aspect of the present invention, the train separation detecting system comprises:
When the brake commander recognizes the emergency brake command signal, the detection of train separation is not performed because the train separation detecting means invalidates the detection of train separation. Therefore, since the state of the emergency brake is not erroneously detected as "train separation", it is possible to accurately detect train separation.

According to the train separation detecting system of the present invention, when a towed vehicle having a brake pipe pressure of 0 kPa is coupled, the train separation detecting means is used based on the fact that the running speed of the locomotive is lower than a predetermined speed. By disabling detection of train separation, the system does not detect train separation. Therefore, a decrease in the brake pipe pressure due to the coupling of the towed vehicles is not erroneously detected as “train separation”, so that it is possible to accurately detect train separation.

According to the train separation detecting system of the fifth aspect, when the locomotive is a booster auxiliary machine coupled to the last of the towed vehicle towed by another locomotive, the train separation detecting means By disabling detection of train separation, the system does not detect train separation. Therefore, based on the pressure difference when the locomotive is used as a booster auxiliary device, it is not possible to erroneously detect “train separation”, so that it is possible to accurately detect train separation.

According to the train separation detection system of the present invention, when the operation handle (own valve handle) of the driver's seat is operated to the Yurume position, the detection of train separation by the train separation detection means is invalidated. The system does not detect train separation. Therefore, at the time of the early setting control of the brake pipe, "train separation" is not erroneously detected.
It is possible to accurately detect train separation.

According to the brake device for a railway vehicle of the present invention, the shut-off solenoid valve provided on the output side of the control valve is set to the shut-off position in a predetermined case during the service brake, and shuts off the output of the control valve. Therefore, excellent controllability for the brake cylinder can be ensured by the brake cylinder pressure control electropneumatic conversion valve of another system. Also, since the train separation detecting means detects the train separation and outputs an emergency brake command signal, when the emergency brake command signal including this train separation detection is output, the shutoff solenoid valve is set to the communication position and the control is performed. Emergency braking can be prioritized by enabling the valve output. Therefore, the controllability of the brake can be improved and the safety at the time of separating the train can be ensured.

[Brief description of the drawings]

FIG. 1 is a flowchart (1/2) of train separation detection of a train separation detection system according to an embodiment of the present invention.

FIG. 2 is a flowchart (2/2) of train separation detection of the train separation detection system.

FIG. 3 is a block diagram of a railway vehicle brake device according to an embodiment of the present invention, mainly showing a brake command device.

FIG. 4 is the same block diagram as FIG. 3, but with a locomotive 1
It mainly shows a brake control device of a terminal car.

FIG. 5 is the same block diagram as FIG.
It mainly shows a brake control device of a terminal car.

[Explanation of symbols]

 REFERENCE SIGNS LIST 1 brake commander 2 brake control device (1 end vehicle) 3 brake control device (2 end vehicle) 4,5 brake setting device 4a, 5a own valve handle 9,10 brake cylinder 12 brake pipe 201 electropneumatic conversion valve 202 EA control valve 203 Control valve shutoff solenoid valve 204 Relay valve 301 Electropneumatic conversion valve 302 EA control valve 303 Control valve shutoff solenoid valve 304 Relay valve 307 Electropneumatic conversion valve 308 Relay valve 309 BP shutoff valve 310 D discharge valve 313, 316 Pressure converter

 ──────────────────────────────────────────────────続 き Continued on the front page F-term (reference)

Claims (7)

[Claims] 1. A brake pipe for an automatic air brake device passed through a train constituted by a locomotive and a towed vehicle towed by the locomotive; A brake control unit that controls a brake pipe pressure of the brake pipe in accordance with a command signal; a pressure detection unit that detects the brake pipe pressure; and a brake command unit that receives an output of the pressure detection unit. The rate of change in pressure reduction of the brake pipe pressure, and
Train separation detection means for detecting train separation based on a pressure difference between a target value of the brake pipe pressure according to the command signal and a detected value of the brake pipe pressure. system. 2. The train separation detecting means according to claim 1, wherein the state in which the decompression change rate is equal to or more than a predetermined value is continued for a predetermined time, and the state in which the pressure difference exceeds a predetermined value within a predetermined time after that. The train separation detection system according to claim 1, wherein the train separation is detected when the train separation is continued. 3. The train according to claim 1, wherein said train separation detecting means invalidates detection of train separation when said brake commander recognizes an emergency brake command signal. Separation detection system. 4. The train separation detection system according to claim 1, wherein said train separation detection means invalidates detection of train separation when the running speed of said locomotive is lower than a predetermined speed. . 5. The train according to claim 1, wherein when the locomotive is set as a booster accessory, the train separation detecting means in the locomotive disables detection of train separation. Separation detection system. 6. The train separation detecting means disables detection of train separation when an operation handle of a brake setting device connected to the brake command device is operated to a Yurume position. Item 3. The train separation detection system according to item 1 or 2. 7. An automatic air brake for controlling a braking force of a locomotive and a towed vehicle by controlling a brake pipe pressure of a brake pipe passed through the locomotive and a towed vehicle towed by the locomotive. A brake device for a railway vehicle, comprising a working part and an electric command type air brake working part capable of independently controlling a braking force of the locomotive, wherein the brake pipe pressure is controlled in response to a command signal from a brake command device. Pipe pressure control electropneumatic conversion valve for controlling the
A control unit for controlling the automatic air brake operation unit, the control unit including a control valve for controlling an output pressure to a brake cylinder of the locomotive according to the brake pipe pressure; and the locomotive according to a command signal from the brake command unit. A control unit of the electric command type air brake operating unit, comprising a brake cylinder pressure control electropneumatic conversion valve for directly controlling the output pressure to the brake cylinder; and the control valve and the brake cylinder pressure control electropneumatic. A relay valve that is connected to the secondary side of the conversion valve and outputs the output of the control valve and the output of the electropneumatic conversion valve for controlling brake cylinder pressure to the brake cylinder of the locomotive with higher priority; and A pressure detecting means for detecting, a pressure change rate of the brake pipe pressure provided in the brake commander, and a command to the electropneumatic conversion valve for controlling the brake pipe pressure. Train separation detecting means for detecting train separation and outputting an emergency brake command signal based on a pressure difference between a target value of the brake pipe pressure and a detected value of the brake pipe pressure according to a signal, and the control valve A shut-off solenoid valve that is provided between the relay valve and the relay valve, has a shut-off position and a communication position, becomes a communication position based on an emergency brake command signal, and becomes a shut-off position in a predetermined case during service braking. A brake device for a railway vehicle.