JPS58218464A - Detection of trouble of electromagnetic direct communication brake - Google Patents

Abstract

PURPOSE:To certainly detect troubles by detecting the trouble of a brake apparatus from a direct communication pipe pressure control line in operation state after the lapse of a certain time after transmission of brake instruction. CONSTITUTION:As for an electromagnetic direct communication brake, a loosening contact RS and an operation contact AS are turned ON in succession by the rightward advance of an operating rod 6 in the case when the air chamber 3 of an electropneumatic controller 1 is compressed through a control pipe CP by the operation of a brake valve BV, and a loosening solenoid valve RV closes an exhaust port EX, and an operating solenoid valve AV feeds the air in a supplied air tank SR into a direct communication pipe SAP. Further, a trouble detector TD equipped with a pressure detector PT for detecting the pressure in the control pipe CP is provided with. Said trouble detector TD is further equipped with a pressure variation detector PT', time element setting device TR, and logical product circuit AND, and generation of trouble is detected from generation of signal on a control instruction line AL after the lapse of a certain time in the case when variation of the instruction value is detected.

Description

DETAILED DESCRIPTION OF THE INVENTION 1. The present invention relates to a failure detection method for an electromagnetic direct brake device. This brake device has excellent responsiveness! I
The I-structure is also relatively simple, so it is widely used in many trains. However, this device transmits brake commands through direct pipes and electrical command lines that run throughout the train.
Damage to these elements will result in a reduction or failure of braking force. For this reason, in many trains that use ATO, in order to check that the train is being reduced in a specified manner by ATO brakes, each car has a direct pipe running through all cars, or a brake check is placed at the position of the front car. A brake switch is installed, and a verification system is implemented in which the operation of the switch certifies that the brake has been activated. The main switch normally used for inspection is not necessarily installed on all train formations, and even when the ATO brake force is variable controlled, the level of operation is quite low for various reasons. Since it is set to a constant amount, even if the direct pipe east of each car does not reach the predetermined value according to the ATO brake command value, it may be considered to be good. To solve such problems, it would be best to install a power switch for checking each military command, and if the ATO brake command value is variably controlled, then install a large number of power switches in response to changes in the command. Since this requires a large amount of cost, related industries have desired the development of a simpler method. This brake device is designed to immediately eliminate pressure differentials between the direct pipe and the brake command side when a brake command is issued as described below. As we operate a solenoid valve available on all vehicles to directly supply and exhaust air from one pipe, in the unlikely event that air leaks from the direct pipe or a break in the electrical control line occurs. In some cases, it becomes difficult for the disciple to be dissolved, and as a result, phenomena such as the number word!11N being pressurized for a longer time than usual, or the movement being pressed once again (1) after it has stopped, occur. If such a phenomenon is detected, it is possible to reliably check the brake operation, that is, detect the presence or absence of a failure, without using such a sophisticated device as described above.

The feature of the present invention is that failure of the brake device is detected when the direct pipe pressure control line becomes operational after a predetermined period of time has elapsed after the brake command was issued.

Next, one embodiment of the present invention will be described based on FIG. 1, which is a structural explanatory diagram of an electromagnetic direct brake device and a block diagram showing an embodiment of the present invention. In the figure, the brake valve BY operated by the crew member is connected to a source air tank (not shown), and the brake valve BY is connected to a source air tank (not shown), and the brake valve BY is connected to the source air pipe (not shown), and the secondary air c (hereinafter referred to as ``1 air'') from the source drain pipe MR drawn in the longitudinal direction of the train is supplied to the brake valve. By operation, the pressure is regulated in accordance with the brake setting command value and output to the air chamber J of the electro-pneumatic controller 1 via the control pipe OP'.The electro-pneumatic controller 1 has only one air chamber J1 and The air chamber is located opposite the AT via two membrane plates, and the air chamber is directly connected to the 9i to transmit brake operation commands to the entire train.
Connected to EIAP, the intermediate pipe is routed along the entire length of the train in the longitudinal direction together with the original damaged pipe MR through the hose coupler HO. Direct pipe 5AP1 for each car color. :The connected Yurme solenoid valve RV is normally connected to the electro-pneumatic controller l when the brake is released.
Yurme control command line from (hereinafter referred to as 'RI+'
) is inactive, the air in the direct pipe SAP is released to the atmosphere from the exhaust port icx, and when the brake is applied, RL is activated to close the gap between the atmosphere and the direct pipe SAP. The solenoid valve AV connected to the same direct pipe SAF 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-quality air from the former useless pipe MR, is supplied to the straight a pipe SAP. Relay valve h'v
receives a command from the direct pipe 111AP, and supplies this and other air to the brake cylinder BO 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. The air inside the brake is exhausted from the brake solenoid valve RV and becomes unruined. Therefore, the force of the brake cylinder BO is also exerted by the force of the membrane plate, and the action rod 6 is moved against the spring 3F by the dynamic hardness J-First of all, the brake cylinder contacts the brake cylinder BO. R8 is closed, thereby F) w yv , 1i1$ p RV
1. i□Tube S A tohe fx xm9; Close the mouth ICI, and then close the working contact As.
-4 Operation The solenoid valve AV is activated, and the air from the supply air tank SR is sent directly to the WSAF, causing it to enter the outer box, and this force is also transmitted to the air chamber DA of the electro-pneumatic controller I. As the force of the air chamber DA gradually increases, the force generated in the connected membrane plates causes the action mA to move toward the air chamber J, and these one air chamber acts as a cylindrical particle, that is, CP. S.A.
When P and become a ring, the working contact A8 is opened,
The lifting action of the through pipe SAF via the actuating solenoid valve AV is stopped. In this case, the cap contact R8 remains closed. After that, if the air chamber J is further closed by operating the brake valve BY, the same action is repeated, and then the direct pipe SA
P becomes a ring with the control 'lap.

