WO2021033321A1

WO2021033321A1 - Brake control device and brake control method

Info

Publication number: WO2021033321A1
Application number: PCT/JP2019/032902
Authority: WO
Inventors: 悦司松山; 哲弥佐伯; 俊平小野寺
Original assignee: 三菱電機株式会社
Priority date: 2019-08-22
Filing date: 2019-08-22
Publication date: 2021-02-25
Also published as: JP7109677B2; DE112019007643T5; JPWO2021033321A1

Abstract

A brake control device which generates a braking force in a train car (100) by pressing a brake shoe (12) against a wheel (13), the brake control device comprising: an acquisition unit (41) which acquires a physical quantity from a sensor that detects a physical quantity indicating a force with which the brake shoe (12) is pressed against the wheel (13); a storage unit (43) which stores a threshold value for an operating time of a brake (20), the threshold value being set in accordance with a wheel diameter of the wheel (13); and a control unit (42) which detects a state of wear of the brake shoe (12) on the basis of the threshold value and the operating time from initiation of control of the brake (20) until the physical quantity reaches a specific value.

Description

Brake control device and brake control method

The present invention relates to a brake control device and a brake control method mounted on a railway vehicle.

Conventionally, some braking devices mounted on railway vehicles press a brake shoe against a wheel to generate a braking force by friction between the brake shoe and the wheel. Since the brake shoe wears due to friction with the wheel, it is necessary to replace it according to the state of wear. In order to detect the wear state of the brake shoes, there is a method in which an inspector measures the size of the brake shoes. However, railcars generally have many brake shoes. Therefore, it takes time and effort for the inspector to measure the brake shoes. In addition, the skill of the inspector may cause variations in measurement.

In response to the above problems, Patent Document 1 detects the braking force of the brake shoes and the position of the brake shoes, and controls the brake shoes based on the position information of the brake shoes when the braking force reaches a predetermined value. A technique for automatically detecting the wear state of a brake shoe is disclosed. The brake device described in Patent Document 1 has a position of the brake shoe when the brake shoe in the non-wear state is pressed against the wheel and a position of the brake shoe when the brake shoe in the worn state is pressed against the wheel. By comparing, the wear state of the brake shoes is detected from the fluctuation of the position of the brake shoes.

Japanese Unexamined Patent Publication No. 2004-278653

In railway vehicles, the wheels also wear by pressing the brake shoes against the wheels. When the wheel wears, the wheel diameter becomes smaller, and the position of the brake shoe when the brake shoe is pressed against the wheel also changes. However, according to the above-mentioned conventional technique, wheel wear is not considered. Therefore, when the wheels are worn, there is a problem that the accuracy of detecting the worn state of the brake shoes is lowered. Although the inspector can obtain information on the wheel diameter by measuring the wheel diameter, as in the case of the brake shoe described above, a railroad vehicle generally has many wheels. Therefore, it takes time and effort for the inspector to measure the wheel diameter. In addition, the skill of the inspector may cause variations in measurement.

The present invention has been made in view of the above, and an object of the present invention is to obtain a brake control device capable of improving the detection accuracy of a wear state of a brake shoe pressed against a wheel in a railroad vehicle.

In order to solve the above-mentioned problems and achieve the object, the present invention is a brake control device for generating braking force by pressing a brake shoe against a wheel in a railroad vehicle. The brake control device has an acquisition unit that acquires a physical quantity from a sensor that detects a physical quantity that indicates a force that presses the brake shoe against the wheel, and a storage unit that stores a threshold value for the operating time of the brake set according to the wheel diameter of the wheel. It is characterized by including an operation time from the start of brake control until the physical quantity reaches a constant value, and a control unit that detects a wear state of the brake shoe based on a threshold value.

According to the present invention, the brake control device has an effect of improving the detection accuracy of the wear state of the brake shoe pressed against the wheel in a railroad vehicle.

The figure which shows the structural example of the brake control system which concerns on Embodiment 1. FIG. 1 is a first diagram showing a wheel, a brake shoe, and a brake cylinder when the brake shoe is in a new state and the wheel is in a new state in the brake control system according to the first embodiment. FIG. 2 shows a wheel, a brake shoe, and a brake cylinder when the brake shoe is in a new state and the wheel is in a new state in the brake control system according to the first embodiment. FIG. 5 shows a wheel, a brake shoe, and a brake cylinder when the brake shoe is in a worn state and the wheel is in a new state in the brake control system according to the first embodiment. FIG. 5 shows a wheel, a brake shoe, and a brake cylinder when the brake shoe is in a new state and the wheel is in a worn state in the brake control system according to the first embodiment. The figure which shows the wheel, the brake shoe, and the brake cylinder when the brake shoe is a wear state and the wheel is a wear state in the brake control system which concerns on Embodiment 1. FIG. The figure which shows the transition of the operation time according to the wear state of the brake shoe when the wheel is new in the brake control system which concerns on Embodiment 1. In the brake control system according to the first embodiment, a diagram showing a transition of an operating time according to a wear state of a brake shoe when a wheel is worn. A flowchart showing an operation in which the brake control system according to the first embodiment measures a wheel diameter of a wheel. A flowchart showing a first operation in which the brake control system according to the first embodiment determines whether or not the brake shoes are worn. A flowchart showing a second operation in which the brake control system according to the first embodiment determines whether or not the brake shoes are worn. The figure which shows the example of the case where the processing circuit provided in the brake control system which concerns on Embodiment 1 is configured by a processor and a memory. The figure which shows the example of the case where the processing circuit provided in the brake control system which concerns on Embodiment 1 is configured by the dedicated hardware. The figure which shows the frequency of the speed signal output from the speed sensor according to the wear state of a wheel in the brake control system which concerns on Embodiment 2. The figure which shows the example of the relationship between the cumulative value of the pressing force by a brake cylinder, and the wear amount of a brake shoe in the brake control system which concerns on Embodiment 3. The figure which shows the example of the relationship between the operation time of a brake cylinder, and the wear amount of a brake shoe in the brake control system which concerns on Embodiment 3. The figure which shows the example of the relationship between the operation time of a brake cylinder, and the cumulative value of a pressing force in the brake control system which concerns on Embodiment 3. A flowchart showing an operation in which the brake control system according to the third embodiment determines an abnormality of an empty product.

