JP2022155855A - Brake control device, inspection method of brake control device, and program - Google Patents

Abstract

To provide a brake control device capable of enhancing reliability of a railway vehicle.SOLUTION: A brake control device 1 includes a BCU 10, a relay valve 2 which is connected to an air tank T and outputs compressed air to a brake cylinder with a pressure according to a predetermined command pressure, and a command pressure output circuit 3 which is connected to the air tank T and outputs the compressed air to the relay valve 2 with a command pressure according to a brake command signal. The command pressure output circuit 3 includes a main-system circuit 30 and a backup-system circuit 31 connected to the air tank T in parallel, and a change-over solenoid valve 32 which outputs any one of output of the main-system circuit 30 and output of the backup-system circuit 31 to the relay valve.SELECTED DRAWING: Figure 1

Description

The present invention relates to a brake control device, a brake control device inspection method, and a program.

2. Description of the Related Art Mechanical brakes are sometimes used for braking devices in railway vehicles (electric vehicles). Also, as a mechanical brake, an air brake is generally used that presses the brake shoe on the wheel with air force through a brake cylinder and decelerates with the frictional force.

The brake control device that controls the mechanical brake (air brake) has a pressure that corresponds to the driver's brake operation when sending compressed air from the air tank to the brake cylinder. An electro-pneumatic conversion valve is mounted (see, for example, Patent Document 1).

JP 2001-018784 A

Conventionally, railway vehicles are strongly required to operate according to a predetermined timetable (operation rules). On the other hand, there is no redundancy in the mechanical system of air brakes in railway vehicles, and in the event of some kind of abnormality, the trains may become inoperable immediately.

An object of the present invention is to provide a brake control device, a brake control device inspection method, and a program that can improve the reliability of railroad vehicles.

According to one aspect of the present invention, the brake control device is connected to a control unit that outputs a brake command signal and an air tank that stores compressed air, and supplies the compressed air at a pressure corresponding to a predetermined command pressure. and a command pressure output circuit connected to the air tank for outputting the compressed air to the relay valve at the command pressure corresponding to the brake command signal. The command pressure output circuit includes a main system circuit connected to the air tank, a backup system circuit connected to the air tank in parallel with the main system circuit, an output of the main system circuit, and and a switching solenoid valve that outputs one of the outputs of the backup system circuit to the relay valve. The main system circuit and the backup system circuit are provided between the air tank and the switching solenoid valve, respectively, and open and close according to the brake command signal. a brake command exhaust solenoid valve that is provided between a flow path connecting the supply solenoid valve and the switching solenoid valve and the outside air and that opens and closes in accordance with the brake command signal. When the controller detects an abnormality in the main system circuit, the controller controls the switching solenoid valve to switch the output of the main system circuit to the output of the backup system circuit.
By doing so, even if an abnormality occurs in the main system circuit, the output to the relay valve is immediately switched to the backup system circuit, so that the railway vehicle can continue operation.
Therefore, the reliability of railcars can be enhanced.

Further, according to one aspect of the present invention, the command pressure output circuit further includes a command pressure sensor, which is a pressure sensor provided between the switching solenoid valve and the relay valve, and the control unit The brake command signal is output based on the target value according to the driver's operation and the detected value of the command pressure sensor.
By doing so, the opening/closing operation of various solenoid valves (brake command supply solenoid valve, brake command exhaust solenoid valve) is feedback-controlled according to the detected value of the command pressure sensor. It is possible to quickly and accurately match the pressure to the target value according to the driver's operation.

Further, according to one aspect of the present invention, the command pressure output circuit further includes a backup system pressure sensor, which is a pressure sensor provided between the backup system circuit and the switching solenoid valve, and the control unit outputs the brake command signal based on the target value and the detected value of the backup system pressure sensor when the output of the main system circuit is switched to the output of the backup system circuit.
By doing so, even if an abnormality occurs in the command pressure sensor, normal feedback control can be continued by the backup system circuit and the backup system pressure sensor.

Further, according to one aspect of the present invention, the control unit further controls the detection value of the backup system pressure sensor to match the target value and the detection value of the command pressure sensor to deviate from the target value. As one of the conditions, the output of the main system circuit is switched to the output of the backup system circuit.
By doing so, when the output of the main system circuit is switched to the output of the backup system circuit, it is possible to return to normal operation more reliably.

Further, according to one aspect of the present invention, an anti-skid valve capable of opening and closing a flow path connecting the relay valve and the brake cylinder and a flow path connecting the brake cylinder and outside air, respectively; an anti-skid supply electromagnetic valve that closes in response to an input of an anti-skid command signal to block a flow path connecting the relay valve and the brake cylinder; A skid prevention exhaust electromagnetic valve that opens a flow path connecting the brake cylinder and the outside air by an opening operation, and a BC pressure sensor that is a pressure sensor provided between the skid prevention valve and the brake cylinder. and, when skidding is detected, the control unit outputs the skid prevention command signal to the skid prevention supply solenoid valve and the skid prevention exhaust solenoid valve.
By doing so, when the railroad vehicle skids, the brakes are immediately released so as to suppress the skids. In addition, during the inspection, by monitoring the detected value of the BC pressure sensor, it is possible to easily determine whether or not the skid prevention valve, the skid prevention supply solenoid valve, and the skid prevention exhaust solenoid valve are functioning normally. be able to.

Further, according to one aspect of the present invention, the brake control device includes: a pressure adjustment unit connected to the air tank, converting the compressed air into an emergency stop pressure and outputting the pressure, the pressure adjustment unit and the relay valve and an emergency stop solenoid valve that opens in response to the input of a predetermined emergency stop command signal, and a pressure sensor that is provided between the emergency stop solenoid valve and the relay valve. and a stop pressure sensor.
By doing so, the railway vehicle can be stopped more reliably in a situation where an emergency stop should be implemented. In addition, by monitoring the detected value of the emergency stop pressure sensor during the inspection, it is possible to easily determine whether the pressure regulator and the emergency stop solenoid valve are functioning normally.

According to another aspect of the present invention, a method for inspecting a brake control device includes a step of closing the brake command supply solenoid valve and the brake command exhaust solenoid valve belonging to the main system circuit; and determining that at least one of the main system circuit and the relay valve has an abnormality based on variation in the detected value of the pressure sensor.
By doing so, it is possible to simply and accurately identify whether or not there is a problem in the command pressure output circuit and the relay valve. Therefore, the labor required for maintenance of the brake control device can be greatly reduced.

Further, according to one aspect of the present invention, the above-described method for inspecting a brake control device detects the command pressure based on the result of comparison between the detected value of the command pressure sensor and the detected value of the backup system pressure sensor. determining that at least one of the pressure sensor and the backup system pressure sensor is abnormal.
By doing so, it is possible to simply and accurately identify the presence or absence of defects in the command pressure sensor and the backup system pressure sensor. Therefore, the labor required for maintenance of the brake control device can be greatly reduced.

Further, according to one aspect of the present invention, the method for inspecting the brake control device described above includes the step of closing the anti-skid supply electromagnetic valve and the anti-skid exhaust electromagnetic valve, and detecting the BC pressure sensor. determining that at least one of the anti-skid valve, the anti-skid supply electromagnetic valve, and the anti-skid exhaust electromagnetic valve is abnormal based on the variation of the value.
By doing so, it is possible to simply and accurately identify the presence or absence of a malfunction in the anti-skid circuit (the circuit having the anti-skid valve, the anti-skid supply electromagnetic valve, and the anti-skid exhaust electromagnetic valve). Therefore, the labor required for maintenance of the brake control device can be greatly reduced.

Further, according to one aspect of the present invention, the method for inspecting the brake control device described above includes the step of opening the emergency stop solenoid valve, and based on the detection value of the emergency stop pressure sensor, the pressure regulator and determining that at least one of the emergency stop solenoid valves is abnormal.
By doing so, it is possible to simply and accurately identify a malfunction in the emergency stop circuit (the circuit having the pressure regulator and the emergency stop electromagnetic valve). Therefore, the labor required for maintenance of the brake control device can be greatly reduced.

Further, according to one aspect of the present invention, the program causes the computer used for inspection of the brake control device to control the brake command supply solenoid valve and the brake command exhaust solenoid valve belonging to the main system circuit. an electromagnetic valve control command unit for closing; an abnormality determination unit that determines that at least one of the main system circuit and the relay valve is abnormal based on fluctuations in the detected value of the command pressure sensor; function as

Further, according to one aspect of the present invention, the program instructs the computer used for inspection of the above-described brake control device to compare the detected value of the command pressure sensor and the detected value of the backup system pressure sensor. Based on this, it functions as an abnormality determination unit that determines that at least one of the command pressure sensor and the backup system pressure sensor has an abnormality.

