WO2010046970A1 - 鉄道車両用ブレーキ制御装置 - Google Patents
鉄道車両用ブレーキ制御装置 Download PDFInfo
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- WO2010046970A1 WO2010046970A1 PCT/JP2008/069050 JP2008069050W WO2010046970A1 WO 2010046970 A1 WO2010046970 A1 WO 2010046970A1 JP 2008069050 W JP2008069050 W JP 2008069050W WO 2010046970 A1 WO2010046970 A1 WO 2010046970A1
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- Prior art keywords
- brake
- brake control
- control device
- valve
- power supply
- Prior art date
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/66—Electrical control in fluid-pressure brake systems
- B60T13/665—Electrical control in fluid-pressure brake systems the systems being specially adapted for transferring two or more command signals, e.g. railway systems
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
- B60T17/18—Safety devices; Monitoring
- B60T17/22—Devices for monitoring or checking brake systems; Signal devices
- B60T17/228—Devices for monitoring or checking brake systems; Signal devices for railway vehicles
Definitions
- the present invention relates to a brake control device for a railway vehicle.
- Railway vehicles employ a railroad vehicle brake control device (hereinafter referred to as “brake control device”) that controls the brake cylinder pressure acting on the brake cylinder of each axle.
- the brake control device generates a pressure control signal for controlling the brake cylinder pressure based on the service brake command and the emergency brake command, and compressed air supplied to the brake cylinder according to the pressure control signal.
- An electromagnetic valve unit having a brake control valve for adjusting pressure and a relay valve for outputting a brake cylinder pressure corresponding to compressed air supplied from the electromagnetic valve unit are configured.
- This pressure control signal is generated by the electromagnetic valve drive circuit in the brake control unit using the circuit power supply in the brake control unit as a supply source, and is output to the solenoid of the electromagnetic valve unit.
- the electromagnetic valve portion is energized by receiving power supply from the circuit power source and releases the brake force. Further, at the time of regular braking, a predetermined braking force is output by supplying or stopping power supply to the electromagnetic valve unit. On the other hand, when an emergency brake command is output, it is possible to generate an emergency brake by forcibly stopping the supply of circuit power to the solenoid valve unit.
- a brake control device disclosed in Patent Document 1 below includes a brake control unit that outputs a pressure control signal corresponding to a brake command output from a brake command means, and a relay valve that is supplied with compressed air from an air reservoir. And a brake cylinder that generates a braking force by compressed air, and an electromagnetic valve portion that is mounted between the relay valve and the brake cylinder and controls the brake cylinder pressure in accordance with a brake command. .
- This brake control device is configured to directly control the brake cylinder pressure with the solenoid valve part after arranging the solenoid valve part between the relay valve and the brake cylinder, reducing the control error in the relay valve and improving the accuracy of the brake control. It is possible to improve.
- the present invention has been made in view of the above, and an object of the present invention is to provide a brake control device capable of performing brake control with a service brake even when the brake control unit is out of order or the circuit power supply of the brake control device is lowered.
- the brake control device is mounted for each carriage and controls the brake cylinder pressure acting on the brake cylinder based on the service brake command and the emergency brake command.
- a brake control unit that generates a pressure control signal for the control unit, an electromagnetic valve unit that includes a brake control valve that regulates compressed air supplied to the brake cylinder in response to the pressure control signal, and the electromagnetic valve unit.
- a relay valve that outputs a brake cylinder pressure corresponding to the compressed air, wherein the electromagnetic valve portion is remotely opened to regulate the compressed air supplied to the primary side of the relay valve.
- An electromagnetic valve, and the remote opening electromagnetic valve operates by receiving power supply from a brake control device mounted on another cart. It is configured, characterized by.
- an emergency relay a remote opening solenoid valve control relay, a solenoid valve drive circuit having a circuit power supply relay, and a remote opening solenoid valve are provided, and the remote opening mounted on one carriage Since the solenoid valve operates by receiving circuit power supply from the circuit power supply relay mounted on another truck, even if the brake control unit fails or the circuit power of the brake control device drops, brake control by the service brake is performed. There is an effect that can be done.
- FIG. 1 is a diagram illustrating an example of a configuration of a brake control device according to the first embodiment.
- FIG. 2 is a diagram illustrating the operation of the remote opening solenoid valve when supplying compressed air.
- FIG. 3 is a diagram showing the operation of the remote open solenoid valve when exhausting compressed air.
- FIG. 4 is a diagram illustrating an example of the configuration of the solenoid valve drive circuit.
- FIG. 5 is a diagram illustrating an example of a configuration of a solenoid valve drive circuit that controls the remote opening solenoid valve of the first brake control device.
- FIG. 6 is a diagram illustrating an example of a configuration of a brake control unit connected via a train information management device.
- FIG. 1 is a diagram illustrating an example of a configuration of a brake control device according to the first embodiment.
