WO2021199174A1 - ブレーキ制御装置の監視装置 - Google Patents

ブレーキ制御装置の監視装置 Download PDF

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Publication number
WO2021199174A1
WO2021199174A1 PCT/JP2020/014604 JP2020014604W WO2021199174A1 WO 2021199174 A1 WO2021199174 A1 WO 2021199174A1 JP 2020014604 W JP2020014604 W JP 2020014604W WO 2021199174 A1 WO2021199174 A1 WO 2021199174A1
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WO
WIPO (PCT)
Prior art keywords
pressure
control device
brake control
exhaust valve
supply valve
Prior art date
Application number
PCT/JP2020/014604
Other languages
English (en)
French (fr)
Japanese (ja)
Inventor
勲 西岡
賢司 藤崎
新井　修
憲太郎 船渡
壮馬 大西
Original Assignee
三菱電機株式会社
東京地下鉄株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 三菱電機株式会社, 東京地下鉄株式会社 filed Critical 三菱電機株式会社
Priority to DE112020006992.3T priority Critical patent/DE112020006992T5/de
Priority to PCT/JP2020/014604 priority patent/WO2021199174A1/ja
Priority to JP2022512914A priority patent/JP7275381B2/ja
Publication of WO2021199174A1 publication Critical patent/WO2021199174A1/ja

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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
    • 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
    • B60T13/24—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 the fluid being gaseous
    • B60T13/26—Compressed-air systems
    • B60T13/36—Compressed-air systems direct, i.e. brakes applied directly by compressed air
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
    • B61H13/00—Actuating rail vehicle brakes

Definitions

  • the present disclosure relates to a monitoring device that monitors the state of a brake control device for railway vehicles.
  • Patent Document 1 Conventionally, there has been known a system that monitors the operating state of a brake device mounted on a railroad vehicle and determines a failure or abnormality when operating the railroad vehicle (see, for example, Patent Document 1).
  • the air control system abnormality determination device of Patent Document 1 compares the pressure value acquired from a predetermined location of the air control system with the pressure value at the time of occurrence of an abnormality stored in the database, and determines the presence or absence of an abnormality in the air control system. Is disclosed.
  • the air control system abnormality determination device of Patent Document 1 detects an abnormality using the acquired pressure value and the pressure value stored in the database. Therefore, when the pressure value is within the normal range, the abnormality is detected. It is difficult to detect the presence or absence.
  • the present disclosure has been made to solve the above-mentioned problems, and detects the presence or absence of an abnormality in the brake control device when the pressure value acquired from the brake control device of the vehicle is within the normal range. It is an object of the present invention to provide a monitoring device capable of performing.
  • the monitoring device of the brake control device is provided in the vehicle with the information of the AC pressure sensor that detects the pressure in the AC command room provided in the brake control device that controls the braking of the vehicle.
  • Information on the supply valve operation detection sensor that detects the operation of the supply valve for supplying and stopping the compressed air of the air supply tank to the AC command room, which is provided between the air supply tank and the AC command room, and the AC command
  • An acquisition unit that acquires information from an exhaust valve operation detection sensor that detects the operation of the exhaust valve for opening and stopping the compressed air of the AC command chamber to the outside air, which is provided on the flow path connecting the chamber and the outside air, and the AC pressure. It is provided with a determination unit for determining an abnormality of the brake control device based on the sensor information, the information of the supply valve operation detection sensor, and the information of the exhaust valve operation detection sensor.
  • the monitoring device of the brake control device includes information on an AC pressure sensor that detects the pressure in the AC command chamber provided in the brake control device that controls braking of the vehicle, and an air supply tank and an AC command room provided in the vehicle.
  • Information on the supply valve operation detection sensor that detects the operation of the supply valve for stopping the supply of compressed air from the air supply tank to the AC command room, and on the flow path that connects the AC command room and the outside air.
  • the acquisition unit that acquires the information of the exhaust valve operation detection sensor that detects the operation of the exhaust valve for releasing the compressed air of the AC command chamber to the outside air, the information of the AC pressure sensor, and the supply valve operation detection sensor.
  • FIG. 1 It is a figure which shows the configuration example of the brake control device which includes the monitoring device which concerns on Embodiment 1.
  • FIG. It is a figure which shows the structural example of the brake control device which concerns on Embodiment 1.
  • FIG. It is a figure which shows the schematic structure example of the control part which concerns on Embodiment 1.
  • FIG. It is a figure which shows the example of AC pressure control which concerns on Embodiment 1.
  • FIG. It is a figure which shows another example of AC pressure control which concerns on Embodiment 1.
  • FIG. It is a figure which shows another example of AC pressure control which concerns on Embodiment 1.
  • FIG. It is a figure which shows another example of AC pressure control which concerns on Embodiment 1.
  • FIG. It is a figure which shows the operation of the monitoring apparatus which concerns on Embodiment 1.
  • FIG. It is a figure which shows the configuration example of the monitoring device of the brake control device which concerns on Embodiment 2.
  • FIG. It is a figure which shows the general configuration example of the hardware which realizes the monitoring apparatus which concerns on embodiment.
  • FIG. 1 is a diagram showing an example of the configuration of a brake control device 10 including the monitoring device 100 according to the first embodiment.
  • the brake control device 10 (details will be described later) to be monitored is provided in the vehicle 1 constituting the train. Further, the vehicle 1 includes a terminal device 2, wheels 3a to 3d, brake cylinders 4a to 4d, and mechanical brake devices 5a to 5d. Although only one car is shown in FIG. 1, the number of cars constituting the train is not particularly limited.
