JP5323994B2 - Anti-skid control device and brake control system - Google Patents

Abstract

A slide prevention control device comprises: a driving circuit (38) that outputs a driving voltage during a slide state; a time circuit (16) that starts count operation upon reception of a slide detection signal (S31) during a reset state, outputs a correction permission signal (S21) having an active level during the reset state and in counting operation, and inactivates the correction permission signal (S21) after a count of 3 seconds; an interface (22) that relays the driving voltage when the correction permission signal (S21) is activated; an electromagnetic valve (44) that is excited by the relayed driving voltage and discharges air inside an air pipe; a detection circuit (26) that detects the relayed driving voltage and outputs the slide detection signal (S31); and a reset timer that starts a count of 80 seconds when the correction permission signal (S21) is inactivated. The reset timer resets the time circuit (16) upon completion of the count if the slide detection signal (S31) has an inactive level.

Description

  The present invention relates to a skid prevention control device and a brake control system which are arranged in each carriage part of a transport vehicle.

  When a brake is applied, the anti-skid control device for railway vehicles temporarily stops the brake by reducing the braking force in order to prevent a situation where the wheel slips without rotating on the rail. It is a device for weakening. Furthermore, a predetermined timer is arranged to limit the duration of the brake force so that the brake force weakening state does not continue abnormally long.

  For example, the time safety reset timer module disclosed in FIG. 3 of Patent Document 1 includes a time circuit and a timeout timer circuit. When a wheel slip is detected, the time circuit starts timing and outputs a wheel slip correction permission signal (a signal that allows the brake force to be weakened) for a certain period of time, thereby reducing the brake force and preventing the sliding state. .

  When a certain time has elapsed, the output of the wheel slip correction permission signal stops and the brake returns to the normal state. At the same time, when the time-out timer starts timing and time-measures the second time, the time circuit is reset, and the skid prevention control is enabled again.

  According to such a configuration, after the anti-skid control is performed, the time circuit is mechanically reset after a predetermined time has elapsed, and the anti-skid control can be performed again.

Japanese Patent Laid-Open No. 2004-210277

  However, the actual running state / control state at this time is unknown, and the skid prevention control may be being executed. Therefore, it is not desirable to reset the time circuit on the basis of only the passage of time so that the skid prevention control can be performed again. A brake control system including such a skid prevention control device also has room for improvement.

  An object of the present invention is to provide a skid prevention control device and a brake control system capable of skid prevention control adapted to a running state or a control state by resetting a time circuit according to the running state or the control state. .

The skid prevention control device according to the present invention is
Sliding detection means for detecting that the wheel is in a sliding state;
A correction signal output means for outputting a correction signal instructing correction of brake pressure when the sliding detection means detects that it is in a sliding state;
When the slip detection signal is received in the reset state, the count operation is started. During the reset state and the count operation, an active level correction enable signal is output, and when the first time is counted, the correction enable signal is deactivated. A time circuit to level,
A power supply interface that receives the correction signal and the correction permission signal and outputs the correction signal when the correction permission signal is at an active level;
Brake pressure reducing means for reducing the brake pressure in response to the correction signal from the power supply interface;
A wheel slip detection circuit that detects the correction signal from the power supply interface and outputs a slip detection signal;
In response to the correction permission signal output from the time circuit becoming inactive, the second time is counted, and the slip detection signal output from the wheel slip detection circuit at the end of the count is in an inactive level. Resetting the time circuit, and at the end of counting, when the slip detection signal is at an active level, at least at that time, the time circuit is not reset, and a reset timer circuit;
Is provided.

  In this skid prevention control device, the reset timer circuit resets the time circuit and outputs a correction permission signal when the slip detection signal output by the skid detection means is in an inactive level at the end of counting. The reset time circuit does not reset the time circuit at least at that time if the slip detection signal is at an active level at the end of counting. As a result, it is possible to prevent a situation in which the control for reducing the brake pressure is continuously performed mechanically, and thus it is possible to perform the anti-skid control suitable for the running state or the control state.

It is a block diagram which shows the structure of the brake system which concerns on embodiment of this invention. It is a block diagram which shows in detail the structure of the skid prevention control apparatus in the brake system shown in FIG. (A)-(i) is a timing chart for demonstrating operation | movement of the skid prevention control apparatus shown in FIG. (A)-(i) is a timing chart for demonstrating operation | movement of the skid prevention control apparatus shown in FIG. (A)-(i) is a timing chart for demonstrating operation | movement of the modification of the skid prevention control apparatus shown in FIG. It is a block diagram which shows the structure of the modification of the skid prevention control apparatus shown in FIG. It is a block diagram which shows the modification of the brake system shown in FIG. It is a block diagram which shows in detail the structure of the skid prevention control apparatus in the brake system shown in FIG.

  Hereinafter, a brake system including a skid prevention device and a brake control system according to an embodiment of the present invention will be described.

