JP5328625B2 - Anti-lock brake system for accompanying cars - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an antilock brake system which is applicable to a freight car free from an electric brake command line, and appropriately suppresses sliding by activating a sliding prevention control operation section without depending on a braking condition. <P>SOLUTION: The antilock brake system includes a braking force generating mechanism 1 to generate braking force by air pressure; a speed sensor 2; the sliding prevention control operation section 3 which performs braking distinction processing and sliding distinction processing based on a rotational speed signal from the speed sensor 2, and outputs a sliding prevention signal when it is a sliding state; a sliding prevention valve 4 to perform re-adhesion operation upon receipt of the sliding prevention signal; a generator 5 to generate electric power based on the rotational motion of wheels; an electric storage section 6 to supply the electric power to the sliding prevention control operation section 3; and a voltage creation charging control section 7 to create a predetermined voltage based on the output of the generator 5. An antilock brake X supplies the electric power to the sliding prevention control operation section 3 by a high-level priority voltage between the generator output from the voltage creation charging control section 7, and the electric storage output of the electric storage section 6. <P>COPYRIGHT: (C)2011,JPO&amp;INPIT

Description

  The present invention relates to an anti-lock brake system that can be applied to accompanying vehicles such as a freight car and a passenger car towed by a power vehicle.

  If a wheel slides during a braking operation of a railway vehicle (train) traveling on the rail, the rail and the wheel are worn and damaged. Therefore, conventionally, an antilock brake system that prevents the wheels from sliding during a braking operation has been developed and installed in vehicles constituting a train. The inventors determine whether or not the wheel is sliding based on a signal from a braking force generation mechanism that generates a braking force on the wheel and a speed sensor provided on each wheel as an anti-lock brake system, Anti-skid control calculation unit that outputs anti-skid signal for each wheel, and based on the anti-skid signal output from anti-skid control calculator, the braking force of the braking force generation mechanism is weakened, held, or regenerated. An anti-skid valve that performs operations and the like has been devised so that the braking force against the wheel can be intermittently actuated by the anti-skid valve (see Patent Document 1).

  By the way, the train is composed of a power vehicle provided with a brake command output unit (brake valve) for outputting a brake command, and a plurality of accompanying vehicles such as a freight car and a passenger car pulled by the power vehicle. Based on the brake command output from the command output unit, the braking force can be applied to the wheels provided in the power vehicle and the wheels provided in each accompanying vehicle by air pressure. As a brake method applied to more vehicles than before, an air signal using a change in air pressure as a signal is applied as a brake command, and this brake signal is transmitted from the power vehicle to the last freight car or passenger car. There is an automatic air brake system in which a braking force is generated in each wheel by transmitting through a drawn brake pipe and adjusting the air pressure based on a brake command (see Patent Document 1; First Embodiment).

JP 2003-220946 A

  On the other hand, in recent trains, in order to improve the brake response, a brake command is transmitted by an air signal via a brake pipe, and a brake command by an electric signal that is transmitted more quickly than a brake command by an air signal. A combined electromagnetic automatic air brake system is employed (see Patent Document 1; Second Embodiment). In this electromagnetic automatic air brake system, a brake command line (hereinafter referred to as “electric brake command line”) is routed separately from the brake pipe from the power vehicle to the last vehicle, and the electric brake command line is used to This is a brake system in which a brake command based on a signal is transmitted to each vehicle and a braking force for wheels is generated in response to the brake command.

  However, as an accompanying vehicle to be pulled by a motor vehicle, a vehicle with an electric brake command line and a vehicle (for example, a freight car, a passenger car, etc.) that are not equipped with an electric brake line and are equipped only with an automatic air brake system are mixed. As a matter of course, the electric brake command line is interrupted, and it is impossible to appropriately transmit the brake command using the electric signal to the last vehicle. In addition, a dedicated receiving circuit is indispensable in order to appropriately receive a brake signal by an electric signal in each freight car or each passenger car.

  In this way, when the electromagnetic automatic air brake system is adopted, each freight car and each passenger car must be provided with a brake command line and a dedicated receiving circuit, and can be passed from the power vehicle to the last associated vehicle. If disconnection or poor connection occurs in the middle part of the electric brake line, there is a problem that a brake command based on an electric signal cannot be properly transmitted through the electric brake line after the middle part.

  Further, focusing attention on the power supply to the skid prevention control calculation unit, Patent Document 1 discloses a mode in which only an air signal is used as a brake command, a mode in which both an air signal and an electrical signal are used, and any of these modes. When the train is in braking operation, the brake control valve provided in each freight car and each passenger car outputs an electric brake signal to monitor the pressure in the brake pipe, and the switch is based on this electric brake signal A configuration is disclosed in which power is supplied to the anti-skid control calculation unit to be in an operating state by switching as appropriate. That is, in the aspect disclosed in Patent Document 1, whether or not electric power is supplied to the skid prevention control calculation unit is determined depending on whether or not the vehicle is in a braking state, in other words, whether or not there is a brake command. In an aspect in which the skid prevention control calculation unit is activated under such a brake condition (presence of a brake command), there is a possibility that a delay may occur before the skid prevention control calculation unit starts to operate normally.

  Moreover, the anti-lock brake system described in Patent Document 1 includes a power storage unit that supplies power to the skid prevention control calculation unit, and a power supply unit that supplies power to the power storage unit is powered by power supplied from the power source of the motor vehicle. And a generator that is provided on the wheel and generates electric power based on the rotational movement of the wheel, and is configured to always supply electric power from the power line to the power storage unit. Therefore, the accompanying vehicles to which such an anti-lock brake system can be applied are limited to those having power lines drawn from the power lines, and when there are accompanying vehicles that do not have power lines, the power to the power storage unit is mixed. There was a risk that the supply and, in turn, the power supply to the anti-skid control calculation unit may be interrupted. In Patent Document 1, even if a freight car or passenger car that does not have a power line can be activated by the generator output, the anti-skid control calculation unit can be activated only when a brake command is received. There was a possibility that a delay would occur before the skid prevention control calculation unit started operating normally.

  The present invention has been made paying attention to such a problem, and the main object can be applied to an accompanying vehicle such as a freight car or a passenger car that does not have an electric brake command line and a dedicated receiving circuit. An anti-lock brake system that can activate the skid prevention control calculation unit without being affected by the condition (brake condition) whether or not a brake command has been detected, and can appropriately prevent and suppress wheel skidding. Is to provide.

  That is, the present invention relates to an anti-lock brake system applicable to an accompanying vehicle towed by a power vehicle having a brake command output unit that outputs a brake command based on an air signal via a brake pipe. Here, for example, a locomotive is exemplified as the power vehicle, and a freight car, a passenger car, and the like are exemplified as the accompanying car. Moreover, the brake signal using the air signal output from the brake command output part of a motor vehicle is transmitted to each accompanying vehicle via a brake pipe.

  Then, the anti-lock brake system for an accompanying vehicle of the present invention is a control that generates a braking force by air pressure on a plurality of wheels provided in the accompanying vehicle based on a brake command output from a brake command output unit of a power vehicle. A power generation mechanism and a speed sensor that is provided on each wheel or an axle that rigidly connects the wheels and outputs a rotation speed signal that is a signal indicating the rotation speed of each wheel are provided. Here, the speed sensor may be one provided on the wheel or one provided on an axle that rigidly connects the wheels to both ends, either directly detecting the rotational speed of the wheel, Based on the rotational speed of the wheel, the rotational speed of the wheel is indirectly detected and a rotational speed signal is output.

  Furthermore, the anti-lock brake system for an accompanying vehicle of the present invention determines whether or not the vehicle is in a braking state based on the rotational speed signal output from the speed sensor, and based on the rotational speed signal in the braking state. To determine whether or not the wheel is sliding, and when it is in a sliding state, the anti-skid control calculation unit that outputs the anti-skid signal, and the air based on the anti-skid signal output from the anti-skid control calculation unit. A slip prevention valve that weakens the braking force from the braking force generation mechanism by adjusting the pressure, and is provided on at least one wheel or axle to generate electric power based on the rotational motion of the wheel or axle and increase the rotational speed of the wheel Between the generator and the power storage unit, a power generator that increases the power generated with the power, a power storage unit that can supply power to at least the anti-skid control calculation unit and the anti-skid valve, and It is characterized in that on the basis of an output from the electrical machine and a voltage generating charging control unit for controlling the charging of the power storage unit to generate a predetermined constant voltage. Here, the generator should just be provided in any one of an at least 1 wheel or one axle. Further, “weakening the braking force” means “releasing the effectiveness of the braking force”, and may be simply described as “relaxing the braking force” below.

