WO2016157361A1

WO2016157361A1 - Rolling stock braking system

Info

Publication number: WO2016157361A1
Application number: PCT/JP2015/059922
Authority: WO
Inventors: 洋史山田
Original assignee: 三菱電機株式会社
Priority date: 2015-03-30
Filing date: 2015-03-30
Publication date: 2016-10-06
Also published as: JPWO2016157361A1; KR20170110117A; DE112015006400B4; JP6305633B2; DE112015006400T5

Abstract

If an abnormality occurs in one of brake control units (BCUs) (10a, 10b), the BCU (10a, 10b) with no abnormality controls the mechanical brake (3a, 3b) which is usually controlled by the abnormal BCU (10a, 10b). If an abnormality occurs in a brake command to an electric control unit (11b), an electric control unit (11a) sends, to the electric control unit (11b), the brake command received from a brake setting unit (2) by the electric control unit (11a). The electric control unit (11b) outputs, to an air control unit (12b), an adjustment command corresponding to the brake command. The air control unit (12b) adjusts the pressure of the air supplied from an air compressor (4) according to the adjustment command and outputs the pressure-adjusted air to the mechanical brake (3b).

Description

Brake system for railway vehicles

This invention relates to a railway vehicle brake system.

A brake control unit provided in an electric command brake system mounted on a railway vehicle acquires an electric brake command from a brake setting device provided in a driver's cab, for example. In the brake control unit, the air pressure of the brake cylinder included in the mechanical brake that is the control target of the brake control unit is controlled by the electric control unit adjusting the valve provided in the air control unit in response to the brake command. The mechanical brake is activated according to the air pressure of the brake cylinder, and the braking force of the vehicle is generated. When an abnormality occurs in the brake control unit, a necessary braking force cannot be obtained in the mechanical brake that is controlled by the brake control unit, and the braking force of the vehicle is reduced.

According to the railroad vehicle brake control device disclosed in Patent Document 1, even when a control unit of a brake control device mounted on a truck is broken or the circuit power supply of the brake control device is reduced, the brake control device Performs brake control by a service brake by supplying power from a brake control device mounted on another cart.

International Publication No. 2010/046970

The brake control device for a railway vehicle disclosed in Patent Document 1 can receive power supply from a brake control device mounted on another cart. For example, in an abnormality in an air control unit such as an abnormality in a relay valve, etc. It may not be possible to deal with, and the braking force of the vehicle may decrease.

The present invention has been made in view of the above-described circumstances, and an object thereof is to suppress a decrease in brake force when an abnormality occurs in the brake control unit with a simpler configuration.

In order to achieve the above object, the railroad vehicle brake system of the present invention includes a plurality of brake control units and an abnormality detection unit that respectively control a plurality of mechanical brakes operated by fluid. The abnormality detection unit detects an abnormality in the brake control unit. Each of the plurality of brake control units includes an electric control unit and a pressure adjustment unit. The electric control unit acquires a brake command, and outputs a fluid pressure adjustment command according to the brake command. The pressure adjusting unit adjusts the valve according to the adjustment command to adjust the pressure of the fluid supplied from the fluid source, and outputs the fluid whose pressure is adjusted. When the abnormality detection unit detects an abnormality, an abnormality has occurred in the brake control unit that is not subject to the abnormality that is set to control the mechanical brake that is controlled by the brake control unit in which the abnormality has occurred. Controls the mechanical brake that is the control target of the brake control unit.

According to the present invention, when an abnormality occurs in the brake control unit, the brake control unit that does not have an abnormality defined to control the mechanical brake that is the control target of the brake control unit in which the abnormality has occurred is provided. By controlling the mechanical brake that is the control target of the brake control unit in which an abnormality has occurred, it is possible to suppress a decrease in brake force when an abnormality occurs in the brake control unit with a simpler configuration.

It is a block diagram which shows the structural example of the brake system for rail vehicles which concerns on Embodiment 1 of this invention. It is a block diagram which shows the detailed structural example of the brake system for rail vehicles which concerns on Embodiment 1. FIG. It is a block diagram which shows the structural example of the brake system for rail vehicles which concerns on Embodiment 2 of this invention. It is a block diagram which shows the detailed structural example of the brake system for rail vehicles which concerns on Embodiment 2. FIG. It is a block diagram which shows the structural example of the brake system for rail vehicles which concerns on Embodiment 3 of this invention. FIG. 10 is a block diagram illustrating a detailed configuration example of a railway vehicle brake system according to a third embodiment. It is a block diagram which shows the other structural example of the brake system for rail vehicles which concerns on embodiment of this invention. It is a figure which shows the other detailed structural example of the brake system for rail vehicles which concerns on embodiment of this invention.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the drawings, the same or equivalent parts are denoted by the same reference numerals.