  A brake system 100 according to this embodiment is for controlling a brake of a vehicle such as a train. As shown in FIG. 1, a brake controller 101, a brake receiver 102, an inverter device 103, an electropneumatic conversion valve. 104, supply air reservoir 105, variable load valve 106, emergency solenoid valve 107, double check valve 108, relay valve 109, anti-skid control device 110, double check valve 111, and brake device 112.

  The brake controller 101 outputs a service brake command for instructing a normal brake, an emergency brake command for instructing an emergency brake, a skid prevention control command S101 for instructing a skid prevention control, and the like in accordance with an operation of the driver or the like. Here, the sliding prevention control is a control for releasing the sliding state (locked state) by temporarily weakening the brake pressure when the wheel is locked by the brake and the wheel is sliding.

  The brake receiver 102 is a brake that is required according to the AS pressure (Air Suspension pressure) indicating the pressure change according to the total weight of the carriage including the degree of braking indicated by the service brake command and the weight of the passenger. Seeking power.

  The inverter device 103 normally drives the electric motor to supply power to the wheels, and at the time of braking, performs regenerative braking according to the control of the brake receiver 102 during braking.

  The electropneumatic conversion valve 104 opens and closes at an opening corresponding to the braking force obtained by the brake receiver 102, and generates air pressure corresponding to the required braking force.

The supply air reservoir 105 accumulates compressed air for braking.
The variable load valve 106 outputs a pressure proportional to the AS pressure.

  The emergency solenoid valve 107 generates and outputs an emergency brake air pressure corresponding to the air pressure output from the variable load valve 106 in response to the emergency brake command.

The double check valve 108 is composed of a supply solenoid valve, an exhaust solenoid valve, etc., and controls supply / exhaust of compressed air supplied from the electropneumatic conversion valve 104 and the emergency solenoid valve 107 to change the brake air pressure. Let
The relay valve 109 amplifies the input pressure and outputs the amplified pressure in order to improve the air control response. The relay valve 109, or the brake receiver 102, the electropneumatic conversion valve 104, the supply air reservoir 105, the variable load valve 106, the emergency solenoid valve 107, the double check valve 108, and the relay valve 109 are supplied to the brake device 112. It functions as a brake pressure generating means for generating the brake pressure.

  The anti-sliding control device 110 is a device that releases the locked state of the wheel 114 by releasing a part of the compressed air for braking and temporarily reducing the brake pressure when the wheel 114 is in the sliding state. It functions as a brake pressure reducing means. The anti-skid control device 110 includes an anti-skid valve device 121, a wheel slip controller 122, and a safety timer 123.

  The anti-skid valve device 121 is disposed in an air pipe or the like, and opens a valve when the wheel 114 is in a sliding state under the control of the wheel slip controller 122 to release a part of the compressed air.

  The wheel slip controller 122 responds to the skid prevention control command S101 from the brake controller 101, detects that the wheel 114 is in a skidding state, controls the skid prevention valve device 121, and part of the compressed air. Release.

  The safety timer 123 is a timer for controlling the duration of the skid prevention control. The safety timer 123 operates the anti-skid valve device 121 for the first time (here, 3 seconds) and stops the anti-skid control for the second time (here, 80 seconds). Repeat.

  The compound check valve 111 includes a supply solenoid valve, an exhaust solenoid valve, and the like, and controls supply / exhaust of compressed air to the brake device 112 to change the brake pressure. The compound check valve 111 functions as a means for generating a brake pressure and / or a supply means for supplying the generated brake pressure (adjusted as necessary) to the brake device 112.

  The brake device 112 applies the brake by pressing the brake shoe 113 against the axle or the wheel 114 by the pressure of the compressed air supplied from the double check valve 111.

  In the brake system 100 having such a configuration, when a service brake command is output from the brake controller 101, the air pressure corresponding to the degree of braking and the AS pressure indicated by the service brake command is transmitted from the electropneumatic conversion valve 104 to the duplex system. It is supplied to the check valve 108.

  When an emergency brake command is generated from the brake controller 101, air pressure corresponding to the AS pressure (Air Suspension (air spring)) is supplied from the emergency solenoid valve 107 to the double check valve 108.

  The double check valve 108 outputs the air pressure supplied from the electropneumatic conversion valve 104 and the emergency electromagnetic valve 107 to the relay valve 109.

  The relay valve 109 amplifies the supplied air pressure and outputs it.

  The double check valve 111 supplies the compressed air from the relay valve 109 to the brake device 112. The brake device 112 applies the brake by pressing the brake shoe 113 against the axle or the wheel 114 with the compressed air supplied from the double check valve 111.