- FIG. 2 is a diagram illustrating the operation of the remote opening solenoid valve when supplying compressed air.
- FIG. 3 is a diagram showing the operation of the remote open solenoid
- FIG. 7 is a diagram illustrating an example of a configuration of a brake control unit including a circuit power supply switching unit configured by an OR circuit.
- FIG. 8 is a diagram illustrating an example of a configuration of a brake control unit including a circuit power supply switching unit configured by a switch circuit.
- FIG. 1 is a diagram illustrating an example of a configuration of a brake control device according to the first embodiment.
- a brake control device 100 shown in FIG. 1 includes, as main components, a brake control unit 20, a variable load valve 21, a brake control valve / sliding control valve 22, a remote release solenoid valve (RIMV) 23, a relay valve. 24, a pressure sensor 25, and a pressure sensor 26.
- RIMV remote release solenoid valve
- the brake control unit 20 has a solenoid valve drive circuit 30, and the solenoid valve drive circuit 30 controls the brake control valve / sliding control valve 22 and the RIMV 23.
- the brake control unit 20 is interconnected with a brake control device 100 mounted on another cart (not shown) via a brake network 11 described later. Further, the brake control unit 20 takes in the service brake command 10 and the emergency brake command 12 output from a brake command unit (not shown). Furthermore, the brake control unit 20 defines a predetermined mode in which compressed air supply and exhaust are combined in order to perform normal brake control, sliding control, and emergency brake output.
- the solenoid valve drive circuit 30 of the brake control unit 20 controls the pressure control signal 16 for controlling the brake cylinder pressure 18 acting on the brake cylinder 27 based on the service brake command 10, the emergency brake command, and the predetermined mode. Is output, and the brake control valve / sliding control valve 22 and the RIMV 23 are controlled. The RIMV 23 controlled by the electromagnetic valve drive circuit 30 will be described later.
- the variable load valve 21 is a valve that is mounted on each carriage and supplies an output pressure 15 corresponding to the air spring pressure 14 obtained by detecting the weight of the vehicle to the brake control valve / sliding control valve 22.
- the brake control valve / sliding control valve 22 adjusts the output pressure 15 described above based on the pressure control signal 16 output from the brake control unit 20.
- the brake control valve / sliding control valve 22 is, for example, a supply valve (Apply Magnet Valve) that supplies the supplied output pressure 15 to the brake cylinder 27, or an exhaust valve (Release Magnet Valve) that regulates the supplied output pressure 15. Generally, it is composed of a plurality of solenoid valves.
- the relay valve 24 is a valve used for improving the response of the brake cylinder pressure 18.
- Compressed air 17 output from the brake control valve / sliding control valve 22 is input to the primary side of the relay valve 24, and further, a supply reservoir 13 that stores compressed air of a predetermined pressure is connected. Therefore, the relay valve 24 can output the brake cylinder pressure 18 corresponding to the compressed air 17 described above.
- the pressure sensor 25 and the pressure sensor 26 detect the compressed air 17 input to the relay valve 24 and the brake cylinder pressure 18 output from the relay valve 24, respectively, generate a feedback command (not shown), and send it to the brake control unit 20. In response, the feedback command is returned. Therefore, the brake control unit 20 can calculate an accurate pressure control signal 16.
- the brake cylinder 27 generates a desired brake force by pressing a control member (not shown) having a predetermined coefficient of friction against each wheel according to the strength of the brake cylinder pressure 18.
- the RIMV 23 is a valve that regulates the pressure on the primary side of the relay valve 24. For example, after the emergency brake is generated, the brake force can be released by exhausting the pressure stored in the brake cylinder 27.
- the brake control valve / sliding control valve 22, the RIMV 23, and the relay valve 24 are shown symmetrically about the variable load valve 21 in order to individually control the brakes of each axle. .
- the brake control valve / sliding control valve 22, the RIMV 23, and the relay valve 24 shown on the left side of the variable load valve 21 regulate the brake cylinder pressure 18 related to one brake cylinder 27, and the right side of the variable load valve 21.
- the illustrated brake control valve / sliding control valve 22, RIMV 23, and relay valve 24 regulate the brake cylinder pressure 18 relating to the other brake cylinder 27.
- the brake control valve and the RIMV 23 that regulate the compressed air 17 based on the service brake command 10 and the emergency brake command 12 are referred to as an electromagnetic valve unit 28.
- FIG. 2 is a diagram illustrating the operation of the remote opening solenoid valve when supplying compressed air.
- FIG. 3 is a diagram showing the operation of the remote open solenoid valve when exhausting compressed air. 2 and 3, the solid lines shown between the solenoid valves of the variable load valve 21, the brake control valve / sliding control valve 22, the RIMV 23, and the relay valve 24 indicate the route through which the compressed air passes.