  • the monitoring device 100 of the brake control device 10 is provided in the brake control device 10 (details will be described later).
  • the terminal device 2 is connected to the brake control device 10 and sends an electric signal (“brake command” described later) output from a brake setting device (not shown) installed in the driver's cab (not shown) to the brake control device 10. To transmit. If there are a plurality of vehicles, the brake command is transmitted to each vehicle.
  • the wheels 3a to 3d are attached to an axle (not shown) provided on a bogie (not shown) that supports the vehicle 1. When wheels 3a to 3d are not distinguished, they are expressed as wheels 3.
  • the brake cylinders 4a to 4d are provided on the carriage and generate a braking force according to the pressure of the compressed air sent from the brake control device 10. When the brake cylinders 4a to 4d are not distinguished, they are expressed as the brake cylinder 4.
  • the mechanical brake devices 5a to 5d are operated by the brake cylinder 4 and brake the vehicle 1 by coming into contact with the wheels 3.
  • the mechanical brake devices 5a to 5d are referred to as the mechanical brake devices 5.
  • the brake control device 10 is connected to the terminal device 2 and the brake cylinder 4, receives a brake command from the terminal device 2, and controls the brake of the vehicle 1. Details will be described later.
  • the brake command is a command indicating the braking force.
  • FIG. 2 is a diagram showing an example of the configuration of the brake control device 10 to be monitored.
  • the brake control device 10 includes a control unit 11, a supply valve 20, a supply valve operation sensor 21, an exhaust valve 30, an exhaust valve operation sensor 31, a relay valve 40, an AC command room 50, and an AC pressure sensor 60. , BC pressure sensor 70, SR pressure sensor 80, and AS pressure sensor 90.
  • the control unit 11 receives a brake command from the terminal device 2.
  • the control unit 11 controls the opening / closing operation of the supply valve 20 and the exhaust valve 30 in response to the brake command to control the flow rate of the compressed air supplied to the relay valve 40.
  • the supply valve 20 is a solenoid valve arranged on a flow path connecting the air supply tank 6 and the AC command chamber 50 of the relay valve 40.
  • the flow path indicates an air circuit.
  • the supply valve 20 opens and closes according to a control signal from the control unit 11. In the open state, the supply valve 20 sends the compressed air of the air supply tank 6 to the AC command chamber 50 to apply a predetermined pressure.
  • the supply valve operation detection sensor 21 is a sensor that detects the operation of the supply valve 20. Specifically, it is a sensor that detects the opening / closing operation of the supply valve 20. The information on the opening / closing operation detected by the supply valve operation detection sensor 21 is sent to the control unit 11 as an electric signal.
  • the exhaust valve 30 is a solenoid valve arranged on a flow path connecting the AC command chamber 50 of the relay valve 40 and the outside air (EX).
  • the exhaust valve 30 opens and closes according to a control signal from the control unit 11. In the open state, the exhaust valve 30 releases the compressed air sent to the AC command chamber 50 to the outside air and lowers the pressure in the AC command chamber 50.
  • the exhaust valve operation detection sensor 31 is a sensor that detects the operation of the exhaust valve 30. Specifically, it is a sensor that detects the opening / closing operation of the exhaust valve 30. The information on the opening / closing operation detected by the exhaust valve detection sensor 31 is sent to the control unit 11 as an electric signal.
  • the relay valve 40 is connected to the air supply tank 6 and the brake cylinder 4, and uses the pressure of the compressed air sent to the AC command chamber 50 as the command pressure, and the compressed air having a pressure corresponding to the command pressure is supplied from the air supply tank 6. It is delivered toward the brake cylinder 4.
  • the AC pressure sensor 60 is a pressure sensor provided on the flow path connecting the supply valve 20 and the relay valve 40.
  • the AC pressure sensor 60 is a pressure sensor capable of detecting the pressure (command pressure) of the compressed air sent to the AC command chamber.
  • the pressure detection value (AC pressure) detected by the AC pressure sensor 60 is sent to the control unit 11 as an electric signal.
  • the control unit 11 controls the brake based on the pressure detection value sent from the AC pressure sensor 60.
  • the BC pressure sensor 70 is a pressure sensor provided on the flow path connecting the relay valve 40 and the brake cylinder 4.
  • the BC pressure sensor 70 is a pressure sensor capable of detecting the pressure corresponding to the braking force of the brake cylinder 4.
  • the BC pressure sensor 70 detects the air pressure applied to the brake cylinder 4.
  • the pressure detection value (BC pressure) detected by the BC pressure sensor 70 is sent to the control unit 11 as an electric signal.
  • the SR pressure sensor 80 is a sensor provided on the flow path connecting the air supply tank 6 and the supply valve 20 to detect the pressure of the source compressed air supplied from the air supply tank 6 to the supply valve 20.
  • the pressure detection value (SR pressure) detected by the SR pressure sensor 80 is sent to the control unit 11 as an electric signal.
  • the AS pressure sensor 90 is an AS pressure detection sensor that indicates the pressure of the air spring 7 provided in the vehicle 1.
  • the AS pressure which is the pressure of the air spring 7, which is a signal indicating the weight of the vehicle 1, is input to the AS pressure sensor.
  • the AS pressure is changed according to the load applied to the vehicle 1.
  • the pressure detection value (AS pressure) detected by the AS pressure sensor 90 is sent to the control unit 11 as an electric signal.
  • FIG. 3 is a block diagram showing an example of the control unit 11 of the brake control device 10.
  • the control unit 11 includes an input unit 12, a solenoid valve control unit 13, an output unit 14, and a monitoring device 100. Further, the monitoring device 100 has an acquisition unit 101, a storage unit 102, and a determination unit 103.