(Embodiment 1)
FIG. 1 is a block diagram showing a configuration example of a railway vehicle brake system according to Embodiment 1 of the present invention. The railway vehicle brake system 1 (hereinafter referred to as the brake system 1) according to Embodiment 1 acquires a brake command, and controls the

mechanical brakes

3a and 3b that are actuated by fluid in accordance with the acquired brake command. In the example of the first embodiment, the brake system 1 acquires a brake command from, for example, a brake setting device 2 provided in the cab. The brake system 1 performs brake control of the railway vehicle by supplying fluid whose pressure is adjusted to a brake cylinder included in the

mechanical brakes

3a and 3b. The fluid is, for example, air or oil. In the first embodiment, air is used as the fluid. In FIG. 1, all the parts of the brake system 1 connected by solid lines and the parts of the air compressor 4 and the brake system 1 are all connected by air piping. In FIG. 1, dotted arrows indicate electrical signals, and all the parts of the brake system 1 connected by the dotted arrows and between the brake setting device 2 and each part of the brake system 1 are all connected by an electric circuit. .

The brake system 1 includes BCUs (Brake Control Units) 10a and 10b indicated by a one-dot chain line in FIG. When an abnormality occurs in one of the

BCUs

10a and 10b, the

BCUs

10a and 10b in which no abnormality has occurred control the

mechanical brakes

3a and 3b that are controlled by the

BCUs

10a and 10b in which the abnormality has occurred. For example, when an abnormality occurs in the BCU 10a, the BCU 10b controls the mechanical brake 3a. When an abnormality occurs in one of the

BCUs

10a and 10b, the other of the

BCUs

10a and 10b controls both the

mechanical brakes

3a and 3b, so that even if an abnormality occurs in one of the

BCUs

10a and 10b, the braking force is reduced. It is suppressed.

The configurations of the

BCUs

10a and 10b are the same, and the

BCUs

10a and 10b adjust the valves according to the

electric control units

11a and 11b that output an air pressure adjustment command according to the brake command and the adjustment command, respectively.

Air pressure units

12a and 12b are provided for adjusting the pressure of the air supplied from the air compressor 4 and outputting the air whose pressure is adjusted to the

mechanical brakes

3a and 3b. The

air control units

12a and 12b function as pressure adjusting units. The

electric control units

11a and 11b include a processor including a CPU (Central Processing Unit) and an internal memory, and a memory including a RAM (Random Access Memory) and a flash memory. The

electric control units

11a and 11b execute a control program stored in the memory, calculate a necessary braking force according to the brake command, and generate an adjustment command according to the necessary braking force.

The brake system 1 includes an abnormality detection unit that detects an abnormality in the

BCUs

10a and 10b. In the brake system 1 according to Embodiment 1, the abnormality detection unit detects an abnormality in the brake command for the

BCUs

10a and 10b. When the abnormality detection unit detects an abnormality in the brake command for one of the

BCUs

10a and 10b, the other of the

BCUs

10a and 10b controls the

mechanical brakes

3a and 3b that are one control target of the

BCUs

10a and 10b in which the abnormality has occurred. . In the example of the first embodiment, the other of the

BCUs

10a and 10b sends a brake command to one of the

BCUs

10a and 10b in which an abnormality has occurred, and is one control target of the

BCU

10a or 10b in which an abnormality has occurred based on the brake command. The

mechanical brakes

3a and 3b are controlled.