The brake control device and the brake control method according to the embodiment of the present invention will be described in detail below with reference to the drawings. The present invention is not limited to this embodiment.

Embodiment 1.
FIG. 1 is a diagram showing a configuration example of the brake control system 30 according to the first embodiment of the present invention. The brake control system 30 is a system mounted on the railway vehicle 100 and controls the brake 20 of the railway vehicle 100. The brake control system 30 relays the brake command unit 1, the load receiving device 2, the speed sensor 3, the brake control unit 4, the regenerative brake control unit 5, the electropneumatic conversion valve 6, the source air tank 7, and the relay. A valve 8, a pressure sensor 9, a brake cylinder 10, a pressure sensor 11, a brake shoe 12, and a wheel 13 are provided. The brake 20 is composed of an electropneumatic conversion valve 6, a source air tank 7, a relay valve 8, a pressure sensor 9, a brake cylinder 10, a pressure sensor 11, and a brake shoe 12. It is assumed that the railway vehicle 100 actually includes a plurality of speed sensors 3, a brake control unit 4, wheels 13, and a brake 20. Further, when a train is formed by a plurality of railroad vehicles 100, some configurations such as the brake command unit 1 may be mounted only on a specific railroad vehicle such as a leading vehicle and a trailing vehicle of the train.

The brake command unit 1 is installed in a driver's cab or the like (not shown) of the railway vehicle 100, and generates and outputs a brake command 1A indicating the control content of the brake 20. The control content of the brake 20 includes control for operating the brake 20, control for releasing the brake 20, and the like. The control for operating the brake 20 is a control for decelerating the railway vehicle 100, that is, a control for applying a brake. The control for releasing the brake 20 is a control for increasing the speed of the railway vehicle 100, that is, a control for releasing the brake. The brake command unit 1 may receive an operation from a driver or the like and generate a brake command 1A according to the received operation content.

The load-bearing device 2 uses an air spring pressure sensor or the like (not shown) to generate and output a load-bearing signal 2A indicating the pressure applied to the railway vehicle 100 by passengers or the like.

The speed sensor 3 is a sensor that generates and outputs a speed signal 3A indicating the speed of the railroad vehicle 100 based on the rotation speed of the wheels 13. Although omitted in FIG. 1, the speed sensor 3 is installed on the bogies in front of and behind the railroad vehicle 100, and the railroad vehicle 100 can detect the speed from each wheel 13.

The brake control unit 4 is a brake control device that generates braking force by pressing the brake shoes 12 against the wheels 13 in the railroad vehicle 100. The brake control unit 4 includes an acquisition unit 41, a control unit 42, and a storage unit 43.

The acquisition unit 41 acquires the brake command 1A from the brake command unit 1, acquires the load response signal 2A from the load response device 2, and acquires the speed signal 3A from the speed sensor 3. Further, the acquisition unit 41 acquires the regenerative feedback signal 5A from the regenerative brake control unit 5, and issues the AC (Air Cylinder) pressure feedback command 9A, which is the command pressure of the air signal 6A of the electropneumatic conversion valve 6, from the pressure sensor 9. The feedback command 11A of the BC (Brake Cylinder) pressure, which is the brake cylinder pressure 8A of the relay valve 8, is acquired from the pressure sensor 11.

The storage unit 43 stores a threshold value for the operating time of the brake 20 set according to the wheel diameter of the wheel 13. The storage unit 43 may store information on the current wheel diameter of the wheel 13 measured by the control unit 42.

The control unit 42 calculates the required braking force for the railway vehicle 100 based on the brake command 1A, the load-bearing signal 2A, and the speed signal 3A, and outputs a regenerative pattern signal 4A indicating the required braking force for the railway vehicle 100. To do. The control unit 42 generates and outputs a pressure control signal 4B having the value obtained by subtracting the value of the regenerative feedback signal 5A from the required braking force for the railroad vehicle 100 as the air control supplement amount. Further, the control unit 42 is based on the operation time from the start of control of the brake 20 until the brake cylinder pressure 8A or the command pressure, which is a physical quantity, reaches a constant value, and the threshold value stored in the storage unit 43. The wear state of the brake shoe 12 is detected.

The regenerative brake control unit 5 calculates the actual regenerative braking force according to the actual torque based on the regenerative pattern signal 4A, and generates and outputs the regenerative feedback signal 5A indicating the actual regenerative braking force.

The electropneumatic conversion valve 6 converts the control signal of the pressure control signal 4B, which is an electric signal output from the control unit 42 of the brake control unit 4, into an air signal 6A indicating the control content by the air pressure.

The original air tank 7 is an air tank that outputs compressed air 7A, which is stored compressed air.

The relay valve 8 outputs compressed air 7A corresponding to the command pressure, which is the air pressure of the air signal 6A output from the electropneumatic conversion valve 6, thereby providing air with a brake cylinder pressure 8A corresponding to the command pressure of the air signal 6A. Is output to the brake cylinder 10. The brake cylinder pressure 8A is an air signal 6A amplified by compressed air 7A. It is assumed that the brake cylinder pressure 8A and the command pressure of the air signal 6A are in a proportional relationship.