Further, according to one aspect of the present invention, the program instructs the computer used for inspection of the above-described brake control device to perform an electromagnetic valve control command to close the anti-skid supply electromagnetic valve and the anti-skid exhaust electromagnetic valve. and determining that at least one of the skid prevention valve, the skid prevention supply solenoid valve, and the skid prevention exhaust solenoid valve has an abnormality based on the variation in the detected value of the BC pressure sensor. function as an anomaly determination unit.

Further, according to one aspect of the present invention, the program comprises a computer used for inspection of the above-described brake control device, a solenoid valve control command section for opening the emergency stop solenoid valve, and a detection value of the emergency stop pressure sensor. based on, it functions as an abnormality determination unit that determines that at least one of the pressure adjustment unit and the emergency stop solenoid valve has an abnormality.

According to the brake control device, the method for inspecting the brake control device, and the program described above, the reliability of the railway vehicle can be improved.

It is a figure showing the whole brake control device composition concerning a 1st embodiment. It is a figure showing functional composition of a brake control device concerning a 1st embodiment. FIG. 4 is a diagram showing a processing flow for brake control of the BCU according to the first embodiment; FIG. 5 is a diagram showing a processing flow for output switching of the BCU according to the first embodiment; FIG. 7 is a diagram showing a processing flow for brake control after circuit switching in the BCU according to the first embodiment; FIG. 7 is a diagram showing a processing flow for skidding prevention of the BCU according to the first embodiment; FIG. 7 is a diagram showing a processing flow for emergency stop of the BCU according to the first embodiment; It is a figure which shows the 1st processing flow at the time of test|inspection of the brake control apparatus which concerns on 1st Embodiment. FIG. 7 is a diagram showing a second processing flow during inspection of the brake control device according to the first embodiment; FIG. 9 is a diagram showing a third processing flow during inspection of the brake control device according to the first embodiment; FIG. 9 is a diagram showing a third processing flow during inspection of the brake control device according to the first embodiment; It is a figure which shows the whole test|inspection system structure of the brake control apparatus which concerns on 2nd Embodiment.

<First embodiment>
A brake control device and a method for inspecting the brake control device according to the first embodiment will be described below with reference to FIGS. 1 to 11. FIG.

(overall structure)
FIG. 1 is a diagram showing the overall configuration of the brake control device according to the first embodiment.
A brake control device 1 shown in FIG. 1 is mounted on a railway vehicle (for example, an electric vehicle such as a bullet train). The brake control device 1 controls delivery of compressed air from an air tank T mounted on the same railcar to the brake cylinders BC1 and BC2.

As shown in FIG. 1, the brake control device 1 includes a BCU (Break Control Unit) 10, a relay valve 2, a command pressure output circuit 3, a skid prevention circuit 4, and an emergency stop circuit 5. ing.

The BCU 10 is a control unit that controls the overall operation of the brake control device 1 .
The BCU 10 receives a brake operation by the driver through an operation controller (not shown) in the driver's cab. Then, the BCU 10 outputs a brake command signal, which is a predetermined electric signal, to the command pressure output circuit 3 in response to the brake operation by the driver.

The relay valve 2 is a pilot type valve that outputs compressed air connected to the air tank T toward the brake cylinders BC1 and BC2 at a pressure corresponding to a predetermined command pressure.
As shown in FIG. 1, the primary side of the relay valve 2 is connected to an air tank T in which compressed air is stored. Further, a plurality of brake cylinders BC1 and BC2 are connected to the secondary side of the relay valve 2 via a skid prevention circuit 4, which will be described later. The relay valve 2 receives compressed air having a predetermined command pressure from the command pressure output circuit 3 into a command chamber (not shown) inside the relay valve 2 so that the secondary side has a pressure corresponding to the command pressure. Compressed air is output to In addition, the relay valve 2 receives compressed air having a predetermined emergency stop pressure from the emergency stop circuit 5 in another command chamber (not shown) inside the relay valve 2, and the secondary side receives the emergency stop pressure. Compressed air is output so that the pressure corresponds to the pressure.

The command pressure output circuit 3 is connected to the air tank T and outputs the compressed air to the relay valve 2 at a command pressure according to the brake command signal input from the BCU 10 .
As shown in FIG. 1, the command pressure output circuit 3 has a main system circuit 30, a backup system circuit 31, a switching solenoid valve 32, a command pressure sensor PS1, and a backup system pressure sensor PS2. .
Further, the main system circuit 30 has a brake command supply electromagnetic valve 30A and a brake command exhaust electromagnetic valve 30R. The backup system circuit 31 has a brake command supply electromagnetic valve 31A and a brake command exhaust electromagnetic valve 31R.

As shown in FIG. 1, the main system circuit 30 and the backup system circuit 31 are connected to the air tank T in parallel.
A brake command supply solenoid valve 30A of the main system circuit 30 and a brake command supply solenoid valve 31A of the backup system circuit 31 are provided between the air tank T and the switching solenoid valve 32, and are operated according to the brake command signal. Opens and closes.
The brake command exhaust solenoid valve 30R of the main system circuit 30 is provided between a flow path (air pipe) connecting the brake command supply solenoid valve 30A and the switching solenoid valve 32 and the outside air. It opens and closes according to the signal. The brake command exhaust solenoid valve 31R of the backup system circuit 31 is provided between a flow path (air pipe) connecting the brake command supply solenoid valve 31A and the switching solenoid valve 32 and the outside air. It opens and closes according to the signal.
The switching solenoid valve 32 selects either one of the output of the main system circuit 30 and the output of the backup system circuit 31 according to a command signal (a circuit switching command signal to be described later) from the BCU 10 to operate as a relay valve. Output to 2. The output that is not selected is closed by the switching solenoid valve 32 .
The command pressure sensor PS1 is a pressure sensor provided between the switching solenoid valve 32 and the relay valve 2, and measures the pressure of the compressed air output by the command pressure output circuit 3 toward the relay valve 2 (command pressure). To detect.
The backup system pressure sensor PS2 is a pressure sensor provided between the backup system circuit 31 and the switching solenoid valve 32 . The backup system pressure sensor PS2 can detect the pressure of the compressed air output by the backup system circuit 31 even when the switching solenoid valve 32 selects the output of the main system circuit 30 .

The skid prevention circuit 4 outputs compressed air output at a pressure corresponding to the command pressure through the relay valve 2 toward the brake cylinders BC1 and BC2. Normally, the compressed air output from the relay valve 2 passes through the skid prevention circuit 4 and is directly input to the brake cylinders BC1 and BC2, thereby operating the brakes to a desired degree. However, when the BCU 10 detects that the railway vehicle is "skidding", the skid prevention circuit 4 immediately cuts off the compressed air output from the relay valve 2 to the brake cylinders BC1 and BC2 to release the brakes. . As a result, it is possible to prevent the railway vehicle from "skidding".

As shown in FIG. 1, the skid prevention circuit 4 includes skid prevention valves 40N and 41N, skid prevention supply electromagnetic valves 40A and 41A, and skid prevention exhaust gas valves 40N and 41N for each of the plurality of brake cylinders BC1 and BC2. It has solenoid valves 40R, 41R and BC pressure sensors PS4, PS5.

The skid prevention valve 40N has a passage connecting the relay valve 2 and the brake cylinder BC1 and a passage connecting the brake cylinder BC1 and the outside air, which can be opened and closed independently. The anti-skid valve 40N is a pilot-type valve that opens and closes the two flow paths according to the pressure applied to an internal command chamber (not shown) through the anti-skid supply electromagnetic valve 40A and the anti-skid exhaust electromagnetic valve 40R. valve.
The anti-skid supply electromagnetic valve 40A closes in response to the input of a predetermined anti-skid command signal, thereby blocking the flow path connecting the relay valve 2 and the brake cylinder BC1 in the anti-skid valve 40N. .
The anti-skid exhaust solenoid valve 40R is opened in response to the input of a predetermined anti-skid command signal, thereby opening the flow path connecting the brake cylinder BC1 and the outside air in the anti-skid valve 40N.
The anti-skid valve 41N, the anti-skid supply electromagnetic valve 41A, the anti-skid exhaust electromagnetic valve 41R, and the brake cylinder BC2 are the same as the above-described anti-skid valve 40N, the anti-skid supply electromagnetic valve 40A, and the anti-skid supply electromagnetic valve 40A. Since it is the same as the exhaust solenoid valve 40R and the brake cylinder BC1, the description thereof is omitted.