  As described above, the antilock brake system of the present invention is configured such that the braking force generation mechanism generates a braking force on the wheel based on the brake command based on the air signal, and does not apply the brake command based on the electrical signal. Therefore, it is not necessary to provide a brake command line and a dedicated receiving circuit for each accompanying vehicle. Moreover, in the anti-lock brake system of the present invention, the voltage generated by the voltage generation charge control unit based on the output from the generator provided on the wheel, the power supply to the power storage unit capable of supplying power to the anti-skid control calculation unit Therefore, it is not necessary to use a power line for supplying power to the power storage unit, and the present invention can be applied to an accompanying vehicle that does not have a power line.

  Furthermore, the anti-lock brake system for an accompanying vehicle of the present invention is provided with a first switch between the voltage generation charge control unit and the skid prevention control calculation unit in addition to the above-described configuration, and the generator and the voltage generation charge control are provided. A second switch is provided between the switch and each switch (first switch, second switch) is connected and opened according to the generator output detected by the voltage generation charge control unit and the storage voltage or output voltage of the storage unit. It is also characterized by being configured to switch between states. Specifically, the first switch supplies power to the anti-skid control calculation unit and the anti-skid valve when the voltage generation charge control unit detects that the generator output is greater than a predetermined value, and the voltage generation charge control unit When it is detected that the generator output is smaller than the predetermined value, the power storage unit is connected to supply power to the anti-skid control calculation unit and the anti-skid valve, and the voltage generation charge control unit sets the storage voltage of the power storage unit to the predetermined value. When it is detected that the current is smaller or when the generator output is less than the predetermined value detected by the voltage generation charge controller, the power supply to the anti-skid control calculator and anti-skid valve is cut off. It becomes an open state. Here, in the generator applied to the antilock brake system of the present invention, as described above, the electric power generated increases as the rotation of the wheel or axle becomes higher. Therefore, the case where the voltage generation charge control unit detects that the generator output is larger than the predetermined value means that the rotation speed of the wheel or the axle is relatively high, that is, the acceleration state, and the voltage generation charge The case where the control unit detects that the generator output is smaller than a predetermined value means a case where the rotational speed of the wheel or the axle is relatively low, that is, a case where the vehicle is in a decelerating state. And in this invention, it is comprised so that electric power may be supplied to a skid prevention control calculating part and a skid prevention valve by a generator output or the electrical storage voltage of an electrical storage part irrespective of an acceleration state or a deceleration state. . As a result, a malfunction that may occur in the conventional mode of supplying power to the anti-skid control calculation unit and the anti-skid valve only when the braking operation is performed, that is, the anti-skid control calculation unit and the anti-skid valve operate only during the braking operation. Therefore, it is possible to eliminate the problem that a delay may occur before the anti-skid control calculation unit starts operating normally. When the slip prevention control calculation unit activated by power supply detects the slip of the wheel, the anti-skid valve is appropriately operated based on the anti-skid signal output from the anti-skid control calculation unit, thereby Glide can be prevented / suppressed.

  Further, in the anti-lock brake system of the present invention, if the voltage generation charge control unit detects that the stored voltage of the power storage unit is smaller than a predetermined value, the malfunction prevention control calculation unit malfunctions if the first switch is opened. Can be prevented. In addition, if a predetermined time has elapsed since the generator output was detected by the voltage generation charge control unit to be smaller than the predetermined value, that is, if the wheel has not been rotating continuously for a predetermined time during deceleration, It is possible to determine that the vehicle is stopped at this time, and in this case, the first switch is opened to prevent overdischarge of the power storage unit. The “predetermined value” of the generator output detected by the voltage generation charge control unit, which is a boundary value at which the first switch is switched from the connected state to the open state, is a boundary at which the power supply source to the above-described anti-skid control calculation unit is switched. The value is preferably smaller than the “predetermined value” of the generator output detected by the voltage generation charge control unit, and each predetermined value may be changed as appropriate. In addition, the second switch provided between the generator and the voltage generation charge control unit can open the output of the generator when the voltage generation charge control unit detects that the output voltage of the power storage unit is greater than a predetermined value. If it is in an open state, the output from the generator to the voltage generation charge control unit can be shut off, and damage to equipment due to excessive power supply to the anti-skid control calculation unit, power storage unit and anti-skid valve Burnout can be prevented. Note that this predetermined value may be changed as appropriate.

  As an accompanying vehicle to which the anti-lock brake system of the present invention can be applied, a vehicle including a plurality of pairs of a pair of wheels and one axle can be cited as well as a known accompanying vehicle. Moreover, in the anti-lock brake system for accompanying vehicles of this invention, it is comprised so that it may be discriminate | determined by a skid prevention control calculating part whether it is in a braking state. As a calculation process (braking determination process) by a suitable anti-skid control calculation unit in this case, the rotation speeds given by the respective rotation speed signals output from the plurality of speed sensors every predetermined time in each accompanying vehicle are compared. Then, the rotation speed showing the maximum value among them is set as the maximum rotation speed, and using this maximum rotation speed, a reference rotation speed serving as a reference for determining whether or not each wheel in the associated vehicle is in a braking state is set as a reference rotation speed. There is a calculation process for determining whether or not the vehicle is in a braking state by calculating and comparing the calculated time change rate of the reference rotation speed with a predetermined value (predetermined time change rate). If it is an anti-lock brake system provided with a skid prevention control calculation unit that performs such calculation processing, it is completely different from the conventional mode in which it is determined whether or not it is in a braking state based only on the presence or absence of a brake command. Innovative calculation processing, that is, calculation processing that determines whether the vehicle is in a braking state based on the rotation speed of the wheel or axle, and braking without using a dedicated circuit or component for detecting the brake command It can be determined whether or not it is in a state. In addition, in the present invention, the skid prevention control calculation unit uses the maximum rotation speed as the rotation speed indicating the maximum value among the rotation speeds of all the wheels or axles, and uses this maximum rotation speed as the only one in the associated vehicle 1 vehicle. In order to perform a calculation process for determining whether or not the vehicle is in a braking state by comparing the calculated reference rotation speed with a predetermined value, the rotation speeds of all wheels or axles in the associated vehicle are calculated. Compared with a mode in which calculation processing for determining whether or not the vehicle is in a braking state by individually comparing with a predetermined value, the calculation processing can be simplified and shortened effectively.

  Further, as a suitable anti-skid control calculation unit in the accompanying vehicle anti-lock brake system of the present invention, whether the wheel or the axle showing the maximum rotational speed based on the acceleration or deceleration of the maximum rotational speed is accelerating or decelerating is used. If the first condition that the maximum rotational speed is equal to or higher than the preset simulated rotational speed is satisfied, the maximum rotational speed is set as the reference rotational speed and the first condition is satisfied. If not, that is, if the maximum rotational speed is smaller than the simulated rotational speed, it is determined that all wheels or all shafts are sliding, and performs calculation processing using the simulated rotational speed as a reference rotational speed. It is done.

  Furthermore, in the anti-lock brake system of the present invention, the anti-skid control calculation unit calculates whether or not the reference rotational speed calculated based on whether or not the first condition is satisfied further satisfies the second condition that it is zero or less. It is preferable to perform the arithmetic processing. When the second condition is satisfied, the reference rotational speed of the associated vehicle is regarded as zero, and when the second condition is not satisfied, the reference rotational speed calculated based on whether or not the first condition is satisfied What is necessary is just to perform the calculation process which considers the reference | standard rotation speed of the said accompanying vehicle. If the reference rotational speed calculated based on whether or not the first condition is satisfied is less than or equal to zero, it is determined that all wheels or all axles are stopped or reversely rotated, that is, other than braking. Because it can.