The pressure sensor 9 is a sensor that detects the command pressure, which is the air pressure of the air signal 6A. The command pressure is a physical quantity indicating a force that presses the brake shoe 12 against the wheel 13. The pressure sensor 9 feeds back the detected air signal 6A as a feedback command 9A to the brake control unit 4.

The brake cylinder 10 presses the brake shoe 12 against the wheel 13 by the brake cylinder pressure 8A.

The pressure sensor 11 is a sensor that detects the brake cylinder pressure 8A, which is the air pressure of the brake cylinder 10. The brake cylinder pressure 8A is a physical quantity indicating a force that presses the brake shoe 12 against the wheel 13. The pressure sensor 11 returns the detected brake cylinder pressure 8A to the brake control unit 4 as a feedback command 11A. In the following description, the pressure sensor 11 may be referred to as a first pressure sensor, and the pressure sensor 9 may be referred to as a second pressure sensor.

The brake shoe 12 has a coefficient of friction. The brake shoe 12 is pressed against the wheel 13 by the brake cylinder 10 to generate a braking force, that is, a braking force. The braking force in the brake control system 30 can be calculated by the product of the friction coefficient of the brake shoe 12 and the brake cylinder pressure 8A.

The wheel 13 generates a braking force, that is, a braking force by pressing the brake shoe 12 by the brake cylinder 10.

Next, the operation of the brake control system 30 will be described. In the present embodiment, the brake control system 30 measures the wheel diameter of the wheel 13 at a specified timing. The brake control system 30 considers the wheel diameter of the wheel 13 and is based on the operating time when the brake shoe 12 is pressed against the wheel 13 or the operating time when the brake shoe 12 is pulled away from the wheel 13. Detect the wear condition.

FIG. 2 is a first diagram showing the wheels 13, the brake shoes 12, and the brake cylinder 10 when the brake shoes 12 are in a new state and the wheels 13 are in a new state in the brake control system 30 according to the first embodiment. .. FIG. 2 shows the states of the wheels 13, the brake shoes 12, and the brake cylinder 10 when the brake shoes 12 are not pressed against the wheels 13. FIG. 3 is a second diagram showing the wheels 13, the brake shoes 12, and the brake cylinder 10 when the brake shoes 12 are in a new state and the wheels 13 are in a new state in the brake control system 30 according to the first embodiment. .. FIG. 3 shows the states of the wheels 13, the brake shoes 12, and the brake cylinder 10 when the brake shoes 12 are pressed against the wheels 13. As can be seen by comparing FIG. 2 and FIG. 3, the brake control system 30 has a wheel 13 by slightly increasing the volume of the brake cylinder 10, that is, by a short stroke, in a state where the brake shoes 12 are not worn. The brake shoe 12 can be pressed against the wheel.

Here, it is assumed that the wheel diameter of the wheel 13 when it is new, that is, when it is not worn, is known. The brake control unit 4 stores the operating time from pressing the brake shoe 12 against the wheel 13 to the state of FIGS. 2 to 3 as a reference operating time. When the brake control unit 4 presses the brake shoe 12 against the wheel 13, air is supplied to the brake cylinder 10, so the operating time at this time is set as the supply time. Further, the brake control unit 4 stores the operating time from pulling the brake shoe 12 away from the wheel 13 to the state of FIGS. 3 to 2 as a reference operating time. When the brake control unit 4 pulls the brake shoes 12 away from the wheels 13, air is exhausted from the brake cylinder 10, so the operating time at this time is defined as the exhaust time.

FIG. 4 is a diagram showing the wheels 13, the brake shoes 12, and the brake cylinder 10 when the brake shoes 12 are in a worn state and the wheels 13 are in a new state in the brake control system 30 according to the first embodiment. FIG. 4 shows the states of the wheels 13, the brake shoes 12, and the brake cylinder 10 when the brake shoes 12 are pressed against the wheels 13. The brake shoe 12 is worn by the brake 20 being repeatedly applied while the railway vehicle 100 is in operation. As can be seen by comparing FIG. 3 and FIG. 4, the brake control system 30 has a volume of the brake cylinder 10 in the state where the brake shoe 12 is worn as compared with the state where the brake shoe 12 is not worn. The brake shoe 12 can be pressed against the wheel 13 by increasing the size, that is, by a long stroke. In the case of FIG. 4 in which the brake shoe 12 is worn, the supply time is longer than in the case of FIG. 3 in which the brake shoe 12 is not worn. In the case of FIG. 4 in which the brake shoe 12 is worn, the exhaust time is longer than in the case of FIG. 3 in which the brake shoe 12 is not worn.

Here, the brake control unit 4 stores the supply time when the wear state of the brake shoe 12 becomes the amount of wear required to replace the brake shoe 12 as a supply time threshold value. When the operating time when the brake shoe 12 is pressed against the wheel 13, that is, the supply time reaches the supply time threshold, the brake control unit 4 changes the wear state of the brake shoe 12 to the amount of wear required to replace the brake shoe 12. Therefore, an alarm prompting the replacement of the brake shoe 12 is output. Further, the brake control unit 4 stores the exhaust time when the wear state of the brake shoe 12 becomes the amount of wear required to replace the brake shoe 12 as an exhaust time threshold value. When the operating time when the brake shoe 12 is pulled away from the wheel 13, that is, the exhaust time reaches the exhaust time threshold, the brake control unit 4 changes the wear state of the brake shoe 12 to the amount of wear that requires replacement of the brake shoe 12. As a result, an alarm prompting the replacement of the brake shoe 12 is output. The brake control unit 4 may detect the wear state of the brake shoe 12 by using at least one of the supply time threshold value and the exhaust time threshold value. The railroad vehicle 100 can return to the state as shown in FIG. 2 by exchanging the brake shoes 12.