- the RIMV 23 includes an inlet for compressed air output from the brake control valve / sliding control valve 22, an outlet for sending the compressed air to the relay valve 24, and a brake cylinder 27. And a three-way valve provided with an exhaust port for exhausting the pressure contained in the exhaust.
- the RIMV 23 has a structure in which the solenoid of the RIMV 23 is excited or demagnetized by a remote opening solenoid valve control relay (RIMV control relay) 33, which will be described later, and moves forward and backward in the expansion and contraction direction of the spring by the biasing force of the spring of the RIMV 23. is there.
- RIMV control relay remote opening solenoid valve control relay
- the operation position of the RIMV 23 is maintained at a position where the compressed air 17 output from the brake control valve / sliding control valve 22 is passed in the direction of the relay valve 24.
- the relay valve 24 supplies the brake cylinder pressure 18 to the brake cylinder 27. That is, when the power supply of the circuit power supply to the RIMV 23 is stopped, the braking force is increased.
- the operation position of the RIMV 23 is maintained at a position where the compressed air 17 output from the relay valve 24 is exhausted to the outside as shown in FIG. In that case, the relay valve 24 can exhaust the brake cylinder pressure 18 contained in the brake cylinder 27. That is, when the circuit power supply is supplied to the RIMV 23, the braking force is weakened.
- variable load valve 21 the brake control valve / sliding control valve 22, and the relay valve 24 shown in FIGS. 2 and 3 are well known, explanation of their operations is omitted.
- solenoid valve drive circuit 30 that controls the RIMV 23 will be described.
- FIG. 4 is a diagram illustrating an example of the configuration of the solenoid valve drive circuit.
- the brake control unit 20a and the brake control unit 20b illustrated in FIG. 4 indicate the brake control unit 20 of the brake control device 100 mounted on each carriage.
- the brake control unit 20a is built in a brake control device (hereinafter referred to as “first brake control device”) 100 mounted on one bogie of a certain vehicle, and the brake control unit 20b is formed on the other bogie of the vehicle. It is assumed that it is built in a brake control device (hereinafter referred to as “second brake control device”) 100 mounted on the vehicle.
- the solenoid valve drive circuit 30a and the solenoid valve drive circuit 30b are incorporated in the brake control unit 20a and the brake control unit 20b, respectively.
- the solenoid valve drive circuit 30a and the solenoid valve drive circuit 30b are configured to include a circuit power supply relay 34, an emergency relay 32, and a RIMV control relay 33 as main components.
- the circuit power supply P1 and the circuit power supply P2 supplied to the solenoid of each RIMV 23 are connected to the solenoid valve drive circuit 30a and the solenoid valve drive circuit 30b, respectively, via each relay unit.
- the circuit power supply P1 or the circuit power supply P2 is shown as a pressure control signal 16 for controlling the RIMV 23 in FIGS.
- the brake network 11 monitors the state of the brake control device 100 mounted on each carriage, and when the circuit power supply P1 of the first brake control device 100 decreases or the brake control unit 20a breaks down, the circuit power supply P1 decreases. Information relating to the failure of the brake control unit 20a is used as failure information, and the failure information is output to the second brake control device 100. That is, the brake control device 100 mounted on each carriage can exchange failure information of each brake control unit via the brake network 11.
- the brake network 11 uses a twisted pair cable illustrated by two solid lines and one dotted line, but a cable having a function equivalent to the twisted pair cable may be used.
- a remote open solenoid valve power supply line (hereinafter referred to as “RIMV power supply line”) 31 is laid between vehicles or in each vehicle, and between the brake control devices 100 mounted on each carriage, the circuit power supply P1 or P2 for the RIMV 23 It is a power cable for mutually supplying power.
- the output end of the circuit power supply relay 34 described above is connected to the RIMV power supply line 31, for example, the second brake control device 100 with respect to the RIMV 23 mounted on the first brake control device 100.
- the circuit power supply P2 can be supplied.
- the circuit power supply relay 34 is configured with an A contact, and operates the contact in accordance with a command (not shown) from the brake control unit 20a or the brake control unit 20b, whereby the circuit power supply P1 or the circuit power supply P2 for the RIMV 23 is operated. The power supply of the circuit power supply P1 or the circuit power supply P2 to the RIMV 23 can be stopped.
- the RIMV control relay 33 is configured by a B contact, and operates the contact in accordance with a command (not shown) from the brake control unit 20a or the brake control unit 20b, whereby the circuit power supply P1 or the circuit power supply P2 for the RIMV 23 is operated. Power supply can be performed, or the power supply of the circuit power supply P1 or the circuit power supply P2 to the RIMV 23 can be stopped.
