JPS5879404A - Deceleration checking unit for vehicle - Google Patents

Abstract

PURPOSE:To check whether an additional brake command effectively operates a vehicle or not by comparing whether the variation in the deceleration of the vehicle when the command is dispatched becomes that responsive to the command value difference information or not. CONSTITUTION:A brake command from an ATC controller 1 is instructed via a unit 1 to a brake controller 11, and is also outputted to a brake operating time detector 4 and an effective ATC brake command value detector 8. The deceleration of a vehicle from a tachometer generator TG is detected by a detector 3 and is outputted to a memory 5. The detector 4 operates a gate A2 and allows the vehicle deceleration detected by the detector 3 to be outputted to a deceleration difference detector 6, and the difference between the deceleration and the deceleration stored in the memory 5 is outputted to a comparator 10. On the other hand, a brake command dispatched from the controller 11 from a brake value 7 due to the occupant's operation is also inputted to the detector 8, the effective brake command value by the ATC is outputted through a command deceleration difference detector to the comparator 10, and an emergency brake command is outputted when there is a difference which is higher than the prescribed value.

Description

[Detailed description of the invention] This article is related to the 1#1 train traffic reduction device for checking the performance of trains. Known automatic train operation devices and automatic trains - 11M8 position (hereinafter referred to as MU!O). has recently been widely used to ensure safety during train operation. These mu! Q is 1JIII
A control command is given to the train's braking device to automatically stop the train in accordance with the code received from the train, thereby causing the train to reach a predetermined speed at a predetermined point.
Or the train is stopped at a predetermined dead weight.

The control of the train pieces carried out by these Mus Tos plays a brake command that will obtain the required degree of failure. Give it to the jealous child. And mu on the train? The system is based on the assumption that a train decelerates according to a predetermined 1 + command at the bale where a has given a brake command, and if the train does not decelerate according to the predetermined deceleration in response to the brake command, the train will This is because the vehicle To will not be able to decelerate to the predetermined speed that was originally intended, or will be unable to stop by a predetermined point, and the system of the vehicle To itself will no longer be established. For this reason, in a train that uses Mu'ro, after a brake command is given to the brake equipment, it is difficult to determine whether the brakes were activated or not. Jinxu is in charge of checking the deceleration. An example of a widely used checking method is to detect whether the air pressure has reached a predetermined pressure by operating a preset pressure switch when the 11Jt brake is pneumatically operated. There is a way. Another example is a method of checking whether the vehicle has been decelerated to a brake command force that indicates that the vehicle should be decelerated to a predetermined speed by a predetermined point. Still another method is to focus on the fact that when the train's braking force is obtained by the i&electrification of the traction motor, the value of the current flowing through the traction motor is proportional to the braking force, and to check based on that current value. However, there are many variations to these methods. In other words, with the method of checking brake operation by operating a pressure switch, it is possible to confirm that a brake command has been issued to the entire T train.
In order to check this properly, pressure switches must be installed on all the cars that make up the train, and even then, there is no way that it can be checked with certainty whether the brakes are working as instructed by the train. because,
In most cases, the braking force of a pneumatic brake system is obtained during play by applying air pressure to pre-kijiri cylinders that are distributed throughout the vehicle.
This is because a one-pressure switch must be installed at the venue in order to reliably check whether all brake forces are at predetermined values. Furthermore, when braking force is obtained by frictional force, if the friction coefficient of the friction brake operation changes due to intervention such as a torpedo, there remains a cause for the braking force to change even if the brake command air pressure is a predetermined value. 0 Next, there is no method to check the current value of the traction motor in that it can accurately grasp the braking force, but in order to check the braking force of the entire train, it is necessary to check the current value of the traction motor at all 8 control positions. A device shall be provided to check the electric m value.