In Embodiment 1, the

electric control units

11a and 11b have a function as an abnormality detection unit that detects an abnormality in a brake command for the

electric control units

11a and 11b. For example, each of the

electric control units

11a and 11b acquires a brake command from the brake setting device 2, and notifies each other of the occurrence of an abnormality in the brake command when an abnormality in the brake command is detected. The electric control unit 11a determines whether or not an abnormality has occurred in the brake command for the

electric control units

11a and 11b, and the electric control unit 11b determines whether or not an abnormality has occurred in the brake command for the

electric control units

11a and 11b. You may make it judge. For example, when the brake command value indicated by the brake command is not within a predetermined range, the

electric control units

11a and 11b determine that an abnormality has occurred in the brake command. The determined range is determined according to the design, for example, a range of values that the brake command value can take. For example, when the brake command is transmitted by Ethernet (registered trademark), the

electric control units

11a and 11b use the error detection code such as CRC (Cyclic Redundancy Check) added to the brake command to brake the brake command. An abnormality in the command can be detected. Further, for example, the

electric control units

11a and 11b may determine that an abnormality has occurred in the brake command when a predetermined time has elapsed after the brake command from the brake setting device 2 is interrupted. The time can be arbitrarily determined.

When the electric control unit 11a acquires a notification of occurrence of an abnormality in the brake command from the electric control unit 11b, the electric control unit 11a sends the brake command acquired from the brake setting device 2 to the electric control unit 11b. The electric control unit 11b outputs an adjustment command corresponding to the brake command acquired from the electric control unit 11a to the air control unit 12b. The air control unit 12b adjusts the valve according to the adjustment command, adjusts the pressure of the air supplied from the air compressor 4, and outputs the adjusted air to the mechanical brake 3b. Even when an abnormality occurs in the brake command for the electric control unit 11b, the mechanical brake 3b is controlled by the brake command sent from the electric control unit 11a.

Similarly, when the control unit 11b acquires a notification of an abnormality in the brake command from the control unit 11a, the control unit 11b sends the brake command acquired from the brake setting device 2 to the control unit 11a. The electric control unit 11a outputs an adjustment command corresponding to the brake command acquired from the electric control unit 11b to the air control unit 12a. The air control unit 12a adjusts the valve according to the adjustment command, adjusts the pressure of the air supplied from the air compressor 4, and outputs the air whose pressure is adjusted to the mechanical brake 3a. Even when an abnormality occurs in the brake command for the electric control unit 11a, the mechanical brake 3a is controlled by the brake command sent from the electric control unit 11b.

FIG. 2 is a block diagram showing a detailed configuration example of the railway vehicle brake system according to the first embodiment. Since the configurations of the

BCUs

10a and 10b are the same, the configuration of the BCU 10a will be described. The air control unit 12a includes an AV electromagnetic valve 121a that is an electromagnetic valve for supplying air and an RV electromagnetic valve 122a that is an electromagnetic valve for discharging air. Air is supplied from the air compressor 4 to the AV solenoid valve 121a, and air whose pressure is adjusted by the AV solenoid valve 121a and the RV solenoid valve 122a is sent to the relay valve 123a. The relay valve 123a adjusts the pressure of the air supplied from the air compressor 4 in accordance with the pressure of the air whose pressure is adjusted by the AV solenoid valve 121a and the RV solenoid valve 122a, and the air whose pressure is adjusted is adjusted. Output to the brake cylinder of the mechanical brake 3a. When air is supplied to the brake cylinder, for example, the brake member is pressed against the wheel tread, and the braking force of the vehicle is generated.

The pressure sensor 124a detects the pressure of the air whose pressure is adjusted by the AV solenoid valve 121a and the RV solenoid valve 122a, and sends a pressure feedback indicating the pressure to the electric control unit 11a. The electric control unit 11a controls adjustment commands to the AV solenoid valve 121a and the RV solenoid valve 122a based on the pressure feedback.

When no abnormality has occurred in any of the

BCUs

10a and 10b, the electric control unit 11a sends an adjustment command to the AV electromagnetic valve 121a and the RV electromagnetic valve 122a in accordance with the brake acquired from the brake setting device 2. The electric control unit 11b sends an adjustment command to the AV electromagnetic valve 121b and the RV electromagnetic valve 122b in accordance with the brake acquired from the brake setting device 2. In response to the adjustment command, the air whose pressure is adjusted by the AV electromagnetic valve 121a and the RV electromagnetic valve 122a is output to the mechanical brake 3a, whereby the mechanical brake 3a is activated and a braking force is obtained. Further, the air whose pressure is adjusted by the AV electromagnetic valve 121b and the RV electromagnetic valve 122b is output to the mechanical brake 3b in accordance with the adjustment command, so that the mechanical brake 3b is operated and a braking force is obtained.