- the emergency relay 32 is configured with an A contact, and stops the power supply of the circuit power supply P1 or the circuit power supply P2 to the RIMV 23 based on the emergency brake command 12. Specifically, when the emergency brake command 12 is not output, the emergency relay 32 is in a conductive state (CLOSE). On the other hand, when the emergency brake command 12 is output, the emergency relay 32 is in a non-conductive state (OPEN). Therefore, when the emergency brake command 12 is output, even when the circuit power supply P1 or the circuit power supply P2 is being supplied from the circuit power supply relay 34 to the RIMV 23, the emergency relay 32 is connected to the RIMV 23. The power supply of the circuit power supply P1 or the circuit power supply P2 to is stopped. As a result, the relay valve 24 can supply the brake cylinder pressure 18 corresponding to the emergency brake to the brake cylinder 27.
- the solenoid valve drive circuit 30a and the solenoid valve drive circuit 30b are configured such that, for example, when the circuit power supply P1 of the first brake control device 100 decreases or the brake control unit 20a fails, all the solenoid valves are demagnetized and the brakes become a mode.
- the circuit power supply relay 34 mounted on the second brake control device 100 supplies the circuit power P2 to the RIMV 23 of the first brake control device 100. Since it can be performed, the first brake control device 100 can release the brake.
- FIG. 5 is a diagram showing an example of the configuration of a solenoid valve drive circuit that controls the remote opening solenoid valve of the first brake control device.
- the brake control unit 20a and the brake control unit 20b shown in FIG. 5 control the RIMV 23 mounted on the first brake control device 100 using the circuit power supply relay 34 mounted on the second brake control device 100.
- the structure in the case where it does is shown concretely.
- the emergency brake command 12 is output when the RIMV control relay 33 is in the conductive state
- the emergency relay 32 changes to the non-conductive state (OPEN).
- the circuit power supply P2 is not supplied to the RIMV 23 regardless of the state of the circuit power supply relay 34.
- the relay valve 24 supplies the brake cylinder 27 with the brake cylinder pressure 18 corresponding to the emergency brake.
- the circuit power supply relay 34 of the second brake control device 100 is used to supply the power of the circuit power supply P2 to the RIMV 23 of the first brake control device 100. Supply or power supply can be stopped. That is, the brake control device 100 is configured so that the RIMV 23 can be remotely controlled by the circuit power supply relay 34, and when the circuit power supply P1 of the first brake control device 100 decreases or the brake control unit 20a breaks down. Not only can the brake control be performed by the emergency brake command 12, but also the brake control by the service brake command 10 can be performed.
- the brake control device 100 includes the solenoid valve drive circuit 30 having the emergency relay 32, the RIMV control relay 33, and the circuit power supply relay 34, and the remote opening solenoid valve 23. Since the remote opening solenoid valve 23 is operated by receiving the circuit power supply P2 from the circuit power supply relay 34 mounted on the other carriage, the circuit power supply P1 of the first brake control device 100 decreases or Even when the brake control unit 20a fails, the brake cylinder pressure 18 can be controlled. Therefore, even when the brake mode is set because the circuit power supply P1 of the first brake control device 100 is reduced or the brake control unit 20a is broken, the brake can be released thereafter. Therefore, it is possible to avoid unnecessary wear and heat generation of the control wheel etc. when towing the railway vehicle, and not only can the railway vehicle be transported stably, but also the brake should be strengthened when the braking force is insufficient. You can also. Furthermore, when the emergency brake command 12 is output, the railway vehicle can be stopped.
- Embodiment 2 FIG.
- the brake control device 100 according to the first embodiment when the circuit power supply P1 of the first brake control device 100 decreases or the brake control unit 20a breaks down, the contact of the circuit power supply relay 34 is opened, and the brake is automatically braked. Was configured to occur.
- the brake control device 100 according to the second embodiment when the circuit power supply P1 of the first brake control device 100 decreases or the brake control unit 20a breaks down by inverting the logic of the circuit power supply relay 34, the brake The cylinder pressure 18 is configured to be exhausted.
- the brake control device 100 for example, when the circuit power supply P1 of the first brake control device 100 decreases or the brake control unit 20a breaks down, the contact of the circuit power supply relay 34 closes. It is possible to prevent the occurrence of emergency braking against the driver's will. It is also possible to supply a brake cylinder pressure 18 corresponding to an emergency brake.
- the circuit power supply P2 is not supplied to the RIMV 23 regardless of whether the circuit power supply P1 of the first brake control device 100 is reduced or the brake control unit 20a has failed.
- RIMV 23 supplies a brake cylinder pressure 18 corresponding to an emergency brake. That is, the brake control device 100 according to the second embodiment is configured to always operate on the safe side, like the brake control device 100 according to the first embodiment, when the emergency brake command 12 is output. .
- Embodiment 3 FIG.
- the brake control device 100 according to the first embodiment is configured to exchange the failure information output from each brake control device 100 via the brake network 11 that monitors the state of each brake control device 100. It was.
- the failure information output from each brake control device 100 is exchanged with each other using an existing monitor device or the like mounted on the railway vehicle instead of the brake network 11. It is configured to be able to.
