JP2002010402A - Brake controller for train - Google Patents

Abstract

PROBLEM TO BE SOLVED: To shorten the time for breaking operation, thereby reducing the idle running time, without affecting the normal traveling time. SOLUTION: An on-board ATC device 20, which upon the recipt of a forward advance notice signal, causes a contact mechanism (ANR) to drive by a forward advance notice relay(ANR) 29 and further drives a contact mechanism (FANR) by a forward advance notice relay for both sides (FANR) 34, installed in a brake relay part 30, to output a signal to a brake command line (SB1) to set the braking, so that a brake notch is set in a reserve brake output state of the Bl (min. output for braking) by a brake-setting part 38. By making the brake backup broke output, a brake shoe is impelled to close to the wheel, so that thereafter when the ATC brake is applied afterward, shortens the braking operation time is shorted, and the idle running time is reduced as well.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a train brake control device, and more particularly, to a train brake control device for controlling a brake mechanism for braking a running train.

[0002]

2. Description of the Related Art Conventionally, at the time of ATC braking operation in an ATC (Automatic Train Control) on-board device, the processing time in each device is added, and it takes time from the signal reception to the start of the braking operation. As a result, the train was running idle. For example, the operation time of the brake device occupies about half of the total idle time, and the reduction of the idle time by shortening the signal reception processing time and the speed check processing time has already reached the limit. Therefore, in the conventional train brake control device, a device called a first-introduction device is used in order to shorten the operation time of the mechanical brake. This initial setting device shortens the operation time of the brake by constantly applying pressure to the brake cylinder so that the brake does not act. In recent years, all-electric brakes as described in Japanese Patent Application Laid-Open No. 8-205317 are becoming widespread.

[0003]

However, in the conventional train brake control device using the above-mentioned inset device, the brake is always operated by adjusting the pressure on the brake cylinder. Normally, there is a problem in that even during normal driving in which the brakes do not operate, effects such as energy loss and heating or wear of the brake shoes occur. In addition, there is a problem that the operation time of the brake cannot be shortened without using the above-mentioned initial setting device, and the idle running time of the train cannot be reduced. The present invention has been made in view of the above circumstances,
An object of the present invention is to provide a train brake control device capable of shortening a brake operation time and reducing an idle running time without affecting a normal running of a train.

[0004]

Means for Solving the Problems The above-mentioned problems are solved,
In order to achieve the object, an invention according to claim 1 is a train brake control device that controls a brake mechanism that brakes a running train, wherein a speed limit of a forward obstruction section during the running of the train is a current obstruction section. Detection means for detecting when the speed is lower than the speed limit, and preliminary brake output means for activating the brake mechanism based on the detection of the detection means and performing a preliminary brake output such that the train hardly decelerates, It is characterized by having. According to this, when the detection unit detects that the speed limit of the front occlusion section is lower than the current speed limit of the occlusion section,
Since the preliminary brake output means activates the brake mechanism and outputs preliminary brake output to the extent that the train hardly decelerates, it is possible to shorten the brake operation time without affecting the normal running of the train, and the train runs idle. Time can be reduced. According to a second aspect of the present invention, in the train brake control device according to the first aspect, the detecting means detects a forward warning signal from an ATC device. According to this, the detecting means is A
Since the forward notice signal by the TC device is detected, when performing the ATC brake operation with the ATC on-board device,
The brake operation time can be reduced without affecting the normal running of the train, and the idle running time of the train can be reduced.

[0005]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below in detail with reference to the drawings. FIG. 1 is a block diagram illustrating a configuration of the train brake control device according to the present embodiment. The train brake control device of FIG. 1 includes an ATC power receiver 10, A, which receives an ATC signal transmitted from a ground child.
A TC on-board device 20 and a brake relay unit 30 serving as a preliminary brake output unit for transmitting a drive signal to a brake mechanism based on a brake command from the ATC on-board device 20 are provided. The receiving unit 22 includes a receiving unit 22, a speed checking unit 24, a common unit 26, and a receiving common unit 28 as a detecting unit. ATC
The receiving unit 22 displays an ATC signal indicating the current speed limit of the closed section based on the ATC signal received by the ATC power receiver 10.
It outputs a current indication and a forward notice signal when the speed limit of the front blockage section is lower (lower) than the current speed limit of the blockage section. The speed checking unit 24 compares the current speed limit of the closed section based on the ATC indication from the ATC receiving unit 22 with the current traveling speed of the train, and determines that the current speed limit of the closed section is lower. ATC brake output is performed. The common unit 26 drives the contact mechanism (BR) by the ATC brake relay (BR) 27 when an ATC brake output is received from the speed checking unit 24. The reception common unit 28 receives the output of the advance notice signal from the ATC reception unit 22 and receives the notice signal of the advance notice (ANR) 2.
9 drives the contact mechanism (ANR).
The brake relay unit 30 drives a brake cylinder using a brake output relay. For example, AT
During the C brake operation, when the above-mentioned contact mechanism (BR) is driven, the vehicle-side ATC brake relay (FBR) 3
2 drives a contact mechanism (FBR) not shown in FIG. 1 (see FIG. 2), and outputs a brake notch command (such as B5) to a brake command line. In addition, at the time of the preliminary brake output, which is a feature of the present embodiment, by driving the above-mentioned contact mechanism (ANR), the vehicle-side forward announcement relay (FANR) 34 drives the contact mechanism (FANR), and the brake command is issued. It outputs a brake notch command (minimum brake output: B1) to the extent that the train does not directly generate deceleration on the line (SB1).