Next, the method of checking the train speed at a predetermined point is different from the two methods in the above, as there is no membership fee for installing a device on the entire train to check the brake operation status, and there is no fee for checking the train speed. This is a relatively easy method because it can be checked at just one location whether the train is decelerating to the specified level. But 1
In this method, the time at which the brake force is checked is considerably delayed from the time when the brake command is issued, so if the brake kW malfunctions and the train stops reaching the specified speed by the specified point even though the train TO has issued the brake command. If this is not achieved, there is a risk that even if the emergency brake is activated as soon as this is detected at a predetermined point, it will be too late and an accident will occur. Then, there is a need to add some margin for the distance after the specified point.There is a method to check whether the brake command from MuTo worked as expected. There are various methods for this purpose, but none of them are satisfactory, as they require large and expensive equipment to carry out reliable verification.

Generally, when the vehicle TO receives a signal from the ground and issues a brake command to the vehicle, the brake command is given so that a predetermined braking force corresponding to the received signal, that is, a predetermined deceleration, is obtained as described above. is given. However, the failure obtained here detects that the train is on the slope, and the gravity on the slope decreases! It is possible, but not possible, to correct the braking force so that the deceleration of the train is constant even on a slope of - by adjusting the negative impact on the train. Therefore, regarding the expansion and contraction of the deceleration feed to a predetermined speed due to #so of such a gradient, or the expansion and contraction of the stop side layer! The reality is that the problem is dealt with by moving the MTO signal receiving point on the ground side.In other words, the train operation method using MTO applies braking force to the damaged signal so that the deceleration is at a predetermined level. Although it is unfortunate to do so, in reality, the deceleration of one train is not constant on the gradient axis.

Figure 1 shows the change in deceleration over time when such a MUTO brake is applied to a train. , song 1MO excludes the case where the vehicle is traveling on a downhill slope.

In the 1st E, if the brake Ikl<advance set at flat #1im by the ATO of the train is β, and the deceleration due to running resistance is β0, then β is much smaller than β.

Therefore, the curve M showing the improvement of the train's decrement in a flat train is calculated as follows: After a constant brake operation time of 19r (generally referred to as the idle running time >m) after the T□brake command is issued, the The speed β, is almost equal to β.The change in deceleration of a train traveling on an uphill slope is as shown in song IIB, depending on the slope. As shown in the figure, an object that has been subjected to an acceleration of β1 due to a downhill slope will change its deceleration to β-βD after the brake is activated.However, as is clear from this figure, the change in deceleration during play is due to the acceleration of β1. The ratio is constant regardless of whether it is an uphill slope, a downhill slope, or a flat ff1-.

This book contains specific examples of how to detect deceleration conditions using such phenomena! Shingansho J, which was filed earlier by I-faced persons, etc.
J-jIIOIJ and the like are known.

However, in such a method, when only the play from the player and the brakes are performed from the instruction manual, there is no difference between the brakes, but the braking commands from other sources, such as the player, etc. It would be a problem for the child if the brake command was given by manually operating a brake command device such as a brake valve at hand. This is because the brake command from the towing TO and the manual brake command are If they are executed simultaneously, the brake command value that should be applied to the train is not the sum of these two command values, but the larger brake command value of the brake command values issued from these two brake command devices. This is because only the value is used as a brake.

