JPH0315587B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a failure detection method for an electromagnetic direct brake device. This brake device has excellent responsiveness and a relatively simple structure, so it is widely used on many trains. However, this device transmits brake commands by pressurizing direct pipes and electrical command lines that run throughout the train, so if these elements are damaged, braking force may decrease or fail. Even if such a situation occurs, the driver usually immediately recognizes the occurrence of such a situation and arranges for emergency braking, so that the worst situation can be prevented from occurring. By the way, in many cases, brake output commands for trains operating using automatic train operation equipment or automatic train control equipment (hereinafter referred to as "ATC") are automatically issued from ATC without the driver's intervention. is output to. If a brake system failure occurs in a train that employs such a driving method, the driver may not be able to recognize that the brake failure has occurred, even if the driver is on board. For this reason, trains operating with ATC are equipped with a brake failure detection device that can detect when a situation occurs where the train is unable to decelerate in accordance with the brake commands output from ATC. .

However, the known detection devices currently installed on trains that perform ATC operation for such purposes cannot be said to fully fulfill their original function. In order to install a mechanism to check whether all vehicles in a train train are exerting the brake function corresponding to the brake command, a complex system such as a device that can detect the increase in brake cylinder pressure of all vehicles in the train train is required. etc. must be introduced.
However, this is not easy. For this reason, this type of detection device, which is used in many trains that perform ATC operation, uses a pressure switch etc. to detect when a brake command has reached a specific vehicle (in most cases the lead vehicle). In many cases, this is used instead of checking the braking effect. With such a method, it is difficult to confirm that the braking effect is being applied to the entire train.

The present invention equips trains that use electromagnetic direct brakes with a simple device, so that in the event that a failure occurs in the entire train's braking equipment and the braking effect cannot be expected in accordance with the braking command, The present invention aims to solve the above problem by providing a system that can immediately detect this fact.

Next, prior to describing embodiments of the present invention, the structure of a known electromagnetic direct brake will be explained with reference to the conceptual diagram of FIG. In the figure, the brake valve BV operated by the crew is connected to a source air dam (not shown).
The compressed air (hereinafter referred to as "air") from the former damaged pipe MR drawn in the longitudinal direction of the train is regulated to a pressure according to the brake setting command value by operating the brake valve, and then passed through the control pipe CP. It is output to the air chamber 3 of the electropneumatic controller 1. The electro-pneumatic controller 1 has two air chambers 3 and 4 facing each other via an action rod 6 and two membrane plates 2, and the air chamber 4 is connected to a direct pipe SAP in order to transmit brake operation commands to the entire train. Once connected, the pipe is routed along the entire length of the train along with the previously damaged pipe MR through the hose coupler HC. Normally, that is, when the brake is released, the brake control command line (hereinafter referred to as "RL") from the electro-pneumatic controller 1 is inactive, so the brake solenoid valve RV connected to the direct pipe SAP for each car is directly connected. The air in the pipe SAP is released to the atmosphere from the exhaust port EX, and when the brake is applied,
RL becomes active and closes the gap between the atmosphere and the direct pipe SAP. The solenoid valve AV connected to the same direct pipe SAP operates only when the action control command line (hereinafter referred to as "AL"), which is the direct pipe pressure control line from the electro-pneumatic controller 1, is pressurized. The air in the supply air tank SR, which stores high-pressure air from the former pipe MR, is supplied to the direct pipe SAP. The relay valve LV receives a command from the direct pipe SAP and supplies a large amount of air at the same pressure to the brake cylinder BC from the supply air tank SR, or exhausts the air in the brake cylinder from the exhaust port EX.