In the brake control system 30, the wheel diameter of the wheel 13 becomes smaller as the brake shoe 12 is replaced many times by repeating the above operation. Factors that reduce the wheel diameter of the wheel 13 include wear due to friction with the brake shoe 12, and milling treatment when the wheel flat occurs on the wheel 13. In the following description, it is assumed that the wheel diameter of the wheel 13 is reduced due to wear.

FIG. 5 is a diagram showing the wheels 13, the brake shoes 12, and the brake cylinder 10 when the brake shoes 12 are in a new state and the wheels 13 are in a worn state in the brake control system 30 according to the first embodiment. FIG. 5 shows the states of the wheels 13, the brake shoes 12, and the brake cylinder 10 when the brake shoes 12 are pressed against the wheels 13. As can be seen by comparing FIG. 3 and FIG. 5, even if the brake shoe 12 is in a new state, when the wheel diameter of the wheel 13 becomes smaller, the volume of the brake cylinder 10 is increased, that is, The brake shoe 12 can be pressed against the wheel 13 by a long stroke. In the case of FIG. 5 in which the wheels 13 are worn, the supply time is longer than in the case of FIG. 3 in which the wheels 13 are not worn. In the case of FIG. 5 in which the wheels 13 are worn, the exhaust time is longer than in the case of FIG. 3 in which the wheels 13 are not worn.

FIG. 6 is a diagram showing the wheels 13, the brake shoes 12, and the brake cylinder 10 when the brake shoes 12 are in a worn state and the wheels 13 are in a worn state in the brake control system 30 according to the first embodiment. FIG. 6 shows the states of the wheels 13, the brake shoes 12, and the brake cylinder 10 when the brake shoes 12 are pressed against the wheels 13. As can be seen by comparing FIG. 4 and FIG. 6, when the brake shoe 12 is worn and the wheel diameter of the wheel 13 is small, the volume of the brake cylinder 10 is further increased, that is, it is longer. The brake shoes 12 can be pressed against the wheels 13 by the stroke. In the case of FIG. 6 in which the brake shoe 12 is worn, the supply time is longer than in the case of FIG. 5 in which the brake shoe 12 is not worn. In the case of FIG. 6 in which the brake shoe 12 is worn, the exhaust time is longer than in the case of FIG. 5 in which the brake shoe 12 is not worn.

If the wheel diameter of the wheel 13 is unknown, the brake control system 30 can increase the volume of the brake cylinder 10 and press the brake shoe 12 against the wheel 13 as shown in FIG. 4 or 5. It is unknown whether the cause of the long stroke is due to the wear of the brake shoes 12 or the wear of the wheels 13. On the other hand, as in the present embodiment, when the wheel diameter of the wheel 13 is measured, the brake control system 30 increases the volume of the brake cylinder 10 and controls the wheel 13 as shown in FIG. 4 or FIG. Even when the wheel element 12 is pressed, it is possible to grasp whether the cause of the long stroke of the brake cylinder 10 is due to the wear of the brake shoe 12 or the wear of the wheel 13.

FIG. 7 is a diagram showing a transition of the operating time according to the wear state of the brake shoe 12 when the wheel 13 is new in the brake control system 30 according to the first embodiment. In FIG. 7, the brake cylinder pressure 8A is referred to as “BC pressure”. The same shall apply hereinafter. FIG. 7A is a brake command 1A output from the brake command unit 1, which indicates a control for operating the brake 20 when it is H (high) and a control for releasing the brake 20 when it is L (low). Is shown. FIG. 7B shows the transition of the brake cylinder pressure 8A detected by the pressure sensor 11 when the wheel 13 is new, that is, when it is not worn, and when the brake shoe 12 is new, that is, when it is not worn. Shown. The section where the brake command 1A is H and the section where the brake cylinder pressure 8A is constant corresponds to the state shown in FIG. FIG. 7C shows the transition of the brake cylinder pressure 8A detected by the pressure sensor 11 when the wheel 13 is new, that is, when the wheel 13 is not worn, and when the brake shoe 12 is worn. The section where the brake command 1A is H and the section where the brake cylinder pressure 8A is constant corresponds to the state shown in FIG. As shown in FIG. 7C, the control unit 42 controls the brake shoes when the supply time of the brake cylinder pressure 8A exceeds the supply time threshold value or when the exhaust time of the brake cylinder pressure 8A exceeds the exhaust time threshold value. It is determined that 12 is worn, and an alarm is output. When the control unit 42 determines that the brake shoes 12 are worn, it is assumed that the amount of wear of the brake shoes 12 reaches a level at which the brake shoes 12 need to be replaced. The same shall apply hereinafter.

FIG. 8 is a diagram showing a transition of the operating time according to the wear state of the brake shoe 12 when the wheel 13 is worn in the brake control system 30 according to the first embodiment. FIG. 8A is a brake command 1A output from the brake command unit 1, which indicates a control for operating the brake 20 when it is H (high) and a control for releasing the brake 20 when it is L (low). Is shown. FIG. 8B shows the transition of the brake cylinder pressure 8A detected by the pressure sensor 11 when the wheel 13 is worn, that is, when the wheel 13 is worn, and when the brake shoe 12 is new, that is, when the wheel 13 is not worn. Shown. The section where the brake command 1A is H and the section where the brake cylinder pressure 8A is constant corresponds to the state shown in FIG. FIG. 8C shows the transition of the brake cylinder pressure 8A detected by the pressure sensor 11 when the wheel 13 is worn, that is, when the wheel 13 is worn and when the brake shoe 12 is worn. The section where the brake command 1A is H and the section where the brake cylinder pressure 8A is constant corresponds to the state shown in FIG. As shown in FIG. 8C, the control unit 42 controls the brake shoes when the supply time of the brake cylinder pressure 8A exceeds the supply time threshold value or when the exhaust time of the brake cylinder pressure 8A exceeds the exhaust time threshold value. It is determined that 12 is worn, and an alarm is output.