For example, if the brake command value of To is Jkg-fl- converted to cylinder pressure, 1, a brake command from the driver has already been issued prior to this brake command, and furthermore, this command value is Jkg-fl-. If converted to brake cylinder pressure, λkg-//am” r, then A
Even if the TO brake is given the skg-flcd command and the train actually obtains a deceleration according to the command value, the actual increase in braking force due to the TQ brake command is equal to the two command values. The difference is 7kg-//
There is only the am proverb, and even if the deceleration changes as described in Figure 161, only the difference can be challenged. Therefore, 1. It is written that there was such a manual brake intervention, and the deceleration due to the fence described in Figure 1 can be challenged. However, in such a case, if the value of the additional brake command issued after μ is greater among the brake command values issued from the two brake command units, As mentioned above, the brakes are applied to the vehicle by the difference between the two brake command values, so this difference, that is, the 1 brake command value difference information is detected, and the deceleration when an additional brake command is issued is detected. By comparing whether the dredging is in accordance with the above command value difference information, the additional brake command is determined by the vehicle.
The feature of the present invention is that when two or more brake commands are issued by this method, additional brake commands may be issued. The purpose of this is to check the deceleration of the brake command issued by the operator, but its general purpose is not limited to the sounding of the brake command from the MUTO as just described, but also the use of two or more brake commands. In a vehicle with -
This can be applied to the case of checking the deceleration of the brake command from the brake command device. In the specific example described below, when a MuTO brake with a larger braking force is additionally applied to a train that is already using a manual brake, the train will be decelerated to a certain degree by the Whip 0 brake. This relates to a deceleration inspection device that detects whether or not there is a vehicle.

Figure 1 is a block diagram showing an example of a single-axle clearing on a train equipped with ATO WI.・A'l'0
The well-known M'l'o brake + command source that receives the brake command from 9ll@JSokanl issues a brake command to the known brake control device 1111 (not shown), and also sends the brake command device to the known gate control device 1111 (not shown). 1. Brake operation time IIIJ1 detector with a known slamming device 41. The brake command value detection number t is outputted to the effective module To brake command value detection number t, which has a known calculation and view. The deceleration detection ha having a known differential mechanism is a speed sensor that detects the speed of the train! The deceleration of one train is detected based on the speed information from G, and this
The notification is normally output to the memory J through a known gate 1, and this memory S constantly updates and stores the latest deceleration information of foreign cars. In a train using 0, MuT〇−
When a brake command is issued from the control device, if the train is in motion, the train's 111iIl (not shown in the figure) should be applied in order to effectively apply the brakes.
In the present invention, a control device (not shown) inputs information to the platform where the current has been cut off and information to that effect to the gate, based on the instruction to cut off the current. Is that the first name? The brake command value based on 0 is output to game) 1, and this is made inactive. 1 However, from that point on, memory j cannot input deceleration information from fIk8 deceleration degree detector J, and the memory j is stored in memory J. is the deceleration 11 at that time, that is, the train shown in the 1ILE immediately after the first train cut off the train in response to the brake command from MuTo. O play Go works. The deceleration of # is stored.

Brake operation time limit is ATO brake N command #j
If the brake command device from a is variable, the time from when the command is issued until the brake car operates according to that command on the train will be a waste of time. In order to detect it, mφ is used, and as shown in the figure, the brake command value and the so-called rise time of the brake are 141
There is a pattern that indicates the person in charge, and it is! 0 Brake Command - Manually input the brake command information from scratch, detect the brake operation time based on the pattern, manually input the brake command value information, and then use the built-in taro to provide the point in time when the detected time has elapsed. At that point, the known gate 2 is activated, and 1 the deceleration of the train detected by the deceleration detection WJ at that point, that is, the train deceleration at the time when the mu TO play has completely started up, is calculated using a known method. The intermittent speed difference detection function 6 detects the difference in deceleration between this deceleration and the deceleration stored in the memo VS, that is, the difference in deceleration before and after the TO brake is applied. and output this to the known comparison-IQ.

* Other brake commands that are activated by the operation of Tsuzuma - Are the brake commands issued from the barrel brake valve 7 to (6) the brake control device (not shown) // effective? 0 is also input to the brake command value detector l, and the same detector l is inputted at one time to the value T.
By calculating the brake command value of the rake valve (manual) from the O brake command value, two command values are calculated! The effective brake command value is detected by O, and is outputted to the command deceleration difference detection unit which has a known slamming function. The same detection-de is the deceleration that can be met by IIM based on the difference between the MTo brake command value and the brake command value of the brake valve (7' rake command value difference information), that is, M'xa
The so-called uplift that can be expected from the train according to the effective play force C brake command value difference) detected by the SLJ method to detect the deceleration that is actually seen by the train due to the play command. The observed deceleration difference is obtained as data using K11t etc. in advance and stored in a built-in button, and by inputting the brake command value difference register, it is possible to read the deceleration difference from the button. Q Brake This is output to the comparator/, (J. Ratio soft 1n10 detects the difference in deceleration between the two inputs 1, that is, 1, tic speed difference!
Compare the value actually obtained by the detected train in #6 and the predetermined value output from the command deceleration difference detector, and if there is a difference between the two that is more than a predetermined value, respond to the MuTo brake command. It is assumed that the train is not performing the specified deceleration,
Take necessary measures, for example, output an emergency brake command as shown.