  Further, as a suitable anti-skid control calculation unit in the accompanying vehicle anti-lock brake system of the present invention, whether the wheel or the axle showing the maximum rotational speed based on the acceleration or deceleration of the maximum rotational speed is accelerating or decelerating is used. In the case where it is determined that the vehicle is accelerating, a calculation process is performed in which the maximum rotation speed is set as a reference rotation speed.

  According to the present invention, the present invention can be applied to an accompanying vehicle such as a freight car or a passenger car that does not have an electric brake command line and a dedicated receiving circuit, and the condition (brake condition) of whether or not a brake command is detected. It is possible to provide an anti-lock bokeh system that can activate the skid prevention control calculation unit without being influenced and can appropriately prevent and suppress the skidding of the wheels.

BRIEF DESCRIPTION OF THE DRAWINGS The whole structure schematic diagram of the accompanying vehicle to which the antilock brake system for accompanying vehicles which concerns on one Embodiment of this invention is applied, and this accompanying vehicle is pulled. The whole schematic diagram of the freight car concerning the embodiment. The block diagram which shows the pressure source (air use) used for the anti-lock brake system which concerns on the same embodiment. The structure schematic of the anti-skid valve used for the anti-lock brake system which concerns on the same embodiment. The figure which shows the relationship between operation | movement of the anti-skid valve, and air brake force (braking force). The figure which shows the example of sliding control by the same sliding prevention valve. The figure which shows the starting and stop characteristic of the anti-lock brake system which concerns on the same embodiment. The flowchart of the reference axis speed calculation process in the anti-lock brake system which concerns on the same embodiment. The flowchart of the maximum axis speed calculation process which is a part of the same reference axis speed calculation process. The flowchart of the brake discrimination | determination process in the anti-lock brake system which concerns on the embodiment. The principle figure which calculates | requires the speed change rate at the time of acceleration and deceleration in the acceleration / deceleration discrimination | determination process step of the said reference axis speed calculation process. The principle figure which calculates | requires a reference axis speed in the same reference axis speed calculation process. The figure which shows the sliding prevention (re-adhesion) control characteristic by the anti-lock brake system which concerns on the same embodiment. The figure which shows the modification of the same embodiment corresponding to FIG.

  Hereinafter, an embodiment of the present invention will be described with reference to the drawings.

  The antilock brake system X according to the present embodiment can be applied to an accompanying vehicle towed by a power vehicle. In the present embodiment, as shown in FIG. 1, a freight car T1 is applied as an accompanying car, and a locomotive T2 is applied as a power car. FIG. 1 is a schematic diagram of a train including a freight car T1 provided with an anti-lock brake system X for an associated vehicle according to the present embodiment and a locomotive T2 that pulls these freight cars T1. Moreover, although the figure shows a state in which the anti-lock brake system X is mounted only on the freight car T1 (the first freight car T1 among the plurality of freight cars T1) next to the locomotive T2, The same anti-lock brake system X is equipped.

  As shown in FIG. 1, the locomotive T <b> 2 is provided with a brake valve T <b> 21 (corresponding to the “brake command output unit” of the present invention) for the driver (engineer) to adjust the speed of the train. The brake valve T21 generates a brake command by an air signal toward the antilock brake system X of each freight car T1. In the present embodiment, the brake command is generated by releasing the compressed air in the brake pipe 11 maintaining a constant pressure to the atmosphere by the brake valve T21. Also, the brake command is transmitted to the antilock brake system X of each freight car T1 through the brake pipe 11 that extends from the locomotive T2 to the last freight car T1. Thus, in this embodiment, the air command type automatic air brake system which uses the air signal by the pressure change of air as a brake command is applied as a brake system.

  In addition, as schematically shown in FIG. 2, each freight car T1 of this embodiment includes two axle bases T11 for each vehicle, and two axles T12 are rotatably supported by each axle base T11. The wheel T13 is rigidly connected to both ends of each axle T12. That is, each freight car T1 is provided with four axles T12 and eight wheels T13. And it is comprised by the anti-lock brake system X (it abbreviate | omitted in FIG. 2) provided in each freight car T1 so that sliding of each wheel T13 which may occur when each freight car T1 is in a braking state can be prevented and suppressed. Since a pair of wheels T13 rigidly connected to the same axle T12 rotate synchronously, if one wheel T13 rotates, the other wheel T13 also rotates at the same speed, and one wheel T13 stops. If it does, the other wheel T13 will also stop naturally. The rotation speed of the wheel T13 can be regarded as the rotation speed of the axle T12 rigidly connected to the wheel T13.

  As shown in FIG. 1, the antilock brake system X according to the present embodiment has a braking force generation mechanism 1 that generates a braking force by air pressure on the wheel T13, and the rotational speed of the wheel T13 or the axle T12. A speed sensor 2 that outputs a rotational speed signal, whether the freight car T1 equipped with the antilock brake system X is in a braking state based on the rotational speed signal, and whether the wheel T13 of the freight car T1 is sliding. The anti-sliding control calculation unit 3 that outputs a non-sliding signal when the vehicle is in a sliding state, and the braking force from the braking force generation mechanism 1 is weakened by adjusting the air pressure based on the anti-sliding signal. The anti-skid valve 4 and at least one wheel T13 or one axle T12 are provided to generate electric power based on the rotational movement of the wheel T13. Based on the output from the electric generator 5, the power storage unit 6 capable of supplying power to at least the anti-skid control calculation unit 3 and the anti-skid valve 4, and the generator 5 and the power storage unit 6 A voltage generation charge control unit 7 that generates a predetermined constant voltage and controls charging of the power storage unit 6 is provided.

  The braking force generation mechanism 1 generates a braking force on each wheel T13 (a total of eight wheels T13 in this embodiment) for each freight car T1. The braking force generation mechanism 1 includes a brake pipe 11 to which a brake command from the locomotive T2 is transmitted, a brake cylinder 12 provided for each wheel T13, and a brake cylinder pipe provided between the brake pipe 11 and the brake cylinder 12. 13 and a brake control valve 14 provided between the brake pipe 11 and the brake cylinder pipe 13.

  As the brake pipe 11, the brake cylinder 12, the brake cylinder pipe 13, and the brake control valve 14, known ones can be applied, and the configuration and operation of the brake control valve 14 will be described below.

As shown in FIG. 1, the brake control valve 14 has three supply ports connected to the brake pipe 11, supply air damage SR or original air damage MR (see FIG. 3), and constant pressure air damage (not shown), respectively. Is a so-called three-pressure control valve in which the other discharge port is connected to the brake cylinder pipe 13 and the other discharge port is opened to the atmosphere via the throttle 14A. Here, the supply air useless SR and the original air useless MR are connected to an air useless pipe MRP as shown in FIG. 3, and compressed air is supplied to these air useless pipes SR and MR via the air useless pipe MRP. The compressed air is stored and compressed by, for example, an air compressor COMP installed in the locomotive T2. It is also possible to install an air compressor CONP in each freight car T1 and compress the compressed air stored in the air damage SR, MR provided in each freight car T1 by the respective air compressor COMP. The brake control valve 14 increases the pressure in the brake cylinder pipe 13 by supplying the compressed air from the supply air useless SR or the original air useless MR to the brake cylinder pipe 13 when the inside of the brake pipe 11 is depressurized. When the inside of the brake pipe 11 reaches a predetermined high pressure state (for example, several kgf / cm ² ), the pressure in the brake cylinder pipe 13 is reduced by releasing the compressed air in the brake cylinder pipe 13 to the atmosphere. Let In this way, the brake control valve 14 detects the brake command based on the air signal by monitoring the pressure in the brake pipe 11, and uses the pressure in the brake pipe 11 as a pilot pressure to set the pressure in the brake cylinder pipe 13. Inverse proportional amplification.

Here, the generation operation of the braking force by the braking force generation mechanism 1 will be described. First, when the driver operates the brake valve T21 to release the compressed air in the brake pipe 11 to the atmosphere, a brake command (for example, several kgf / cm ² or 0 kgf / cm ² ) based on an air signal is output. Is transmitted to the brake control valve 14 via the brake pipe 11. The braking force generating mechanism 1 that has received the brake command by the brake control valve 14 in this manner moves the brake cylinder pipe 13 to a predetermined range (in a predetermined range (so that it is inversely proportional to the pressure change in the brake pipe 11 by the action of the brake control valve 14). For example, the brake cylinder 12 can be operated by applying pressure in the range of 0 to several kgf / cm ² , and a braking force by air pressure can be generated on the wheel T13. When no braking force is applied to the wheel T13, the pressure in the brake pipe 11 and the pressure in the brake cylinder pipe 13 are maintained at predetermined pressures, respectively.