BC pressure sensors PS4 and PS5 are pressure sensors provided between the skid prevention valves 40N and 41N and the brake cylinders BC1 and BC2, respectively. The BC pressure sensors PS4 and PS5 detect the pressure applied to the brake cylinders BC1 and BC2 (that is, the pressure indicating the degree of actual braking).

The emergency stop circuit 5 is a circuit for outputting a command pressure to the relay valve 2, and is a safety circuit provided in a separate system from the command pressure output circuit 3.
As shown in FIG. 1, the emergency stop circuit 5 has a pressure adjustment section 50, an emergency stop solenoid valve 51, and an emergency stop pressure sensor PS6. In addition, the pressure regulating section 50 has a pressure regulating solenoid valve 50a and a two-stage pressure regulating valve 50b.

The pressure adjustment unit 50 is connected to the air tank T, converts the compressed air stored in the air tank T into an emergency stop pressure, and outputs the pressure. Here, the "emergency stop pressure" is a pressure specially applied to the relay valve 2 to realize an emergency stop when an emergency stop command is issued to the railway vehicle. The pressure regulating unit 50 generates compressed air having an emergency stop pressure in advance before an emergency stop is performed (during normal operation).
The two-stage pressure regulating valve 50b is a pressure regulating valve that outputs compressed air supplied from the air tank T at a predetermined pressure. It is the valve of the formula.
The emergency stop solenoid valve 51 is provided between the pressure regulating portion 50 and the relay valve 2 and opens according to the input of a predetermined emergency stop command signal from the BCU 10 . As a result, the emergency stop pressure generated by the pressure adjustment unit 50 is applied to the command chamber of the relay valve 2, and the brake for emergency stop is operated.

The emergency stop pressure sensor PS6 is a pressure sensor provided between the emergency stop electromagnetic valve 51 and the relay valve 2, and when an emergency stop command signal is output, the pressure sensor PS6 is connected to the relay valve 2 from the pressure adjustment unit 50. Detects the pressure of the compressed air output to

A relay valve output pressure sensor PS3 is provided between the relay valve 2 and the skid prevention valves 40N, 41N, etc., and detects the pressure of the compressed air output from the relay valve 2 toward the brake cylinders BC1, BC2.

(Functional configuration)
FIG. 2 is a diagram showing the functional configuration of the brake control device according to the first embodiment.
As shown in FIG. 2, the BCU 10 operates toward various solenoid valves (brake command supply solenoid valves 30A and 31A, brake command exhaust solenoid valves 30R and 31R) and a switching solenoid valve 32 of the command pressure output circuit 3. It outputs electrical signals for control and controls opening/closing and switching operations. The BCU 10 also acquires pressure detection values from the command pressure sensor PS1 of the command pressure output circuit 3 and the backup system pressure sensor PS2.
Similarly, the BCU 10 outputs electrical signals for operation control to various solenoid valves (anti-skid supply solenoid valves 40A, 41A, anti-skid exhaust solenoid valves 40R, 41R) of the skid prevention circuit 4, Controls opening and closing operations. In addition, pressure detection values are obtained from the BC pressure sensors PS4 and PS5 of the skid prevention circuit 4 .
Similarly, the BCU 10 outputs an electrical signal for operation control to the emergency stop solenoid valve 51 of the emergency stop circuit 5 to control the opening/closing operation. Further, the pressure detection value is acquired from the emergency stop pressure sensor PS6 of the emergency stop circuit 5 .

The BCU 10 is, for example, a microprocessor or the like, and operates based on a dedicated program read into a main recording area (memory) or the like.
As shown in FIG. 2, the BCU 10 according to the present embodiment includes an operation reception unit 100, a feedback control unit 101, a brake command output unit 102, a circuit switching unit 103, a skid prevention command output unit 104, an emergency stop command output unit 105, and a It functions as the state monitoring unit 106 .

The operation reception unit 100 receives a driver's brake operation (1 notch, 2 notches, etc.) on brake operation means (brake lever, etc.) provided in the driver's cab.
The feedback control unit 101 monitors the detection value of the command pressure sensor PS1, and performs feedback control for bringing the detection value closer to the target value corresponding to the driver's brake operation received by the operation receiving unit 100. FIG. Specifically, the feedback control unit 101 measures the differential pressure between the value detected by the command pressure sensor PS1 and the target value corresponding to the braking operation. The brake command output section 102 outputs a brake command signal to the command pressure output circuit 3 based on the measurement result of the feedback control section 101 .
When the circuit switching unit 103 detects an abnormality in the main system circuit 30 in the command pressure output circuit 3 , the circuit switching unit 103 outputs a predetermined circuit switching command signal to the switching solenoid valve 32 to stop the output of the compressed air to the relay valve 2 . The output of the main system circuit 30 is switched to the output of the backup system circuit 31 .
The skid prevention command output unit 104 outputs a skid prevention command signal to the skid prevention supply solenoid valves 40A and 41A and the skid prevention exhaust solenoid valves 40R and 41R when skidding of the railway vehicle is detected.
The emergency stop command output unit 105 outputs an emergency stop command signal to the emergency stop solenoid valve 51 when an emergency stop command is issued to the railway vehicle in operation.
The state monitoring unit 106 detects the command pressure sensor PS1, the backup system pressure sensor PS2, the relay valve output pressure sensor PS3 (FIG. 1), the BC pressure sensors PS4 and PS5, and the emergency stop pressure sensor PS6 during operation of the railway vehicle. The value is monitored and recorded as a log in a recording medium (not shown) at regular time intervals.

(BCU brake control processing flow)
FIG. 3 is a diagram showing a processing flow for brake control of the BCU according to the first embodiment.
The processing flow shown in FIG. 3 is executed by the operation reception unit 100, the feedback control unit 101, and the brake command output unit 102 of the BCU 10 during operation of the railway vehicle. In the processing flow shown in FIG. 3, the output of the main system circuit 30 is selected by the switching solenoid valve 32 from beginning to end.

2. Description of the Related Art During operation of a railroad vehicle, a driver desirably operates a brake lever provided in the driver's cab of the railroad vehicle. The operation reception unit 100 receives a driver's operation through the brake lever (step S00).
The feedback control unit 101 first determines whether the operation received in step S00 is a "brake operation" to increase the degree of braking applied to the running railway vehicle or a "brake release operation" to weaken the degree of braking. (step S01).

If the received operation is "brake operation" (step S01: YES), the pressure in the command chamber of the relay valve 2 needs to be higher than the current pressure in order to apply the brake. Therefore, the feedback control unit 101 measures the pressure difference between the target value corresponding to the brake operation (1 notch, 2 notches, . It is determined whether or not the measurement result of the differential pressure is equal to or greater than a predetermined determination threshold (step S02).
When the measurement result of the differential pressure between the target value and the detected value is equal to or greater than the determination threshold value (step S02: YES), the brake command output unit 102 outputs a brake command signal to the brake command electromagnetic supply valve 30A. (Step S03). As a result, the brake command supply solenoid valve 30A is opened, and the compressed air in the air tank T flows into the command chamber of the relay valve 2 through the brake command supply solenoid valve 30A and the switching solenoid valve 32, increasing the pressure. is applied.
Subsequently, the feedback control unit 101 measures the differential pressure between the target value and the detected value again, and determines whether or not the measurement result of the differential pressure is equal to or greater than a predetermined determination threshold (step S02). When the measurement result of the differential pressure between the target value and the detected value is smaller than the determination threshold (step S02: NO), the brake command output unit 102 stops outputting the brake command signal (step S04), and outputs the brake command. The air supply solenoid valve 30A is closed, and the process ends.

In step S03, the brake command output unit 102 according to the present embodiment outputs the brake command signal to the brake command electromagnetic supply valve 30A of the main system circuit 30 to the brake command electromagnetic supply valve 30A of the backup system circuit 31. It is also output to the valve 31A at the same time. Further, in step S04, the brake command output unit 102 outputs the brake command signal to the brake command electromagnetic supply valve 31A of the backup system circuit 31 simultaneously with stopping the brake command signal to the brake command electromagnetic supply valve 30A of the main system circuit 30. brake command signal is also stopped. As a result, the brake command electromagnetic supply valve 30A of the main system circuit 30 and the brake command electromagnetic supply electromagnetic valve 31A of the backup system circuit 31 are always operated at the same timing in the feedback control (processing of steps S02 to S04). Open and close.