As described above, it is possible to check the deceleration of the train using the MTO brake, but with such a method, if the brake command from the brake valve is larger than the MTO brake command, no verification can be performed. When you look at it, it seems like there is a one-part story. However, in general railway vehicles, manual deceleration checking in response to brake commands is not performed. This is because if a problem occurs in the deceleration of the vehicle in response to this braking command, the crew member who issued the play or key command can immediately detect this fact, and this This is because if inspection by the East SJT itself can be expected, inspection of the MUTO brake is not necessary. However, if it is necessary to check the deceleration even during manual play because 1.1 requires even higher credit union characteristics, this can be done in the same way as just described. Of course it is possible.

Furthermore, in the embodiment shown in Fig. 1 J, when the manual brake is applied first, the MU! 0 The nurse stated that the brake was activated. But there are two brakes, namely manual brake and mu! If the magnitude of the applied braking force during O-play is reversed, for example, the command value for the manual brake may be greater than that for the automatic brake. Under these circumstances, when the manual brake command value changes while the MuTO brake is continuously applied,
/-When the manual brake of the force is released during the continuous action of the force, what is left behind and the continuous action of the force? Even when it becomes necessary to detect whether a train is decelerating to a predetermined value in response to a 0 brake command, the detection method is basically based on the concept described earlier, that is, the operating status of the brakes changes. The change in the train deceleration before and after the change in the effective brake command value (l
! This can be carried out using the same method as the idea of verifying the operation of the Lee brake by verifying whether it is compliant with the current conditions.

In addition, in Fig. 1, the brake command value of the MTO is made variable, so a method of detecting the brake rise time that changes according to this command value is described, but if the time is extremely short or If the brake command value is constant, this may be replaced by ◆setting a constant time element.

゛Furthermore, at the time when the train was being braked due to other brake command values that were being applied in advance, the ATO brake command value that was slightly around the previous brake command value was output in addition to the previous brake command value. In such a case, the brake fl has a mechanism that reduces the brake rise time by a wide margin than the brake rise time when using the brake alone.
There are trains that use lI# devices, but for such trains, please refer to Preki's Mi! 1 hour is a value corresponding to the difference in brake command values, that is, the brake force applied by 1. Therefore, the number of trains with such a brake mechanism (many trains have such a mechanism) is 0. As shown by the dots in the figure, the play operation time is detected.

Instead of the output from the play command device λ, the brake command value difference information from the effective whip O brake command value detection I#l is received, and a predetermined play mid-rise time is output in accordance with this. Bye.

By means of the above-described means, it is possible to check the deceleration status of the train in response to the brake command from the MTO very easily and efficiently. However, the above-mentioned means are only one example, and in a train with one or more independent brake commands, the train can move to a predetermined #IC train in response to a brake command from one brake command. It goes without saying that the same method can also be used to detect whether or not speed reduction is being performed.