As shown in FIGS. 7 and 8, in the present embodiment, the brake control system 30 sets a threshold value used for determining whether or not the brake shoe 12 is worn, that is, a supply time threshold value and an exhaust time threshold value. It is changed according to the wear state of the wheel 13. Specifically, the brake control system 30 increases the threshold value, that is, the supply time threshold value and the exhaust time threshold value, as the wheels 13 are worn. This is because, as shown in FIGS. 5 and 6, as the wheel 13 wears and the wheel diameter becomes smaller, the brake control system 30 presses the brake shoe 12 against the wheel 13 to increase the volume of the brake cylinder 10. That is, it is necessary to lengthen the stroke. Generally, in the railway vehicle 100 of the same type, the type of wheel 13 and the type of brake shoe 12 used are fixed. Therefore, until the brake cylinder pressure 8A becomes a constant pressure when the brake shoe 12 is pressed against the wheel 13 according to the wheel diameter of the wheel 13 by the designer of the brake control system 30 or the like by simulation or actual measurement. Information on the threshold value based on the operation time is stored in the storage unit 43 of the brake control unit 4.

In addition, the operating time until the brake cylinder pressure 8A becomes a constant pressure when the designer of the brake control system 30 presses the brake shoe 12 in a new state, that is, in a non-wearing state, against the wheel 13 by simulation or actual measurement. Information on the correspondence relationship with the wheel diameter of the wheel 13 is stored in the storage unit 43 of the brake control unit 4. As a result, the brake control system 30 determines the wheel diameter of the wheel 13 from the operating time until the brake cylinder pressure 8A becomes a constant pressure by pressing the brake shoe 12 against the wheel 13 each time the brake shoe 12 is replaced. Can be measured.

The operation of the brake control unit 4 of the brake control system 30 will be described with reference to a flowchart. FIG. 9 is a flowchart showing an operation in which the brake control system 30 according to the first embodiment measures the wheel diameter of the wheel 13. In the brake control system 30, when the brake shoes 12 are replaced (step S1: Yes), the control unit 42 of the brake control unit 4 determines the wheels of the wheels 13 based on the operating time before the start of operation of the railway vehicle 100. The diameter is measured (step S2). If the brake shoe 12 has not been replaced after measuring the wheel diameter of the wheel 13, the control unit 42 omits the operation of step S2. The control unit 42 can detect the wear state of the wheel 13 based on the wheel diameter of the wheel 13. When the wheel diameter of the wheel 13 reaches a specified value, the control unit 42 assumes that the wear state of the wheel 13 has reached the amount of wear required for the wheel 13 to be replaced, as in the case of replacing the brake shoe 12. An alarm prompting the replacement of the wheel 13 may be output.

FIG. 10 is a flowchart showing a first operation in which the brake control system 30 according to the first embodiment determines whether or not the brake shoes 12 are worn. In the brake control system 30, the control unit 42 of the brake control unit 4 acquires information on the wheel diameter of the wheel 13 (step S11). The control unit 42 may use the wheel diameter information measured by the operation of the flowchart shown in FIG. 9, or may use the wheel diameter information measured by an inspector or the like at the time of periodic inspection of the railway vehicle 100. .. The control unit 42 reads a threshold value according to the wheel diameter from the storage unit 43 based on the acquired information on the wheel diameter, and sets a threshold value according to the wheel diameter with respect to the operating time of the brake cylinder 10 (step S12). The control unit 42 acquires the brake command 1A indicating the control content of the brake 20 from the brake command unit 1. The control unit 42 acquires information on the brake cylinder pressure 8A applied to the brake cylinder 10 from the pressure sensor 11 via the acquisition unit 41 (step S13).

The control unit 42 calculates the operating time of the brake cylinder 10 based on the information of the brake cylinder pressure 8A acquired from the pressure sensor 11 (step S14). The control unit 42 is the operating time, which is the time from the first value to the second value, which is a constant value, when the control content of the brake 20 is the control for operating the brake 20. Calculate the supply time. When the control content of the brake 20 is the control for releasing the brake 20, the supply time, which is the time from the second value to the first value, which is a constant value, is calculated. The first value is a value in which the brake command 1A is constant in the section of L in FIGS. 7 (b), 7 (c), 8 (b), and 8 (c). The second value is a value in which the brake command 1A is constant in the section H in FIGS. 7 (b), 7 (c), 8 (b), and 8 (c).

The control unit 42 compares the operation time with the threshold value (step S15). When the operation time is longer than the threshold value (step S15: Yes), the control unit 42 determines that the brake shoe 12 is worn (step S16). The control unit 42 outputs an alarm indicating that the brake shoe 12 is worn to the driver or the like (step S17). As an alarm, the control unit 42 may display on the display unit of the driver's cab (not shown) indicating that the brake shoes 12 are worn, or from the speaker of the driver's cab (not shown) in the railway vehicle 100. , The sound indicating that the brake shoe 12 is worn may be output. Further, the control unit 42 is a device (not shown) that manages the operation of the railway vehicle 100, and may output an alarm to the device installed on the ground. When the operation time is equal to or less than the threshold value (step S15: No), the control unit 42 returns to the process of step S13, assuming that the brake shoes 12 are not worn.