  Here, when the slip prevention control command S101 is output from the brake controller 101, the wheel slip controller 122 determines that the axle or the wheel 114 is in a sliding state (lock state) based on information from an axle speed sensor or the like. When it is determined that the vehicle is in a sliding state, the anti-skid valve device 121 is opened, and a part of the compressed air in the air pipe is released, thereby reducing the air pressure and sliding the wheel. Cancel the (wheel lock) condition.

  In order to prevent the state where the brake pressure is reduced from continuing for a long time, the safety timer 123 performs the time counting operation, performs the anti-skid control for the first time (here, 3 seconds), The wheel slip controller 122 is controlled to stop the anti-skid control for a period of 2 (80 seconds). When the state where the wheel 114 is locked continues, the operation of stopping the anti-skid control for the first time and the anti-skid control for the second time is repeated.

  In this way, the brake system 100 performs the skid prevention control intermittently and repeatedly.

Next, details of the anti-skid control device 110 shown in FIG. 1 will be described with reference to FIGS.
Note that the skid prevention control device 110 in FIG. 2 is a skid prevention control device for a vehicle in which two carts (cart 1 and cart 2) are installed.

  As shown in FIG. 2, the anti-skid control device 110 includes a safety timer module 48, a wheel slip control axle information processing circuit 34, a wheel slip control logic 36, a cart 1 solenoid valve drive circuit 38, and a cart 2 solenoid valve. A drive circuit 42, a carriage 1 wheel slip electromagnetic valve 44, and a carriage 2 wheel slip electromagnetic valve 46 are provided.

  The safety timer module 48 in FIG. 2 corresponds to the safety timer 123 in FIG. 1, and the wheel slip control axle information processing circuit 34, wheel slip control logic 36, cart 1 solenoid valve drive circuit 38, and cart 2 solenoid valve drive in FIG. The circuit 42 corresponds to the wheel slip controller 122 of FIG. 1, and the bogie 1 wheel slip electromagnetic valve 44 and the bogie 2 wheel slip electromagnetic valve 46 in FIG. 2 correspond to the skid prevention valve device 121 in FIG. 1.

  The safety timer module 48 includes a cart 1 timeout timer 12, a cart 2 timeout timer 14, a cart 1 time circuit 16, a cart 2 time circuit 18, a cart 1 power supply interface 22, a cart 2 power supply interface 24, and a cart 1 wheel. A slip detection circuit 26 and a two-wheel carriage slip detection circuit 28 are provided.

  The wheel slip control axle information processing circuit 34 indicates a speed signal indicating an axle speed (rotational speed), a rate signal indicating an axle rate, and an axle acceleration (d / dt (axle rotational speed)). It is a signal processing circuit that processes acceleration signals and the like.

  The wheel slip control logic 36 functions as a sliding detection means for detecting that the wheel is in a sliding state. Based on the output signal of the wheel slip control axle information processing circuit 34, each of the carriage 1 and the carriage 2 is It is determined whether or not wheel slip has occurred (whether or not the wheel is locked). When it is determined that the wheel of the carriage 1 is slipping, the wheel slip control logic 36 outputs a sliding detection signal S11 to the carriage 1 electromagnetic valve drive circuit 38. When it is determined that the wheel of the carriage 2 is slipping, the wheel slip control logic 36 outputs a sliding detection signal S12 to the carriage 2 solenoid valve drive circuit 42.

  The cart 1 solenoid valve drive circuit 38 functions as a correction signal output means for outputting a correction signal instructing correction (reduction) of the brake pressure when the wheel is in a sliding state. The cart 1 solenoid valve drive circuit 38 drives the cart 1 wheel slip solenoid valve 44 when the slip detection signal S11 output from the wheel slip control logic 36 is at an active level (when the wheel of the cart 1 is slipping) (excitation). Driving voltages + VB and -VB are output as correction signals.

  The cart 2 solenoid valve drive circuit 42 functions as a correction signal output means for outputting a correction signal instructing correction (reduction) of the brake pressure when the wheel is in a sliding state. The cart 2 electromagnetic valve drive circuit 42 drives the cart 2 wheel slip electromagnetic valve 46 when the slip detection signal S12 output from the wheel slip control logic 36 is at an active level (when the wheel of the cart 2 is slipping) (excitation). Driving voltages + VB and -VB are output as correction signals.

  The cart 1-wheel slip electromagnetic valve 44 functions as a brake pressure reducing means for reducing the brake pressure below the indicated value during the slip prevention control. The cart 1-wheel slip electromagnetic valve 44 is disposed, for example, in the air piping of the air brake of the cart 1 to release the compressed air in the air piping and reduce the brake pressure of the cart 1. The cart 1 wheel slip electromagnetic valve 44 is excited when the drive voltages + VB and −VB are supplied from the cart 1 solenoid valve drive circuit 38 via the cart 1 power supply interface 22.