On the other hand, if the received operation is the "brake release operation" (step S01: NO), the pressure in the command chamber of the relay valve 2 needs to be lower than the current pressure in order to release the brake. Therefore, the feedback control unit 101 measures the pressure difference between the target value corresponding to the brake operation (1 notch, 2 notches, . It is determined whether or not the differential pressure measurement result is equal to or greater than a predetermined determination threshold (step S05).
When the measurement result of the differential pressure between the target value and the detected value is equal to or greater than the determination threshold value (step S05: YES), the brake command output unit 102 outputs a brake command signal to the brake command exhaust solenoid valve 30R ( step S06). As a result, the brake command exhaust solenoid valve 30R is opened, and the compressed air remaining in the command chamber of the relay valve 2 flows out to the outside air through the switching solenoid valve 32 and the brake command exhaust solenoid valve 30R. command chamber pressure is reduced.
Subsequently, the feedback control unit 101 measures the differential pressure between the target value and the detected value again, and determines whether or not the measurement result of the differential pressure is equal to or greater than the predetermined determination threshold (step S05). When the measurement result of the differential pressure between the target value and the detected value is smaller than the determination threshold (step S05: NO), the brake command output unit 102 stops outputting the brake command signal (step S07), and outputs the brake command. The exhaust solenoid valve 30R is closed and the process ends.

In step S06, the brake command output unit 102 according to the present embodiment outputs the brake command signal to the brake command exhaust solenoid valve 30R of the main system circuit 30 to the brake command exhaust solenoid valve 31R of the backup system circuit 31. are also output at the same time. In addition, in step S07, the brake command output unit 102 stops the brake command signal to the brake command exhaust solenoid valve 30R of the main system circuit 30, and at the same time, brakes the brake command exhaust solenoid valve 31R of the backup system circuit 31. The command signal also stops. As a result, the brake command exhaust solenoid valve 30R of the main system circuit 30 and the brake command exhaust solenoid valve 31R of the backup system circuit 31 are always opened and closed at the same timing in the feedback control (processing of steps S05 to S07). .

(BCU circuit switching processing flow)
FIG. 4 is a diagram showing a processing flow for circuit switching of the BCU according to the first embodiment.
The processing flow shown in FIG. 4 is executed by the circuit switching unit 103 of the BCU 10 while the railway vehicle is running. It is assumed that the switching solenoid valve 32 selects the output of the main system circuit 30 at the beginning of the processing flow shown in FIG.

In the process flow shown in FIG. 3, the feedback control unit 101 and the brake command output unit 102 have been described as outputting command signals to the main system circuit 30 to open and close various electromagnetic valves under feedback control (step S02). to S04, steps S05 to S07). During this process, the circuit switching unit 103 determines whether or not a predetermined time has passed without the detected value of the command pressure sensor PS1 reaching the target value (step S11).

In the feedback control, if the detected value of the command pressure sensor PS1 reaches the target value before the predetermined time elapses (step S11: NO), the circuit switching unit 103 switches the main system circuit 30 to normal operation. , and terminate the process without performing any special processing.
On the other hand, if the state in which the detected value of the command pressure sensor PS1 does not reach the target value continues for the predetermined time (step S11: YES), the feedback control is not executed as expected, so the main system circuit 30 is suspected. Therefore, in this case, the circuit switching unit 103 detects an abnormality in the main system circuit 30 .
Next, the circuit switching unit 103 acquires the detection value of the backup system pressure sensor PS2 (step S12), and determines whether or not the detection value of the backup system pressure sensor PS2 and the target value match (step S13). .
Here, as described above, the brake command supply solenoid valve 30A and brake command exhaust solenoid valve 30R of the main system circuit 30 and the brake command supply solenoid valve 31A and brake command exhaust solenoid valve 31A of the backup system circuit 31 The valves 31R open and close at the same timing based on the same brake command signal. Therefore, when both the main system circuit 30 and the backup system circuit 31 are operating normally, the detected value of the command pressure sensor PS1 and the detected value of the backup system pressure sensor PS2 indicate the same command pressure. However, if either one of the main system circuit 30 and the backup system circuit 31 fails, the detected value of the command pressure sensor PS1 and the detected value of the backup system pressure sensor PS2 indicate different pressure values.

If the detected value of the backup system pressure sensor PS2 and the target value match (step S13: YES), it is determined that the backup system circuit 31 is operating normally. Therefore, the circuit switching unit 103 outputs a circuit switching command signal to the switching solenoid valve 32 to switch the output to the relay valve 2 from the main system circuit 30 to the backup system circuit 31 (step S14). As a result, the output from the main system circuit 30 is blocked, and the output from the backup system circuit 31 is sent to the relay valve 2 instead.
On the other hand, if the detected value of the backup system pressure sensor PS2 does not match the target value (step S13: NO), either the main system circuit 30 or the backup system circuit 31 is malfunctioning, or the main system circuit 30, it is assumed that a failure occurs in a portion different from the backup system circuit 31. Therefore, in this case, the circuit switching unit 103 outputs an abnormality notification signal to the driver or the like indicating that normal operation cannot be continued (step S15).

(BCU processing flow for brake control after circuit switching)
FIG. 5 is a diagram showing a processing flow for brake control after circuit switching in the BCU according to the first embodiment.
The processing flow shown in FIG. 5 is that the railroad vehicle is in operation, and based on the processing (FIG. 4) by the circuit switching unit 103 of the BCU 10, the output to the relay valve 2 is switched to the main system by the switching solenoid valve 32. After switching from the circuit 30 to the backup system circuit 31 , it is executed by the operation reception unit 100 , the feedback control unit 101 and the brake command output unit 102 .

The operation reception unit 100 receives a driver's operation through the brake lever (step S20), as in step S00 of FIG. Then, the feedback control unit 101 determines whether the operation received in step S20 is a "brake operation" to increase the degree of braking applied to the running railway vehicle or a "brake release operation" to weaken the degree of braking. (Step S21).

If the received operation is "brake operation" (step S21: YES), the feedback control unit 101 compares the target value corresponding to the brake operation and the detected value (current command pressure) of the backup system pressure sensor PS2. A differential pressure is measured, and it is determined whether or not the measurement result of the differential pressure is equal to or greater than a predetermined determination threshold (step S22).
If the measurement result of the differential pressure between the target value and the detected value is equal to or greater than the determination threshold value (step S22: YES), the brake command output unit 102 outputs the brake command signal to the backup system circuit 31 as a brake command supply electromagnetic. Output to the valve 31A (step S23). As a result, the brake command supply solenoid valve 31A is opened, and the compressed air in the air tank T flows into the command chamber of the relay valve 2 through the brake command supply solenoid valve 31A and the switching solenoid valve 32, resulting in a higher pressure. is applied.
Subsequently, the feedback control unit 101 again measures the differential pressure between the target value and the detected value (the detected value is obtained by the backup system pressure sensor PS2), and determines whether the measurement result of the differential pressure is equal to or greater than the predetermined judgment threshold. (Step S22). When the measurement result of the differential pressure between the target value and the detected value is smaller than the determination threshold value (step S22: NO), the brake command output unit 102 stops outputting the brake command signal (step S24), and the backup system The brake command supply electromagnetic valve 31A of the circuit 31 is closed, and the process ends.

On the other hand, if the received operation is the "brake release operation" (step S21: NO), the feedback control unit 101 obtains the target value corresponding to the brake operation and the detection value of the backup system pressure sensor PS2 (current command pressure ), and it is determined whether or not the measurement result of the differential pressure is equal to or greater than a predetermined determination threshold (step S25).
If the measurement result of the differential pressure between the target value and the detected value is equal to or greater than the determination threshold value (step S25: YES), the brake command output unit 102 outputs the brake command signal to the brake command exhaust solenoid valve of the backup system circuit 31. 31R (step S26). As a result, the brake command exhaust solenoid valve 31R is opened, and the compressed air remaining in the command chamber of the relay valve 2 flows out to the outside air through the switching solenoid valve 32 and the brake command exhaust solenoid valve 31R. command chamber pressure is reduced.
Subsequently, the feedback control unit 101 again measures the differential pressure between the target value and the detected value (the detected value is obtained by the backup system pressure sensor PS2), and determines whether the measurement result of the differential pressure is equal to or greater than the predetermined judgment threshold. (step S25). When the measurement result of the differential pressure between the target value and the detected value is smaller than the determination threshold (step S25: NO), the brake command output unit 102 stops outputting the brake command signal (step S27), and the backup system The brake command exhaust electromagnetic valve 31R of the circuit 31 is closed, and the process ends.