If the operating time suddenly becomes long for some reason, the control unit 42 mistakenly determines that the brake shoe 12 is worn. Therefore, the control unit 42 may determine that the brake shoe 12 is worn when the number of times the operation time exceeds the threshold value reaches the specified number of times in step S15. FIG. 11 is a flowchart showing a second operation in which the brake control system 30 according to the first embodiment determines whether or not the brake shoes 12 are worn. The operations from step S11 to step S15 are as described above. When the operation time is larger than the threshold value (step S15: Yes), the control unit 42 determines whether or not the number of times the operation time exceeds the threshold value reaches the specified number of times within the specified period (step). S21). When the number of times the operation time exceeds the threshold value does not reach the specified number of times within the specified period (step S21: No), the control unit 42 returns to the process of step S13. When the number of times the operation time exceeds the threshold value reaches the specified number of times within the specified period (step S21: Yes), the control unit 42 determines that the brake shoe 12 is worn (step S16). .. The control unit 42 outputs an alarm indicating that the brake shoe 12 is worn to the driver or the like (step S17).

In this way, in the brake control unit 4, the acquisition unit 41 acquires the brake cylinder pressure 8A, which is the air pressure of the brake cylinder 10 that presses the brake shoes 12 against the wheels 13, as a physical quantity from the pressure sensor 11. As a threshold value, the storage unit 43 stores a supply time threshold value until the brake cylinder pressure 8A becomes a constant value from the first pressure and becomes a second pressure larger than the first pressure when the brake 20 is applied. doing. When the brake 20 is applied, the control unit 42 detects the wear state of the brake shoe 12 based on the supply time and the supply time threshold value from the first pressure to the second pressure of the brake cylinder pressure 8A. ..

Alternatively, in the brake control unit 4, the acquisition unit 41 acquires the brake cylinder pressure 8A, which is the air pressure of the brake cylinder 10 that presses the brake shoes 12 against the wheels 13, as a physical quantity from the pressure sensor 11. As a threshold value, the storage unit 43 stores the exhaust time threshold value from the second pressure to the first pressure, which is a constant value, when the brake cylinder pressure 8A is released. When the brake 20 is released, the control unit 42 detects the wear state of the brake shoe 12 based on the exhaust time from the second pressure to the first pressure and the exhaust time threshold value of the brake cylinder pressure 8A. .. The case where the control unit 42 detects the wear state of the brake shoe 12 by using the supply time threshold value or the exhaust time threshold value has been described, but the present invention is not limited thereto. The control unit 42 may detect the wear state of the brake shoe 12 by using both the supply time threshold value and the exhaust time threshold value. In this case, the storage unit 43 stores the supply time threshold value and the exhaust time threshold value as threshold values. When the brake 20 is applied, the control unit 42 is based on the supply time from the first pressure to the second pressure when the brake cylinder pressure 8A is applied and the supply time threshold, and when the brake 20 is released, the brake cylinder The wear state of the brake shoe 12 may be detected based on the exhaust time from the second pressure to the first pressure and the exhaust time threshold of the pressure 8A. In this way, the control unit 42 detects the wear state by using the supply time threshold value when the brake 20 is applied, or detects the wear state by using the exhaust time threshold value when the brake 20 is released. Do at least one of the above.

The case where the brake control unit 4 detects the wear state of the brake shoe 12 by using the brake cylinder pressure 8A which is the air pressure of the brake cylinder 10 has been described. However, the method of detecting the wear state of the brake shoe 12 is described in this case. Not limited. As described above, the command pressure of the air signal 6A of the electropneumatic conversion valve 6 is proportional to the brake cylinder pressure 8A. Therefore, the brake control unit 4 can also detect the wear state of the brake shoe 12 by using the command pressure which is the air pressure of the air signal 6A of the electropneumatic conversion valve 6.

In this case, in the brake control unit 4, the acquisition unit 41 acquires the command pressure, which is the air pressure of the air signal 6A output from the electropneumatic conversion valve 6, as a physical quantity from the pressure sensor 9. As a threshold value, the storage unit 43 stores a supply time threshold value from the first pressure until the command pressure becomes a constant value and becomes a second pressure larger than the first pressure when the brake 20 is applied. There is. When the brake 20 is applied, the control unit 42 detects the wear state of the brake shoe 12 based on the supply time from the first pressure to the second pressure and the supply time threshold value.

Alternatively, in the brake control unit 4, the acquisition unit 41 acquires the command pressure, which is the air pressure of the air signal 6A output from the electropneumatic conversion valve 6, as a physical quantity from the pressure sensor 9. As a threshold value, the storage unit 43 stores an exhaust time threshold value from the second pressure to the first pressure, which is a constant value, when the brake 20 is released. When the brake 20 is released, the control unit 42 detects the wear state of the brake shoe 12 based on the exhaust time from the second pressure to the first pressure and the exhaust time threshold value.

Next, the hardware configuration of the brake control system 30 will be described. In the brake control system 30, configurations other than the brake control unit 4 are realized by equipment mounted on a general railway vehicle. The brake control unit 4 is realized by a processing circuit. The processing circuit may be a processor and memory for executing a program stored in the memory, or may be dedicated hardware.

FIG. 12 is a diagram showing an example in which the processing circuit included in the brake control system 30 according to the first embodiment is configured by a processor and a memory. When the processing circuit is composed of the processor 91 and the memory 92, each function of the processing circuit of the brake control system 30 is realized by software, firmware, or a combination of software and firmware. The software or firmware is written as a program and stored in the memory 92. In the processing circuit, each function is realized by the processor 91 reading and executing the program stored in the memory 92. That is, the processing circuit includes a memory 92 for storing a program in which the processing of the brake control system 30 is eventually executed. It can also be said that these programs cause the computer to execute the procedures and methods of the brake control system 30.

