JPH0891206A - Brake abnormality detecting device - Google Patents

Abstract

PURPOSE: To exactly detect insufficient brake force toward a brake command and to simplify the configuration of detecting means by detecting actual brake force based on stress applied to a car body and a carriage for supporting the car body by mechanically connected to the car body. CONSTITUTION: Inputted to an arithmetic part 14 are a powering command 34 toward a car body from a master control 11, a brake command 33 toward the car body from a brake handle 12, and a forward and backward command 35 toward the car body from a reserver 10, respectively. The brake command 33 is transferred to a brake device 15. In addition, stress generated between the car body and a carriage on braking wheels is transferred. The stress is detected by means of a stress sensor 7 and is inputted as a sensor output 32 to the arithmetic part 14. The arithmetic part 14 determines the presence or absence of abnormality in actual brake force detected by means of the stress sensor 7 based on the brake command 33. As the result, when the abnormality is observed, an emergency brake command signal 37 is outputted to the brake device 15; and an alarm signal 36 is outputted to an alarm display device 13.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a brake abnormality detecting device for monitoring a braking force in view of safety needs of train control.

[0002]

2. Description of the Related Art Regarding control of a train, when a security device such as an automatic train control device is provided, a system for automatically outputting a brake is adopted. In this case, the braking force is guaranteed to be safe on the assumption that a predetermined value is obtained. For this reason, the braking force actually output is low with respect to the specified braking command, and if it is insufficient, it will be in a dangerous state.Therefore, a method of detecting this and taking appropriate measures is adopted. It is normal. In recent railway vehicles, as a brake, an electric brake for generating a torque opposite to that at the time of acceleration to a motor and a mechanical friction brake (air brake) that has been used for a long time are often used together. . In this combined brake system, the electric braking force and the air braking force are converted into electric signals and the like as analog values, and the calculated values are calculated to monitor that the braking command value and the actual total braking force are almost equal. First, when the detected actual total braking force is lower than the brake command value, the emergency brake is operated. In this method, the air pressure of the cylinder and the current value of the motor are detected, and these are combined to obtain the total braking force actually output, but some uncertain factors Intervenes. That is, the air brake is to obtain a braking force by a frictional force between an air cylinder called a basic brake device, a brake pad that communicates with the air cylinder, and a lining fixed to wheels, but since the frictional force is used,
A force proportional to the product of the friction coefficient and the pressing force is obtained, and this becomes the braking force of the air brake. If the coefficient of friction is constant here, it can be calculated that a force proportional to the air pressure is generated, but this coefficient of friction is
It greatly changes depending on various conditions such as drying, wetting, and temperature. On the other hand, the torque generated by the motor is not always perfectly proportional to the motor current, and the accuracy decreases. Therefore, this method has a problem that it is difficult to detect the actual braking force with high accuracy, and the detecting means for detecting the actual braking force is structurally complicated. By the way, the total braking force appears as a force between the carriage and the vehicle body, and the total braking force can be indirectly known by detecting this. The trolley is equipped with a motor and a mechanical brake, and the braking force of a conventional railway vehicle is entirely generated in the trolley. Japanese Unexamined Patent Publication No. 59-206254 discloses an example of detecting the driving force by the stress applied to the carriage, but the means for detecting the braking force is not disclosed.

[0003]

SUMMARY OF THE INVENTION In view of the above-mentioned circumstances, an object of the present invention is to detect a braking force generated in a bogie and determine whether or not the braking force is appropriate based on the detected braking force. Another object of the present invention is to provide a brake abnormality detection device having high accuracy and safety and being simplified.

[0004]

The above object is to provide a stress transmitting means for transmitting a stress generated between a vehicle body and a bogie when the braking means of the vehicle is braked by a brake command from the driver's cab, and the stress transmitting means. This is achieved by providing a stress sensor for detecting the above, comparing a brake command from the driver's cab with the output of the stress sensor, and detecting an abnormality in the braking force of the braking means. Further, when the output of the stress sensor is detected when the power running command and the brake command are not given, and when the output of the stress sensor is smaller than a predetermined value, it is determined that the stress sensor itself is normal, and the output of the stress sensor is detected. Is greater than a predetermined value, it is achieved by determining that the stress sensor itself is abnormal.