The operation of the brake system 1 when an abnormality occurs in one of the

BCUs

10a and 10b will be described. For example, when the electric control unit 11a detects an abnormality in the brake command from the brake setting device 2, the electric control unit 11a sends a notification of the occurrence of the abnormality in the brake command to the electric control unit 11b. The electric control unit 11b acquires the notification, and sends the brake command acquired by the electric control unit 11b from the brake setting device 2 to the electric control unit 11a. The electric control unit 11a sends an adjustment command to the AV electromagnetic valve 121a and the RV electromagnetic valve 122a in accordance with the brake command acquired from the electric control unit 11b. Even if an abnormality occurs in the brake command for the electric control unit 11a, the mechanical brake 3a is activated by sending an adjustment command corresponding to the brake command for the electric control unit 11b to the empty control unit 12a, and the braking force Is suppressed.

Similarly, when the electric control unit 11b detects an abnormality in the brake command from the brake setting device 2, the electric control unit 11b sends a notification of the occurrence of the abnormality in the brake command to the electric control unit 11a. The electric control unit 11a acquires the notification, and sends the brake command acquired by the electric control unit 11a from the brake setting device 2 to the electric control unit 11b. The electric control unit 11b sends an adjustment command to the AV electromagnetic valve 121b and the RV electromagnetic valve 122b in accordance with the brake command acquired from the electric control unit 11a. Even if an abnormality occurs in the brake command for the electric control unit 11b, the adjustment command corresponding to the brake command for the electric control unit 11a is sent to the empty control unit 12b, so that the mechanical brake 3b is operated and the braking force Is suppressed.

Even if an abnormality occurs in the brake command for one of the

electric control units

11a and 11b, the brake control is continued using the brake command for the

electric control units

11a and 11b in which no abnormality has occurred, and the reduction in brake force is suppressed. It becomes possible.

As described above, according to the brake system 1 according to the first embodiment, it is possible to suppress a decrease in brake force when an abnormality occurs in the brake control unit with a simpler configuration.

(Embodiment 2)
FIG. 3 is a block diagram illustrating a configuration example of a railcar brake system according to Embodiment 2 of the present invention. Unlike the brake system 1 according to the first embodiment, in the brake system 1 according to the second embodiment, the

air control portions

12a and 12b are electrically connected to both the

electric control portions

11a and 11b, respectively. In the brake system 1 according to the second embodiment, the abnormality detection unit detects an abnormality in the

electric control units

11a and 11b. In the example of the second embodiment, when the abnormality detection unit detects an abnormality in the electric control unit 11a of the BCU 10a, the electric control unit 11b of the BCU 10b controls the air control unit 12a in addition to the air control unit 12b. . When the abnormality detection unit detects an abnormality in the electric control unit 11b of the BCU 10b, the electric control unit 11a of the BCU 10a controls the air control unit 12b in addition to the air control unit 12a. By the above-described control, when an abnormality occurs in one of the

BCUs

10a and 10b, the other of the

BCUs

10a and 10b can control both the

mechanical brakes

3a and 3b, and a reduction in braking force is suppressed.

Each of the

electric control units

11a and 11b has a function as an abnormality detection unit that detects an abnormality in the

electric control units

11a and 11b. The

electric control units

11a and 11b may notify each other of the occurrence of an abnormality when an abnormality is detected in the

electric control units

11a and 11b. The

electric control units

11a and 11b transmit and receive signals at predetermined intervals. For example, when the time during which the electric control unit 11a does not receive the signal from the electric control unit 11b is equal to or greater than a threshold value, the electric control unit 11a It may be determined that an abnormality has occurred in the electric control unit 11b.

For example, the electric control unit 11a may detect an abnormality using a watchdog circuit provided in the CPU, or a CRC calculation value for data stored in the memory and a CRC value stored in the memory. An abnormality may be detected based on a consistency check of data stored in the memory by comparison, or an abnormality of the RAM may be detected using a checkerboard pattern, a walk path, or the like. Further, for example, in each control circuit of the AV solenoid valve 121a and the RV solenoid valve 122a included in the air control unit 12a, a feedback circuit such as a photocoupler is provided on the substrate, and at least one of the AV solenoid valve 121a and the RV solenoid valve 122a is provided. When the power is not supplied, it may be determined that an abnormality has occurred in the electric control unit 11a, or the difference between the feedback value output from the feedback circuit and the command value output from the electric control unit 11a is equal to or greater than a threshold value. In this case, it may be determined that an abnormality has occurred in the electric control unit 11a.