  • the input unit 12 receives a command or signal sent to the control unit 11.
  • the brake command sent from the terminal device 2 is input to the input unit 12.
  • signals of a plurality of sensors in the brake control device 10 are input to the input unit 12.
  • the input unit 12 has a detection value detected by an AC pressure sensor 60, a BC pressure sensor 70, a supply valve operation detection sensor 21, an exhaust valve operation detection sensor 31, an SR pressure sensor 80, and an AS pressure sensor 90. Is entered.
  • the solenoid valve control unit 13 controls the opening and closing of the supply valve 20 and the exhaust valve 30 in response to the brake command input to the input unit 12.
  • the solenoid valve control unit 13 controls the supply valve 20 and the exhaust valve 30 with reference to the pressure detection value from the AC pressure sensor 60.
  • the output unit 14 When an abnormality occurs in the brake control device 10, the output unit 14 outputs the occurrence of the abnormality in the brake control device 10 to the terminal device 2. Further, signals of a plurality of sensors in the brake control device 10 may be output to the terminal device 2. Further, the output unit 14 may output the information to be sent to the terminal device 2 to a recording device provided in the vehicle 1.
  • the monitoring device 100 determines an abnormality based on the detected values of a plurality of sensors in the brake control device 10.
  • the acquisition unit 101 acquires the brake command input to the input unit 12. Further, the detection values of the AC pressure sensor 60, the BC pressure sensor 70, the supply valve operation detection sensor 21, the exhaust valve operation detection sensor 31, the SR pressure sensor 80, and the AS pressure sensor 90 input to the input unit 12 are acquired.
  • the storage unit 102 stores a plurality of information according to the brake command.
  • the plurality of pieces of information include, for example, an AC pressure value, a BC pressure value, an opening / closing operation of a supply valve operation, an opening / closing operation of an exhaust valve operation, an SR pressure value, an AS pressure value, and the like.
  • the stored information may be a normal value or an abnormal value according to the brake command.
  • the determination unit 103 determines the presence or absence of an abnormality based on the detection values of the plurality of sensors acquired by the acquisition unit 101 and the plurality of information stored in the storage unit 102. Details will be described later.
  • FIG. 4 is an example of a graph showing the AC pressure value of the brake control device 10, the operation of the supply valve 20, and the time change of the operation of the exhaust valve 30.
  • FIG. 4A shows the time change of the AC pressure value
  • the vertical axis shows the AC pressure value (kPa)
  • the horizontal axis shows the time (seconds).
  • FIG. 4B shows the time change of the opening / closing operation of the supply valve 20, the vertical axis shows the opening / closing state of the supply valve 20, and the horizontal axis shows the time (seconds).
  • FIG. 4A shows the time change of the AC pressure value
  • the vertical axis shows the AC pressure value (kPa)
  • the horizontal axis shows the time (seconds).
  • FIG. 4B shows the time change of the opening / closing operation of the supply valve 20
  • the vertical axis shows the opening / closing state of the supply valve 20
  • the horizontal axis shows the time (seconds).
  • FIGS. 4A to 4C shows the time change of the opening / closing operation of the exhaust valve 30, the vertical axis shows the opening / closing state of the exhaust valve 30, and the horizontal axis shows the time (seconds).
  • the times in FIGS. 4A to 4C correspond to each other (the same time is shown).
  • FIG. 4A shows the time change when the AC pressure value is controlled to be the target pressure value.
  • the solid line in the graph is the detected value of AC pressure.
  • the alternate long and short dash line in the graph is the target pressure value (target AC pressure).
  • the chain line in the graph is a preset AC pressure threshold. In this embodiment, for example, four threshold values are set. It is expressed as a second lower limit value, a first lower limit value, a first upper limit value, and a second upper limit value from the smallest pressure value.
  • the target AC pressure is set between the first lower limit value and the first upper limit value.
  • the first upper limit value is set to a pressure higher than the target AC pressure
  • the second upper limit value is set to a pressure higher than the first upper limit value.
  • the first lower limit value is set to a pressure lower than the target AC pressure
  • the second lower limit value is set to a pressure lower than the first lower limit value.
  • the AC pressure value is controlled so that the pressure value is between the first lower limit value and the first
  • the control unit 11 controls the supply valve 20 from the closed state to the open state in order to send compressed air from the air supply tank 6 to the AC command room.
  • the control unit 11 controls the supply valve 20 from the closed state to the open state at time T1 (seconds).
  • the control unit 11 controls the exhaust valve 30 from the open state to the closed state at time T1 (seconds).
  • the supply valve 20 is opened, the AC pressure value is increased from P1 (kPa) to the target AC pressure.
  • the AC pressure value is detected by the AC pressure sensor 60 and input to the control unit 11.
  • FIG. 4B shows that the supply valve 20 changed from the open state to the closed state at time T2 (seconds).
  • T2 seconds
  • the exhaust valve 30 remains in the closed state.
  • FIG. 5 is another example of a graph showing the AC pressure value of the brake control device 10, the operation of the supply valve 20, and the time change of the operation of the exhaust valve 30.
  • FIG. 5A shows the time change of the AC pressure value
  • the vertical axis shows the AC pressure value (kPa)
  • the horizontal axis shows the time (seconds).
  • FIG. 5B shows the time change of the opening / closing operation of the supply valve 20
  • the vertical axis shows the opening / closing state of the supply valve 20
  • the horizontal axis shows the time (seconds).
  • FIG. 5C shows the time change of the opening / closing operation of the exhaust valve 30,
  • the vertical axis shows the opening / closing state of the exhaust valve 30, and the horizontal axis shows the time (seconds).