  The cart two-wheel slip electromagnetic valve 46 functions as a brake pressure reducing means for reducing the brake pressure below the indicated value during the slip prevention control. The cart 2 wheel slip electromagnetic valve 46 is disposed, for example, in the air piping of the air brake of the cart 2 to release the compressed air in the air piping and reduce the brake pressure of the cart 2. The carriage 2 wheel slip electromagnetic valve 46 is excited when the drive voltages + VB and −VB are supplied from the carriage 2 solenoid valve drive circuit 42 via the carriage 2 power supply interface 24.

  The cart 1 timeout timer 12 of the safety timer module 48 functions as a reset timer circuit for resetting the cart 1 time circuit 16. The cart 1 timeout timer 12 is a timer that counts (counts) the second time (80 seconds). The cart 1 timeout timer 12 starts counting for 80 seconds in response to the slip prevention control permission signal S21 from the cart 1 time circuit 16 supplied to the trigger terminal TT becoming inactive. The cart 1 timeout timer 12 discriminates the level of the slip detection signal S31 supplied from the cart 1 wheel slip detection circuit 26 to the output enable terminal ET when the count of 80 seconds is finished, and becomes an inactive level. On this condition, the reset pulse S41 is output to the reset terminal RT of the carriage 1 time circuit 16, and further resets itself.

  The carriage 1 timeout timer 12 outputs a reset pulse S41 when the slip detection signal S31 is in an inactive level when the slip detection signal S31 is at an active level when the counting of 80 seconds is finished. If not, restart counting of 80 seconds.

  The cart 2 timeout timer 14 functions as a reset timer circuit for resetting the time circuit. The cart 2 timeout timer 14 is a timer for measuring (counting) the second time (80 seconds). The carriage 2 timeout timer 14 starts counting for 80 seconds in response to the slip prevention control permission signal S22 from the carriage 2 time circuit 18 supplied to the trigger terminal TT becoming inactive. The carriage 2 timeout timer 14 determines the level of the slip detection signal S32 supplied from the carriage 2 wheel slip detection circuit 28 to the output enable terminal ET when the count of 80 seconds is finished, and is in an inactive level. On this condition, the reset pulse S42 is output to the reset terminal RT of the carriage 2 time circuit 18, and further resets itself.

  When the slip detection signal S32 is at an active level when the count of 80 seconds is finished, the cart 2 time-out timer 14 resumes counting for 80 seconds when the slip detection signal S32 becomes an inactive level. Alternatively, the cart 2 time circuit 18 and itself may be reset.

  The cart 1 time circuit 16 is a timer that measures (counts) the first time (3 seconds). The carriage 1 time circuit 16 starts counting in response to the slip detection signal S31 supplied from the carriage 1 wheel slip detection circuit 26 being supplied to the trigger terminal TT becoming an active level. The slip prevention control permission signal (correction permission signal) S21 is output. When the counting is finished, the cart 1 time circuit 16 sets the skid prevention control permission signal S21 to the inactive level. Thereafter, the cart 1 time circuit 16 does not resume the counting operation until the reset pulse RT41 is supplied from the cart 1 timeout timer 12 to the reset terminal RT and is reset. In the reset state, the cart 1 time circuit 16 outputs the skid prevention control permission signal S21 at an active level even before starting counting. Further, the cart 1 time circuit 16 is reset when the slip detection signal S31 from the cart 1 wheel slip detection circuit 26 is in an inactive level for a predetermined time (for example, 40 milliseconds) during counting.

  The cart 2 time circuit 18 is a timer for measuring (counting) the first time (3 seconds). The bogie 2 time circuit 18 starts counting in response to the slip detection signal S32 supplied from the bogie 2 wheel slip detection circuit 28 being supplied to the trigger terminal TT to the active level. The slip prevention control permission signal (correction permission signal) S22 is output. When the counting is finished, the cart 2 time circuit 18 sets the skid prevention control permission signal S22 to the inactive level. Thereafter, the cart 2 time circuit 18 does not restart the counting operation until the reset pulse RT42 is supplied from the cart 2 timeout timer 14 to the reset terminal RT and is reset. In the reset state, the cart 2 time circuit 18 outputs the skid prevention control permission signal S22 of the active level even before the count is started. Further, the cart 2 time circuit 18 is reset when the slip detection signal S32 from the cart 2 wheel slip detection circuit 28 is in an inactive level for a predetermined time (for example, 40 milliseconds) during counting.

  The cart 1 power supply interface 22 is a kind of relay circuit, and the drive voltage + VB supplied from the cart 1 solenoid valve drive circuit 38 while the active level anti-skid control permission signal S21 is supplied from the cart 1 time circuit 16. And −VB are applied to the bogie 1-wheel slip electromagnetic valve 44 and the bogie 1-wheel slip detection circuit 26.

  The cart 2 power supply interface 24 is a kind of relay circuit. While the active level anti-skid control permission signal S22 is supplied from the cart 2 time circuit 18, the driving voltage + VB supplied from the cart 2 solenoid valve drive circuit 42 is supplied. And −VB are applied to the bogie 2 wheel slip electromagnetic valve 46 and the bogie 2 wheel slip detection circuit 28.