When an abnormality occurs in the electric control unit 11b, the electric control unit 11a generates an adjustment command for each of the

air control units

12a and 12b according to the brake command acquired from the brake setting device 2 by the electric control unit 11a. And output to the

air control units

12a and 12b. The

air control units

12a and 12b adjust the valves in accordance with the adjustment command, adjust the pressure of the air supplied from the air compressor 4, and output the pressure-adjusted air to the

mechanical brakes

3a and 3b. To do. Even when an abnormality occurs in the electric control unit 11b, the electric control unit 11a sends an adjustment command to the air control unit 12b, thereby controlling the mechanical brake 3b. The electric control unit 11a may output an adjustment command according to the brake command acquired by the electric control unit 11b from the brake setting device 2 to the air control unit 12b when an abnormality occurs in the electric control unit 11b.

Similarly, when the abnormality occurs in the electric control unit 11a, the electric control unit 11b adjusts the

air control units

12a and 12b according to the brake command acquired from the brake setting device 2 by the electric control unit 11b. Is output to the

air control units

12a and 12b. The

air control units

mechanical brakes

3a and 3b. To do. Even when an abnormality occurs in the electric control unit 11a, the electric control unit 11b sends an adjustment command to the air control unit 12a, thereby controlling the mechanical brake 3a. The electric control unit 11b may output an adjustment command according to the brake command acquired by the electric control unit 11a from the brake setting device 2 to the air control unit 12a when an abnormality occurs in the electric control unit 11a.

FIG. 4 is a block diagram showing a detailed configuration example of the railway vehicle brake system according to the second embodiment. In addition to the configuration of the first embodiment, the

BCUs

10a and 10b include switching

circuits

13a and 13b, respectively. The switching

circuits

13a and 13b are relay circuits, for example. The

pressure sensors

124a and 124b send pressure feedback to both the

electric control units

11a and 11b, respectively.

The switching circuit 13a is electrically connected to the

electric control units

11a and 11b. The switching circuit 13a receives either an adjustment command for the AV electromagnetic valve 121a and the RV electromagnetic valve 122a output from the electric control unit 11a and an adjustment command for the AV electromagnetic valve 121a and the RV electromagnetic valve 122a output from the electric control unit 11b. It sends to AV solenoid valve 121a and RV solenoid valve 122a. The output of the switching circuit 13a is switched by the electric control unit 11b.

Similarly, the switching circuit 13b is electrically connected to the

electric control units

11a and 11b. The switching circuit 13b receives either an adjustment command for the AV electromagnetic valve 121b and the RV electromagnetic valve 122b output from the electric control unit 11a and an adjustment command for the AV electromagnetic valve 121b and the RV electromagnetic valve 122b output from the electric control unit 11b. It is sent to the AV solenoid valve 121b and the RV solenoid valve 122b. The output of the switching circuit 13b is switched by the electric control unit 11a.

When there is no abnormality in any of the

BCUs

10a and 10b, the switching circuit 13a sends an adjustment command for the AV electromagnetic valve 121a and the RV electromagnetic valve 122a output from the electric control unit 11a to the AV electromagnetic valve 121a and the RV electromagnetic valve. The switching circuit 13b sends an adjustment command for the AV solenoid valve 121b and the RV solenoid valve 122b output from the electric control unit 11b to the AV solenoid valve 121b and the RV solenoid valve 122b. In response to the adjustment command, the air whose pressure is adjusted by the AV electromagnetic valve 121a and the RV electromagnetic valve 122a is output to the mechanical brake 3a, whereby the mechanical brake 3a is activated and a braking force is obtained. Further, the air whose pressure is adjusted by the AV electromagnetic valve 121b and the RV electromagnetic valve 122b is output to the mechanical brake 3b in accordance with the adjustment command, so that the mechanical brake 3b is operated and a braking force is obtained.