In this way, when the output of the main system circuit 30 is switched to the output of the backup system circuit 31 through the switching solenoid valve 32, the BCU 10 changes the target value corresponding to the driver's operation and the detected value of the backup system pressure sensor PS2. , and outputs a brake command signal.

(BCU skid prevention processing flow)
FIG. 6 is a diagram showing a processing flow for skidding prevention of the BCU according to the first embodiment.
The processing flow shown in FIG. 6 is executed by the skid prevention command output unit 104 of the BCU 10 during operation of the railway vehicle.

As shown in FIG. 6, the anti-skid command output unit 104 monitors the occurrence of "skid" in which the wheels slide on the rail during operation of the railway vehicle (step S31). It is determined whether or not (step S32). If the occurrence of "slipping" is not detected (step S32: NO), the skid prevention command output unit 104 continues to monitor "slipping".
Here, for example, the skid prevention command output unit 104 detects the occurrence of "slip" by using wheel rotation speed detection means for detecting the rotation speed of the wheels and vehicle body speed measurement means for measuring the moving speed of the vehicle body. do. Specifically, the skid prevention command output unit 104 outputs the running speed calculated from the wheel rotation speed obtained through the wheel rotation speed detection means and the vehicle speed directly measured through the vehicle speed measurement means. If there is a deviation of a predetermined value or more between the two, it can be determined that "skidding" has occurred.

When the occurrence of "skidding" is detected (step S32: YES), the skid prevention command output unit 104 immediately activates the skid prevention supply electromagnetic valves 40A and 41A and the skid prevention exhaust solenoid valves 40R and 41R. A prevention command signal is output (step S33).
The anti-skid supply electromagnetic valves 40A and 41A are closed in response to an anti-skid command signal, and the anti-skid exhaust electromagnetic valves 40R and 41R are opened in response to an anti-skid command signal. As a result, in the skid prevention valves 40N and 41N, the flow path connecting the relay valve 2 and the brake cylinder BC1 is closed, and the flow path connecting the brake cylinder BC1 and the outside air is opened. The pressure applied to the brake cylinders BC1, BC2 is then rapidly reduced, releasing the brakes. This causes the wheels that were gliding to start rotating again.

(Processing flow for emergency stop of BCU)
FIG. 7 is a diagram illustrating a processing flow for emergency stop of the BCU according to the first embodiment.
The processing flow shown in FIG. 7 is executed by the emergency stop command output unit 105 of the BCU 10 during operation of the railway vehicle.

As shown in FIG. 7, the emergency stop command output unit 105 monitors whether or not an emergency stop command has been issued to the railcar during operation (step S41). It is determined whether or not it has been issued (step S42). If the emergency stop command output unit 105 does not detect the emergency stop command (step S42: NO), it continues monitoring the emergency stop command.
Here, the emergency stop command for the railway vehicle may be issued from an external safety system via a dedicated communication network, or may be issued by the operation of the driver who drives the railway vehicle. When receiving such an emergency stop command (step S42: YES), the emergency stop command output unit 105 immediately outputs an emergency stop command signal to the emergency stop solenoid valve 51 (step S43). As a result, the emergency stop solenoid valve 51 is opened, and the compressed air adjusted to the emergency stop pressure by the pressure adjusting section 50 is sent to the command chamber of the relay valve 2 . Then, a pressure corresponding to the emergency stop pressure is applied to the brake cylinders BC1 and BC2 through the relay valve 2 . As a result, an emergency stop brake is applied to the railway vehicle.

Next, a method for inspecting the brake control device according to the first embodiment will be described with reference to FIGS. 8 to 11. FIG.

(First processing flow when inspecting the brake control device)
FIG. 8 is a diagram showing a first processing flow during inspection of the brake control device according to the first embodiment.
The processing flow shown in FIG. 8 shows one of the processing flows of inspection of the brake control device 1 that is performed periodically (for example, before and after the end of a day's operation) by inspection workers. The inspection operator inspects whether or not there is an abnormality around the command pressure output circuit 3 of the brake control device 1 according to this processing flow.

First, the inspector operates the brake lever or the like while checking the detection value of the command pressure sensor PS1 to perform preliminary pressure adjustment (step S51). Here, the inspection operator adjusts the detected value of the command pressure sensor PS1 to a pressure value between the pressure of the compressed air stored in the air tank T and the atmospheric pressure. Also, the inspection operator operates the switching electromagnetic valve 32 so that the output of the main system circuit 30 is selected (sent to the relay valve 2).
Next, the inspection operator closes the brake command supply electromagnetic valve 30A and the brake command exhaust electromagnetic valve 30R of the main system circuit 30 (step S52). As a result, a closed circuit extending from the main system circuit 30 to the relay valve 2 via the switching solenoid valve 32 is formed.
Next, the inspection operator confirms the detection value of the command pressure sensor PS1, and confirms whether or not the detection value is fluctuating (step S53).
When the detected value of the command pressure sensor PS1 does not fluctuate (step S53: constant), the inspector inspects the brake command supply solenoid valve 30A, the brake command exhaust solenoid valve 30R and the relay valve 2, which constitute a closed circuit. is judged to be "no abnormality".
If the detected value of the command pressure sensor PS1 is increasing (Step S53: Increase), compressed air flows from the air tank T to the relay valve 2 through the brake command supply electromagnetic valve 30A, which should be closed. It is conceivable that Therefore, the inspector determines that "there is a possibility that there is an abnormality in the brake command electromagnetic supply valve 30A" (step S55), and inspects the brake command electromagnetic supply valve 30A that is suspected of being abnormal.
On the other hand, when the detected value of the command pressure sensor PS1 is decreasing (Step S53: Decrease), compressed air flows from the brake command exhaust solenoid valve 30R, which should be in the closed state, or the command chamber of the relay valve 2 to the outside air. It is possible that it is leaking. Therefore, the inspector determines that "the brake command exhaust solenoid valve 30R or the relay valve 2 may be abnormal" (step S56), and the brake command exhaust solenoid valve 30R or the relay valve 2 suspected of being abnormal carry out an inspection.

In step S52, the inspection operator further closes the brake command supply solenoid valve 31A and the brake command exhaust solenoid valve 31R of the backup system circuit 31, thereby closing the brake command supply solenoid valve 31A. A closed circuit composed of the electromagnetic valve 31A, the brake command exhaust electromagnetic valve 31R, and the switching electromagnetic valve 32 may be formed.
In this case, the inspector further confirms the variation in the detection value of the backup system pressure sensor PS2, and determines whether at least one of the brake command supply solenoid valve 31A, the brake command exhaust solenoid valve 31R, and the switching solenoid valve 32 is detected. A determination may be made as to whether or not there is an abnormality in one. For example, when the detected value of the backup system pressure sensor PS2 is increasing, the inspector can determine that "there is a possibility that there is an abnormality in the brake command electromagnetic supply valve 31A". Further, when the detection value of the backup system pressure sensor PS2 is decreasing, the inspector can determine that "the brake command exhaust solenoid valve 31R or the switching solenoid valve 32 may be abnormal".

(Second processing flow when inspecting the brake control device)
FIG. 9 is a diagram showing a second processing flow during inspection of the brake control device according to the first embodiment.
The processing flow shown in FIG. 9, like the processing flow shown in FIG. 8, shows one of the processing flows for inspection of the brake control device 1 periodically performed by an inspection operator. The inspection operator inspects the presence or absence of abnormality in the pressure sensor of the command pressure output circuit 3 according to this processing flow.

While confirming the detection values of the command pressure sensor PS1 and the backup system pressure sensor PS2, the inspection operator operates the brake lever and the like to perform pre-pressure adjustment (step S61). Next, the inspection operator determines whether the detection values of the command pressure sensor PS1 and the backup system pressure sensor PS2 are the same (step S62). Here, as described above, the various solenoid valves of the main system circuit 30 and the backup system circuit 31 operate based on the same brake command signal, respectively. should show the same detection value.
Therefore, if the detection values of the command pressure sensor PS1 and the backup system pressure sensor PS2 are the same (step S62: YES), the inspection worker will tell the command pressure sensor PS1 and the backup system pressure sensor PS2 that there is an abnormality. None” (step S63).
On the other hand, if the detected values of the command pressure sensor PS1 and the backup system pressure sensor PS2 are different (step S62: NO), the inspection worker will say, "Any one of the command pressure sensor PS1 and the backup system pressure sensor PS2 is abnormal. is possible" (step S64), and each pressure sensor suspected of being abnormal is inspected.