The above is the main configuration of a known electromagnetic direct brake device, but the operation of this device will now be explained. During brake release, the air chamber 3 is not pressurized through the control pipe CP from the brake valve BV, so the action rod 6 is pushed toward the air chamber 3 by the spring SP, and the lever provided at the tip of the lever connected to the spring SP pushes the action rod 6 toward the air chamber 3. The brake contact RS connected to RL and the working contact AS connected to AL are opened, and the air in the direct pipe SAP is exhausted from the brake solenoid valve RV and becomes pressureless, and the pressure in the brake cylinder BC also becomes 0. . When the air chamber 3 is pressurized through the control pipe CP by operating the brake valve BV, the force of the membrane plate 2 connected to this pressurizes the air chamber 3.
The actuating rod 6 moves against SP, first of all the valve contact RS is closed, which causes the valve solenoid valve RV to close.
closes the exhaust port EX which is connected to the direct pipe SAP, and then the working solenoid valve AV is operated by closing the working contact AS, and the air from the supply air tank SR is transferred to the direct pipe SAP.
This pressure is also transmitted to the air chamber 4 of the electro-pneumatic controller 1. As the pressure in the air chamber 4 gradually increases, the force generated on the membrane plate 2 connected thereto causes the action rod 6 to move toward the air chamber 3.
At the moment when these two air chambers become equal pressure, that is, when CP and SAP become equal pressure, the working contact AS
is opened and acts directly through the pipe through the solenoid valve AV
The ascending effect of SAP ceases. Note that in that case, the lid contact RS remains closed. After that, if the pressure in the air chamber 3 is further increased by operating the brake valve BV, the pressure of the direct pipe SAP becomes equal to that of the control pipe CP after the same action is repeated.

Next, by operating the brake valve BV, the control pipe CP
When the pressure in air chamber 3 is reduced through Exhaust air from the EX and gradually lower the internal pressure, thereby lowering the pressure in the air chamber 4 of the electropneumatic controller 1. Next, when both air chambers 3 and 4 become equal pressure, the Yurum contact RS
is closed again, which connects the control pipe CP and the direct pipe.
It is maintained at equal pressure with SAP. Each time these operations are performed, the relay valve LV maintains the pressure in the brake cylinder BC constant with the pressure in the direct pipe SAP by supplying and discharging air from the supply air tank SR.

The above are the main functions and actions of this brake device, but as is clear from this, the brake valve
When the brake setting command value that should be applied to the train by operating the BV is set as the pressure of the control pipe CP, the direct pipe SAP running through all the trains will follow that pressure value due to the action of the electro-pneumatic controller 1 etc. Along with this, the pressure in the brake cylinder BC also increases.

When the control pipe CP pressure, which is the brake setting command value, is set, the brake cylinder pressure follows the set command value almost simultaneously and quickly in all cars due to the action of the solenoid valve of each car. There is almost no change depending on the number.

In the well-known electromagnetic direct brake device having the above functions, in the unlikely event that the direct pipe pressure control line AL and
If there is a disconnection in the middle of RL or damage to the hose coupler HC of the direct pipe SAP, etc., the ability of the direct pipe SAP to follow the pressure of the control pipe CP, which is the brake setting command value, will be significantly reduced. For example, if the AL is disconnected midway, the solenoid valve AV of the vehicle after the point where the disconnection occurs will not operate, resulting in a significant delay in boosting the pressure in the through pipe, and even if there is even a small leak from the through pipe. For example, since the differential pressure between the two air chambers 3 and 4 increases, the electro-pneumatic controller 1 temporarily stops its operation and closes the contact again even after the working contact AS is opened and connects the direct pipe SAP. Replenish air. Furthermore, if the hose coupler HC of the direct pipe SAP is damaged or the RL is disconnected, a large amount of air will leak from the direct pipe SAP, so even if the control pipe CP is pressurized, the pressure of the direct pipe SAP will not rise to that pressure. Or, even if the pressure increases, the pressure will drop again, so in order to make the direct pipe pressure equal to the control pipe pressure, the working contact
AS repeats its operation continuously or intermittently. Therefore, if such a failure occurs, the electro-pneumatic controller 1, which would normally not operate unless there is a change in the brake setting command value, operates. In other words, when the brake command value remains the same for a certain period of time or more, the AL output from the electro-pneumatic controller 1, which should normally be inactive, starts operating. An embodiment of the present invention that uses such a phenomenon to detect when a failure occurs in the electromagnetic direct brake will be described using the block diagram attached to FIG. 1.