  The cart 1 wheel slip detection circuit 26 outputs an active level slip detection signal S31 while the drive voltages + VB and -VB are supplied from the cart 1 power supply interface 22.

  The carriage 2 wheel slip detection circuit 28 outputs an active level slip detection signal S32 while the drive voltages + VB and −VB are supplied from the carriage 2 power supply interface 24.

Next, the operation of the skid prevention control device 110 having the above configuration will be described.
First, it is assumed that the skid prevention control command S101 is not output from the brake controller 101. In this case, the wheel slip control logic 36 does not output the slip detection signals S11 and S12. For this reason, the cart 1 wheel slip electromagnetic valve 44 and the cart 2 wheel slip electromagnetic valve 46 remain demagnetized, and the wheel slip prevention control is not performed.

  Next, as shown in FIGS. 3A and 3B, the service brake command or the emergency brake command is issued in a state where the skid prevention control command S101 is output, and at the timing t1, the wheels of the carriage 1 are changed. Assume that the wheel has slipped and slipped. In this case, the wheel slip control logic 36 detects that slip has occurred in the carriage 1 based on the information supplied from the wheel slip control axle information processing circuit 34. As shown in FIG. 3C, the wheel slip control logic 36 supplies a slip detection signal S11 of an active level to the cart 1 solenoid valve drive circuit 38 for the cart 1 that is determined to be slipping.

  Here, the active level is a high level and the inactive level is a low level.

  In response to the high-level sliding detection signal S11, the carriage 1 solenoid valve drive circuit 38 outputs drive voltages + VB and -VB.

  As shown in FIG. 3D, in the initial state, the cart 1 time circuit 16 is in a reset state, and as shown in FIG. 3E, the skid prevention control permission signal S21 is at a high level. Therefore, the cart 1 power supply interface 22 supplies the drive voltages + VB and −VB supplied from the cart 1 electromagnetic valve drive circuit 38 to the cart 1 wheel slip electromagnetic valve 44 and the cart 1 wheel slip detection circuit 26.

  As shown in FIG. 3 (i), the bogie 1-wheel slip electromagnetic valve 44 is excited by the drive voltages + VB and -VB, and releases a part of the compressed air in the air pipe to reduce the brake pressure.

  On the other hand, as shown in FIG. 3 (f), the bogie 1 wheel slip detection circuit 26 responds to the drive voltages + VB and -VB, and a slip detection signal S31 indicating that the wheels of the bogie 1 are slipping. To high level.

  In response to the high level slip detection signal S31 being supplied to the trigger terminal TT, as shown in FIG. 3D, the cart 1 time circuit 16 shifts from the reset state to the count state, Start counting. As shown in FIG. 3E, the cart 1 time circuit 16 maintains the high-level skid prevention control permission signal S21 in the count state.

  Here, it is assumed that the state in which the wheels of the carriage 1 slide (the state in which the wheels are locked) continues for 3 seconds and reaches the timing t2. In this case, as shown in FIG. 3C, the sliding detection signal S11 is continuously output for 3 seconds. For this reason, the cart 1 solenoid valve drive circuit 38 continues to output the drive voltages + VB and -VB. Furthermore, as shown in FIG. 3F, the slip detection signal S31 is also continuously output. The cart 1 time circuit 16 continues counting as shown in FIG. The carriage 1 time circuit 16 times up at a timing t2 when 3 seconds have elapsed as shown in FIG. 3 (d), and sets the skid prevention control permission signal S21 to a low level as shown in FIG. 3 (e). .

  In response to the low-level skid prevention control permission signal S21, the carriage 1 power supply interface 22 stops supplying the drive voltages + VB and -VB to the carriage 1-wheel slip electromagnetic valve 44 and the carriage 1-wheel slip detection circuit 26. .

  Since the supply of the drive voltages + VB and -VB is interrupted, the carriage 1-wheel slip electromagnetic valve 44 is demagnetized at the timing t2, as shown in FIG. 3 (i). Further, as shown in FIG. 3F, the carriage 1-wheel slip detection circuit 26 sets the slip detection signal S31 to a low level.

  Further, in response to the slip prevention control permission signal S21 becoming low level, as shown in FIG. 3G, the carriage 1 timeout timer 12 starts counting time of 80 seconds.