  • the times in FIGS. 5A to 5C correspond to each other (the same time is shown).
  • the graph shown in FIG. 5 is a graph showing the normal operation of the brake control device.
  • the control unit 11 controls the supply valve 20 from the closed state to the open state in order to send compressed air from the air supply tank 6 to the AC command chamber.
  • the control unit 11 controls the supply valve 20 from the closed state to the open state at time T1 (seconds).
  • the control unit 11 controls the exhaust valve 30 from the open state to the closed state at time T1 (seconds).
  • the supply valve 20 is opened, the AC pressure value is increased from P1 (kPa) to the target AC pressure.
  • the AC pressure value is detected by the AC pressure sensor 60 and input to the control unit 11.
  • the AC pressure value detected by the AC pressure sensor 60 exceeds the target AC pressure and is higher than the first upper limit value (P3).
  • the control unit 11 controls the supply valve 20 from the open state to the closed state in order to stop the delivery of compressed air from the air supply tank 6.
  • FIG. 5B shows that the supply valve 20 changed from the open state to the closed state at the time T2 (seconds) when the target AC pressure was reached. Since the AC pressure value is higher than the first upper limit value, the control unit 11 determines that the AC pressure value needs to be lowered to the target AC pressure. Therefore, the exhaust valve 30 is controlled to be changed from the closed state to the open state, and the compressed air is discharged to the atmosphere. As shown in FIG. 5C, the exhaust valve 30 is changed from the closed state to the open state at time T3 (seconds).
  • the exhaust valve 30 is controlled from the open state to the closed state. As shown in FIG. 5C, the exhaust valve 30 is in the closed state from the open state at the time T4 (seconds). The AC pressure value then becomes stable.
  • FIG. 6 is a diagram showing a control flow of the control unit 11 of the brake control device 10 in FIGS. 4 and 5.
  • the control unit 11 receives the brake command and adjusts the pressure so that the AC pressure value becomes the target AC pressure.
  • the supply valve 20 is controlled from the closed state to the open state (S12).
  • the AC pressure value is referred to (S13), and it is determined whether the AC pressure value has reached the target AC pressure (S14). If the AC pressure value does not reach the target AC pressure (S14: N), the process returns to S13 and the AC pressure value is referred to again.
  • the control unit 11 controls the supply valve 20 from the open state to the closed state (S15).
  • the AC pressure value is referred to (S16), and it is determined whether the AC pressure value is higher than the first upper limit value (S17). If it is not higher than the first upper limit value (S17: N), the control is terminated. Up to this point, the control unit 11 has been controlled according to the control shown in FIG.
  • the brake control device 10 can operate normally.
  • control unit 11 of the brake control device 10 controls the supply valve 20 and the exhaust valve 30 so that the AC pressure value becomes the target AC pressure while referring to the AC pressure value.
  • FIG. 7 shows an example of the AC pressure value, the opening / closing operation of the supply valve 20, and the opening / closing operation of the exhaust valve 30 when the AC pressure value is controlled to be the target AC pressure, as in FIGS. 4 and 5. It is a figure.
  • FIG. 7 will be described.
  • the control unit 11 controls the supply valve 20 from the closed state to the open state in order to send compressed air from the air supply tank 6 to the AC command chamber.
  • the control unit 11 controls the supply valve 20 from the closed state to the open state at time T1 (seconds).
  • the control unit 11 controls the exhaust valve 30 from the open state to the closed state at time T1 (seconds).
  • the supply valve 20 is opened, the AC pressure value is increased from P1 (kPa) to the target AC pressure.
  • the AC pressure value is detected by the AC pressure sensor 60 and input to the control unit 11. In FIG. 7, the AC pressure value detected by the AC pressure sensor 60 exceeds the target AC pressure and is higher than the first upper limit value (P3).
  • the control unit 11 controls the supply valve 20 from the open state to the closed state in order to stop the delivery of compressed air from the air supply tank 6.
  • FIG. 7B shows that the supply valve 20 changed from the open state to the closed state at the time T2 (seconds) when the target AC pressure was reached. Since the AC pressure value is higher than the first upper limit value, the control unit 11 determines that the AC pressure value needs to be lowered to the target AC pressure. Therefore, the exhaust valve 30 is controlled to be changed from the closed state to the open state, and the compressed air is discharged to the atmosphere. As shown in FIG. 7C, the exhaust valve 30 is changed from the closed state to the open state at time T3 (seconds).
  • the exhaust valve 30 is controlled from the open state to the closed state. As shown in FIG. 7C, the exhaust valve 30 is in the open state to the closed state at time T4 (seconds). Up to this point, the control is the same as in FIG.
  • the control unit 11 determines that the AC pressure value needs to be lowered to the target AC pressure. Therefore, the exhaust valve 30 is controlled to be changed from the closed state to the open state, and the compressed air is discharged to the atmosphere. As shown in FIG. 7C, the exhaust valve 30 is changed from the closed state to the open state at time T5 (seconds). Further, when the AC pressure value falls below the first upper limit value (P6), the exhaust valve 30 is controlled from the open state to the closed state. As shown in FIG. 7C, the exhaust valve 30 is in the closed state from the open state at the time T6 (seconds).
  • the control unit 11 determines that the AC pressure value needs to be lowered to the target AC pressure. Therefore, the exhaust valve 30 is controlled to be changed from the closed state to the open state, and the compressed air is discharged to the atmosphere. As shown in FIG. 7C, the exhaust valve 30 is changed from the closed state to the open state at time T7 (seconds). Further, when the AC pressure value falls below the first upper limit value (P8), the exhaust valve 30 is controlled from the open state to the closed state. As shown in FIG. 7C, the exhaust valve 30 is in the closed state from the open state at the time T8 (seconds). After that, the control unit 11 performs the same control.