[0005]

In the present invention, since the braking force is detected by utilizing the stress applied to the truck, it is possible to reliably and highly accurately detect the lack of the braking force with respect to the brake command, and to simplify the detecting means. If the desired braking force cannot be obtained, the safety control of the train is improved because the brake control immediately shifts to the safety side. In addition, the dangerous state caused by the failure of the stress sensor is prevented in advance, and the safety of the brake is improved.

[0006]

Embodiments of the present invention will be described below with reference to the drawings. In the drawings, the same reference numerals represent the same or corresponding objects. FIG. 2 is a stress transmission structure of a brake abnormality detecting device showing an embodiment of the present invention. In FIG.
1 is a vehicle body, 2 is wheels, 3 is a dolly (frame), 4 is a rod-shaped bolster anchor (pulling device) for transmitting stress generated between the vehicle body 1 and the dolly 5, 5 is a pillow spring, and 6 is a swinging pillow. Is. The vehicle body 1 is mechanically connected to the upper swing pillow 6, mounted on the truck 3 via the pillow spring 5, and the wheels 2 are attached to the truck 3. The bolster anchor 4 is installed between the bogie frame 3 and the upper swing pillow 6. The specific structure of the stress transmission is shown in FIG. One end of the bolster anchor 4 is fixed to the upper swing pillow 6 connected to the vehicle body 1, and the other end is fixed to the bogie frame 3, respectively.
The stress sensor 7 is set at the fixed position. When the vehicle is braked by the brake command from the driver's cab, the force in the traveling direction of the vehicle body 1 on the truck 1 is applied to the bolster anchor 4.
And the stress sensor 7 detects the force transmitted to the bolster anchor 4.

FIG. 1 is an overall block diagram of a brake abnormality detecting device showing an embodiment of the present invention. In FIG.
Reference numeral 10 is a reversing device of a driver's cab which issues a forward / reverse signal 35, 11 is a mass controller which issues a power running command 34, 12 is a brake command 3
3 is a brake handle, 13 is a warning display device that receives a warning signal 36 and displays a warning, 14 is a computing unit, 15
Represents a brake device that receives the emergency brake command signal 37 and operates the emergency brake, and 32 represents a sensor output generated by the stress sensor 7. Note that the brake device 15 is normally brake-operated by a brake command 33 via a system not shown. A power running command 34 for the vehicle body 1, a brake command 33 for the vehicle body 1, and a forward / backward travel signal 35 indicating a traveling state of the vehicle body 1 are input to the calculation unit 14. Further, the brake command 33 is transmitted to the brake device 1 via a system not shown.
When the wheels 2 are transmitted to the vehicle 5 and the wheels 2 are braked, stress is generated in the upper swing pillow 6 connected to the vehicle body 1 and the bolster anchor 4 fixed to the bogie frame 3, and the stress is detected by the stress sensor 7. The stress at this time is input from the stress sensor 7 to the calculation unit 14 as a sensor output 32. Arithmetic unit 14
Determines whether or not the actual braking force detected by the stress sensor 7 in response to the brake command 33 is abnormal based on these signals, outputs, and commands.
Issue an emergency brake command signal 37 to the braking device 15,
The brake device 15 is operated in the emergency brake mode, the warning signal 36 is issued to the warning display device 13, the warning signal is output to the driver by a display, and the warning signal is output to the upper operation control device (not shown). Ensure safe train operation. In addition,
2 and 3, when the vehicle body 1 is moving forward and the wheels 2 are braked, inertia acts on the vehicle body 1 in the forward direction, and a compressive force acts on the bolster anchor 4 to cause stress. When a compressive stress is generated in the sensor 7 and the wheels 2 are braked when the vehicle body 1 is moving backward,
It is assumed that inertia acts on the vehicle body 1 in the backward direction, a tensile force acts on the bolster anchor 4, and a tensile stress is generated in the stress sensor 7.