It is assumed that this state continues for 80 seconds, and at time t3, the cart 1 timeout timer 12 has timed out. In this case, the cart 1 timeout timer 12 determines the level of the slip detection signal S31 supplied to the output enable terminal ET. If the slip detection signal S31 is at a low level (that is, if the supply of the drive voltages + VB and -VB to the cart 1-wheel slip solenoid valve 44 is stopped), the cart 1 timeout timer 12 is Reset itself as shown in (g). Further, the cart 1 timeout timer 12 outputs a reset pulse S41 as shown in FIG. The cart 1 time circuit 16 is reset by the reset pulse S41. For this reason, the cart 1 time circuit 16 restarts the count of 3 seconds as shown in FIG. 3D, and further sets the skid prevention control permission signal S21 to the high level as shown in FIG. 3E. To do. In response to the high-level skid prevention control permission signal S21, the carriage 1 power supply interface 22 supplies the drive voltages + VB and -VB to the carriage 1-wheel slip electromagnetic valve 44 and the carriage 1-wheel slip detection circuit 26.
Thereafter, the same operation is repeated.

  Thus, if the skid prevention control command S101 is output and the skid state continues, excitation of the bogie 1-wheel slip solenoid valve 44 for 3 seconds (with skid prevention control is performed) as shown in FIG. 3 (i). ) And the demagnetization (without slip prevention control) of the bogie 1-wheel slip electromagnetic valve 44 for 80 seconds.

  On the other hand, in the same situation, as shown in FIGS. 4A to 4I, the drive voltages + VB and −VB are supplied to the cart 1 wheel slip electromagnetic valve 44 at the timing t3 when the cart 1 timeout timer 12 times out. Assuming that In this case, as shown in FIG. 4 (i), at timing t3, the bogie 1 wheel slip electromagnetic valve 44 is excited, and wheel slip prevention control is executed.

  Such a situation occurs, for example, when a pseudo reset signal such as noise is input to the reset terminal RT when the carriage 1 time circuit 16 has timed out and is in a timeout state. In this case, as shown in FIG. 4D, the bogie 1 time circuit 16 is reset, the time measurement for 3 seconds is restarted, and the skid prevention permission signal S21 is set to the high level. When the sliding detection signal S11 is continuously output, the cart 1 power supply interface 22 outputs drive voltages + VB and -VB. The cart 1 power supply interface 22 outputs drive voltages + VB and −VB. For this reason, the cart 1 wheel slip electromagnetic valve 44 is excited and starts the wheel slip prevention control. Accordingly, the carriage 1-wheel slip electromagnetic valve 44 is in an excited state at the timing t3, and the brake pressure is in a reduced state.

  Further, as shown in FIG. 4F, the cart 1 wheel slip detection circuit 26 detects the drive voltages + VB and −VB from the cart 1 power supply interface 22 and outputs a high level slip detection signal S31. Therefore, at the timing t3, the slip detection signal S31 is at a high level.

  Since the slip detection signal S31 supplied to the output enable terminal ET is at a high level, the cart 1 timeout timer 12 enters a standby state as shown in FIG. As shown in (h), no reset pulse is output.

  Thereafter, at timing t14, when the bogie 1 time circuit 16 finishes the measurement for 3 seconds and the time is up, the bogie 1 time circuit 16 sets the skid prevention control permission signal S21 to a low level, and the bogie 1 power supply interface 22 is driven. The outputs of the voltages + VB and -VB are stopped, and the carriage 1 wheel slip detection circuit 26 sets the slip detection signal S31 to a low level. In response to the change of the slip detection signal S31 to the low level, the carriage 1 timeout timer 12 resets itself and restarts the count of 80 seconds without outputting the reset pulse S41.

  Thereafter, the same operation is repeated.

  When sliding occurs on the wheel of the carriage 2, the carriage 2 electromagnetic valve drive circuit 42, the carriage 2 wheel slip electromagnetic valve 46, the carriage 2 timeout timer 14, the carriage 2 time circuit 18, the carriage 2 power supply interface 24, the carriage A similar operation is executed by the two-wheel slip detection circuit 28.

  As described above, according to the skid prevention control device according to the present embodiment, the cart 1 timeout timer 12 functioning as the reset timer circuit detects the slip at the end of the counting of the second time (80 seconds). If the signal S31 is at a low (inactive) level (that is, if the slip prevention control is not performed and the carriage 1-wheel slip electromagnetic valve 44 is in a demagnetized state), the reset pulse 41 is output, The cart 1 time circuit 16 functioning as a time circuit is reset to output a correction permission signal. On the other hand, if the slip detection signal S31 is at the high (active) level at the end of the counting of the second time (80 seconds), the cart 1 time-out timer 12 (that is, the skid prevention control is performed and the cart 1 wheel slips). If the solenoid valve 44 is energized), at least at that time, the reset pulse 41 is not output and the carriage 1 time circuit 16 is not reset. Thereby, the situation where the control which reduces brake pressure is performed mechanically continuously can be prevented. Thereby, the skid prevention control apparatus in which the skid prevention control adapted to the running state or the control state can be obtained.