Next, by operating the brake valve BY, the output of the air chamber 3 is closed and exhausted through the control pipe OP, and the air pressure is gradually lowered. ), the lower side is lowered, and at the time when the rain air chamber 3, the door etc. are used, the lid contact R8 is closed again, thereby holding the control pipe OP and the direct pipe SAP in the lock. By supplying and exhausting air from the supply air tank SR every time these operations are performed, the relay valve LV maintains the force of the brake cylinder BO constant to the force of the direct pipe SAP.

The above are the main functions and actions of this brake equipment.As is clear from this, when the brake setting command value that is to be applied to the train by operating the brake valve BY is set as a child of the control gap, the electric power is Due to the action of the air conditioner controller 1, etc., the direct pipe FLAP, which is passed through all vehicles, slightly follows the direct pipe FLAP, and the output of the brake cylinder BO increases accordingly.

When the brake setting command value is set on the control pipe OP side, the brake cylinder slave side almost simultaneously and quickly follows the set command value due to the action of the solenoid valve of each car, and its followability is There is almost no change depending on the number of composition strokes. In a known electromagnetic direct brake device that has the functions of 1 to E, disconnection in the A L and RL pressure control lines, or damage to the hose coupler HO of the direct pipe sAp, etc. If such a situation exists, the subordinate followability of the direct pipe 19AP to the subordinate side of the control pipe OP, which is the brake setting command value, will be significantly reduced. For example, even if the operation of AL increases and the working contact A8 is opened, the contact is closed again to supply air to the straight-n pipe SAP. In addition, damage to the hose coupler HO of the direct pipe SAP and RL
If a disconnection occurs, a large amount of air will leak from the direct pipe SAP, so even if the control pipe OP is pressurized, the direct pipe 5AP will not follow up to that pressure and increase the pressure, or the pressure will drop again even if the outer box is used. Therefore, in order to use the direct tube side as the control tube side, the working contact As repeats its operation continuously or intermittently. Therefore, if such a failure occurs, the W1 air pressure controller 1, which normally would 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 control lit, which should normally have stopped operating, will operate. Let us now describe the failure detection method of the brake device used.

The t-th (TD indicated by a dot V in 7) is a failure detector especially added to the present brake device for implementing the present invention, and is a subordinate detector FT for detecting the square of the control gap, and a known separation device. The output detector PT detects a single force of the control pipe OF The situation is constantly output to the child change detector P.

When there is a change in the detection square, that is, a change in the brake setting command value, the change detector PT' immediately detects it and outputs the fact 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 in time when a predetermined amount of time has elapsed since the most recent change. When the brake system is normal and the change in brake setting command value is maximum, the time required for Tagata of the direct pipe SAP to follow the command change (usually about 2 seconds), that is, the electro-pneumatic It is set to the maximum time during which there is a pressure difference in the λ air chambers J and λ in the controller L and AL is likely to be in operation. After this time elapses, the time element setting device TR becomes operational and its direct pipe S
Information indicating that the time required to follow the AP Senriko command value has elapsed is output to the AND circuit AND.

AL is also input to this circuit AND, and on condition that both are input, information indicating that the operation of this brake device is defective and a failure has occurred is outputted.

Under such a configuration, when the brake setting command value is changed by operating the brake valve Bv, for a predetermined period of time from that point on, the logic circuit AN is changed from the time setter R to the AND circuit AN.
The output to D is stopped by 1, so even if there is an output from AL during this time, there is no failure detection time.