The operation of the brake system 1 when an abnormality occurs in one of the

BCUs

10a and 10b will be described. For example, when the electric control unit 11a detects an abnormality, the electric control unit 11a sends a notification of the occurrence of the abnormality in the electric control unit 11a to the electric control unit 11b. The electric control unit 11b acquires the notification and sends an adjustment command for the AV electromagnetic valve 121a and the RV electromagnetic valve 122a according to the brake command acquired by the electric control unit 11b to the switching circuit 13a. The switching circuit 13a Is controlled so as to output. The switching circuit 13a sends the adjustment command acquired from the electric control unit 11b to the AV solenoid valve 121a and the RV solenoid valve 122a. The electric control unit 11b controls adjustment commands to the AV electromagnetic valve 121a and the RV electromagnetic valve 122a based on the pressure feedback acquired from the pressure sensor 124a. Even when an abnormality occurs in the electric control unit 11a, the mechanical brake 3a is activated by the adjustment command output from the electric control unit 11b being sent to the air control unit 12a, and the reduction in brake force is suppressed. .

Similarly, when the electric control unit 11b detects an abnormality, the electric control unit 11b sends a notification of the occurrence of the abnormality in the electric control unit 11b to the electric control unit 11a. The electric control unit 11a acquires the notification and sends an adjustment command for the AV electromagnetic valve 121b and the RV electromagnetic valve 122b according to the brake command acquired by the electric control unit 11a to the switching circuit 13b, and the switching circuit 13b The switching circuit 13b is controlled so as to output the adjustment command output by the unit 11a. The switching circuit 13b sends the adjustment command acquired from the electric control unit 11a to the AV solenoid valve 121b and the RV solenoid valve 122b. The electric control unit 11a controls an adjustment command to the AV electromagnetic valve 121b and the RV electromagnetic valve 122b based on the pressure feedback acquired from the pressure sensor 124b. Even when an abnormality occurs in the electric control unit 11b, an adjustment command output from the electric control unit 11a is sent to the empty control unit 12b, so that the mechanical brake 3b is activated and a decrease in braking force is suppressed. .

Even when an abnormality occurs in one of the

electric control units

11a and 11b, the brake control is continued using the adjustment command output by the

electric control units

11a and 11b in which no abnormality has occurred, and the reduction in brake force is suppressed. Is possible.

As described above, according to the brake system 1 according to the second embodiment, it is possible to suppress a decrease in brake force when an abnormality occurs in the brake control unit with a simpler configuration.

(Embodiment 3)
FIG. 5 is a block diagram illustrating a configuration example of a railway vehicle brake system according to Embodiment 3 of the present invention. Unlike the brake system 1 according to the first and second embodiments, in the brake system 1 according to the third embodiment, the

BCUs

10a and 10b include switching

valves

14a and 14b, respectively. The switching

valves

14a and 14b are supplied with air from both the

air control units

12a and 12b, respectively, and the outputs of the switching

valves

14a and 14b are controlled by the

electric control units

11a and 11b. In the brake system 1 according to the third embodiment, the abnormality detection unit detects an abnormality in the

air control units

12a and 12b. In the example of the third embodiment, when the abnormality detection unit detects an abnormality in the air control unit 12a of the BCU 10a, the electric control unit 11b of the BCU 10b causes the switching valve 14a to output the output of the air control unit 12b. To control. When the abnormality detection unit detects an abnormality in the air control unit 12b of the BCU 10b, the electric control unit 11a of the BCU 10a performs control so that the switching valve 14b outputs the output of the air control unit 12a. By the above-described control, when an abnormality occurs in one of the

BCUs

10a and 10b, the other of the

BCUs

10a and 10b can control both the

mechanical brakes

3a and 3b, and a reduction in braking force is suppressed.

FIG. 6 is a block diagram illustrating a detailed configuration example of the railway vehicle brake system according to the third embodiment. In addition to the configuration of the first embodiment, the

BCUs

10a and 10b include switching

valves

14a and 14b and

electromagnetic valves

15a and 15b, respectively.

The

electric control units

11a and 11b have a function as an abnormality detection unit that detects an abnormality in the

air control units

12a and 12b. In the third embodiment, the electric control unit 11a functions as an abnormality detection unit that detects an abnormality in the air control unit 12b, and the electric control unit 11b functions as an abnormality detection unit that detects an abnormality in the air control unit 12a. It has a function. For example, when the difference between the brake pressure corresponding to the brake command acquired from the electric control unit 11b and the pressure acquired from the pressure sensor 124b is equal to or greater than the threshold, the electric control unit 11a has an abnormality in the air control unit 12b. Judge. The electric control unit 11a has a function as an abnormality detection unit that detects an abnormality in the air control unit 12a, and the electric control unit 11b has a function as an abnormality detection unit that detects an abnormality in the air control unit 12b. Good. In that case, the

electric control units

11a and 11b may notify each other of the occurrence of an abnormality when detecting an abnormality in the

air control units

12a and 12b, respectively.