(Third processing flow when inspecting the brake control device)
FIG. 10 is a diagram showing a third processing flow during inspection of the brake control device according to the first embodiment.
The processing flow shown in FIG. 10, like the processing flows shown in FIGS. 8 and 9, shows one of the processing flows for inspection of the brake control device 1 periodically performed by an inspection operator. The inspection operator inspects whether or not there is an abnormality around the skid prevention circuit 4 of the brake control device 1 according to this processing flow.

First, the inspector operates the brake lever or the like while confirming the detection values of the BC pressure sensors PS4 and PS5 to perform pre-pressure adjustment (step S71). Here, the inspection operator adjusts the detected values of the BC pressure sensors PS4 and PS5 so that they are pressure values between the pressure of the compressed air stored in the air tank T and the atmospheric pressure.

Next, the inspection operator closes the anti-skid supply electromagnetic valves 40A, 41A and the anti-slip exhaust electromagnetic valves 40R, 41R (step S72). As a result, a closed circuit extending from the skid prevention valves 40N, 41N to the brake cylinders BC1, BC2 is formed.
Next, the inspection operator confirms the detected values of the BC pressure sensors PS4 and PS5, and confirms whether or not the detected values have fluctuated (step S73).
When the detected values of the BC pressure sensors PS4 and PS5 do not fluctuate (step S73: constant), the inspection operator operates the anti-skid valves 40N and 41N, the anti-skid air supply solenoid valves 40A and 41A, which constitute a closed circuit, It is determined that there is no abnormality in the skid prevention exhaust solenoid valves 40R, 41R and the brake cylinders BC1, BC2.
Further, when the detected values of the BC pressure sensors PS4 and PS5 are increasing (step S73: increase), the compressed air flows from the air tank T to the brake cylinders BC1 and BC2 through the skid prevention valves 40N and 41N which should be closed. is thought to have flowed in. Therefore, the inspector determines that "there is a possibility that there is an abnormality in the anti-slipping electromagnetic supply solenoid valves 40A, 41A or the anti-slipping valves 40N, 41N" (step S75). Check the valves 40A and 41A and the skid prevention valves 40N and 41N.
On the other hand, when the detected values of the BC pressure sensors PS4 and PS5 are decreasing (Step S75: Decrease), outside air is discharged from the skid prevention exhaust solenoid valves 40R and 41R or the skid prevention valves 40N and 41N which should be closed. It is conceivable that compressed air is flowing out through Therefore, the inspector determines that "there is a possibility that there is an abnormality in the anti-skid exhaust solenoid valves 40R, 41R or the anti-skid valves 40N, 41N" (step S76), and the anti-skid exhaust solenoid valve 40R suspected of being abnormal , 41R, and skid prevention valves 40N and 41N.

(Fourth processing flow when inspecting the brake control device)
FIG. 11 is a diagram showing a fourth processing flow during inspection of the brake control device according to the first embodiment.
The processing flow shown in FIG. 11, like the processing flows shown in FIGS. 8 to 10, shows one of the inspection processing flows for the brake control device 1 periodically performed by inspection workers. The inspection operator inspects whether or not there is an abnormality around the emergency stop circuit 5 of the brake control device 1 according to this processing flow.

First, the inspection operator controls the pressure regulating solenoid valve 50a to generate compressed air having a pressure for emergency stop at the two-stage pressure regulating valve 50b (step S81).
Next, the inspection operator performs an operation to open the emergency stop electromagnetic valve 51 (step S82). Thereby, the compressed air generated in step S<b>81 flows into the relay valve 2 .
Next, the inspection operator determines whether or not the detected value of the emergency stop pressure sensor PS6 indicates the normal emergency stop pressure (step S83).
When the detected value of the emergency stop pressure sensor PS6 indicates the normal emergency stop pressure (step S83: YES), the inspection worker instructs the pressure adjustment unit 50 and the emergency stop electromagnetic valve 51 relay valve 2 to " No abnormality” (step S84).
On the other hand, if the detected value of the emergency stop pressure sensor PS6 does not indicate the normal emergency stop pressure (step S83: NO), the compressed air generated by the pressure regulator 50 is at the normal emergency stop pressure. Otherwise, it is considered that there is an abnormality in the opening/closing operation of the electromagnetic valve 51 for emergency stop. Therefore, the inspector determines that "the pressure regulator 50 or the emergency stop solenoid valve 51 may be abnormal" (step S85).

(action/effect)
As described above, the brake control device 1 according to the first embodiment includes the main system circuit 30 and the backup system circuit 31 connected in parallel to the air tank T in the command pressure output circuit 3, the output of the main system circuit 30, and a switching electromagnetic valve 32 that outputs one of the outputs of the backup system circuit 31 to the relay valve 2 .
When the BCU 10 detects an abnormality in the main system circuit 30 during operation of the railway vehicle, the BCU 10 controls the switching solenoid valve 32 to switch the output of the main system circuit 30 to the output of the backup system circuit 31 .
By doing so, even if an abnormality occurs in the main system circuit 30, the output to the relay valve 2 is immediately switched to the backup system circuit 31, so that the railway vehicle can continue operation. .
Therefore, the reliability of railcars can be enhanced.

Further, in a conventional railway vehicle, an electro-pneumatic conversion valve having a function of outputting compressed air at a pressure corresponding to an input current value (current value corresponding to the driver's operation) is used as the command pressure output circuit 3. It is common to use On the other hand, the main system circuit 30 and the backup system circuit 31 according to the first embodiment include brake command supply electromagnetic valves 30A and 31A provided between the air tank T and the switching electromagnetic valve 32, respectively. , brake command exhaust solenoid valves 30R and 31R provided between the switching solenoid valve 32 and the outside air.
Here, since the above-mentioned electro-pneumatic conversion valve has a complicated device configuration, the housing size is much larger than that of a general electromagnetic valve, and the price is also high. Therefore, mounting two such electro-pneumatic conversion valves to provide the command pressure output circuit 3 with a backup function is not realistic from the viewpoint of the structural size and manufacturing cost required for the brake control device.
However, according to the brake control device 1 according to the first embodiment, the main system circuit 30 and the backup system circuit 31 are composed only of the general electromagnetic valves described above. As a result, it is possible to provide the backup function as described above while suppressing an increase in the configuration size and manufacturing cost.

The command pressure output circuit 3 according to the first embodiment further includes a command pressure sensor PS1 provided between the switching solenoid valve 32 and the relay valve 2. As shown in FIG. Then, the BCU 10 outputs a brake command signal based on the target value corresponding to the driver's operation and the detected value of the command pressure sensor PS1.
By doing so, the opening and closing operations of the various electromagnetic valves forming the command pressure output circuit 3 are feedback-controlled according to the detected value of the command pressure sensor PS1. It is possible to quickly and accurately match the target value according to the operation of .

The command pressure output circuit 3 according to the first embodiment further includes a backup system pressure sensor PS2 provided between the backup system circuit 31 and the switching solenoid valve 32 . When the output of the main system circuit 30 is switched to the output of the backup system circuit 31, the BCU 10 outputs a brake command signal based on the target value and the detection value of the backup system pressure sensor PS2. In other words, when the output of the main system circuit 30 is switched to the output of the backup system circuit 31, the BCU 10 changes the detection value to be referred for feedback control from the detection value of the command pressure sensor PS1 to that of the backup system pressure sensor PS2. Switch to detection value.
By doing so, even if an abnormality occurs in the command pressure sensor PS1 of the command pressure output circuit 3, normal feedback control can be continued by the backup system circuit 31 and the backup system pressure sensor PS2. can.

Further, according to the command pressure output circuit 3 according to the first embodiment, the backup system pressure sensor PS2 is provided on the primary side of the switching solenoid valve 32 (between the backup system circuit 31 and the switching solenoid valve 32), Moreover, the command pressure sensor PS1 is provided on the secondary side of the switching solenoid valve 32 (between the switching solenoid valve 32 and the relay valve 2).
As a result, during operation using the backup system circuit 31, both the backup system pressure sensor PS2 and the command pressure sensor PS1 detect the same pressure (the pressure of the compressed air input to the relay valve 2). Therefore, by monitoring and comparing each of the backup system pressure sensor PS2 and the command pressure sensor PS1, it is possible to immediately grasp a problem that has occurred in either the command pressure sensor PS1 or the backup system pressure sensor PS2 even during operation. can be done.