  Similarly, the cart 2 time-out timer 14 functioning as a reset timer circuit is configured to prevent slipping when the slip detection signal S32 is at a low (inactive) level at the end of the counting of the second time (80 seconds). If the control is not performed and the cart 2 wheel slip electromagnetic valve 46 is in a demagnetized state), a reset pulse 42 is output to reset the cart 2 time circuit 18 functioning as a time circuit, and a correction permission signal Is output. On the other hand, if the slip detection signal S32 is at the high (active) level at the end of counting, the cart 2 time-out timer 14 is in a state where the slip prevention control is performed and the cart 2 wheel slip electromagnetic valve 46 is excited. At least at that time, the reset pulse 42 is not output and the carriage 2 time circuit 18 is not reset. Thereby, the situation where the control which reduces brake pressure is performed mechanically continuously can be prevented. Thereby, the skid prevention control apparatus in which the skid prevention control adapted to the running state or the control state can be obtained.

In other words, in the skid prevention control device of the present embodiment, the reset timer circuit (12, 14) is the time circuit (16, 18) if the skid prevention control is not performed at the end of the count. ) Is reset and a correction permission signal (S21, S22) is output. On the other hand, the reset timer circuit (12, 14) does not reset the time circuit (16, 18) at least at that time if the skid prevention control is performed at the end of the count. Therefore, at that time, the correction permission signals (S21, S22) are not output from the time circuit (16, 18). When the correction permission signal (S21, S22) is output and slipping of the wheel is detected, control for reducing the brake pressure is executed. Thereby, the situation where the control which reduces brake pressure is performed mechanically continuously can be prevented.
Further, the brake pressure or the reduced brake pressure is appropriately adjusted as necessary and supplied to the brake device (121). Thereby, braking is performed appropriately.

(Modification)
In the above-described embodiment, when the cart 1 timeout timer 12 finishes counting for 80 seconds (second time), if the slip detection signal S31 is at a high level (active level), the slip detection signal S31 is at a low level. At the timing when the (inactive level) is reached, the measurement for 80 seconds is resumed without outputting the reset pulse 41. The present invention is not limited to this example.

  For example, as shown in FIGS. 5A to 5I, when the slip detection signal S31 is at the high level at the timing t3 when the cart 1 timeout timer 12 finishes counting for 80 seconds (second time). Further, at the timing t14 when the slip detection signal S31 becomes low level, the carriage 1 timeout timer 12 outputs a reset pulse S41 to reset the carriage 1 time circuit 16 and reset the carriage 1 timeout timer 12 itself. May be.

  In this case, the cart 1 timeout timer 12 checks the level of the slip detection signal S31 supplied to the enable terminal ET at the end of the second time count, and i) if the inactive level, the reset pulse S41 is output and the self is reset. Ii) If it is at the active level, at that time, the reset pulse is not output, the standby state is entered, and the slip detection signal S31 is at the inactive level. The reset pulse S41 is output and the device itself is reset.

In the above-described embodiment, an example in which two carriages are individually controlled has been described. However, as shown in FIG. It may be executed by one circuit.
The configuration of the circuit shown in FIG. 6 is basically the same as the configuration for the carriage 1 having the circuit configuration shown in FIG. In the case of this configuration, when wheel slip occurs in any one of the carts, the same slip prevention control is executed for all the carts.

  The present invention is not limited to the brake system having the configuration shown in FIG. 1, but can be applied to various anti-skid control devices.

For example, in the above-described embodiment, a configuration has been disclosed in which a wheel slip electromagnetic valve is disposed in the air pipe to add the control amount of the brake control logic and the control amount of the wheel slip control on the air pipe.
The present invention is not limited to this, and can be widely applied to configurations in which the control amount of the brake control logic and the control amount of the wheel slip control are added.

  For example, as shown in FIG. 7, the brake pressure is controlled by adding the correction amount Δ of the brake pressure output from the skid prevention control device 210 to the signal S102 indicating the brake pressure output from the brake receiver 102, for example. May be.

  In this case, for example, as shown in FIG. 8, a cart 1 correction value output circuit 238 and a cart 2 correction value output circuit 242 are arranged in place of the cart 1 solenoid valve drive circuit 38 and the cart 2 solenoid valve drive circuit 42, for example. Instead of the bogie 1 wheel slip electromagnetic valve 44 and the bogie 2 wheel slip electromagnetic valve 46, a bogie 1 adder 244 and a bogie 2 adder 246 are arranged.

  The trolley 1 correction value output circuit 238 and the trolley 2 correction value output circuit 242 provide correction signals (−ΔP1, −ΔP2) indicating amounts (correction amounts) to reduce the brake pressure when the sliding detection signals S11 and S12 are output. ) Is output. The trolley 1 power supply interface 22 and the trolley 2 power supply interface 24 supply the correction signal to the trolley 1 adder 244 and the trolley 2 adder 246 according to the levels of the skid prevention control permission signals S21 and S22.