The switching valve 14a is connected to the

relay valves

123a and 123b. The electromagnetic valve 15a switches the output of the switching valve 14a according to the switching command from the electric control part 11b. The switching valve 14b is connected to the

relay valves

123a and 123b. The electromagnetic valve 15b switches the output of the switching valve 14b according to the switching command from the electric control part 11a. The electromagnetic valve 15a may switch the output of the switching valve 14a according to a switching command from the electric control unit 11a, and the electromagnetic valve 15b may switch the output of the switching valve 14b according to a switching command from the electric control unit 11b. The output may be switched.

When there is no abnormality in any of the

BCUs

10a and 10b, the switching valve 14a outputs air sent from the relay valve 123a, and the switching valve 14b outputs air sent from the relay valve 123b. By outputting air from the switching

valves

14a and 14b to the

mechanical brakes

3a and 3b, the

mechanical brakes

3a and 3b are operated, and a braking force is obtained.

The operation of the brake system 1 when an abnormality occurs in one of the

BCUs

10a and 10b will be described. For example, when the electric control unit 11a detects an abnormality in the air control unit 12b, it sends a switching command to the electromagnetic valve 15b. The electromagnetic valve 15b switches the switching valve 14b so that the switching valve 14b outputs the air sent from the relay valve 123a. Even when an abnormality occurs in the air control unit 12b, the air output from the relay valve 123a is output from the switching valve 14b to the mechanical brake 3b, so that the mechanical brake 3b is activated and the reduction in braking force is suppressed. Is done.

Similarly, when the electric control unit 11b detects an abnormality in the air control unit 12a, it sends a switching command to the electromagnetic valve 15a. The electromagnetic valve 15a switches the switching valve 14a so that the switching valve 14a outputs the air sent from the relay valve 123b. Even when an abnormality occurs in the air control unit 12a, the air that is output from the relay valve 123b is output from the switching valve 14a to the mechanical brake 3a, so that the mechanical brake 3a is activated and the reduction in braking force is suppressed. Is done.

Even if an abnormality occurs in one of the

air control units

12a and 12b, the air output from the

air control units

12a and 12b in which no abnormality has occurred is sent to the

mechanical brakes

3a and 3b via the switching

valves

14a and 14b. Thus, it is possible to continue the brake control and suppress a decrease in the braking force.

As described above, according to the brake system 1 according to the third embodiment, it is possible to suppress a decrease in brake force when an abnormality occurs in the brake control unit with a simpler configuration.

The embodiment of the present invention is not limited to the above-described embodiment. You may comprise by what combined several forms arbitrarily among the above-mentioned embodiment. That is, the brake system 1 according to the first and second embodiments may be combined, the brake system 1 according to the first and third embodiments may be combined, or the brake system 1 according to the second and third embodiments may be combined. They may be combined, or the brake systems 1 according to the first to third embodiments may be combined.

FIG. 7 is a block diagram showing another configuration example of the railway vehicle brake system according to the embodiment of the present invention. FIG. 8 is a block diagram showing another detailed configuration example of the railway vehicle brake system according to the embodiment of the present invention. The brake system 1 shown in FIGS. 7 and 8 is a combination of the brake systems 1 according to the first to third embodiments. In the brake system 1, the BCU 10b controls the mechanical brake 3a, which is the control target of the BCU 10a, regardless of whether the brake command to the electric control unit 11a, the electric control unit 11a, or the air control unit 12a is abnormal. Done. Even if any of the brake command for the electric control unit 11b, the electric control unit 11b, and the air control unit 12b is abnormal, the BCU 10a controls the mechanical brake 3b that is the control target of the BCU 10b. For this reason, it is possible to suppress a decrease in braking force.