  Further, the speed sensor 2 used in the antilock brake system X according to the present embodiment is provided for each wheel T13 or each axle T12, and outputs a rotation speed signal that is a signal indicating the rotation speed of each wheel T13. It is. As described above, this rotational speed signal is also a signal indicating the rotational speed of the axle T12 that rigidly connects the wheel T13. Therefore, the speed sensor 2 may be provided on the wheel T13 or the axle T12 in each freight car T1 at a ratio of one to the axle T12.

  The skid prevention control calculation unit 3 is configured by a microcomputer including a CPU, a RAM, a ROM, and the like (all not shown). The anti-skid control calculation unit 3 has each speed sensor 2 connected to the input side and the anti-skid valve 4 connected to the output side. In the skid prevention control calculation unit 3, a program and setting parameters for performing a skid prevention process and the like are stored in the ROM. Further, the skid prevention control calculation unit 3 is started by being supplied with power by a high-order dominant voltage between the output voltage of the voltage generation charge control unit 7 that generates a voltage based on the generator output and the voltage of the power storage unit 6 (power storage voltage). However, it continues to operate according to the power supply. In the anti-lock brake system X according to the present embodiment, the skid prevention control calculation unit 3 determines whether or not the freight car T1 is in a braking state and whether or not the wheel T13 is sliding. In order to discriminate and suppress sliding, the anti-skid process is performed to appropriately operate the anti-skid valve 4.

  Here, the anti-sliding process by the anti-skid control calculation unit 3 means that the anti-skid control calculation unit 3 determines whether the wheel T13 or the axle 12 provided with the speed sensor 2 is based on the speed signal output from each speed sensor 2. It is determined whether or not the vehicle is sliding, and a slip prevention signal is output to the slip prevention valve 4 provided in association with each wheel T13. Specifically, the skid prevention process by the skid prevention control calculation unit 3 is based on a signal from each speed sensor 2 and is a reference shaft speed for determining whether or not each wheel is in a skid state. "Speed" is calculated based on the following formula 1 which is a typical calculation formula of the reference axis speed, the difference between the calculated reference axis speed and the detection result of each speed sensor 2, and the rate of change of the axis speed with time. This is a process of determining whether or not the vehicle is sliding from (acceleration / deceleration, speed change rate) or the like, and outputting a sliding prevention signal to the sliding prevention valve 4 for suppressing the sliding. The braking determination process by the skid prevention control calculation unit 3 will be described later.

<Formula 1> Vs (t) = Vs (t−1) −β × t
However, when Vs (t) ≤ Vmax, VS (t) = Vmax
β: Train deceleration
Vs: Reference axis speed
Vmax: Axis speed (maximum axis speed) indicating the maximum value among the axis speeds of all axes (1 to 4 axes in this embodiment)
t: Calculation cycle

  The anti-skid valve 4 is provided between the brake control valve 14 and the brake cylinder 12, receives the anti-skid signal from the anti-skid control calculation unit 3, and releases the compressed air in the brake cylinder 12 to the atmosphere. The braking force acting on the wheel T13 is intermittently loosened by switching between loosening the power and generating braking force by introducing compressed air into the brake cylinder 12 and adjusting the pressure in the brake cylinder 12. An anti-lock operation is realized. As shown in FIG. 4, the anti-skid valve 4 includes a closing electromagnetic valve 4A and a loosening electromagnetic valve 4B, which are electromagnetic valves that operate by exciting an electromagnetic coil, and these electromagnetic valves 4A and 4B are operated as appropriate. Thus, the air pressure to the brake cylinder 12 is exhausted, held, and supplied. Relay valves 4C and 4D are connected to the closing solenoid valve 4A and the loose solenoid valve 4B, respectively. The supply port of the closing electromagnetic valve 4A is connected to the brake cylinder pipe 13 via the carriage throttle 4E, the discharge port of the closing electromagnetic valve 4A is connected to the supply port of the loose solenoid valve 4B, and the discharge port of the loose electromagnetic valve 4B. Is released to the atmosphere via the aperture 4F. In addition, the supply port of the relay valve 4C on the side of the cutoff solenoid valve 4A is connected to the air failure (supply air failure SR in the illustrated example), the command pressure input port of the relay valve 4C is connected to the discharge port of the cutoff solenoid valve 4A, Further, the discharge port of the relay valve 4C is loosened and connected to the supply port of the relay valve 4D on the electromagnetic valve 4B side. Further, the command pressure input port of the relay valve 4D is loosened and connected to the discharge port of the solenoid valve 4B, the first discharge port of the relay valve 4D is connected to the brake cylinder 12, and the second discharge port of the relay valve 4D is connected to the throttle 4G. Through the atmosphere. The apertures 4E and 4F cause a transient phenomenon in which a change in pressure supplied to the brake cylinder 12 has a time constant based on the presence / absence (ON / OFF) of the anti-skid signal output from the anti-skid control calculation unit 3. It is something to be made.

  Here, when the electromagnetic coil of the anti-skid valve 4 (the electromagnetic coil of the shut-off electromagnetic valve 4A and the loose electromagnetic valve 4B) is excited in response to the anti-skid signal from the anti-skid control calculation unit 3, the anti-skid valve 4 is actuated by the air brake. The operation to exhaust the force (braking force) is performed. In this exhaust operation, both the closing solenoid valve 4A and the loose solenoid valve 4B are turned on, the air in the brake cylinder pipe 13 is released to the atmosphere, and the pressure in the pilot chambers of the relay valve 4C and the relay valve 4D is reduced. As a result, by the amplification action of the relay valve 4C and the relay valve 4D, the supplied pressure of the brake cylinder 12 can be released to the atmosphere via the throttle 4G, and the air brake force can be released. Further, as shown in FIG. 5, the anti-skid valve 4 has an air brake force (braking force) at that time when the closing solenoid valve 4A is turned on and the solenoid valve 4B is turned off in addition to the exhaust operation. ) And a supply operation for returning the air brake force (braking force) when both the shut-off solenoid valve 4A and the loose solenoid valve 4B are turned off. For example, as shown in FIG. 6, when the anti-skid signal is output from the anti-skid control calculation unit 3 to the anti-skid valve 4 during the braking operation (when the shaft speed is decelerated), the anti-skid valve 4 However, it is possible to suppress the sliding of the wheel T13 by appropriately performing the exhaust operation, the holding operation, and the supply operation based on the slip prevention signal. In FIG. 6, the rotation speed (sliding axis speed) of the axle T12 that rigidly connects the sliding wheel T13 is indicated by a solid line, and the reference axis speed is indicated by a one-dot chain line on the upper side of the drawing. In response to the signal, the anti-skid valve 4 performs the exhaust operation, the holding operation, the exhaust operation, the holding operation, and the supply operation in this order, thereby causing the sliding shaft speed once lowered to the same speed as the reference shaft speed. A control example is shown.

  In addition, when the freight car T1 is traveling in a non-sliding state, no slip prevention signal is output from the skid prevention control calculation unit 3, and the solenoid coils of the slip prevention valve 4 (the solenoid coils of the shutoff solenoid valve 4A and the loose solenoid valve 4B). ) Is turned off, and the brake control valve 14 and the brake cylinder 12 are in an indirect communication state. Accordingly, during the braking operation for generating the braking force on the wheel T13, the output pressure from the brake control valve 14 and the brake cylinder 12 are substantially equal to each other, and the brake cylinder 12 receives this pressure and applies air to the wheel T13. The braking force will be given.

  Further, the generator 5 applied to the antilock brake system X of the present invention is attached to the shaft end of the axle T12. For example, the wheel T13 or the axle is generated by the electromagnetic induction action of a permanent magnet using a stator or a rotor. The generator is configured to perform self-power generation corresponding to the rotational speed of T12. The generator 5 applied in the present embodiment has a characteristic that the electric power generated increases as the rotation speed of the wheel T13 or the axle T12 becomes higher, and the rotation speed of the wheel T13 or the axle T12 is in a high speed state. In this case, sufficient power is generated to store the power storage unit 6.