TD indicated by a dotted line in FIG. 1 is a failure detector specifically added to this brake device for implementing the present invention, and is a pressure detector that detects the pressure in the control pipe CP.
PT, pressure change detector with known differential mechanism
PT′, time setter TR with known clock;
and a logical product circuit AND. Pressure detector PT detects the pressure in control pipe CP,
The situation is constantly output to the pressure change detector PT'.

The change detector PT′ detects a change in the detected pressure, that is,
If there is a change in the brake setting command value, it is immediately detected and a notification to that effect is output to the time setter TR.

When the time setter TR receives an output indicating that there has been a change in the command value, it uses a built-in clock, etc. to detect the point at which a predetermined amount of time has elapsed from the most recent change. When the brake system is normal, the time required for the pressure in the direct pipe SAP to follow the maximum change in brake setting command value (usually about 4 seconds) is the electro-pneumatic control Two air chambers 3 inside the vessel 1
It is set to the longest possible time that there is a differential pressure between and 4 and the AL is in operation. After this time elapses, the time element setter TR becomes operational and outputs information to the AND circuit AND that the time required for the direct pipe SAP pressure to follow the command value has elapsed.

AL is also input to this circuit AND. Suppose that when a brake command is issued, a situation occurs where the desired braking effect cannot be expected due to air leakage from the direct pipe SAP or a partial break in the RL. Then, the direct pipe SAP pressure cannot maintain a predetermined value, or even if it once reaches the predetermined pressure, the value gradually decreases thereafter. When such a situation occurs, a separation occurs between the pressure of the control pipe CP, which is the command pressure, and the pressure of the direct pipe SAP. Then, a certain period of time has passed since the brake command was issued, and even at the time when the AL command should have been stopped, the contact AS of the electro-pneumatic controller 1 is closed and a command output is applied to the AL. . As a result, the failure detector TD outputs information indicating that the brake device is malfunctioning.

Even under this configuration, the brake valve
When the BV is operated and a command is output to the AL, the hourly setter is activated for a predetermined period of time from that point onwards.
The output from TR to the AND circuit AND is stopped,
Therefore, even if there is an AL output during this period, there is no failure detection output.

The specific method of failure detection described above is not limited to this, but the point is that the brake setting command value remains the same for a certain period of time or more.
You are not limited to this method, as long as you can detect when the AL is activated, you can use other methods, such as using a relay instead of an AND circuit, or detecting changes in the pressure of the control pipe CP based on changes in the brake setting command value. Instead of doing this, it is also possible to capture the movement of the brake handle, and there are many other ways to deal with it.

In the above failure detection method, when the brake setting command value is changed, the time required for the pressure in the direct pipe SAP to follow the command is assumed to be constant. However, in reality, this time is not constant, but varies depending on the difference in the change in command value, and if the difference is large, the amount of air to supply and exhaust the pressure in the direct pipe SAP will naturally increase, so it will follow the command value. The time it takes to do so also increases. As mentioned earlier, the method described above detects a failure using the time required to follow the direct pipe when the difference in command value change is maximum, but the time required may be shorter than this. If the required time is longer than necessary, in the unlikely event that there is a failure in the brake system, detection of the failure will be delayed. As a countermeasure for this, when the brake setting command value is changed, the so-called brake operation time required for the changed brake to become effective, which has been determined in advance according to the difference in the changed command value, is detected from memory etc.
If the failure of the brake device is detected when the AL is activated after this time has elapsed, the above-described method is preferable from the viewpoint of further shortening the failure detection time and improving the safety level. Therefore, we will use this method as the first method.
The second example shows the example when installed together with the example shown in the figure.
Let's explain based on the control block diagram shown in the figure.