- FIG. 6 is a diagram illustrating an example of a configuration of a brake control unit connected via a train information management device.
- only one train information management system 42 (Train Information Management System) is installed, but the train information management system 42 installed in each vehicle has a transmission path (see FIG. The state of the brake control device 100 mounted on each carriage is monitored by interconnection with each other.
- the brake control device 100 according to the third embodiment there is no need to construct the brake network 11, so that the facilities for monitoring the states of the first brake control device 100 and the second brake control device 100 are used. The introduction cost and the operation cost of the equipment can be suppressed.
- Embodiment 4 In the brake control device 100 according to the first embodiment, the circuit power supply P2 supplied from the second brake control device 100 is used. However, in the brake control device 100 according to the fourth embodiment, the first brake control is performed.
- the circuit power supply P1 of the apparatus 100 is also configured to be usable.
- FIG. 7 is a diagram illustrating an example of a configuration of a brake control unit including a circuit power supply switching unit configured by an OR circuit.
- the circuit power supply switching unit 40 shown in FIG. 7 is configured by an OR circuit, and can switch between the circuit power supply P1 of the first brake control device 100 and the circuit power supply P2 of the second brake control device 100.
- FIG. 8 is a diagram illustrating an example of a configuration of a brake control unit including a circuit power supply switching unit configured by a switch circuit.
- the circuit power supply switching unit 41 shown in FIG. 8 is configured by a contact type switch, and can switch between the circuit power supply P1 and the circuit power supply P2 similarly to the circuit power supply switching unit 40 shown in FIG.
- the circuit power supply P1 when the circuit power supply P1 is normal, the circuit power supply P1 is supplied to the RIMV 23, and the brake cylinder pressure 18 applied to the first brake control device 100 is increased. Can be controlled.
- the circuit power supply P1 decreases, the circuit power supply P2 is supplied to the RIMV 23, and the brake cylinder pressure 18 can be controlled. Therefore, it is possible to further improve the reliability of brake control.
- the RIMV 23 When the emergency brake command 12 is output, the RIMV 23 includes the circuit power supply P1 for the RIMV 23 and the circuit power supply P1 for the RIMV 23, regardless of whether the circuit power supply P1 of the first brake control device 100 is reduced or the brake control unit 20a has failed. Since the power supply from the circuit power supply P2 is stopped, the relay valve 24 supplies the brake cylinder pressure 18 corresponding to the emergency brake. That is, the brake control device 100 according to the fourth embodiment is configured to always operate on the safe side, like the brake control device 100 according to the first and second embodiments, when the emergency brake command 12 is output. ing.