  The power storage unit 6 can supply power to the anti-skid control calculation unit 3, the anti-skid valve 4, and the braking force generation mechanism 1. In this embodiment, the electrical storage part 6 is comprised, for example using the aqueous solution type electric double layer capacitor. Thereby, the electrical storage part 6 of this embodiment has the characteristic that durability with respect to repetition of charging / discharging is high, and a lifetime is long compared with lead acid battery etc. FIG. The power storage unit 6 used in this embodiment is preferably configured using a water-based electric double layer capacitor in which an electrolytic solution containing hydrochloric acid is used. The power storage unit 6 composed of such an electric double layer capacitor is not easily deteriorated in life even when it is repeatedly turned on and off and repeats an operation that requires a sudden change in power. It can be said that it is a power source (secondary battery) that can be suitably applied to the anti-lock brake system X that repeats charging and discharging instantaneously. That is, by applying such a power storage unit 6 in the present embodiment, the running cost including maintenance is greatly reduced as compared with a conventional large capacity battery (lead storage battery) accompanied by a chemical change.

  Further, the antilock brake system X of the present invention includes a rectifying / smoothing unit 8 that generates a voltage proportional to the number of revolutions of the generator 5 between the generator 5 and the voltage generation charge control unit 7 (see FIG. 1).

  The voltage generation charge control unit 7 converts the output voltage of the rectifying / smoothing unit 8 into a predetermined voltage (for example, several tens of volts) and supplies the skid prevention control calculation unit 3 with electric power. Moreover, the voltage generation charge control unit 7 supplies power to the power storage unit 6 by the output voltage of the rectifying / smoothing unit 8, in other words, the generator output. Note that, as described above, the generator 5 generates sufficient power to store the power storage unit 6 when the rotation speed of the wheel T13 or the axle T12 is in a high speed state. It can be said that the control unit 7 supplies power to the power storage unit 6 when the rotation speed of the wheel T13 or the axle T12 is in a high speed state.

  Further, as shown in FIG. 1, the antilock brake system X of the present invention includes a first switch SA provided between the voltage generation charge control unit 7 and the skid prevention control calculation unit 3, the generator 5, and the voltage generation. A second switch SB provided between the charge control unit 7 and more specifically between the rectifying and smoothing unit 8 and the voltage generation charge control unit 7 is provided. In the present embodiment, the first switch SA and the second switch SB are realized by a switch operation (non-contact switch made of semiconductor) by turning on / off a transistor.

  When the voltage generation charge control unit 7 detects that the output of the generator 5 (hereinafter referred to as “generator output”) is greater than a predetermined value, the first switch SA specifically outputs the output of the rectifying and smoothing unit 8. When the voltage is detected by the voltage generation charge control unit 7 and it is determined that the rotational speed of the generator 5 has reached a predetermined value (for example, the rotational speed corresponding to several tens of km / h), the skid prevention control calculation unit 3 When the voltage generation charge control unit 7 detects that the generator output is smaller than the predetermined value, specifically, the voltage generation charge control is performed on the output voltage of the rectifying and smoothing unit 8. When it is detected by the unit 7 and it is determined that the number of revolutions of the generator 5 is equal to or less than a predetermined value (for example, the number of revolutions corresponding to several tens of km / h), the skid prevention control calculation unit 3 and the gliding from the power storage unit 6 In this state, power is supplied to the prevention valve 4. Further, the first switch SA is used when the voltage generation charge control unit 7 detects that the storage voltage of the power storage unit 6 is a predetermined value (for example, tens of volts or less), or the voltage generation charge control unit 7 generates a generator. When a predetermined time has elapsed since it was detected that the output is smaller than the predetermined value, specifically, the output voltage of the rectifying / smoothing unit 8 is detected by the voltage generation charge control unit 7, and the rotational speed of the generator 5 is predetermined. When it is determined that the value is equal to or less than a value (for example, the number of revolutions corresponding to several km / h), and it is detected that the state equal to or less than the predetermined value has continued for a predetermined time (for example, several tens of seconds), the skid prevention control calculation It will be in the open state which interrupts | blocks the electric power supply with respect to the part 3 and the anti-skid valve 4. FIG.

  On the other hand, when the second switch SB detects that the voltage of the power storage unit 6 is equal to or higher than a predetermined value (for example, several tens of volts) by the voltage generation charge control unit 7 and this state continues for a certain period of time, the second switch SB In an open state in which the output can be opened, in other cases, the output state of the generator 5 is in a connected state in which the output is not opened.

  Next, the operation of the anti-lock brake system X for a freight car according to the present embodiment, in particular, the start and stop characteristics, and the braking determination process performed by the skid prevention control calculation unit 3 will be described with reference to FIGS. In FIG. 1, for convenience of explanation, a line for supplying power is indicated by a relatively thin line, a line for transmitting a signal (rotation speed signal, skid prevention signal) is indicated by a relatively thick line, The line for supplying is shown by a dotted line. FIG. 7 shows an example of the start and stop characteristics of the anti-lock brake system X according to the present embodiment. For example, the rotational speed of the generator 5 is changed from 0 rpm to several hundred rpm (Drpm in the figure) to 0 rpm. The output voltage of the generator 5 (output voltage of the rectifying and smoothing unit 8), the voltage of the power storage unit 6 (power storage voltage), the input voltage of the anti-skid control calculation unit 3, and the anti-skid control calculation when accelerating and decelerating in several tens of seconds The control power supply voltage of the unit 3 and the operation waveforms of the current of the power storage unit 6 are shown relatively and schematically.

  In FIG. 7, the state in which the rotational speed of the generator 5 increases means that the freight car T1 is in a power running state (acceleration operation), and the rotational speed of the generator 5 is maintained at a constant speed equal to or higher than a predetermined value. The state where the freight car T1 is in a coasting state (constant speed operation) means that the state where the rotational speed of the generator 5 is reduced means that the freight car T1 is in a braking state (deceleration operation). In addition, the negative current of the power storage unit 6 means that the power storage unit 6 is in a discharged state, and power is supplied to the skid prevention control calculation unit 3 from the power storage unit 6. That the current storage unit 6 is positive means that the power storage unit 6 is in a charged state and supplies power to the anti-skid control calculation unit 3 by the generator output and is charging the power storage unit 6.

  In the anti-lock brake system X according to the present embodiment, when the rotational speed of the generator 5 is accelerated from 0 rpm to several hundred rpm (Drpm in the figure), that is, when the freight car T1 is in a power running state, the rotational speed of the generator 5 is increased. With the increase, the output voltage of the rectifying / smoothing unit 8 gradually increases in proportion to or approximately in proportion to the rotational speed of the generator 5. Then, in the process of accelerating the rotational speed of the generator 5 from 0 rpm to several hundred rpm (Drpm in the figure), the rotational speed of the generator 5 reached a predetermined value Arpm (the rotational speed corresponding to several tens of km / h). At that time, electric power is input to the skid prevention control calculation unit 3 (see FIG. 7). That is, when the number of revolutions of the generator 5 reaches the predetermined value Arpm, the first switch SA is in a connected state, and the anti-skid control calculation unit 3 generates and starts a power supply of a predetermined value (for example, several V). This operation is performed when the rotation speed of the generator 5 reaches a predetermined value Arpm by the voltage generation charge control unit 7 that detects and discriminates the output voltage of the rectifying and smoothing unit 8, that is, the generator output. This is done by switching from the open state to the connected state. Further, as shown in FIG. 7, the power supply to the skid prevention control calculation unit 3 during the acceleration is equivalent to a predetermined value Brpm (several tens km / h) from the time when the rotational speed of the generator 5 reaches the predetermined value Arpm. The power is supplied from the power storage unit 6 until reaching the predetermined value Arpm (a value that is several tens of rpm larger than the predetermined value Arpm), and the generator output after the time when the rotational speed of the generator 5 reaches the predetermined value Brpm. The power is supplied from the voltage generation charge control unit 7 based on the above. That is, when the generator output is equal to or higher than the predetermined value Arpm, when the output of the voltage generation charge control unit 7 that generates a voltage based on the generator output is higher than the storage voltage of the power storage unit 6, the generator output slides. When the stored voltage of the power storage unit 6 is higher than the output of the voltage generation charge control unit 7 based on the generator output, the stored voltage of the power storage unit 6 is controlled to prevent slipping. It becomes a power supply source to the calculation unit 3. Each predetermined value can be changed as appropriate according to specifications and the like.