In the figure, the control pipe CP is the brake setting command value.
When the command value changes, the pressure change detector PT', which inputs the output from the pressure detector PT and detects the change in pressure, immediately detects this and starts operating the well-known gate GT ₁ . This is inputted into the controller, and the controller is operated for an instant, and the output from the pressure detector PT, that is, the value at the time when the brake setting command value starts changing, is input and stored in a known storage element RAM. The known negative circuit NOT is a pressure change detector
When the output from PT' disappears, that is, when the brake setting command value comes to hold the same value (no longer changes), it starts operating and outputs a notification to that effect to gate GT _2. This is assumed to be an instantaneous operation, and the information stored in the storage element RAM, that is, the value at the start of change of the brake setting command value, is output to a known arithmetic circuit CP. There is a pressure sensor in this circuit CP.
When the brake setting command value is constantly input from PT and the information from the memory element RAM via gate GT ₂ is input, the operation starts and the difference between the two input information, that is, the brake setting command value that has been changed. , and outputs it to a known pattern generator PG. This pattern generator PG has a built-in pattern for the time required for the changed brake to reach an effective operating state according to the difference between the changed command values before and after changing the brake setting command value. The time required for brake operation according to the difference in command values is detected and outputted to the time setter TR' which has a built-in known clock. This setting device
TR' receives information from the pressure change detector PT' that the brake setting command value has changed, and from that point on, it remains inactive for the required brake operation time detected by the pattern generator PG and output to the setter TR'. Therefore, only during this time, no output is made to the AND circuit AND, and after that time has elapsed, an output is made to the circuit AND. Note that the output from AL is also input to this circuit AND, and the configuration is such that brake failure detection information is output based on input from both. In such a configuration, if the brake setting command value remains the same for a certain period of time or more, the time prime setting device
TR′ is non-operating, so the AND circuit of the future
There is an output to AND, but there is no output from AL, so brake failure detection information is not output. Brake valve BV
When the brake setting command value is changed by operating , and an output is generated from AL, the time element setting device TR' will be inactive for the time required for brake operation according to the value of the command value change due to the above-mentioned function. There will be no output from this, and the AND circuit will not work. However, after a certain period of time has elapsed since the brake setting value was changed, specifically, after the time required for brake operation according to the value of the command value change has elapsed, the time setter TR' will be activated, and in the unlikely event that the brake is activated at this point. If the operation is not completed or the AL is activated due to leakage in the direct pipe SAP, the AND circuit AND is activated immediately and brake failure detection information is output. According to such a method, the time period during which the time element setter TR' is inoperative when the command value is changed is shortened, so that even if an abnormality occurs in the brake device, it can be detected promptly.

[Brief explanation of the drawing]

FIG. 1 is a block diagram showing an embodiment of the present invention together with a structural explanatory diagram of a known electromagnetic direct brake device, and FIG. 2 is a block diagram showing another embodiment of the present invention. BV...brake valve, CP...control pipe, 1...electro-pneumatic controller, 2...membrane plate, 3, 4...air chamber, 6...action rod,
RS...Yurume contact, AS...Working contact, SAP...Direct pipe, MR...Original useless pipe, AV...Working solenoid valve, RV...Yurme solenoid valve, SR...Supply air failure, LV...Relay valve,
BC...Brake cylinder, TD...Failure detector, PT
…Pressure detector, PT′…Pressure change detector, TR,
TR′...Time setter, GT ₁ , GT ₂ ...Gate, RAM
...Memory element, PG...Pattern generator, CP...Arithmetic circuit.

Claims (1)

[Claims] 1. In an electromagnetic direct brake system, under a situation where the brake setting command value remains the same for a certain period of time or more, the direct pipe pressure control line output from the electro-pneumatic controller does not operate. 1. A failure detection method for an electromagnetic direct brake, which comprises detecting a failure of the brake device. 2. If the direct pipe pressure control line output from the electro-pneumatic controller is activated under the condition that the brake setting command value has remained the same for a certain period of time, a failure of the brake device is detected. When the brake setting command value is changed in the electromagnetic direct brake device that performs detection, the time required for the changed brake to become effective based on the difference between the brake setting command values before and after the change. A failure of the brake device is detected when the direct pipe pressure control line output from the electro-pneumatic controller is activated after the required brake operation time output from the mechanism for detecting the brake operation has elapsed. A failure detection method for electromagnetic direct brakes.