  • the AC pressure value is not stable, and the pressure value fluctuates after the first upper limit value.
  • the supply valve 20 is controlled from the open state to the closed state by the control unit 11, and then the closed state is maintained.
  • the exhaust valve 30 is controlled by the control unit 11 from the closed state to the open state when it is higher than the first upper limit value, and from the open state to the closed state when it is lower than the first upper limit value.
  • FIG. 7C it can be seen that the exhaust valve 30 repeats an open state and a closed state. That is, the number of operations of the exhaust valve 30 is larger than that in the case of the control of FIG.
  • the acquisition unit 101 acquires information on the brake command, AC pressure value, supply valve operation, and exhaust valve operation.
  • the brake command is information indicating the braking force and is used when setting the pressure.
  • the determination unit 103 determines whether or not there is an abnormality in the brake control device 10.
  • the number of times that the number of times exceeding the first upper limit value is determined to be abnormal, that is, the threshold value is set in advance and is stored in the storage unit 102.
  • the threshold value is set in advance and is stored in the storage unit 102.
  • the preset period T can be set, for example, a period of several seconds after the AC pressure value reaches the target AC pressure.
  • the period from T2 (seconds) to T8 (seconds) is set.
  • the number of solenoid valve operations is the total of the number of changes from the closed state to the open state and the number of changes from the open state to the closed state.
  • the number of supply valve operations is one as shown in FIG. 7 (b).
  • the number of exhaust valve operations is 6 as shown in FIG. 7 (c).
  • the number of times the supply valve is operated and the number of times the exhaust valve is determined to be abnormal, that is, the threshold value is set in advance and stored in the storage unit 102.
  • the threshold value of the number of times of supply valve operation is set to 3 times and the threshold value of the number of times of exhaust valve operation is set to 4 times.
  • Each threshold value is stored in the storage unit 102.
  • the determination unit 103 compares the number of supply valve operations in the period T with the threshold value of the number of supply valve operations stored in the storage unit 102.
  • the number of supply valve operations is one
  • the threshold value of the number of supply valve operations stored in the storage unit 102 is three
  • the number of supply valve operations is less than or equal to the threshold value. Judge that it is not working.
  • the determination unit 103 compares the number of exhaust valve operations in the period T with the threshold value of the number of exhaust valve operations stored in the storage unit 102.
  • the number of exhaust valve operations is 6 times
  • the threshold value of the number of exhaust valve operations stored in the storage unit 102 is 4, and the number of exhaust valve operations is larger than the threshold value. Judge that it is an operation.
  • the determination unit 103 determines that the number of exhaust valve operations during the period T is abnormal, and sends the determination result to the output unit 14.
  • the output unit 14 outputs the abnormality determination result sent from the determination unit 103 to the terminal device 2 or the recording device.
  • the abnormality of the solenoid valve operation is determined based on the AC pressure value, the supply valve operation information, and the exhaust valve operation information. Specifically, the number of times the AC pressure value exceeds the first upper limit value in the time change (period T) of the AC pressure value is more than the threshold value, and the number of operations of the supply valve 20 or the number of operations of the exhaust valve 30 is preset. If it is more than the threshold value, it is determined that the operation of the supply valve 20 or the operation of the exhaust valve 30 is abnormal. In the example shown in FIG. 7, the abnormality of the brake control device 10 can be detected within the range where the AC pressure value is normal.
  • FIG. 8 is a diagram showing another example of the AC pressure value when the AC pressure value is controlled to be the target AC pressure, the opening / closing operation of the supply valve 20, and the opening / closing operation of the exhaust valve 30.
  • FIG. 8 will be described.
  • the control unit 11 controls the supply valve 20 from the closed state to the open state in order to send compressed air from the air supply tank 6 to the AC command chamber.
  • the control unit 11 controls the supply valve 20 from the closed state to the open state at time T1 (seconds).
  • the control unit 11 controls the exhaust valve 30 from the open state to the closed state at time T1 (seconds).
  • the supply valve 20 is opened, the AC pressure value is increased from P1 (kPa) to the target AC pressure.
  • the AC pressure value is detected by the AC pressure sensor 60 and input to the control unit 11. In FIG. 8, the AC pressure value detected by the AC pressure sensor 60 has reached the target AC pressure (P2).
  • the control unit 11 controls the supply valve 20 from the open state to the closed state in order to stop the delivery of compressed air from the air supply tank 6.
  • FIG. 8B shows that the supply valve 20 changed from the open state to the closed state at the time T2 (seconds) when the target AC pressure was reached.
  • the AC pressure value is below the pressure value of the target AC pressure, and further below the first lower limit value (P3). Since the AC pressure value has fallen below the first lower limit value, the control unit 11 determines that it is necessary to raise the AC pressure value to the target AC pressure. Therefore, in order to send compressed air from the air supply tank 6, control is performed to change the supply valve 20 from the closed state to the open state. As shown in FIG. 7B, the supply valve 20 is in the closed state to the open state at time T3 (seconds). After that, when the AC pressure value reaches the pressure value of the target AC pressure (P4), the control unit 11 closes the supply valve 20 from the open state in order to stop the delivery of compressed air from the air supply tank 6. Take control. FIG. 8B shows that the supply valve 20 changed from the open state to the closed state at the time T4 (seconds) when the target AC pressure was reached.