FIG. 4 shows a detailed block diagram of the arithmetic unit 14. In FIG. 4, the calculation unit 14 includes a pattern generator 17 a that converts the brake command 33 into a braking force to be generated by the truck, and a switch 1 that is turned off by the output of the power running command 34.
8. Comparators 20a, 20b for comparing the braking force to be generated by the trolley with the sensor output 32 of the stress sensor 7, logical sum 2
1a, logical products 22a and 22b, and a polarity converter 23. Further, the reversing device 10 of the driver's cab emits a forward drive signal 35a when the vehicle body 1 is moving forward and a reverse drive signal 35b when the vehicle body 1 is moving backward. Now, when the driver operates the brake handle 12 while the power running command 34 is issued and the vehicle body 1 is traveling in the forward direction, the power running command 34 is canceled and the brake command 33 is input to the calculation unit 14. In the calculation unit 14, the brake command 33 is converted into the braking force to be generated by the trolley by the pattern generator 17a, and is input to the comparator 22a via the switching unit 18. On the other hand, the brake command 33 is transmitted to a brake device (not shown), and when the wheels 2 are braked, a compressive force acts on the upper swing pillow 6 connected to the vehicle body 1 and the bolster anchor 4 fixed to the bogie frame 3. Then, the stress sensor 7 detects the compressive stress (actual braking force). This stress sensor 7
The compressive stress is input to the calculation unit 14 as the sensor output 32, and is compared with the brake (command braking force) to be generated by the truck in the comparator 22a. In the comparator 22a,
The magnitudes of the command braking force and the actual braking force are determined. When the command braking force and the actual braking force are equal, and when the actual braking force is larger than the command braking force, "0" is output and the actual braking force is When it is smaller than the command braking force, "1" is output. When the comparator 22a outputs "1", it means that the actual braking force is insufficient with respect to the command braking force, and it is determined that there is an abnormality in the brake system or the like, and the logical product 22a with the forward signal 35a is used. Then, an emergency brake command signal 37 is issued from the logical sum 21a. When the driver operates the brake handle 12 while the power running command 34 is issued and the vehicle body 1 is traveling in the reverse direction, the power running command 34 is canceled and the brake command 33 is input to the calculation unit 14. In the calculation unit 14, the brake command 33 is converted into a braking force to be generated by the truck by the pattern generator 17a, is input to the polarity reversing device 23 via the switching device 18, and the polarity is reversed by the polarity reversing device 23. The command 33 is input to the comparator 22b. On the other hand, the brake command 33 is transmitted to a brake device (not shown), and when the wheels 2 are braked, a pulling force acts on the upper swing pillow 6 connected to the vehicle body 1 and the bolster anchor 4 fixed to the bogie frame 3. Then, the stress sensor 7 detects the tensile stress (actual braking force). The tensile stress of the stress sensor 7 is input to the calculation unit 14 as the sensor output 32, and is compared with the brake (command braking force) to be generated by the truck in the comparator 22b. The comparator 22b determines the magnitude of the command braking force and the actual braking force,
"0" when the command braking force and the actual braking force are equal, and when the actual braking force is greater than the command braking force
Is output, and if the actual braking force is smaller than the command braking force, "1" is output. When the comparator 22b outputs "1", it means that the actual braking force is insufficient with respect to the command braking force, and it is determined that there is an abnormality in the brake system or the like, and the logical product 22b with the forward signal 35b is used. Then, an emergency brake command signal 37 is issued from the logical sum 21a. According to this embodiment, when the desired braking force cannot be obtained,
Insufficient braking force can be detected reliably and with high accuracy, and the detection means can be simplified. In addition, by any chance,
When the desired braking force cannot be obtained, the brake control on the safety side is immediately performed, so that the safety of train control can be improved. By the way, in the present embodiment, if the stress sensor 7 fails and its output is always fixed to a large state, in reality, although the actual braking force is lower than the braking command, Since the apparent braking force becomes large, the calculation unit 14 determines that "no abnormality" has occurred. Therefore, in order to prevent this dangerous state, a function is provided to confirm that the output from the stress sensor 7 is substantially zero when the vehicle coasts.

An example thereof is shown in FIG. FIG. 5 is a monitoring block of the stress sensor itself. In FIG.
Is a predetermined value indicating the detection error α, 17b is a pattern generator that outputs '1' only when the powering command 34 is not output, 1b
7b 'is'1' only when the brake command 33 is not output
17c is an absolute value circuit for converting the compressive stress and tensile stress of the stress sensor 7 into absolute values, 20c is a comparator, 22c is a logical product, and 22d is a logical product. These configurations are provided in the calculation unit 14 of FIG. 1 and have a function of confirming that the output of the stress sensor 7 is within an error range around zero when the vehicle is coasting. Now, when the vehicle is coasting, and neither the powering command 34 nor the brake command 33 is output, both the pattern generator 17b and the pattern generator 17c output "1", and the logical product 22c outputs the logical product 22c. Enter "1" in the product 22d. On the other hand, the sensor output 32 generated by the stress sensor 7
Is input to the absolute value circuit 17c, the comparator 20c compares the output of the absolute value circuit 17c with a predetermined value 16 of the detection error α, and when the output of the absolute value circuit 17c is smaller than the detection error α16, the value is “0”, When it is larger, it outputs '1'. That is,
When the comparator 20c is "0", the sensor output 32 generated by the stress sensor 7 is smaller than the detection error α16, so it is determined that the stress sensor 7 is normal, and the comparator 20c outputs "1".
In the case of, since the sensor output 32 generated by the stress sensor 7 is larger than the detection error α16, it is determined that the stress sensor 7 is in an abnormal state. As a result, the logical product 22d is added to the comparator 20.
When "1" of c is input, the output of logical product 22c is "1"
The alarm signal 36 is transmitted to the warning display device 13 by the logical product of and, and notifies the crew member or a higher-level driving system (not shown) that the stress sensor 7 is abnormal. According to this embodiment, it is possible to prevent a dangerous state caused by a failure of the stress sensor, and improve the safety of the brake.