[Brief explanation of the drawing]

Figure 181 is a group of curves showing changes in train deceleration according to slope before and after brake activation, and Figure 1 is a Plutz diagram showing a fruitful example of Takaaki Moto. l-mu TO @ Gosouji, Ko ATO brake command -1J-
Deceleration detector, Tei-Brake operation time detection, S-Memory, 6-Deceleration difference detection gain, ? -Brake valve, l-Effective modulus 0 Brake command value detection gain, Day command deceleration difference detector, 10-Comparator, dRegistered agent Japan National Railways President's Office Legal Affairs Division Nagaokaba Taishio 1 II Procedural Amendment ( Voluntary) 1980 Fall/7° Fraud 2 Japanese Patent Commissioner, Government Liability Kazuo Sugi, 1 Case/Indication 1982 Sokimarokan 17+65441
, Title of the invention Relationship with the case of the person who amended the deceleration check device 3 of the car stomach Applicant's address 6-5-4 Marunouchi-chome, Chiyoda-ku, Tokyo
Address: 6-5 Marunouchi-chome, Chiyoda-ku, Tokyo Postal code: 100 Telephone: Tokyo (212) 3576 (1)
[Description and Claims] shall be amended as shown in the attached sheet. -) Correct "bang generation" on page 1j, line 9 of the specification to "L para 2 generator". Scope of Claims (1) In a vehicle equipped with a brake device equipped with two or more independent brake command devices, it is detected that the vehicle has reached a predetermined deceleration state in response to a brake command from a brake command device (−). an actual deceleration change that detects a change in actual deceleration between the time when a brake command from the brake command device is issued and the time when the vehicle starts a predetermined deceleration due to the brake command, in a deceleration checker for detecting a detection mechanism, a mechanism that detects the difference between the brake command value from the brake command device and the brake command value from another brake command device (brake command value difference information), and a brake command value difference output from the mechanism. a command deceleration change detection mechanism that detects a state of deceleration change obtained according to information; a state of deceleration change obtained from the mechanism; and a state of actual deceleration change obtained from the actual deceleration change detection mechanism; and a mechanism for comparing and detecting the difference between the two, and detecting the deceleration state of the vehicle by the brake command based on the difference between the two deceleration change states detected by the comparison and detection mechanism. Deceleration checker. (When detecting the deceleration situation of a vehicle, if the brake command value from the brake command device changes, the brake command will cause the vehicle to move to a specified level from the time the brake command is issued from the brake command device.) In order to detect the time (brake rise time) until the start of deceleration of the vehicle, the brake operation time detection mechanism is provided for detecting the brake rise time based on the brake command value from the brake command device. (3) Instead of the brake command value from the brake command device, detects the difference between the brake command value and the brake command value from another brake command device (brake command value difference information). Based on the brake command value difference information output from the mechanism that
A deceleration checker for a vehicle according to claim 1, comprising a brake operation time detection mechanism that detects the time required from the time when a brake command is issued until the time when the vehicle starts a predetermined deceleration. Designated representative: H2i-Ni-Rashi 8 Courtroom Legal Affairs Division Manager W i
Branch

Claims (1)

[Claims] (1) In a vehicle having a brake device equipped with two or more independent brake command devices, In the Tatsugan inspection, 1. Detecting the actual deceleration at the threshold from the time when the brake command from the brake command device is issued to the time when the vehicle starts a predetermined deceleration due to the brake command with the command value ( Detection of change in command deceleration R to detect the state of the brake command value difference information (brake command value difference information)→Mackerel: 1%M * and the Im
ms for comparing and detecting the difference between the state of deceleration obtained from - and the state of actual deceleration obtained from the actual deceleration change detection mechanism; Vehicle deceleration inspection characterized by detecting the deceleration status of the vehicle by the brake command device based on the m number of two deceleration glands -0 The brake command from the brake command device is executed. 1 in order to detect the time (brake rise time) from the moment the vehicle stopped to the moment when the vehicle started to decelerate in steady state due to the S-translated brake command.
A deceleration indicator for a vehicle, comprising a brake operation time 2 detection mechanism that detects a brake rise time based on a brake command value from the brake command device. (J) Instead of the brake command value from the brake command device, "CS@2" is output from IIIA which detects the difference (brake command value difference information) between the rake command value and the play IV command value from another brake command device. One brake command is issued based on the 11 brake command value difference reports.