Here, the processor 91 may be a CPU (Central Processing Unit), a processing device, an arithmetic unit, a microprocessor, a microcomputer, a DSP (Digital Signal Processor), or the like. Further, the memory 92 includes non-volatile or volatile such as RAM (Random Access Memory), ROM (Read Only Memory), flash memory, EPROM (Erasable Programmable ROM), and EPROM (registered trademark) (Electrically EPROM). Semiconductor memory, magnetic disk, flexible disk, optical disk, compact disk, mini disk, DVD (Digital Versatile Disc), etc. are applicable.

FIG. 13 is a diagram showing an example in which the processing circuit included in the brake control system 30 according to the first embodiment is configured by dedicated hardware. When the processing circuit is composed of dedicated hardware, the processing circuit 93 shown in FIG. 13 includes, for example, a single circuit, a composite circuit, a programmed processor, a parallel programmed processor, an ASIC (Application Specific Integrated Circuit), and the like. FPGA (Field Programmable Gate Array) or a combination of these is applicable. Each function of the brake control system 30 may be realized by the processing circuit 93 for each function, or each function may be collectively realized by the processing circuit 93.

Note that some of the functions of the brake control system 30 may be realized by dedicated hardware, and some may be realized by software or firmware. As described above, the processing circuit can realize each of the above-mentioned functions by the dedicated hardware, software, firmware, or a combination thereof.

As described above, according to the present embodiment, the brake control system 30 sets a threshold value for the operating time of the brake 20 according to the wheel diameter, and sets the operating time and the threshold value when the brake 20 is operated. Based on the comparison, it was decided to detect the wear state of the brake shoe 12. As a result, the brake control system 30 can change the threshold value according to the wheel diameter of the wheel 13, so that the accuracy of detecting the wear state of the brake shoe 12 can be improved. Further, since the brake control system 30 can automatically measure the wheel diameter of the wheel 13, it is possible to detect the wear state of the wheel 13. Further, since the brake control system 30 can automatically measure the wheel diameter of the wheel 13, the amount of wear of the brake shoe 12 can be accurately measured based on the operating time when the brake 20 is operated.

The brake control system 30 can measure the amount of wear of the brake shoe 12 by using the operating time when the brake 20 is operated and the wheel diameter of the wheel 13. Therefore, the brake control system 30 does not set a threshold value according to the wheel diameter, and detects the wear state of the brake shoe 12 based on the amount of wear of the brake shoe 12, that is, whether or not the brake shoe 12 needs to be replaced. It is also possible to judge.

Embodiment 2.
In the first embodiment, the brake control system 30 automatically measures the wheel diameter of the wheel 13 only after the brake shoe 12 is replaced. In the second embodiment, the brake control system 30 automatically measures the wheel diameter of the wheel 13 while the railway vehicle 100 is traveling.

In the second embodiment, the configuration of the brake control system 30 is the same as the configuration in the first embodiment. In the brake control system 30, the speed sensor 3 changes the gap between the gear and the gear installed on the axle on which the wheel 13 is attached, and the magnetic flux changes, so that the speed sensor 3 has a speed of a frequency corresponding to the speed of the railroad vehicle 100. The signal 3A is generated and output. The speed signal 3A is a signal having a constant frequency when the speed of the railway vehicle 100 is constant. Here, as described in the first embodiment, by pressing the brake shoes 12 against the wheels 13, the brake shoes 12 are worn and the wheels 13 are also worn to reduce the wheel diameter. When the wheel diameter becomes smaller, the number of rotations of the wheel 13 increases as compared with a new state, that is, a state where the wheel 13 is not worn, even if the speed of the railway vehicle 100 is the same. As the number of rotations of the wheel 13 increases, the rotation of the gear attached to the axle also increases, and the frequency of the speed signal 3A also increases. This is because the circumference of the wheel 13 becomes shorter due to the wear of the wheel 13, and it is necessary to rotate the wheel 13 more in order to move the same distance.

FIG. 14 is a diagram showing the frequency of the speed signal 3A output from the speed sensor 3 according to the wear state of the wheels 13 in the brake control system 30 according to the second embodiment. FIG. 14A shows a speed signal 3A output from the speed sensor 3 when the wheel 13 is new, that is, when it is not worn. FIG. 14B shows a speed signal 3A output from the speed sensor 3 when the wheel 13 is worn, that is, in a worn state. The brake control unit 4 of the brake control system 30 stores information on the relationship between the speed of the railway vehicle 100, the frequency of the speed signal 3A, and the wheel diameter of the wheels 13 in advance based on the features shown in FIG. The designer of the brake control system 30 or the like obtains information on the relationship between the speed of the railroad vehicle 100, the frequency of the speed signal 3A, and the wheel diameter of the wheel 13 by simulation or actual measurement, and stores the brake control unit 4. It is stored in the part 43. The control unit 42 is based on the speed of the railroad vehicle 100 on which the brake control unit 4 is mounted and the frequency of the speed signal 3A output from the speed sensor 3 installed on the shaft on which the wheels 13 are mounted. The wheel diameter of the wheel 13 is measured. Further, the control unit 42 can detect the wear state of the wheel 13 based on the wheel diameter of the wheel 13. When the wheel diameter of the wheel 13 reaches a specified value, the control unit 42 assumes that the wear state of the wheel 13 has reached the amount of wear required for the wheel 13 to be replaced, as in the case of replacing the brake shoe 12. An alarm prompting the replacement of the wheel 13 may be output.