FIG. 6 shows another embodiment of the present invention. Figure 6
17a is a pattern generator for converting the brake command 33 shown in FIG. 4 into the braking force to be generated by the truck,
Reference numeral 17c is an absolute value circuit for converting the compressive stress and the tensile stress of the stress sensor 7 shown in FIG. 5 into absolute values, and 22d is a comparator. This embodiment is different from the embodiment of FIG.
4, the forward output signal 35a and the reverse drive signal 35b are not input, but the sensor output 32 of the stress sensor 7 is input to the absolute value circuit 17c to detect the sensor output 32 of the compressive stress and the tensile stress when the vehicle body 1 moves forward and backward. The difference is that Comparator 2
The brake command 33 is applied to one of the 0d and the pattern generator 17
The sensor output signal 32 generated by the stress sensor 7 is input to the other side via the absolute value circuit 17c. Now, similarly to FIG. 4, when the power running command 34 is issued and the vehicle body 1 is moving forward or backward, when the driver operates the brake handle 12, the power running command 3 is generated.
4 is released, and the brake command 33 is input to the calculation unit 14. In the calculation unit 14, the brake command 33 is converted into the braking force to be generated by the truck by the pattern generator 17a, and is input to the comparator 22d via the switching unit 18. On the other hand, the brake command 33 is transmitted to a brake device (not shown), and when the wheels 2 are braked, a compression force or a pulling force is applied to the upper swing pillow 6 connected to the vehicle body 1 and the bolster anchor 4 fixed to the bogie frame 3. And the stress sensor 7 detects a compressive stress or a tensile stress (actual braking force). The compressive stress or the tensile stress of the stress sensor 7 is used as the sensor output 32 in the absolute value circuit 17c.
And the comparator 22d compares the output (actual braking force) of the absolute value circuit 17c with the brake (command braking force) to be generated by the truck. The comparator 22d determines the magnitude of the command braking force and the actual braking force, and outputs "0" when the command braking force and the actual braking force are equal and when the actual braking force is larger than the command braking force. , When the actual braking force is smaller than the command braking force, "1" is output. When the comparator 22d outputs "1", it means that the actual braking force is insufficient with respect to the command braking force, and it is determined that there is an abnormality in the brake system or the like, and the emergency brake command signal 37 is issued. In the present embodiment, the circuit configuration as the detecting means can be further simplified as compared with the embodiment of FIG. Note that FIG.
If the same monitoring function of the stress sensor itself is used together, the safety of the brake can be further improved.

FIG. 7 shows another embodiment of the present invention. Figure 7
, 24 is a transmission line provided in each connected vehicle, and 25
Is a train monitoring device, and 26 is a repeater provided in each connected vehicle. The sensor output 32 from the stress sensor attached to each trolley 3 is transmitted to the transmission line 24 via each relay 26.
And is once input to a train monitoring device (also referred to as an information control device) having an in-train information transmission function. The train monitoring device 25 synthesizes the signals of each car and each trolley, compares the command braking force with the actually output actual braking force by the same method as described above, and compares the command braking force with the actual braking force. When the braking force is small, an emergency brake command or alarm is issued as a brake abnormality. However, in the present embodiment, the train monitoring device 25 does not make a calculation determination for each trolley, but makes a calculation for the entire train and determines whether the braking force is normal or abnormal.
Since the train as a whole originally has a plurality of bogies, even if the braking force of one bogie is insufficient, there will be no safety problem as long as the necessary braking force of the entire train is secured comprehensively. According to this embodiment, it is possible to comprehensively determine the braking force required for the entire train.