FIG. 2 shows a brake notch command output from the ATC on-board device 20 and the relay of the brake relay unit 30 shown in FIG. 1 and a solenoid valve for adjusting the pressure of the brake cylinder based on the command. FIG. 1 is a diagram of a brake system, in which the same reference numerals as those in FIG. 1 denote the same or corresponding parts, and a duplicate description thereof will be omitted.
FIG. 3 is a diagram showing the relationship between the sequence of pressurizing the solenoid valves corresponding to the respective brake notches in FIG. 2 and the resulting brake deceleration. The presence or absence of pressure is shown. As shown in FIG.
When there is an ATC brake output, the contact mechanism (BR) is driven by the ATC brake relay (BR) 27,
Further, the contact mechanism (FBR) is driven by the vehicle-side ATC brake relay (FBR) 32, and the diode D
A brake notch command is output to the brake command line via D2 and D3. Here, as shown in FIG. 3, assuming that the brake notch of the ATC brake output is B5, by operating (SBV1, SBV3) of the three solenoid valves, the B5 brake deceleration is obtained (β × 5 / 7 [km /
h / s]). When other brake notch commands are output, the solenoid valves are operated in a combination as shown in FIG. 3 to obtain a desired brake deceleration. Also,
When the ATC on-board device 20 of FIG. 2 receives a forward notice signal, a preliminary brake output is performed. That is,
A contact mechanism (AN) is provided by a forward notice relay (ANR) 29.
R), and further, a vehicle-side forward notice relay (FAN)
R) 34 drives the contact mechanism (FANR) to output a signal for setting a brake notch to the brake command line via the diode D1. Then, the signal is interrupted by the output of the brake setting section 38 to control the brake notch. Here, as shown in FIG. 3, the brake notch of the preliminary brake output is set to B1 of the minimum brake output, and only the first solenoid valve (SBV1) of the three solenoid valves is actuated, so that three solenoids are operated. The brake deceleration is set to 1/7 of that when all the valves are operated (β × 1/7 [km / h / s]). In addition,
The diodes D1 to D3 prevent the brake notch command signal from flowing into the brake relay section 30.

FIGS. 4A and 4B show an example of the structure of a brake mechanism for braking a train by the action of an electromagnetic valve. FIG. 4A shows a neutral state, and FIG. 4B shows a brake notch B1.
(C) is a diagram showing a state of the brake notch B5. As shown in FIG. 4, the brake mechanism of the present embodiment includes a brake shoe 42 that applies a braking force to wheels 40, a support shaft 44 that supports and drives the brake shoe 42, and the other end of the support shaft 44. And a piston 46 movably inscribed in a brake cylinder 48, and disposed around a support shaft 44 between the piston 46 and the brake cylinder 48, and the brake shoe 42 is
An elastic member 50 such as a compression spring that constantly biases the
And a solenoid valve 36 for adjusting the braking force by selectively injecting a fluid (such as gas or oil) for pressurizing the inside of the brake cylinder 48. Here, three types of solenoid valves 36 (SBV1, SBV
2, SBV3), and the braking force generated by each solenoid valve (the pressing force of the brake shoe 42 on the wheel 40).
By using the solenoid valve in combination,
Seven levels of braking force from brake notches B1 to B7 are obtained (see FIG. 3).

Next, the operation will be described. For example, when a forward warning signal indicating that the speed limit is lower in the forward blocked section than in the currently driven blocked section is normally received by the ATC indication, the lamp of the driver's cab is turned on to indicate the current state of the forward blocked section. Tell the driver that the indication is lower. The driver of the train sees this and applies the brakes manually to perform preliminary deceleration, thereby improving the riding comfort when entering the lower present section. If the driver forgets to operate the brake or delays the operation, the ATC device automatically applies the brake to reduce the speed to the speed limit. In the train brake control device of the present embodiment, as shown in FIG. 1, when the ATC on-board device 20 receives the forward notice signal via the ATC power receiver 10, the ATC receiving unit 22 forwards the notice to the reception common unit 28. A signal is sent and the forward notice relay (A
NR) 29 drives the contact mechanism (ANR).
Then, the contact mechanism (FANR) is driven by the vehicle-side forward notice relay (FANR) 34 of the brake relay section 30 to output a brake setting signal to the brake command line (SB1). In the brake setting unit 38, as shown in FIG. 3, if the brake notch is B1, a signal for operating only the first solenoid valve (SBV1) of the three solenoid valves is transmitted via the brake command line (SBV1). The respective solenoid valves 36a, 36b, ... are excited. This makes it possible to shift from the neutral state shown in FIG. 4A to the preliminary brake output state shown in FIG. 4B. As described above, by performing the preliminary brake output in advance, the brake shoe 42 is brought into a state close to the wheel 40, and the ATC brake (or the manual brake by the driver) is applied in the next stage shown in FIG. Even when the brake shoe 42 is operated, the operating range of the brake shoe 42 can be narrowed, so that the brake operating time can be reduced. In addition, unlike the case of always applying pressure to the brake cylinder as in the conventional first-injection device, pressure is applied to the brake cylinder only when a forward notice signal is received (when there is a possibility of decelerating the train), Energy loss, heating or wear of the brake shoes, etc. can be minimized.