Further, the BCU 10 according to the first embodiment has one of the conditions that the detected value of the backup system pressure sensor PS2 matches the target value and that the detected value of the command pressure sensor PS1 deviates from the target value. , the output of the main system circuit 30 is switched to the output of the backup system circuit 31 (see the processing flow of FIG. 4).
Here, the fact that the detected value of the backup system pressure sensor PS2 matches the target value means that the backup system circuit 31 and the backup system pressure sensor PS2 are functioning normally. Therefore, when the output of the main system circuit 30 is switched to the output of the backup system circuit 31, the normal operation can be resumed more reliably.

The brake control device 1 according to the first embodiment further includes skid prevention valves 40N and 41N, skid prevention supply electromagnetic valves 40A and 41A, and skid prevention exhaust electromagnetic valves 40R and 41R. The brake control device 1 also includes BC pressure sensors PS4 and PS5 provided between the skid prevention valves 40N and 41N and the brake cylinders BC1 and BC2.
When the BCU 10 detects skidding, the BCU 10 outputs a skid prevention command signal to the skid prevention supply electromagnetic valves 40A and 41A and the skid prevention exhaust solenoid valves 40R and 41R.
By doing so, when the railroad vehicle skids, the brakes are immediately released so as to suppress the skids. During the inspection, by monitoring the detected values of the BC pressure sensors PS4 and PS5, the skid prevention valves 40N and 41N, the skid prevention supply electromagnetic valves 40A and 41A, and the skid prevention exhaust solenoid valves 40R and 41R are normal. It is possible to easily judge whether or not it is functioning properly.

Moreover, the brake control device 1 according to the first embodiment further includes a pressure adjustment section 50 and an emergency stop electromagnetic valve 51 . The brake control device 1 also includes an emergency stop pressure sensor PS6 provided between the emergency stop solenoid valve 51 and the relay valve 2 .
By doing so, the railway vehicle can be stopped more reliably in a situation where an emergency stop should be implemented. In addition, by monitoring the detection value of the emergency stop pressure sensor PS6 during inspection, it is possible to easily determine whether the pressure regulator 50 and the emergency stop solenoid valve 51 are functioning normally.

Further, the inspection method for the brake control device 1 according to the first embodiment includes a step of closing the brake command supply solenoid valve 30A and the brake command exhaust solenoid valve 30R belonging to the main system circuit 30. . Further, the inspection method of the brake control device 1 includes a step of determining that at least one of the main system circuit 30 and the relay valve 2 has an abnormality based on the variation in the detection value of the command pressure sensor PS1. (see the processing flow of FIG. 8). In other words, the inspection method closes the solenoid valve to form a closed circuit in the command pressure output circuit 3 in the first step, and observes the change in pressure inside the closed circuit in the second step.
By doing so, it is possible to simply and accurately identify whether or not there is a problem in the command pressure output circuit 3 and the relay valve 2 . Therefore, the labor required for maintenance of the brake control device 1 can be greatly reduced.

Further, the method for inspecting the brake control device 1 according to the first embodiment is based on the result of comparison between the detection value of the command pressure sensor PS1 and the detection value of the backup system pressure sensor PS2. It has a step of determining that at least one of the backup system pressure sensors PS2 is abnormal (see the processing flow of FIG. 9).
By doing so, it is possible to simply and accurately identify the presence or absence of defects in the command pressure sensor PS1 and the backup system pressure sensor PS2. Therefore, the labor required for maintenance of the brake control device 1 can be greatly reduced.

Further, the method for inspecting the brake control device 1 according to the first embodiment includes a step of closing the skid prevention supply electromagnetic valves 40A and 41A and the skid prevention exhaust solenoid valves 40R and 41R. In addition, the method for inspecting the brake control device 1 is based on fluctuations in the detected values of the BC pressure sensors PS4 and PS5. It has a step of determining that at least one of 40R and 41R is abnormal (see the processing flow of FIG. 10). In other words, in the inspection method, the electromagnetic valve is closed in the first step to form a closed circuit in the skid prevention circuit 4, and the change in pressure inside the closed circuit is observed in the second step.
By doing so, it is possible to simply and accurately identify whether or not there is a problem in the skid prevention circuit 4 . Therefore, the labor required for maintenance of the brake control device 1 can be greatly reduced.

Further, the method for inspecting the brake control device 1 according to the first embodiment includes a step of opening the emergency stop solenoid valve 51, and based on the detection value of the emergency stop pressure sensor PS6, the pressure adjustment unit 50 and the emergency stop. and a step of determining that at least one of the solenoid valves 51 is abnormal.
By doing so, it is possible to identify a problem in the emergency stop circuit 5 simply and accurately. Therefore, the labor required for maintenance of the brake control device 1 can be greatly reduced.

The brake control device 1 and the method for inspecting the brake control device 1 according to the first embodiment have been described in detail above. , and various design changes can be made without departing from the spirit of the invention.

For example, the BCU 10 according to the first embodiment has been described as performing feedback control of the command pressure by opening and closing the brake command supply electromagnetic valve 30A (31A) when applying the brake. Further, the BCU 10 according to the first embodiment has been described as performing feedback control of the command pressure by opening and closing the brake command exhaust solenoid valve 30R (31R) when the brake is released.
In another embodiment, the BCU 10 turns on both the brake command supply solenoid valve 30A (31A) and the brake command exhaust solenoid valve 30R (31R) when the brake is applied and when the brake is released. It may be a mode in which feedback control is performed while opening and closing.
For example, when the command pressure rises (overshoots) beyond the target value as a result of opening the brake command supply solenoid valve 30A for the purpose of applying the brakes, the BCU 10 then opens the brake command exhaust solenoid The valve 30R may be opened for a very short period of time to reduce the command pressure so that it matches the target value.

Further, in the brake control device 1 according to another embodiment, even if the configuration of the command pressure output circuit 3, skid prevention circuit 4, and emergency stop circuit 5 described in the first embodiment is not necessarily provided, good.
For example, the brake control device 1 according to another embodiment may include only the command pressure output circuit 3 and may not include both the skid prevention circuit 4 and the emergency stop circuit 5 .
Further, in the brake control device 1 according to another embodiment, one or both of the main system circuit 30 and the backup system circuit 31 may be configured by conventional electro-pneumatic conversion valves.
Various inspection methods described with reference to FIGS. 8 to 11 can be appropriately applied to the brake control device 1 according to the modified example as described above.

<Second embodiment>
Next, a brake control device inspection system according to a second embodiment will be described with reference to FIG.

FIG. 12 is a diagram showing the overall configuration of a brake control device inspection system according to the second embodiment.
As shown in FIG. 12, the brake control device inspection system 90 includes a computer 900. As shown in FIG.
The computer 900 also includes a CPU 901 , a main memory device 902 , an auxiliary memory device 903 , an input/output interface 904 and a communication interface 905 .

A brake control device inspection system 90 according to the second embodiment automatically executes the various inspection process flows (FIGS. 8 to 11) described in the first embodiment.
Specifically, the processing flow of each inspection described above is stored in the auxiliary storage device 903 in the form of a program. The CPU 901 reads out the program from the auxiliary storage device 903, develops it in the main storage device 902, and executes the above processing according to the program.

Specifically, the CPU 901 functions as an electromagnetic valve control command section 9010 and an abnormality determination section 9011 by operating according to a program. The CPU 901 indirectly controls the operation of the brake control device 1 by outputting control signals to the BCU 10 via the communication interface 905 .

The solenoid valve control command unit 9010 closes the brake command supply solenoid valve 30A and the brake command exhaust solenoid valve 30R belonging to the main system circuit 30 through the BCU 10 . Then, the abnormality determination unit 9011 determines that at least one of the main system circuit 30 and the relay valve 2 has an abnormality based on the variation in the detection value of the command pressure sensor PS1.

Further, the abnormality determination unit 9011 detects at least one of the command pressure sensor PS1 and the backup system pressure sensor PS2 based on the comparison result between the detection value of the command pressure sensor PS1 and the detection value of the backup system pressure sensor PS2. It is judged that there is an abnormality in one of them.

Further, the electromagnetic valve control command unit 9010 closes the skid prevention supply electromagnetic valves 40A and 41A and the skid prevention exhaust electromagnetic valves 40R and 41R through the BCU 10 . Based on the variation in the detection values of the BC pressure sensors PS4 and PS5, the abnormality determination unit 9011 determines the anti-skid valves 40N and 41N, the anti-skid supply electromagnetic valves 40A and 41A, and the anti-skid exhaust electromagnetic valves 40R and 41R. It is determined that at least one of them is abnormal.