  • the control unit 11 determines that it is necessary to raise the AC pressure value to the target AC pressure. Therefore, in order to send compressed air from the air supply tank 6, control is performed to change the supply valve 20 from the closed state to the open state. As shown in FIG. 7B, the supply valve 20 is in the closed state to the open state at time T5 (seconds). After that, when the AC pressure value reaches the pressure value of the target AC pressure (P6), the control unit 11 closes the supply valve 20 from the open state in order to stop the delivery of compressed air from the air supply tank 6. Take control. FIG. 8B shows that the supply valve 20 changed from the open state to the closed state at the time T6 (seconds) when the target AC pressure was reached. After that, the control unit 11 performs the same control.
  • the AC pressure value is not stable, and the AC pressure value fluctuates above and below the target AC pressure and the first lower limit value.
  • the exhaust valve 30 is controlled from the open state to the closed state by the control unit 11 at T1 (seconds) when the control starts, and then keeps the closed state.
  • the supply valve 20 is controlled by the control unit 11 from the open state to the closed state when the pressure value of the target AC pressure is higher than the pressure value, and from the closed state to the open state when the pressure value is lower than the first lower limit value.
  • FIG. 7B it can be seen that the supply valve 20 repeats an open state and a closed state. That is, the number of operations of the supply valve 20 is increasing.
  • the operation of the monitoring device 100 in the example shown in FIG. 8 is the same as that in the example shown in FIG.
  • the abnormality of the solenoid valve operation is determined based on the AC pressure value, the supply valve operation information, and the exhaust valve operation information. Specifically, when the number of operations of the supply valve 20 and the number of operations of the exhaust valve 30 in the time change (period T) of the AC pressure value are larger than the preset threshold values, the operation of the supply valve 20 or the operation of the exhaust valve 30 Judge as an abnormal operation.
  • the abnormality of the brake control device 10 can be detected within the range where the AC pressure value is normal.
  • the period T is a preset period, for example, a period of several seconds after the AC pressure value reaches the target AC pressure can be set, and the period from T2 (seconds) to T6 (seconds) can be set. Set.
  • FIG. 9 is a diagram showing the operation of the monitoring device in the example shown in FIG. 7 and the example shown in FIG.
  • the acquisition unit 101 acquires the AC pressure value for a predetermined period (period T), the operation information of the supply valve 20, and the operation information of the exhaust valve 30 from the input unit 12 (S101).
  • the threshold value S102
  • the threshold values of the supply valve operation number and the exhaust valve operation number stored in the storage unit are referred to (S104), and it is determined whether or not the supply valve operation number and the exhaust valve operation number are equal to or less than the threshold value (S104).
  • S105 When the number of times the supply valve operates and the number of times the exhaust valve operates are equal to or less than the threshold value (S105: Y), it is determined that there is no abnormality (S107), and the process ends.
  • the number of supply valve operations or the number of exhaust valve operations is greater than the threshold value (S105: N), it is determined that "the supply valve operation or the exhaust valve operation is abnormal" (S107), and the process is terminated.
  • the determination unit 103 of the monitoring device 100 can make a determination to narrow down the abnormal portion. As described with reference to FIG. 7, in the determination unit 103 of the monitoring device 100, the number of times the AC pressure value exceeds the first upper limit value in the time change (period T) of the AC pressure value exceeds the threshold value, and the number of times the exhaust valve 30 operates. Is greater than the preset threshold value, it is determined that the operation of the supply valve 20 is not abnormal, and that the operation of the exhaust valve 30 is abnormal. Further, in this case, the determination unit 103 determines that the abnormal portion of the brake control device 10 is not the exhaust valve 30.
  • the operation of the exhaust valve 30 is abnormal does not mean that the control unit 11 cannot control the exhaust valve 30.
  • the exhaust valve 30 can open and close according to the control of the control unit 11. That is, it does not mean that the exhaust valve 30 has an abnormality.
  • the fact that the exhaust valve 30 operates indicates that the pressure in the AC command chamber 50 is higher than the target AC pressure. It is considered that the pressure in the AC command chamber 50 is high because there is a factor that increases the pressure in the AC command chamber 50. As this factor, for example, an abnormality of the supply valve 20 can be considered. If there is a deterioration in parts or an abnormality in the connection of the supply valve 20, compressed air may be sent from the air supply tank 6 to the AC command chamber 50 without the supply valve 20 being completely closed. .. In this case, the supply valve 20 is closed for control, but when the parts of the supply valve 20 are deteriorated or there is an abnormality in the connection, compressed air is sent from the air supply tank 6 to the AC command room, and AC The pressure in the command room is high.
  • the determination unit 103 determines that the operation of the exhaust valve 30 is abnormal, it determines that the abnormal part is not the exhaust valve 30. In other words, it is determined that there is an abnormality in parts or connections other than the exhaust valve 30. By the judgment of the determination unit 103, the abnormal portion can be narrowed down to parts and connections other than the exhaust valve 30.
  • the determination unit 103 of the monitoring device 100 determines the exhaust valve when the number of operations of the supply valve 20 in the time change (period T) of the AC pressure value is larger than the preset threshold value. It is determined that the operation of the supply valve 30 is not abnormal, and it is determined that the operation of the supply valve 20 is abnormal. Further, in this case, the determination unit 103 determines that the abnormal portion of the brake control device 10 is not the supply valve 20.
  • the operation of the supply valve 20 is abnormal does not mean that the control unit 11 cannot control the supply valve 20. In other words, the supply valve 20 can open and close according to the control of the control unit 11. That is, it does not mean that the supply valve 20 has an abnormality.