  In addition, as shown in FIG. 7, the anti-lock brake system X according to the present embodiment has a constant value Drpm when the rotational speed of the generator 5 is maintained at a predetermined value Drpm. When traveling at high speed, the output voltage of the generator 5 (the output voltage of the rectifying / smoothing unit 8) is also constant or substantially constant, and the anti-skid control calculation unit 3 also has a voltage generation charge control unit based on the generator output. Power is supplied by the output from 7.

  Further, in the antilock brake system X according to the present embodiment, when the rotational speed of the generator 5 is decelerated (decelerated from a predetermined value Drpm to 0 rpm in the illustrated example), that is, when the freight car T1 is in a braking state, the generator As the rotational speed decreases by 5, the output voltage of the rectifying / smoothing unit 8 gradually decreases in proportion to or substantially proportional to the rotational speed of the generator 5. For example, in the process of decelerating the rotational speed of the generator 5 from the predetermined value Drpm to 0 rpm, when the rotational speed of the generator 5 reaches the predetermined value Brpm, the power supply to the anti-skid control calculation unit 3 is The power supply by the voltage generation charge control unit 7 based on the machine output is switched to the power supply by the power storage unit 6. As a result, when the freight car T1 is in a braking state, the power supply source is changed, but power is supplied to the anti-skid control calculation unit 3 so that it can be maintained in an activated state, that is, an operable state. Further, the anti-lock brake system X according to the present embodiment has a value (predetermined value Brpm) at which the voltage generation charge control unit 7 switches the power supply to the anti-skid control calculation unit 3 described above. ) And a predetermined value Erpm (for example, a rotational speed corresponding to several km / h or less) is detected, and it is determined that the predetermined value Erpm or less has continued for a certain time (for example, several tens of seconds: Ts in FIG. 7). The first switch SA switches from the connected state to the open state. Thereby, the power supply to the skid prevention control calculation unit 3 is cut off. Here, the case where the rotation speed of the generator 5 continues below a predetermined value Erpm (for example, the rotation speed corresponding to several km / h or less) for a certain time (Ts) means that the freight car T1 is completely stopped. To do. Since the sliding of the wheel T13 cannot occur when the freight car T1 is completely stopped, it is not necessary to activate the anti-sliding control calculation unit 3, and the first switch SA is switched from the connected state to the open state. As a result, unnecessary discharge of the power storage unit 6 in the stopped state can be prevented. Also, from this, the antilock brake system X according to the present embodiment is such that the rotation speed of the generator 5 is not more than a predetermined value Erpm (for example, the rotation speed corresponding to several km / h or less) in the voltage generation charge control unit 7. Even if it is detected that there is something, if it does not continue for a certain period of time, it can be seen that power is continuously supplied to the skid prevention control calculation unit 3. Thereby, for example, when the speed of the freight car T1 becomes several km / h or less and the vehicle is re-accelerated and re-decelerated for the stop alignment, the power supply state to the skid prevention control calculation unit 3 is maintained. Appropriate antilock brake operation can be performed. In addition, since the electrical storage part 6 of this embodiment has the characteristic that even if it fully discharges, it can electrical-charge in a comparatively short time, it can start the skid prevention control calculating part 3 instantaneously. The reliability of the antilock brake system X according to the present embodiment can be increased.

  Although not described in detail in the above description, the anti-lock brake system X according to the present embodiment also applies to the anti-skid valve 4 simultaneously or substantially simultaneously when power is supplied to the anti-skid control calculation unit 3. Electric power can be supplied from the same power supply source as the skid prevention control calculation unit 3. In the present embodiment, the braking force generation mechanism 1 is configured to operate using air supplied as appropriate as a power source. As a result, it is not necessary to consider the power supply to the braking force generating mechanism 1, and the entire antilock brake system X can be reduced in power (power saving).

  When the anti-lock brake system X according to the present embodiment is determined to be in a braking state by the anti-skid control calculation unit 3 that is activated and operable, and determines that it is in a braking state. Is configured to determine whether or not the wheel T13 is sliding, and when it is determined that the vehicle is in a sliding state, a sliding prevention signal is output. In addition, it is as above-mentioned about the process which determines whether the wheel T13 is sliding, and outputs a skid prevention signal when it is discriminate | determined that it is in a skid state. The process (braking discrimination | determination process) which discriminate | determines whether it is a braking state by 3 is demonstrated.

  The skid prevention control calculation unit 3 of the present embodiment compares the rotation speeds given by the respective rotation speed signals output from the plurality of speed sensors 2 at each predetermined time in each freight car T1, and sets the maximum value among them. The indicated rotation speed is set as the maximum rotation speed, the reference rotation speed is calculated using this maximum rotation speed, and the time change rate of the calculated reference rotation speed is compared with a predetermined value set in advance to determine whether or not the vehicle is in a braking state. An arithmetic process is performed to determine whether or not. The “reference rotation speed” used in the braking determination process means a reference rotation speed for determining whether or not each wheel T13 in the freight car T1 is in a braking state.

  Specifically, the skid prevention control calculation unit 3 determines whether or not the vehicle is in a braking state by calculation processing based on the flowcharts of FIGS. The “reference axis speed” and “maximum reference speed” used in the following description and each flowchart correspond to the “reference rotation speed” and “maximum rotation speed” described in the previous paragraph, respectively.

  First, when determining whether or not the vehicle is in a braking state, the skid prevention control calculation unit 3 performs a reference axis speed calculation process for calculating a reference axis speed. In this reference axis speed calculation process, as shown in FIG. 8, first, a maximum axis speed calculation process step S1 for calculating the maximum axis speed is performed.

  As shown in FIG. 9, the maximum shaft speed calculation processing step S1 compares the rotational speeds (axis speeds Vn) of all the axles T12 (four axles T12 in this embodiment) in each freight car T1 in order, Of these steps, the highest shaft speed is set as the maximum shaft speed Vmax. In the reference axis speed calculation process, as shown in FIG. 8, following the maximum axis speed calculation process step S1, is the speed change rate βmax of the maximum axis speed Vmax obtained in the maximum axis speed calculation process step S1 equal to or less than zero? An acceleration / deceleration determination step S2 is performed for determining whether or not. In the acceleration / deceleration determination step S2, if the speed change rate βmax of the maximum shaft speed is equal to or less than zero (FIG. 8; S2Y), it is processed as being decelerated, while the speed change rate βmax of the maximum shaft speed is larger than zero. In the case (FIG. 8; S2N), it is determined that the vehicle is accelerating. This acceleration / deceleration determination step S2 is based on the relative relationship between speed and time shown in FIG. That is, from FIG. 11, the speed change rate β during acceleration can be obtained by V1−V2 / t (calculation cycle) and becomes “negative”, while the speed change rate β during deceleration is V3−V4 / t. It can be obtained and it turns out that it becomes "positive".