  The cart 1 adder 244 and the cart 2 adder 246 add the values P1 and P2 indicating the brake pressure output from the brake receiver 102 and the correction amounts −ΔP1 and −ΔP2 indicated by the correction signal, and add the values P1−ΔP1. And P2-ΔP2 are output to the electropneumatic conversion valve 104. Accordingly, the cart 1 adder 244 and the cart 2 adder 246 function as brake pressure reducing means.

In addition, the present invention is not limited to the above embodiment, and various modifications and applications are possible.
For example, a count time of 3 seconds (first time), 80 seconds (second time), etc. are examples, and the count time can be set as appropriate.

Further, although the presence or absence of wheel slip is detected by the wheel slip control logic 36, it is also possible to detect wheel slip by another sensor.
Further, whether or not the slip prevention control is being executed is determined based on whether or not electric power is supplied to the wheel slip electromagnetic valves 44 and 46, but may be determined by other methods.

  The present invention is applicable to a vehicle brake system.

10-hour reset safety timer circuit 12 Car 1 timeout timer 14 Car 2 time-out timer 16 Car 1 time circuit 18 Car 2 time circuit 22 Car 1 power supply interface 24 Car 2 power supply interface 26 Car 1 wheel slip detection circuit 28 Car 2 wheel slip detection circuit 32 Electric power input 34 Wheel slip control axle information processing circuit 36 Wheel slip control logic 38 Car 1 electromagnetic valve drive circuit 42 Car 2 electromagnetic valve drive circuit 44 Car 1 wheel slip electromagnetic valve 46 Car 2 wheel slip electromagnetic valve 48 Safety timer module 100 Brake System 101 Brake controller 102 Brake quantifier 103 Inverter device 104 Electropneumatic conversion valve 105 Supply air storage 106 Responsive valve 107 Emergency solenoid valve 108 Double check valve 109 Relay valve 110, 210 Anti-skid control device 111 Double check valve 11 Brake device 113 Brake shoe 114 Wheel 121 Anti-skid valve device 122 Wheel slip controller 123 Safety timer 238 Car 1 correction value output circuit 242 Car 2 correction value output circuit 244 Car 1 adder 246 Car 2 adder S11, S12 Sliding detection signal S21, S22 Anti-skid control permission signal S31, S32 Slip detection signal S41, S42 Reset pulse

Claims (6)

Sliding detection means for detecting that the wheel is in a sliding state;
A correction signal output means for outputting a correction signal instructing correction of brake pressure when the sliding detection means detects that it is in a sliding state;
When the slip detection signal is received in the reset state, the count operation is started. During the reset state and the count operation, an active level correction enable signal is output, and when the first time is counted, the correction enable signal is deactivated. A time circuit to level,
A power supply interface that receives the correction signal and the correction permission signal and outputs the correction signal when the correction permission signal is at an active level;
Brake pressure reducing means for reducing the brake pressure in response to the correction signal from the power supply interface;
A wheel slip detection circuit that detects the correction signal from the power supply interface and outputs a slip detection signal;
In response to the correction permission signal output from the time circuit becoming inactive, the second time is counted, and the slip detection signal output from the wheel slip detection circuit at the end of the count is in an inactive level. Resetting the time circuit, and at the end of counting, when the slip detection signal is at an active level, at least at that time, the time circuit is not reset, and a reset timer circuit;
A skid prevention control device comprising: When the slip detection signal output from the wheel slip detection circuit is at an active level when the counting of the second time is finished, the reset timer circuit is activated when the slip detection signal is at an inactive level. 2 is started, and when the slip detection signal output by the wheel slip detection circuit is in an inactive level at the end of the count, the time circuit is reset.
The skid prevention control apparatus according to claim 1. When the slip detection signal output from the wheel slip detection circuit is at an active level when the reset timer circuit finishes counting the second time, and when the slip detection signal is at an inactive level, Reset the time circuit,
The skid prevention control apparatus according to claim 1. The correction signal is composed of a drive voltage for driving the valve,
The brake pressure reducing means is composed of a valve disposed in an air pipe that transports compressed air for braking, and is driven by the correction signal supplied from the power supply interface, and a part of the compressed air in the air pipe is Reduce air pressure by releasing,
The skid prevention control apparatus according to claim 1. The brake pressure reducing means includes an arithmetic circuit that receives a brake pressure instruction signal indicating the brake pressure, subtracts a predetermined correction amount from the brake pressure indicated by the brake pressure instruction signal, and obtains and outputs a corrected brake pressure. To be
The skid prevention control apparatus according to claim 1. A skid prevention control device according to claim 1;
Brake pressure generating means for generating brake pressure to be supplied to the brake device;
Supply means for supplying the brake device with the brake pressure generated by the brake pressure generating means;
With
The brake pressure reducing means reduces the brake pressure generated by the brake pressure generating means;
Brake control system characterized by that.

Images