- the circuit power supply switching unit 40 and the circuit power supply switching unit 41 are not only able to switch the circuit power supply P1 and the circuit power supply P2 between the brake control devices 100 mounted on each carriage in the same vehicle, but are different.
- the circuit power supply P1 and the circuit power supply P2 can be switched between the brake control devices 100 mounted on the vehicle.
- the configuration of the brake control device 100 shown in the present invention shows an example of the content of the present invention, and can be combined with another known technique, and within the scope not departing from the gist of the present invention. Needless to say, the configuration may be modified by omitting a part of the configuration.
- the brake control device is useful for a railway vehicle brake control device that controls the brake cylinder pressure acting on the brake cylinder based on the service brake command and the emergency brake command.
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Braking Systems And Boosters (AREA)
- Regulating Braking Force (AREA)
- Valves And Accessory Devices For Braking Systems (AREA)
Abstract
Description
11 ブレーキネットワーク
12 非常ブレーキ指令
13 供給貯め
14 空気バネ圧力
15 出力圧
16 圧力制御信号
17 圧縮空気
18 ブレーキシリンダ圧力
20 ブレーキ制御部
20a 第1のブレーキ制御装置のブレーキ制御部
20b 第2のブレーキ制御装置のブレーキ制御部
21 応荷重弁
22 ブレーキ制御弁・滑走制御弁
23 遠隔開放電磁弁(RIMV)
24 中継弁
25、26 圧力センサ
27 ブレーキシリンダ
28 電磁弁部
30、30a、30b 電磁弁駆動回路
31 遠隔開放電磁弁電源線(RIMV電源線)
32 非常用リレー
33 遠隔開放電磁弁制御リレー(RIMV制御リレー)
34 回路電源供給リレー
40、41 回路電源切替部
42 列車情報管理装置
100 ブレーキ制御装置
P1 回路電源(第1の回路電源)
P2 回路電源(第2の回路電源)
(ブレーキ制御装置の構成)
図1は、実施の形態1にかかるブレーキ制御装置の構成の一例を示す図である。図1に示すブレーキ制御装置100は、主たる構成部として、ブレーキ制御部20、応荷重弁21、ブレーキ制御弁・滑走制御弁22、遠隔開放電磁弁(RIMV:Release Isolation Magnet Valve)23、中継弁24、圧力センサ25、および圧力センサ26を有して構成されている。
図2は、圧縮空気を供給する際における遠隔開放電磁弁の動作を示す図である。また、図3は、圧縮空気を排気する際における遠隔開放電磁弁の動作を示す図である。図2および図3において、応荷重弁21、ブレーキ制御弁・滑走制御弁22、RIMV23、および中継弁24の各電磁弁間に示される実線は、圧縮空気が通るルートを示している。
図4は、電磁弁駆動回路の構成の一例を示す図である。図4に示されるブレーキ制御部20aおよびブレーキ制御部20bは、各台車に搭載されるブレーキ制御装置100のブレーキ制御部20を示している。例えば、ブレーキ制御部20aは、ある車両の一方の台車に搭載されるブレーキ制御装置(以下「第1のブレーキ制御装置」という)100に内蔵され、ブレーキ制御部20bは、該車両の他方の台車に搭載されるブレーキ制御装置(以下「第2のブレーキ制御装置」という)100に内蔵されているものとする。また、電磁弁駆動回路30aおよび電磁弁駆動回路30bは、ブレーキ制御部20aおよびブレーキ制御部20bにそれぞれ内蔵されているものとする。
電磁弁駆動回路30aおよび電磁弁駆動回路30bは、主たる構成部として、回路電源供給リレー34、非常用リレー32、およびRIMV制御リレー33を有して構成されている。また、電磁弁駆動回路30aおよび電磁弁駆動回路30bには、各リレー部を介して各RIMV23のソレノイドに供給される回路電源P1および回路電源P2がそれぞれ接続されている。なお、この回路電源P1または回路電源P2は、図1および図4において、RIMV23を制御する圧力制御信号16として示されるものである。