After the above-mentioned preliminary brake output, the driver manually applies the brake according to the ATC indication so that the current traveling speed becomes equal to or lower than the speed limit. Here, when the driver forgets to apply the manual brake due to forgetting or the like, or when the driving timing is delayed and the running speed exceeds the speed limit, the speed checking unit 24 detects this and operates the ATC brake. As a result, the train can be operated reliably and safely at a speed lower than the speed limit set for each closed section. The preliminary brake output state returns to the neutral state as shown in FIG. 4A when the ATC brake or the manual brake by the driver is released or the train is accelerated. As a result, the brake shoe 42 is
This eliminates the so-called drag state of constantly contacting the vehicle, so that energy loss and heating or wear of the brake shoe can be eliminated. As described above, according to the present embodiment, upon receiving a forward notice signal indicating that the indication of the forward obstruction section is lower than the present obstruction section, the deceleration is directly transmitted from the ATC on-board device. As a result, the brake shoe is brought close to the wheels by performing the preliminary brake output to such an extent that no brake occurs, so that the braking operation time can be shortened and the idle running time can be reduced. Further, according to the present embodiment, it is no longer necessary to use a conventional initial filling device. In the present embodiment, the brake notch B1 having the brake deceleration of (β × 1/7) is used for the preliminary brake output. However, a new brake notch state in which the brake shoe is brought close enough to not contact the wheel is provided. Of course, this state may be set when the preliminary brake is output. Further, in the present embodiment, the adopted brake notch has seven stages from B1 to B7, but it is needless to say that the present invention is not limited to this, and a brake notch at any stage can be adopted.

[0010]

As described above, according to the first aspect of the present invention, when the detecting means detects that the speed limit in the forward obstruction section is lower than the current speed limit in the obstruction section, the preliminary brake output means is activated. Activating the brake mechanism to output preparatory brakes to the extent that the train hardly decelerates, so it is possible to shorten the brake operation time without affecting the normal running of the train, and to reduce the idle running time of the train Can be. According to the second aspect of the present invention, the detection means detects the forward notice signal by the ATC device. Therefore, when the ATC brake operation is performed by the ATC on-board device, the forward notice signal is used. The brake operation time can be easily reduced without affecting the normal running of the train, and the idle running time of the train can be reduced.

[Brief description of the drawings]

FIG. 1 is a block diagram illustrating a configuration of a train brake control device according to the present embodiment.

FIG. 2 is a diagram of the brake system according to the present embodiment showing the ATC on-board device of FIG. 1, a brake notch command output by a relay of a brake relay unit, and a solenoid valve that adjusts the pressure of a brake cylinder accordingly. is there.

FIG. 3 is a diagram showing a relationship between a sequence of pressurizing electromagnetic valves corresponding to respective brake notches in FIG. 2 and a brake deceleration resulting therefrom.

4A and 4B are diagrams illustrating a configuration example of a brake mechanism that brakes a train by the action of an electromagnetic valve, where FIG. 4A illustrates a neutral state, FIG. 4B illustrates a state of a brake notch B1, and FIG. () Is a diagram showing a state of the brake notch B5.

[Explanation of symbols]

 10 ATC receiver, 20 ATC on-board equipment, 30 Brake relay section, 22 ATC receiving section, 24 Speed checking section, 26 Common section, 27 ATC brake relay (BR), 28 Receiving common section, 29 Forward notice relay (ANR) , 30 brake relay section, 32 vehicle side ATC brake relay (FBR), 34 vehicle side forward notice relay (FANR), 36, 36a, 36b solenoid valve, 38 brake setting section, 40 wheels, 42 brake shoes, 44 support shaft, 46 piston, 48 brake cylinder, 50 elastic member.

Continuation of the front page F term (reference) 3D046 AA07 BB17 CC04 HH00 HH22 HH26 JJ05 5H115 PG01 QE10 QI07 SF06 SJ13 TB01 TZ07 UB01 UB05 5H161 AA01 CC04 EE07

Claims (2)

[Claims] 1. A train brake control device for controlling a brake mechanism for braking a running train, wherein a speed limit of a forward blockage section is lower than a current speed limit of a blockage section during running of the train. And preliminary brake output means for operating the brake mechanism based on the detection of the detection means and performing preliminary brake output to such an extent that the train hardly decelerates. Train brake control device. 2. The train brake control device according to claim 1, wherein said detection means detects a forward notice signal by an ATC device.