  • the fact that the supply valve 20 operates indicates that the pressure in the AC command chamber 50 is lower than the target AC pressure.
  • the pressure in the AC command chamber 50 is low because there is a factor that lowers the pressure in the AC command chamber 50.
  • an abnormality of the exhaust valve 30 can be considered. For example, if there is a deterioration in parts or an abnormality in the connection of the exhaust valve 30, the compressed air in the AC command chamber 50 may be released to the atmosphere without the exhaust valve 30 being completely closed. In this case, the exhaust valve 30 is closed for control, but when the parts of the exhaust valve 30 are deteriorated or the connection is abnormal, the compressed air in the AC command chamber 50 is released to the atmosphere, and the AC command chamber is released. Pressure is low.
  • the determination unit 103 determines that the operation of the supply valve 20 is abnormal, it determines that the abnormal part is not the supply valve 20. In other words, it is determined that there is an abnormality in parts or connections other than the supply valve 20. By the judgment of the determination unit 103, the abnormal portion can be narrowed down to parts and connections other than the supply valve 20. Therefore, the determination unit 103 determines that the solenoid valve itself, which is determined to have an abnormal operation, is not an abnormal part. By the determination of the determination unit 103, it is possible to narrow down the parts other than the solenoid valve determined to have an abnormality in operation as the abnormal part, so that the time required for the inspection can be reduced.
  • the monitoring device of the brake control device includes information on an AC pressure sensor that detects the pressure in the AC command chamber provided in the brake control device that controls braking of the vehicle, and an air supply tank and an AC command room provided in the vehicle.
  • Information on the supply valve operation detection sensor that detects the operation of the supply valve for supplying and stopping the compressed air of the air supply tank to and from the AC command room, and on the flow path connecting the AC command room and the outside air.
  • the acquisition unit that acquires the information of the exhaust valve operation detection sensor that detects the operation of the exhaust valve for opening and stopping the compressed air of the compressed air in the AC command chamber to the outside air, the information of the AC pressure sensor, and the operation of the supply valve.
  • the information of the supply valve operation detection sensor is the information indicating the opening / closing operation of the supply valve
  • the information of the exhaust valve operation detection sensor is the information indicating the opening / closing operation of the exhaust valve. Therefore, it is possible to detect the presence or absence of an abnormality in the brake control device when the pressure value acquired from the brake control device is within the normal range.
  • the determination unit determines that the number of times the value of the AC pressure sensor exceeds the first pressure value set higher than the target pressure value is larger than the number of times preset.
  • the number of opening / closing operations of the exhaust valve operation detection sensor is greater than the preset number of times, it is determined that the brake control device is abnormal, and the brake is braked when the pressure value acquired from the brake control device is within the normal range. It is possible to detect the presence or absence of an abnormality in the control device.
  • the determination unit determines that the operation of the exhaust valve is abnormal
  • the abnormal part of the brake control device is determined not to be the exhaust valve, so that the operation is abnormal. Since it is possible to narrow down the parts other than the solenoid valve that is judged to be present as an abnormal part, it is possible to reduce the time required for inspection.
  • the determination unit determines that the number of times the value of the AC pressure sensor falls below the second pressure value set lower than the target pressure value is larger than the number of times preset.
  • the number of opening / closing operations of the supply valve operation detection sensor is greater than the preset number of times, it is determined that the brake control device is abnormal, and the brake is braked when the pressure value acquired from the brake control device is within the normal range. It is possible to detect the presence or absence of an abnormality in the control device.
  • the determination unit determines that the operation of the supply valve is abnormal
  • the abnormal part of the brake control device is determined not to be the supply valve, so that the operation is abnormal. Since it is possible to narrow down the parts other than the solenoid valve that is judged to be present as an abnormal part, it is possible to reduce the time required for inspection.
  • Embodiment 2 In the first embodiment, the monitoring device 100 of the brake control device 10 is provided in the brake control device 10. In the second embodiment, the monitoring device 100 of the brake control device 10 is provided in the ground device 250.
  • FIG. 10 is a diagram showing an example of the configuration of the monitoring device 100 of the brake control device according to the second embodiment.
  • FIG. 10 includes a train 1 having a terminal device 2, a brake control device 210, a central device 220, an on-board radio device 230 and an on-board antenna 240, a ground device 250 having a monitoring device 100, and a network 260.
  • the brake control device 210 is the one in which the monitoring device 100 is omitted from the brake control device 10 in the first embodiment.
  • the central device 220 is connected to the terminal device 2 and the on-board wireless device 230. Acquires the state information of a plurality of devices output from the terminal device 2 that collects the state information indicating the states of the plurality of devices mounted on the vehicle 1.
  • One of the plurality of devices includes a brake control device 210.
  • the on-board wireless device 230 is connected to the central device 220 and the on-board antenna 240.
  • the on-board wireless device 230 is a wireless device for communicating with the ground device 250 via the network 260.
  • the ground device 250 includes a monitoring device 100. In addition, it is possible to communicate with the on-board wireless device via the network 260.
  • the ground device 250 includes a recording device (not shown), and can store information transmitted from the central device 220.
  • Information indicating the state of the device of the brake control device 210 is transmitted from the central device 220 to the ground device 250 via the on-board wireless device 230 and the network 260.
  • the device ID for specifying the brake control device 210 time information, kilometer information, speed information, weather information, and the like may be added and transmitted.
  • the information indicating the state of the device of the brake control device 210 includes the brake command received from the terminal device 2 and the detection values of the plurality of sensors.