  When it is determined that the vehicle is decelerating in the acceleration / deceleration determination step S2, a predetermined value (a preset simulated deceleration β1 (for example, several km / h / s) ×) is calculated from the previously calculated reference axis speed Vs (t-1). The value obtained by subtracting t) is assumed to be the simulated reference axis speed Vs (t) (FIG. 8; S3). The simulated reference axis speed Vs (t) and the maximum axis speed Vmax obtained in the maximum axis speed calculation processing step S1. (FIG. 8; S4, S5). When the simulated reference axis speed Vs (t) is equal to or less than the maximum axis speed Vmax (FIG. 5; S5Y), the maximum axis speed Vmax is set as the reference axis speed Vs (t). On the other hand, when the simulated reference shaft speed Vs (t) is larger than the maximum shaft speed Vmax (FIG. 8; S5N), it means that all the axles T12 (four axles T12) are sliding simultaneously. In this case, it does not make sense to determine whether or not the vehicle is in a braking state with reference to the sliding axle T12 (the reference axis speed Vs (t) obtained when everything is sliding is Since it is determined that the vehicle speed is smaller than the true vehicle speed (actual vehicle speed), normal sliding control cannot be performed). Therefore, the simulated reference axis speed Vs (t) is set as the reference axis speed Vs (t). In this way, through steps S4 and S5, it is possible to determine whether or not the first condition of the present invention that the maximum rotational speed is equal to or higher than a preset simulated rotational speed is satisfied. FIG. 12 shows a principle diagram when calculating the reference axis speed of the calculation cycle (t) from a predetermined axis speed. In the figure, the solid line indicates the simulated reference axis speed (Vs (t-1) −β × t, for example, β = several km / h / s), the dotted line indicates the maximum axis speed during non-sliding, and the alternate long and short dash line indicates Indicates the maximum axis speed when all axes are sliding simultaneously. Based on the figure, when the maximum shaft speed Vmax is greater than the simulated reference shaft speed Vs (t), the maximum shaft speed Vmax is set as the reference shaft speed, and the simulated reference shaft speed Vs (t) is greater than the maximum shaft speed Vmax. If it is larger, the simulated reference axis speed Vs (t) is adopted as the reference axis speed. In this way, through step 8, it can be determined whether or not the second condition of the present invention that the reference rotational speed calculated based on whether or not the first condition is satisfied is zero or less is satisfied.

  Next, it is determined whether or not the reference axis speed (the maximum axis speed Vmax or the simulated reference axis speed Vs (t)) obtained in steps S5 and S6 is equal to or less than zero (FIG. 8; S7Y). The reference axis speed is set to zero (FIG. 8; S8). On the other hand, when the reference axis speed Vs (t) (the maximum axis speed Vmax or the simulated reference axis speed Vs (t)) is larger than zero (FIG. 8; S7N), the reference axis speed is set as the reference axis speed.

  When it is determined that acceleration is being performed in the acceleration / deceleration determination step S2, the maximum axis speed Vmax obtained in the maximum axis speed calculation processing step S1 is set as the reference axis speed (FIG. 8; S9).

  Next, as shown in FIG. 10, the skid prevention control calculation unit 3 determines whether the brake is being applied (braking state) based on the time change rate αs of the reference axis speed Vs (t) calculated in the reference axis speed calculation processing step. A brake determination process is performed to determine whether or not. In this embodiment, if the change rate αs of the reference shaft speed Vs (t) is several km / h / s (eg, 1 km / h / s in FIG. 10) or less (FIG. 10; S10Y), it is determined that the brake is being applied. When the rate of change αs of the reference shaft speed Vs (t) is greater than several km / h / s (FIG. 8; S10N), it is determined that the vehicle is not under braking.

  By performing such calculation processing by the anti-skid control calculation unit 3, it is possible to determine whether or not the antilock brake system X of the present embodiment is in a braking state. In this embodiment, the reference shaft speed is calculated based on the rotational speeds (shaft speeds) of all the axles T12 in the freight car T1, and at this time, the rotational speeds of the axles T12 excluding the axle T12 that detects the disconnection are calculated. The reference axis speed is calculated based on this. Here, “disconnection” means disconnection of a speed detection line (specifically, a rotational speed signal output line from the speed sensor 2 to the skid prevention control calculation unit 3) for detecting the shaft speed. When the reference shaft speed is calculated based on all shaft speeds without determining the presence or absence of disconnection, the speed sensor 2 provided in association with the disconnected axle T12 is rotated to indicate that the shaft speed is 0 km / h. Since the speed signal is output, it is automatically determined that the vehicle is in a sliding state based on the rotational speed signal, and the wheel T13 or the wheel T13 rigidly connected to the axle T12 is not actually sliding. Even in such a case, an operation of relaxing the braking force can be performed. Therefore, in this embodiment, when a disconnection is detected, the axle T12 on the speed detection line at which the disconnection is detected is excluded from the control object of the sliding detection. As the calculation processing for detecting the presence or absence of disconnection by the skid prevention control calculation unit 3, the reference axis speed is a predetermined value (for example, several tens of km / h) and acceleration (acceleration> predetermined value (for example, several km / h / s) )), The condition where the shaft speed is below a predetermined value (for example, several km / h) is continued for a predetermined time (for example, several seconds) as a disconnection detection condition, and the difference between the reference shaft speed and the shaft speed is a predetermined value (for example, several km / h) or less, and a calculation process in which the disconnection detection cancellation condition is that the predetermined value continues for a predetermined time (for example, several seconds). This disconnection detection calculation process may be performed by the skid prevention control calculation unit 3.

  The anti-lock brake system X according to the present embodiment performs the above-described sliding determination process when it is determined that the vehicle is in a braking state, and when the sliding is detected, the anti-skid brake operation signal is sent from the anti-skid control calculation unit 3. Is output. The anti-skid signal is a signal for controlling the braking force applied to each wheel T13, specifically, a signal indicating a drive command for the anti-skid valve 4. The anti-skid valve 4 is output from the anti-skid control calculation unit 3. It drives based on the on state and off state of the skid prevention signal. The operation of the anti-skid valve 4 is as described above. In response to the anti-skid signal from the anti-skid control calculation unit 3, the air brake force (braking force) loosening operation (exhaust operation), holding operation, and supplying operation are performed. Thus, re-adhesion (preventing / suppressing sliding) can be achieved. FIG. 13 schematically shows an example of slip prevention (re-adhesion) control characteristics by the antilock brake system X according to the present embodiment. In the drawing, during braking operation, only the first axle (one axle) of the four axles T12 slides, and the anti-skid brake system X anti-skid valve 4 (dead solenoid valve 4A, loose solenoid valve 4B). It shows a state where sliding is suppressed by loosening (exhaust), holding and supplying the air brake force (braking force). 6 can be regarded as a partially enlarged view of FIG.

  As described above, the antilock brake system X according to the present embodiment can provide an appropriate braking force to each wheel T13 of the freight car T1, and at the same time, each wheel T13 slides on the rail in the braking state. Can be effectively prevented / suppressed.

  Further, in the anti-lock brake system X according to the present embodiment, when the voltage of the power storage unit 6 is equal to or lower than a predetermined value (for example, tens of volts), specifically, the voltage of the power storage unit 6 is changed by the voltage generation charge control unit 7. When it is detected that the value is equal to or less than the predetermined value, the first switch SA is switched from the connected state to the open state. Thereby, the malfunction which arises when the power supply which the sliding prevention control calculating part 3 operate | moves normally is not input, ie, the malfunctioning of the sliding prevention control calculating part 3, can be prevented, and the reliability of a system improves.

  Furthermore, in the anti-lock brake system X according to the present embodiment, when the voltage of the power storage unit 6 continues for a predetermined time exceeding a predetermined value (for example, several tens of volts), specifically, the voltage generation charge control unit 7 controls the power storage unit. When it is detected that the voltage 6 has continued above the predetermined value for a certain time, the second switch SB is switched from the connected state to the open state. Thereby, it is possible to prevent the devices such as the anti-skid control calculation unit 3 from being damaged or burned out due to an excessive voltage supply, and the reliability of the system is improved.

  As described above, the antilock brake system X according to the present embodiment applies an air signal without applying an electrical signal as a brake command, and the braking force generation mechanism 1 is based on the brake command based on the air signal. Since the braking force is generated on the wheel T13, the brake command line and a dedicated receiving circuit (for example, the inside of the brake cylinder tube 13 is detected to be pressurized to each freight car T1 are electrically detected. No pressure switch that outputs a brake signal is required. Moreover, the charging of the power storage unit 6 capable of supplying power to the anti-skid control calculation unit 3 is performed by using the voltage generated by the voltage generation charge control unit 7 based on the output from the generator 5 provided on the wheel T13 or the axle T12. Since it is used, a power line for supplying power to the power storage unit 6 is also unnecessary. Therefore, it can be suitably used for a freight car not equipped with a brake command line, a dedicated receiving circuit, or a power line. Of course, the anti-lock brake system X of this embodiment can also be applied to a freight car equipped with a brake command line, a dedicated receiving circuit, or a power line, a freight car equipped with a brake command line or a power line, a brake command line, etc. Even if freight cars that do not have a vehicle are mixed, if the anti-lock brake system X of this embodiment is mounted on each wagon, the anti-lock brake system X has a braking force generation function and a skid prevention function in each freight car. Can be used appropriately.