[0012]

According to the present invention, since the braking force is detected by utilizing the stress applied to the truck, it is possible to surely and accurately detect the lack of the braking force with respect to the braking command. The means can be simplified, and if the desired braking force cannot be obtained, the safety control of the train is immediately started, so that the safety of the train control can be improved. Further, it is possible to prevent a dangerous state caused by a failure of the stress sensor, and improve the safety of the brake.

[Brief description of drawings]

FIG. 1 is an overall block diagram of a brake abnormality detection device showing an embodiment of the present invention.

FIG. 2 is a stress transmission structure diagram of a brake abnormality detection device showing an embodiment of the present invention.

[Fig. 3] Concrete structure diagram of stress transmission

FIG. 4 is a detailed block diagram of an arithmetic unit according to the present invention.

FIG. 5 is a monitoring block diagram of the stress sensor itself of the present invention.

FIG. 6 is a configuration diagram showing another embodiment of the present invention.

FIG. 7 is a block diagram showing another embodiment of the present invention.

[Explanation of symbols]

 1 vehicle body 2 wheels 3 bogie (frame) 4 bolster anchor 5 pillow spring 6 swinging pillow 7 stress sensor 10 reversing device 11 masscon 12 brake handle 13 warning display device 14 computing unit 15 braking device 17 pattern generator 20 comparator 23 polarity reversal Container 25 Train monitoring device 26 Repeater

Claims (8)

[Claims] 1. A vehicle equipped with a vehicle body, a bogie mechanically connected to the vehicle body and supporting the vehicle body, wheels mounted on the vehicle, and a braking means for generating a braking force. When a work occurs, a stress transmitting means for transmitting a stress generated between the vehicle body and the bogie and a stress sensor for detecting the stress are provided, and a brake command from a driver's cab and an output of the stress sensor are compared, A brake abnormality detecting device, which detects an abnormality in a braking force of a braking means. 2. The brake command from the driver's cab and the output of the stress sensor are compared according to claim 1, and when the output of the stress sensor is smaller than the brake command from the driver's cab, the actual braking force is insufficient. The brake abnormality detection device is characterized by issuing an emergency brake command or an alarm. 3. The stress transmitting means according to claim 1, which transmits a compressive or tensile stress generated between the vehicle body and the bogie during braking depending on the traveling direction of the train, and the stress sensor detects the compressive or tensile stress. A brake abnormality detection device characterized in that 4. The first comparator for comparing the brake command with the output of the stress sensor according to any one of claims 1 to 3, and a brake command in which the polarity of the brake command is reversed and the polarity is reversed. A brake characterized by providing a second comparator for comparing the output of the stress sensor and a logical means for logically ANDing the output of the first comparator or the second comparator and the signal of the forward or reverse direction of the train. Anomaly detection device. 5. An absolute value circuit for inputting an output of a stress sensor and a comparator for comparing an output of the absolute value circuit with a brake command according to any one of claims 1 to 3. Brake abnormality detection device. 6. A vehicle comprising a vehicle body, a bogie mechanically connected to the vehicle body and supporting the vehicle body, wheels mounted on the vehicle, and a braking means for generating a braking force, wherein a brake is applied to the wheels. When stress occurs, a stress transmitting means for transmitting the stress generated between the vehicle body and the bogie and a stress sensor for detecting the stress are provided, and the output of the stress sensor when the power running command and the brake command are not given is provided. When the output of the stress sensor is smaller than a predetermined value, it is determined that the stress sensor itself is normal, and when the output of the stress sensor is larger than the predetermined value, it is determined that the stress sensor itself is abnormal. Characteristic brake abnormality detection device. 7. The absolute value circuit for inputting the output of the stress sensor, the comparator for comparing the output of the absolute value circuit with a predetermined value, and the output of the comparator and the power running command and the brake command according to claim 4. A brake abnormality detection device characterized by comprising a logical means for performing a logical product. 8. A plurality of vehicles including a vehicle body, a bogie mechanically connected to the vehicle body and supporting the vehicle body, wheels mounted on the vehicle, and a vehicle including a braking means for generating a braking force, The output of the stress sensor attached to each truck is input to the train monitoring device, the output of each stress sensor is integrated, the output of the stress sensor combined with the brake command is compared, and when the output of the stress sensor is smaller than the brake command, A brake abnormality detection device that determines that the actual braking force is insufficient and issues an emergency brake command or alarm.