ブレーキネットワーク11は、各台車に搭載されるブレーキ制御装置100の状態を監視し、第1のブレーキ制御装置100の回路電源P1が低下あるいはブレーキ制御部20aが故障した場合、回路電源P1の低下やブレーキ制御部20aの故障に関する情報を故障情報として、第2のブレーキ制御装置100に該故障情報を出力する。すなわち、各台車に搭載されるブレーキ制御装置100は、ブレーキネットワーク11を介して、各ブレーキ制御部の故障情報を相互に授受することができる。なお、図4において、ブレーキネットワーク11は、2本の実線および1本の点線で図示されるツイストペアケーブルを用いているが、該ツイストペアケーブルと同等の機能を有するケーブルを用いてもよい。
遠隔開放電磁弁電源線(以下「RIMV電源線」という)31は、車両間または各車両内に敷設され、各台車に搭載されるブレーキ制御装置100の間で、RIMV23に対する回路電源P1またはP2の電源供給を相互に行うするための電源ケーブルである。また、上述した回路電源供給リレー34の出力端は、RIMV電源線31と接続されているため、例えば、第1のブレーキ制御装置100に搭載されるRIMV23に対して、第2のブレーキ制御装置100の回路電源P2の電源供給を行うことができる。
回路電源供給リレー34は、A接点で構成され、ブレーキ制御部20aまたはブレーキ制御部20bからの指令(図示せず)に応じて当該接点を動作させることにより、RIMV23に対する回路電源P1または回路電源P2の電源供給を行い、またはRIMV23に対する回路電源P1または回路電源P2の電源供給を停止することができる。
RIMV制御リレー33は、B接点で構成され、ブレーキ制御部20aまたはブレーキ制御部20bからの指令(図示せず)に応じて当該接点を動作させることにより、RIMV23に対する回路電源P1または回路電源P2の電源供給を行い、またはRIMV23に対する回路電源P1または回路電源P2の電源供給を停止することができる。
非常用リレー32は、A接点で構成され、非常ブレーキ指令12に基づいて、RIMV23に対する回路電源P1または回路電源P2の電源供給を停止する。具体的には、非常ブレーキ指令12が出力されていない場合、非常用リレー32は導通状態(CLOSE)となる。一方、非常ブレーキ指令12が出力された場合、非常用リレー32は非導通状態(OPEN)となる。そのため、非常ブレーキ指令12が出力された場合、回路電源供給リレー34からRIMV23に対して回路電源P1または回路電源P2の電源供給が行われているときであっても、非常用リレー32は、RIMV23に対する回路電源P1または回路電源P2の電源供給を停止する。その結果、中継弁24は、非常ブレーキ相当のブレーキシリンダ圧力18をブレーキシリンダ27に供給することができる。
まず、第1のブレーキ制御装置100の回路電源P1が低下あるいはブレーキ制御部20aが故障していない場合におけるRIMV23の動作について説明する。RIMV制御リレー33が導通状態の場合において、非常ブレーキ指令12が出力されていないとき、非常用リレー32は導通状態(CLOSE)である。この状態において、回路電源供給リレー34が導通状態(CLOSE)となり、RIMV23に対する回路電源P2の電源供給が行われた場合、中継弁24は、ブレーキシリンダ圧力18を排気する。
次に、第1のブレーキ制御装置100の回路電源P1が低下あるいはブレーキ制御部20aが故障した場合の動作について説明する。第1のブレーキ制御装置100の回路電源P1が低下あるいはブレーキ制御部20aが故障した場合、安全側に動作するために全ての電磁弁が消磁され、RIMV23は、ブレーキシリンダ圧力18を供給する。しかしながら、このような状態になった場合でも、ブレーキ制御部20bに搭載される回路電源供給リレー34が励磁され、回路電源供給リレー34の接点が導通状態(CLOSE)になると、RIMV23に対する回路電源P2の電源供給が行われ、その結果、中継弁24は、ブレーキシリンダ圧力18を排気する。
さらに、ブレーキシリンダ圧力18が排気されている状態において、非常ブレーキ指令12が出力された場合、非常用リレー32は、非導通状態(OPEN)なるため、第1のブレーキ制御装置100の回路電源P1が低下あるいはブレーキ制御部20aが故障したか否か、あるいは回路電源供給リレー34の接点の状態にかかわらず、RIMV23に対する回路電源P2の電源供給を停止する。その結果、中継弁24は、非常ブレーキ相当のブレーキシリンダ圧力18をブレーキシリンダ27に供給することができる。すなわち、各台車に搭載されるブレーキ制御装置100は、非常ブレーキ指令12が出力されたときは、常に安全側に動作することができるように構成されている。
実施の形態1にかかるブレーキ制御装置100は、第1のブレーキ制御装置100の回路電源P1が低下あるいはブレーキ制御部20aが故障した場合、回路電源供給リレー34の接点が開放され、自動的にブレーキが発生するように構成されていた。実施の形態2にかかるブレーキ制御装置100では、該回路電源供給リレー34の論理を反転することにより、第1のブレーキ制御装置100の回路電源P1が低下あるいはブレーキ制御部20aが故障した場合、ブレーキシリンダ圧力18を排気するように構成されている。
実施の形態1にかかるブレーキ制御装置100は、各ブレーキ制御装置100の状態を監視するブレーキネットワーク11を介して、各ブレーキ制御装置100から出力された故障情報を相互に授受するように構成されていた。実施の形態3にかかるブレーキ制御装置100では、ブレーキネットワーク11の代わりに、鉄道車両に搭載される既存のモニタ装置等を利用して、各ブレーキ制御装置100から出力された故障情報を相互に授受することができるように構成されている。
実施の形態1にかかるブレーキ制御装置100では、第2のブレーキ制御装置100から供給された回路電源P2を利用していたが、実施の形態4にかかるブレーキ制御装置100では、第1のブレーキ制御装置100の回路電源P1も利用することができるように構成されている。
Claims (5)
- 台車毎に搭載され、常用ブレーキ指令および非常ブレーキ指令に基づいてブレーキシリンダに作用するブレーキシリンダ圧力を制御するための圧力制御信号を生成するブレーキ制御部と、前記圧力制御信号に応じて前記ブレーキシリンダに供給される圧縮空気を調圧するブレーキ制御弁を有する電磁弁部と、前記電磁弁部から供給された前記圧縮空気に対応するブレーキシリンダ圧力を出力する中継弁と、を備えた鉄道車両用ブレーキ制御装置において、
前記電磁弁部は、前記中継弁の一次側に供給される圧縮空気を調圧する遠隔開放電磁弁を有し、
前記遠隔開放電磁弁は、他の台車に搭載されるブレーキ制御装置からの電源供給を受けて動作するように構成されていること、