  Furthermore, in the anti-lock brake system X according to the present embodiment, a first switch SA is provided between the voltage generation charge control unit 7 and the skid prevention control calculation unit 3, and the generator output is predetermined by the voltage generation charge control unit 7. When it is detected that the value is larger than the value, power is supplied to the anti-skid control calculation unit 3 and anti-skid valve 4, and the voltage generation charge control unit 7 detects that the generator output is smaller than the predetermined value. Since the first switch SA is configured to be connected to supply power from the power storage unit 6 to the anti-skid control calculation unit 3 and the anti-skid valve 4, regardless of whether it is in an acceleration state or a deceleration state. Electric power can be supplied to the anti-skid control calculation unit 3 and the anti-skid valve 4 by the generator output or the power storage unit 6. As a result, in the conventional mode of supplying power to the anti-skid control calculation unit 3 and the anti-skid valve 4 only when the braking operation is performed, a malfunction that may occur, that is, the anti-skid control calculation unit 3 starts to operate normally. It is possible to eliminate the problem that a delay may occur. When the anti-skid control calculation unit 3 activated by power supply detects the slip of the wheel T13, the anti-skid valve 4 is actuated appropriately based on the anti-skid signal output from the anti-skid control calculation unit 3. By doing so, the sliding of the wheel T13 can be prevented / suppressed.

  In addition, this invention is not limited to embodiment mentioned above. For example, as shown in FIG. 14, power may be supplied from the power supply P provided in the power vehicle T2 to the anti-skid control calculation unit 3 and the anti-skid valve 4. In this case, it is necessary to construct a power line P1 that can be connected to the power source P of the power vehicle T2 in each accompanying vehicle T1, and between the power line P1 and the skid prevention control calculation unit 3, a third switch SC, a voltage If the generation unit 9 is provided, the output of the power supply P is converted into a predetermined constant voltage (for example, several tens of volts) by the voltage generation unit 9 via the power line P1, and power is supplied to the skid prevention control calculation unit 4. it can. The output voltage of the voltage generation unit 9 is preferably set lower than the output voltage of the voltage generation charge control unit 7. In addition, when the output voltage of the voltage generation unit 9 continues for a predetermined time exceeding a predetermined value (for example, several tens of volts), the third switch SC is switched from the connected state to the open state, and the power supply from the power source P is cut off. By doing so, it is possible to prevent damage and burnout of the equipment. In FIG. 14, the same reference numerals are given to the portions corresponding to FIG. 1 used in the above-described embodiment.

  Further, the number of wheels and axles in one freight car may be appropriately changed. Each switch may be a contact switch such as a relay. Furthermore, the antilock brake system of the present invention can be applied not only to passenger cars but also to towed vehicles such as trailers towed by power vehicles (tow vehicles). By applying the anti-lock brake system of the present invention to such a towed vehicle, an appropriate anti-lock braking operation can be realized even if the towed vehicle has no power line passed from the towed vehicle. Can do.

  In addition, the specific configuration of each part is not limited to the above embodiment, and various modifications can be made without departing from the spirit of the present invention.

DESCRIPTION OF SYMBOLS 1 ... Braking force generation mechanism 11 ... Brake pipe 2 ... Speed sensor 3 ... Anti-skid control calculation part 4 ... Anti-skid valve 5 ... Generator 6 ... Power storage part 7 ... Voltage generation charge control part SA ... 1st switch SB ... 2nd Switch T1 ... Accompanying car (carriage)
T12 ... Axle T13 ... Wheel T2 ... Powered vehicle (locomotive)
T21 ... Brake command output section (brake valve)
X ... Anti-lock brake system

Claims (5)

An anti-lock brake system applicable to an accompanying vehicle towed by a powered vehicle having a brake command output unit that outputs a brake command based on an air signal via a brake pipe,
Based on the brake command output from the brake command output unit, a braking force generation mechanism that generates a braking force by air pressure on a plurality of wheels provided in the accompanying vehicle;
A speed sensor that is provided on each wheel or an axle rigidly connected to the wheel and outputs a rotation speed signal that is a signal indicating the rotation speed of each wheel;
It is determined whether the vehicle is in a braking state based on the rotational speed signal output from the speed sensor, and if the vehicle is in a braking state, it is determined whether the wheel is sliding based on the rotational speed signal. And an anti-skid control calculation unit that outputs an anti-skid signal when in a skiing state,
An anti-skid valve that weakens the braking force from the braking force generation mechanism by adjusting the air pressure based on the anti-skid signal output from the anti-skid control calculation unit;
A generator that is provided on at least one wheel or the axle, generates electric power based on the rotational motion of the wheel or axle, and increases the electric power generated as the rotation increases;
A power storage unit capable of supplying power to at least the anti-skid control calculation unit and the anti-skid valve;
A voltage generation charge control unit that is provided between the generator and the power storage unit, generates a predetermined constant voltage based on an output from the generator, and controls charging of the power storage unit;
Provided between the voltage generation charge control unit and the skid prevention control calculation unit, and when the voltage generation charge control unit detects that the generator output is greater than a predetermined value, the skid prevention control calculation unit and the Power is supplied to the anti-skid valve, and power is supplied from the power storage unit to the anti-skid control calculation unit and the anti-skid valve when the voltage generation charge control unit detects that the generator output is smaller than a predetermined value. When the connected state is established and the voltage generation charge control unit detects that the storage voltage of the power storage unit is smaller than a predetermined value, or the voltage generation charge control unit detects that the generator output is smaller than the predetermined value. A first switch that enters an open state that shuts off power supply to the anti-skid control calculation unit and the anti-skid valve when a predetermined time has elapsed since then,
Provided between the generator and the voltage generation charge control unit, the output of the generator can be opened when the voltage generation charge control unit detects that the output voltage of the power storage unit is greater than a predetermined value An anti-lock brake system for an accompanying vehicle, comprising: a second switch. The accompanying vehicle is provided with a plurality of pairs of a pair of wheels and one axle,
The anti-skid control calculation unit compares the rotation speeds given by the respective rotation speed signals output from the plurality of speed sensors at each predetermined time in each accompanying vehicle, and the rotation speed showing the maximum value among them Is used as the maximum rotational speed, and a reference rotational speed that serves as a reference for determining whether or not the associated vehicle is in a braking state is calculated using the maximum rotational speed, and a time change rate of the calculated reference rotational speed is predetermined. 2. The antilock brake system for an accompanying vehicle according to claim 1, wherein a calculation process for determining whether or not the vehicle is in a braking state by comparing with a value is performed. When the anti-skid control calculation unit determines whether the wheel or axle showing the maximum rotation speed is accelerating or decelerating based on the acceleration or deceleration of the maximum rotation speed, When the first condition that the maximum rotation speed is greater than or equal to the preset simulated rotation speed is satisfied, the maximum rotation speed is set as the reference rotation speed, and when the first condition is not satisfied, all wheels or all The anti-lock brake system for an accompanying vehicle according to claim 2, wherein it is determined that the shaft of the vehicle is sliding, and a calculation process using the simulated rotational speed as the reference rotational speed is performed. When the reference rotational speed calculated by the anti-skid control calculation unit according to whether or not the first condition is satisfied further satisfies the second condition that it is equal to or less than zero, the reference rotational speed of the associated vehicle is set to zero. 4. If the second condition is not satisfied, a calculation process is performed to determine the reference rotational speed calculated based on whether or not the first condition is satisfied and the reference rotational speed of the associated vehicle. Anti-lock brake system for accompanying vehicles as described in 1. When the anti-skid control calculation unit determines whether the wheel or axle indicating the maximum rotational speed is accelerating or decelerating based on the acceleration or deceleration of the maximum rotational speed, The anti-lock brake system for an accompanying vehicle according to any one of claims 2 to 4, wherein a calculation process is performed in which the maximum rotation speed is the reference rotation speed.

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