However, if air leakage occurs from the direct pipe SAP after a predetermined period of time has elapsed, AIt will continue to operate after that time has elapsed, or will become inoperable once again after becoming inactive, and this will be detected by the AND circuit AND. It operates and outputs brake failure detection information.

The specific method of failure detection described above is not limited to this, but in short, it is possible to detect that the AL is activated under a situation where the brake setting command value continues to be the same value for a certain period of time or more. If there is a method, there is no need to take this method, and other methods are used, such as using a relay instead of an AND circuit, or changing the brake handle instead of detecting a change in the control pipe OP by detecting a change in the brake setting command value. There are many other possible ways to capture the movement of people.

In the above failure detection method, when the brake setting command value is changed, the time required for the pressure in the direct pipe 8AP to follow the command is assumed to be constant. However, in reality, this time 1- is not constant but varies depending on the difference in the change in command value, and the difference □h tag 1: If it is large, naturally the amount of air to supply and exhaust the pressure in the direct pipe SAP will also increase. increase
“Since the amount of time required to follow the command value also increases.
□Ru. With the above method, as mentioned earlier, the command value may change, so if you allow more time than necessary in such a case, in the unlikely event that there is a failure in the brake system, the detection of the failure will be delayed. Become. As a countermeasure for this, when there is a change in the brake setting command value, the so-called brake operation time required for the changed brake to become effective, which has been calculated 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. Next, an embodiment in which this method is added to the embodiment shown in FIG. 1 will be described based on the control block diagram shown in FIG.

In the figure, the force change detector FT', which inputs the output from the pressure detector FT which detects the upper part of the control pipe CP, which is the brake setting command value, and detects the change, is activated.
1) The output from the force detector FT, 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 well-known negative circuit NOT becomes operational when the output from the upward change detector PT' disappears, that is, when the brake setting command value comes to maintain the same value (when there is no longer any change). (known game)
Then, the information stored in the memory element RAM, that is, the brake setting command value is input, and then the brake setting command value is input.
- When the information is input from the memory element RAM through Output to device PG. This pattern generator PG has a built-in button that indicates the time required for the brake to become effective in accordance with 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 a time setter TR' having a built-in known click. This setting device TI is child change detector P7
Information that the brake setting command value has changed is received from the controller, and from that point on, the brake is inactive for only the required time for brake operation, which is detected by the slam generator PG and output to the setter TI/. No output is made to the AND circuit AND, and after that time elapses, an output is made to the circuit AND.

Note that the output from AL is also input to this circuit AND, and the circuit is configured to output brake failure detection information on condition of input from both. In such a configuration, if the brake setting command value continues to be the same value for a certain period of time or more, the time element setter TR' will not operate, so there will be an output to the AND circuit AND from now on, but there will be no output from AL. There is no output (
Brake failure detection information is not output. Brake BY
When the brake setting command value is changed and an output from AL is generated by operating the brake setting command value, the above-mentioned function causes the time setter TR' to change the value of the command value change in terms of brake operation according to the value of the command value change. After the time required for brake operation according to The product circuit AND is activated and brake failure detection information is output. According to such a method, the time during which the time 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 in addition to a 111-structure explanatory diagram of a known electromagnetic direct brake device, and FIG. 12 is a block diagram showing a 1.1 loincloth embodiment of the present invention.
1 BY...brake valve, OF...control pipe, l...electro-pneumatic controller, ko...membrane plate, 3. K...Air chamber, 6...
・Action rod, RS...Palme contact, A8...Action contact, 8AP-direct pipe, M R-...Original damaged pipe, AV...
・Working solenoid valve, RV - Yurume solenoid valve, gR... Supply air failure, LV... Relay valve, BO-... Brake cylinder, TD-... Failure detector, PT- Pressure detector, pf
-% force change detector, -356- W friction

Claims (1)

[Claims] (1) In the il electromagnetic direct brake system, the direct pipe pressure control line output from the electro-pneumatic controller becomes activated under a situation where the brake setting command value remains the same for a certain period of time or more. A failure detection method for an electromagnetic direct brake, characterized by detecting a failure in the braking device. If the brake setting command value is changed in the electromagnetic direct brake system that detects failure of the brake system when the direct pipe pressure control line output from the device is activated, the brake setting command value will be changed from that point on. Based on the difference between the front and rear brake setting command values, the direct pipe square output from the electro-pneumatic controller is output from the mechanism that detects the time required for the changed brake to become effective.After the required brake activation time has elapsed. A failure detection method for an electromagnetic direct brake, characterized in that a failure of the brake device is detected when a control line is activated.