The number of BCUs provided in the brake system 1 is not limited to two. Further, when the brake system 1 includes three or more BCUs and the brake command to each BCU is usually the same, the electric control unit is controlled by the electric control units included in two or more other BCUs. When a brake command is acquired and there is a brake command whose difference from each of the other brake commands is equal to or greater than a threshold value, an abnormality in the brake command can be detected. When the brake system 1 includes three or more BCUs, when an abnormality occurs in each BCU, a method for determining a BCU that controls a mechanical brake that is a control target of the BCU in which the abnormality has occurred is arbitrary. For example, when an abnormality occurs in the first BCU, the second BCU controls the mechanical brake that is the control target of the first BCU, and when an abnormality occurs in the second BCU, Three BCUs may control the mechanical brake that is the control target of the second BCU.

The BCUs 10a and 10b may be provided in the same vehicle or different vehicles. When the

BCUs

10a and 10b are provided in different vehicles, hoses or the like are used for the air pipes connecting the BCUs 10a and 10b as shown in FIGS. The abnormality detection unit may be performed by a vehicle information control device that transmits, for example, a monitor function or a brake command. For example, when the vehicle information control apparatus detects an abnormality in the electric control unit 11a, the vehicle information control apparatus sends a notification of the occurrence of the abnormality to the electric control unit 11b.

Any of the above embodiments can be variously modified within the scope of the gist of the present invention. The above embodiments are for explaining the present invention, and are not intended to limit the scope of the present invention. The scope of the invention is indicated by the appended claims rather than the embodiments. Various modifications made within the scope of the claims and within the scope equivalent to the claims of the invention are included in the scope of the present invention.

1 brake system, 2 brake setter, 3a, 3b mechanical brake, 4 air compressor, 10a, 10b BCU, 11a, 11b electric control unit, 12a, 12b air control unit, 13a, 13b switching circuit, 14a,

14b switching valve

15a, 15b solenoid valve, 121a, 121b AV solenoid valve, 122a, 122b RV solenoid valve, 123a, 123b relay valve, 124a, 124b pressure sensor.

Claims

A brake system for a railway vehicle having a plurality of brake control units that respectively control a plurality of mechanical brakes operated by a fluid,
An abnormality detection unit for detecting an abnormality in the brake control unit,
Each of the brake control units is
An electric control unit that obtains a brake command and outputs an adjustment command for the pressure of the fluid according to the brake command;
A pressure adjusting unit for adjusting the pressure of the fluid supplied from a fluid source by adjusting a valve according to the adjustment command, and outputting the fluid whose pressure is adjusted;
With
When the abnormality detection unit detects an abnormality, the brake control unit in which an abnormality determined to control the mechanical brake that is the control target of the brake control unit in which an abnormality has occurred has not occurred, Performing control of the mechanical brake which is a control target of the brake control unit in which the abnormality has occurred,
Brake system for railway vehicles.
When the abnormality detection unit detects an abnormality in the brake command for the electric control unit of the brake control unit, the electric control unit of the brake control unit in which the abnormality has not occurred The acquired brake command is sent to the electric control unit of the brake control unit in which the abnormality has occurred,
The electric control unit of the brake control unit in which the abnormality has occurred outputs the adjustment command in response to the brake command.
The brake system for railway vehicles according to claim 1.
The pressure adjusting unit is electrically connected to a plurality of the electric control units included in the brake control units different from each other,
When the abnormality detection unit detects an abnormality in the electric control unit included in the brake control unit, the electric control unit included in the brake control unit in which the abnormality has not occurred transmits the adjustment command. Output to the pressure adjustment unit of the generated brake control unit,
The pressure adjustment unit of the brake control unit in which the abnormality has occurred adjusts the valve according to the adjustment command.
The brake system for railway vehicles according to claim 1 or 2.
Each of the brake control units is
The pressure control unit is connected to a plurality of the pressure control units included in the different brake control units, and one of the plurality of pressure control units outputs the pressure-adjusted fluid, and the pressure is adjusted. It has a switching valve that outputs fluid,
When the abnormality detection unit detects an abnormality in the pressure adjustment unit included in the brake control unit, the electric control unit included in the brake control unit in which the abnormality has not occurred is the brake control unit in which the abnormality has occurred. The changeover valve controls the changeover valve so as to output the pressure-adjusted fluid output from the pressure adjustment unit of the brake control unit in which the abnormality has not occurred.
The brake system for rail vehicles according to any one of claims 1 to 3.