  • the detected values of the plurality of sensors are, for example, the detected values detected by the AC pressure sensor 60, the BC pressure sensor 70, the supply valve operation detection sensor 21, the exhaust valve operation detection sensor 31, the SR pressure sensor 80, and the AS pressure sensor 90. be.
  • the monitoring device 100 of the brake control device acquires information indicating the state of the device of the brake control device 210 transmitted from the vehicle by the acquisition unit 101.
  • the operation of the determination unit 103 is the same as that of the first embodiment.
  • the result determined by the determination unit 103 is recorded in the recording device of the ground device 250.
  • the monitoring device 100 of the brake control device according to the second embodiment is provided in the ground device 250, it is possible to determine whether or not there is an abnormality on the ground. That is, the load on the vehicle can be reduced as compared with the case of processing by the vehicle. It is also possible to use the information of other devices such as the brake control device recorded in the ground device 250.
  • Embodiment 3 The detected values of a plurality of sensors provided in the brake control device may vary depending on various conditions. For example, if the number of passengers fluctuates, the detection value (AS pressure value) of the AS pressure sensor indicating the pressure of the air spring 7 fluctuates. If the AS pressure value fluctuates, the AC pressure value, which is the command pressure calculated from the AS pressure in response to the load, also fluctuates. That is, if the fluctuation of the AS pressure value is large, the fluctuation of the AC pressure value is also large, and it becomes difficult to determine the abnormality of the brake control device. Therefore, the third embodiment is characterized in that the abnormality of the brake control device is determined when the fluctuation of the AS pressure value is small.
  • the fluctuation of the AS pressure value is small, it is conceivable that passengers do not get on and off. For example, when the vehicle is stopped at a station, passengers do not get on and off after the door of the vehicle 1 is completely closed, so that the AS pressure value does not fluctuate much and the pressure value is stable.
  • the acquisition unit 101 of the monitoring device 100 acquires the information of the AS pressure value.
  • the determination unit 103 determines whether or not the acquired AS pressure value is stable, that is, whether or not the fluctuation of the AS pressure value is small, and when it is determined that the AS pressure value is stable, an abnormality occurs. Make a decision.
  • the term "small fluctuation in AS pressure value” means that there is no fluctuation in AS pressure value or the fluctuation in AS pressure value is within a predetermined fluctuation range.
  • the acquisition unit further acquires the pressure value of the AS pressure sensor that detects the pressure of the air spring of the brake control device, and the determination unit determines that the pressure value of the AS pressure sensor is stable.
  • the abnormality of the brake control device is determined. It is possible to perform with high accuracy.
  • FIG. 11 is a diagram showing an example in which the processing circuit included in the monitoring device 100 is configured by a processor and a memory.
  • the processing circuit is composed of the processor 1000 and the memory 1001
  • each function of the processing circuit of the monitoring device 100 is realized by software, firmware, or a combination of software and firmware.
  • the software or firmware is written as a program and stored in memory 1001.
  • each function is realized by the processor 1000 reading and executing the program stored in the memory 1001. That is, the processing circuit includes a memory 1001 for storing a program in which the processing of the monitoring device 100 is eventually executed. It can also be said that these programs cause the computer to execute the procedure and method of the monitoring device 100.
  • each embodiment can be freely combined, and the embodiments can be appropriately modified or omitted within the scope of the invention.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Valves And Accessory Devices For Braking Systems (AREA)
  • Braking Systems And Boosters (AREA)
PCT/JP2020/014604 2020-03-30 2020-03-30 ブレーキ制御装置の監視装置 WO2021199174A1 (ja)

Priority Applications (3)

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DE112020006992.3T DE112020006992T5 (de) 2020-03-30 2020-03-30 Überwachungsvorrichtung einer bremssteuervorrichtung
PCT/JP2020/014604 WO2021199174A1 (ja) 2020-03-30 2020-03-30 ブレーキ制御装置の監視装置
JP2022512914A JP7275381B2 (ja) 2020-03-30 2020-03-30 ブレーキ制御装置の監視装置

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DE (1) DE112020006992T5 (enrdf_load_stackoverflow)
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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AU2021221437B2 (en) * 2020-08-27 2023-08-24 Westinghouse Air Brake Technologies Corporation Vehicle brake control system and method

Citations (3)

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Publication number Priority date Publication date Assignee Title
US4538228A (en) * 1982-02-18 1985-08-27 Knorr-Bremse Gmbh Hydraulic pressure actuated brake system for rail vehicles
JP2005280516A (ja) * 2004-03-30 2005-10-13 Nabtesco Corp 鉄道車両用ブレーキ制御装置の保守時期検知機構
WO2018008654A1 (ja) * 2016-07-04 2018-01-11 東日本旅客鉄道株式会社 空制システム異常判定装置、空制システム、空制システム異常判定方法およびプログラム

Patent Citations (3)

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Publication number Priority date Publication date Assignee Title
US4538228A (en) * 1982-02-18 1985-08-27 Knorr-Bremse Gmbh Hydraulic pressure actuated brake system for rail vehicles
JP2005280516A (ja) * 2004-03-30 2005-10-13 Nabtesco Corp 鉄道車両用ブレーキ制御装置の保守時期検知機構
WO2018008654A1 (ja) * 2016-07-04 2018-01-11 東日本旅客鉄道株式会社 空制システム異常判定装置、空制システム、空制システム異常判定方法およびプログラム

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AU2021221437B2 (en) * 2020-08-27 2023-08-24 Westinghouse Air Brake Technologies Corporation Vehicle brake control system and method
US12151661B2 (en) 2020-08-27 2024-11-26 Westinghouse Air Brake Technologies Corporation Vehicle brake control system and method

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