を特徴とする鉄道車両用ブレーキ制御装置。 - 台車毎に搭載され、常用ブレーキ指令および非常ブレーキ指令に基づいてブレーキシリンダに作用するブレーキシリンダ圧力を制御するための圧力制御信号を生成するブレーキ制御部と、前記圧力制御信号に応じて前記ブレーキシリンダに供給される圧縮空気を調圧するブレーキ制御弁を有する電磁弁部と、前記電磁弁部から供給された前記圧縮空気に対応するブレーキシリンダ圧力を出力する中継弁と、を備えた鉄道車両用ブレーキ制御装置において、
前記電磁弁部は、前記中継弁の一次側に供給される圧縮空気を調圧する遠隔開放電磁弁を有し、
前記遠隔開放電磁弁は、自己および他の台車に搭載されるブレーキ制御部で構成されており前記自己のブレーキ制御部が故障した場合には、他のブレーキ制御部からの電源供給を受けて動作すること、
を特徴とする鉄道車両用ブレーキ制御装置。 - 台車毎に搭載され、常用ブレーキ指令および非常ブレーキ指令に基づいてブレーキシリンダに作用するブレーキシリンダ圧力を制御するための圧力制御信号を生成するブレーキ制御部と、前記圧力制御信号に応じて前記ブレーキシリンダに供給される圧縮空気を調圧するブレーキ制御弁を有する電磁弁部と、前記電磁弁部から供給された前記圧縮空気に対応するブレーキシリンダ圧力を出力する中継弁と、を備えた鉄道車両用ブレーキ制御装置において、
前記電磁弁部は、前記中継弁の一次側に供給される圧縮空気を調圧する遠隔開放電磁弁を有し、
前記遠隔開放電磁弁は、自己のブレーキ制御装置の電源が故障した場合、他のブレーキ制御装置からの電源供給に切替えて動作するように構成されていることを特徴とする鉄道車両用ブレーキ制御装置。 - 前記遠隔開放電磁弁によって前記ブレーキシリンダ圧力が排気された状態であっても、、非常ブレーキ発生時には、非常ブレーキ指令出力時には非常ブレーキ相当のブレーキシリンダ圧力を供給することができるように構成されていることを特徴とする請求項1~3のいずれか1つに記載の鉄道車両用ブレーキ制御装置。
- 各種の車両情報を管理する列車情報管理装置を介して、各台車に搭載される前記ブレーキ制御部の故障情報を、相互に授受することができるように構成されていることを特徴とする請求項1~4のいずれか1つに記載の鉄道車両用ブレーキ制御装置。
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JP2012131267A (ja) * | 2010-12-20 | 2012-07-12 | Mitsubishi Heavy Ind Ltd | ブレーキ装置及びこれを備えた軌道系車両 |
CN102180155A (zh) * | 2011-05-18 | 2011-09-14 | 南车长江车辆有限公司 | 一种货物列车辅助制动控制装置 |
JP2017519678A (ja) * | 2014-05-28 | 2017-07-20 | フェヴレ・トランスポール・イタリア・ソチエタ・ペル・アツィオーニFAIVELEY TRANSPORT ITALIA S.p.A. | 鉄道車両の電空制動システム |
KR102418108B1 (ko) | 2014-05-28 | 2022-07-07 | 파이벨리 트랜스포트 이탈리아 에스.피.에이. | 철도 차량 전공 제동 시스템 |
KR20170020814A (ko) * | 2014-05-28 | 2017-02-24 | 파이벨리 트랜스포트 이탈리아 에스.피.에이. | 철도 차량 전공 제동 시스템 |
JPWO2016157361A1 (ja) * | 2015-03-30 | 2017-07-27 | 三菱電機株式会社 | 鉄道車両用ブレーキシステム |
WO2016157361A1 (ja) * | 2015-03-30 | 2016-10-06 | 三菱電機株式会社 | 鉄道車両用ブレーキシステム |
DE112015006400B4 (de) | 2015-03-30 | 2024-02-29 | Mitsubishi Electric Corporation | Schienenfahrzeugbremssystem |
CN105564402A (zh) * | 2016-01-05 | 2016-05-11 | 青岛思锐科技有限公司 | 机车制动列车管智能控制模块 |
CN110785331A (zh) * | 2017-04-12 | 2020-02-11 | 法伊韦利传送器意大利有限公司 | 铁路车辆紧急制动及行车制动的电子控制系统 |
CN112638729A (zh) * | 2018-09-07 | 2021-04-09 | 克诺尔轨道车辆系统有限公司 | 用于实现优化的调节器特性以及提高的阀使用寿命的分布式调节器结构 |
JP2021535864A (ja) * | 2018-09-07 | 2021-12-23 | クノル−ブレムゼ ジステーメ フューア シーネンファールツォイゲ ゲゼルシャフト ミット ベシュレンクテル ハフツングKnorr−Bremse Systeme fuer Schienenfahrzeuge GmbH | 最適化された調整器特性とバルブ寿命の向上を達成するための分散型調整器構造 |
CN114572174A (zh) * | 2020-12-01 | 2022-06-03 | 法维莱运输铁路技术印度私人有限公司 | 用于轨道车的制动控制系统 |
CN114572174B (zh) * | 2020-12-01 | 2024-03-19 | 法维莱运输铁路技术印度私人有限公司 | 用于轨道车的制动控制系统 |
Also Published As
Publication number | Publication date |
---|---|
ES2413501T3 (es) | 2013-07-16 |
JP4762365B2 (ja) | 2011-08-31 |
CN102196951B (zh) | 2015-01-07 |
CN102196951A (zh) | 2011-09-21 |
EP2338749A1 (en) | 2011-06-29 |
JPWO2010046970A1 (ja) | 2012-03-15 |
EP2338749B1 (en) | 2013-03-13 |
US20110121640A1 (en) | 2011-05-26 |
EP2338749A4 (en) | 2012-05-09 |
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