Also, the electromagnetic valve control command unit 9010 opens the emergency stop electromagnetic valve 51 through the BCU 10 . Then, the abnormality determination section 9011 determines that at least one of the pressure adjustment section 50 and the emergency stop electromagnetic valve 51 is abnormal based on the detection value of the emergency stop pressure sensor PS6.

Note that in the second embodiment, the auxiliary storage device 903 is an example of a non-temporary tangible medium. Other examples of non-transitory tangible media include magnetic disks, magneto-optical disks, CD-ROMs, DVD-ROMs, semiconductor memories, etc. that are connected via the input/output interface 904 . Further, when this program is distributed to the computer 900 via a communication line, the computer 900 receiving the distribution may develop the program in the main storage device 902 and execute the above process.

Also, the program may be for realizing part of the functions described above. Furthermore, the program may be a so-called difference file (difference program) that implements the above-described functions in combination with another program already stored in the auxiliary storage device 903 .

Further, the brake control device inspection system 90 may be composed of one computer 900, or may be composed of a plurality of computers communicably connected.

Although several embodiments of the invention have been described above, these embodiments are presented by way of example and are not intended to limit the scope of the invention. These embodiments can be implemented in various other forms, and various omissions, replacements, and modifications can be made without departing from the scope of the invention. These embodiments and their modifications are intended to be included in the invention described in the claims and their equivalents as well as included in the scope and gist of the invention.

1 brake control device 10 BCU (control unit)
100 Operation reception unit 101 Feedback control unit 102 Brake command output unit 103 Circuit switching unit 104 Skid prevention command output unit 105 Emergency stop command output unit 106 State monitoring unit 2 Relay valve 3 Command pressure output circuit 30 Main system circuit 31 Backup system circuit 30A , 31A Brake command supply solenoid valves 30R, 31R Brake command exhaust solenoid valve 32 Switching solenoid valve 4 Skid prevention circuits 40N, 41N Skid prevention valves 40A, 41A Skid prevention supply solenoid valves 40R, 41R Skid prevention exhaust Solenoid valve 5 Emergency stop circuit 50 Pressure adjustment unit 50a Pressure adjustment solenoid valve 50b Two-stage pressure adjustment valve 51 Emergency stop solenoid valve 90 Brake control device inspection system 900 Computer 901 CPU
9010 Solenoid valve control command unit 9011 Abnormality determination unit 902 Main storage device 903 Auxiliary storage device 904 Input/output interface 905 Communication interface T Air tanks BC1, BC2 Brake cylinder PS1 Command pressure sensor PS2 Backup system pressure sensor PS3 Relay valve output pressure sensor PS4, PS5 BC pressure sensor PS6 Emergency stop pressure sensor

Claims (14)

a control unit that outputs a brake command signal;
a relay valve connected to an air tank storing compressed air and outputting the compressed air to the brake cylinder at a pressure corresponding to a predetermined command pressure;
a command pressure output circuit connected to the air tank for outputting the compressed air to the relay valve at the command pressure corresponding to the brake command signal;
with
The command pressure output circuit is
a main system circuit connected to the air tank;
a backup system circuit connected to the air tank in parallel with the main system circuit;
a switching solenoid valve that outputs either one of the output of the main system circuit and the output of the backup system circuit to the relay valve;
with
The main system circuit and the backup system circuit, respectively,
a brake command supply solenoid valve that is provided between the air tank and the switching solenoid valve and opens and closes according to the brake command signal;
a brake command exhaust solenoid valve that is provided between a flow path that connects the brake command supply solenoid valve and the switching solenoid valve and the outside air and opens and closes in accordance with the brake command signal;
has
The control unit controls the switching solenoid valve to switch the output of the main system circuit to the output of the backup system circuit when an abnormality of the main system circuit is detected. The command pressure output circuit further
A command pressure sensor, which is a pressure sensor provided between the switching solenoid valve and the relay valve,
The brake control device according to claim 1, wherein the control unit outputs the brake command signal based on a target value according to a driver's operation and a detection value of the command pressure sensor. The command pressure output circuit further
A backup system pressure sensor, which is a pressure sensor provided between the backup system circuit and the switching solenoid valve,
The control unit outputs the brake command signal based on the target value and the detection value of the backup system pressure sensor when the output of the main system circuit is switched to the output of the backup system circuit. Item 3. The brake control device according to item 2. Further, the control unit sets, as one of the conditions, that the detected value of the backup system pressure sensor matches the target value and that the detected value of the command pressure sensor deviates from the target value. 4. The brake control device according to claim 3, wherein the output of the system circuit is switched to the output of the backup system circuit. an anti-skid valve capable of opening and closing a flow path connecting the relay valve and the brake cylinder and a flow path connecting the brake cylinder and outside air;
an anti-skid supply electromagnetic valve that closes a flow path connecting the relay valve and the brake cylinder by performing a closing operation in response to an input of a predetermined anti-skid command signal;
an anti-skid exhaust solenoid valve that opens a flow path connecting the brake cylinder and the outside air by performing an opening operation in response to the input of the anti-skid command signal;
a BC pressure sensor, which is a pressure sensor provided between the skid prevention valve and the brake cylinder;
with
The control unit outputs the skid prevention command signal to the skid prevention air supply solenoid valve and the skid prevention exhaust solenoid valve when skidding is detected. A brake control device as described. a pressure adjustment unit connected to the air tank and configured to convert the compressed air into an emergency stop pressure and output the emergency stop pressure;
an emergency stop electromagnetic valve that is provided between the pressure adjustment unit and the relay valve and opens in response to an input of a predetermined emergency stop command signal;
an emergency stop pressure sensor, which is a pressure sensor provided between the emergency stop solenoid valve and the relay valve;
The brake control device according to any one of claims 1 to 5, comprising: A brake control device inspection method according to any one of claims 2 to 4,
a step of closing the brake command supply solenoid valve and the brake command exhaust solenoid valve belonging to the main system circuit;
a step of determining that at least one of the main system circuit and the relay valve is abnormal based on the variation in the detection value of the command pressure sensor;
A method for inspecting a brake control device having A brake control device inspection method according to claim 3 or 4,
At least one of the command pressure sensor and the backup system pressure sensor is determined to be abnormal based on the result of comparing the detection value of the command pressure sensor and the detection value of the backup system pressure sensor. A method for inspecting a brake control device, comprising a step of determining. A brake control device inspection method according to claim 5,
a step of closing the anti-skid supply electromagnetic valve and the anti-skid exhaust electromagnetic valve;
determining that at least one of the skid prevention valve, the skid prevention air supply solenoid valve, and the skid prevention exhaust solenoid valve is abnormal based on the variation in the detected value of the BC pressure sensor; When,
A method for inspecting a brake control device having The brake control device inspection method according to claim 6,
opening the emergency stop solenoid valve;
determining that at least one of the pressure adjustment unit and the emergency stop solenoid valve is abnormal based on the detected value of the emergency stop pressure sensor;
A method for inspecting a brake control device having A computer used for inspection of the brake control device according to any one of claims 2 to 4,
a solenoid valve control command section for closing the brake command supply solenoid valve and the brake command exhaust solenoid valve belonging to the main system circuit;
an abnormality determination unit that determines that at least one of the main system circuit and the relay valve has an abnormality based on fluctuations in the detection value of the command pressure sensor;
A program that acts as a A computer used for inspection of the brake control device according to claim 3 or claim 4,
At least one of the command pressure sensor and the backup system pressure sensor is determined to be abnormal based on the result of comparing the detection value of the command pressure sensor and the detection value of the backup system pressure sensor. A program that functions as an anomaly judging unit. A computer used for inspection of the brake control device according to claim 5,
an electromagnetic valve control command unit that closes the anti-skid supply electromagnetic valve and the anti-skid exhaust electromagnetic valve;
Abnormality determining that at least one of the anti-skid valve, the anti-skid supply solenoid valve, and the anti-skid exhaust solenoid valve is abnormal based on the variation in the detected value of the BC pressure sensor. determination unit,
A program that acts as a A computer used for inspection of the brake control device according to claim 6,
a solenoid valve control command section for opening the emergency stop solenoid valve;
an abnormality determination unit that determines that at least one of the pressure adjustment unit and the emergency stop solenoid valve is abnormal based on the detected value of the emergency stop pressure sensor;
A program that acts as a

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