In the second embodiment, the operation of the brake control system 30 for determining whether or not the brake shoes 12 are worn is the same as the flowchart shown in FIG. 10 or 11 of the first embodiment. In the second embodiment, the control unit 42 uses the method described in the first embodiment as a method of acquiring information on the wheel diameter of the wheel 13, and the wheel 13 based on the frequency of the speed signal 3A of the speed sensor 3. It is possible to obtain information on the wheel diameter of.

As described above, according to the present embodiment, the brake control system 30 measures the wheel diameter of the wheel 13 based on the frequency of the speed signal 3A of the speed sensor 3. As a result, the brake control system 30 can update the information on the wheel diameter of the wheel 13 with high frequency as compared with the case of the first embodiment, so that the accuracy of detecting the wear state of the brake shoe 12 can be further improved. Can be done.

Embodiment 3.
In the first and second embodiments, the brake control system 30 has detected the wear of the brake shoes 12 and the wheels 13. In the third embodiment, a method in which the brake control system 30 detects an abnormality of an empty product for operating the brake 20 will be described.

In the third embodiment, the configuration of the brake control system 30 is the same as the configuration in the first embodiment. As described above, the brake shoe 12 is pressed against the wheel 13 by the brake cylinder 10. In the configuration of the brake 20 as shown in FIG. 1, the brake shoe 12 wears each time the brake 20 is applied. That is, it is considered that there is a correlation between the pressing force of the brake shoe 12 by the brake cylinder 10 and the amount of wear of the brake shoe 12.

FIG. 15 is a diagram showing an example of the relationship between the cumulative value of the pressing force by the brake cylinder 10 and the amount of wear of the brake shoe 12 in the brake control system 30 according to the third embodiment. The cumulative value of the pressing force is the cumulative value obtained by multiplying the brake cylinder pressure 8A, which is the air pressure of the brake cylinder 10, by the time that the brake cylinder pressure 8A is applied to the brake cylinder 10. That is, the cumulative value of the pressing force is obtained by multiplying the physical quantity when the brake shoe 12 is pressed against the wheel 13 by the pressing time after the brake shoe 12 is replaced. As shown in FIG. 15, it is considered that the amount of wear of the brake shoe 12 increases as the cumulative value of the pressing force of the brake cylinder 10 increases.

FIG. 16 is a diagram showing an example of the relationship between the operating time of the brake cylinder 10 and the amount of wear of the brake shoe 12 in the brake control system 30 according to the third embodiment. In the straight line showing the relationship between the operating time of the brake cylinder 10 and the wear amount of the brake shoe 12 shown in FIG. 16, the operating time of the brake cylinder 10 when the wear amount of the brake shoe 12 reaches the replacement level is described above. It becomes the threshold of.

FIG. 17 is a diagram showing an example of the relationship between the operating time of the brake cylinder 10 and the cumulative value of the pressing force in the brake control system 30 according to the third embodiment. The solid straight line shown in FIG. 17 shows the relationship between the operating time of the brake cylinder 10 and the cumulative value of the pressing force of the brake cylinder 10. Here, in FIG. 17, the region indicated by the triangle in which the cumulative value of the pressing force is small but the operating time is large is not caused by the wear of the brake shoe 12, but the component that acts on the brake 20, specifically, It is assumed that there is an abnormality in an empty product such as the relay valve 8. Therefore, when the operation time exceeds the threshold value for the cumulative value of the pressing force, that is, the straight line of the dotted line shown in FIG. 17, the control unit 42 determines that the empty product has an abnormality. The brake control unit 4 stores in advance a threshold value indicated by a dotted straight line, which has a margin with respect to a solid straight line indicating the relationship between the operating time of the brake cylinder 10 and the cumulative value of the pressing force of the brake cylinder 10. Keep it. The threshold value is obtained by a designer of the brake control system 30 or the like by simulation or actual measurement, and is stored in the storage unit 43 of the brake control unit 4. In FIG. 17, for easy viewing, a margin is provided between the solid line indicating the relationship between the operating time and the cumulative value of the pressing force, the dotted line indicating the threshold value, and the triangular area indicating an empty product abnormality. The intervals between the two may be narrowed.

FIG. 18 is a flowchart showing an operation in which the brake control system 30 according to the third embodiment determines an abnormality of an empty product. When the operating time of the brake cylinder 10 is larger than the threshold value corresponding to the cumulative value of the pressing force (step S31: Yes), the control unit 42 determines that the empty product has an abnormality (step S32). When the operation time of the brake cylinder 10 is smaller than the threshold value corresponding to the cumulative value of the pressing force (step S31: No), the control unit 42 ends the operation. In this way, the control unit 42 determines whether or not there is an abnormality in the empty product, which is a component for pressing the brake shoe 12 against the wheel 13, based on the comparison between the cumulative value of the pressing force and the operating time. The control unit 42 performs the above operation constantly or periodically.

As described above, according to the present embodiment, the brake control system 30 is based on the operating time of the brake 20 and the cumulative value of the pressing force, and further, an abnormality of an empty product which is a component that acts the brake 20. It is possible to determine the presence or absence of.

Embodiment 4.
In the fourth embodiment, a method in which the brake control system 30 detects an abnormality of an empty product for operating the brake 20 will be described by a method different from that of the third embodiment.

The brake control system 30 actually includes a plurality of brakes 20. Further, the railway vehicle 100 is generally operated so that the diameters of the plurality of wheels 13 are within a certain range. That is, it is assumed that the operating time of each brake 20 when the brake control system 30 performs the same brake control is within a certain range. Therefore, when the operating time of one brake 20 is significantly longer than the operating time of another brake 20, the brake control system 30 determines that the empty product of the corresponding brake 20 has an abnormality. In this way, the control unit 42 can determine whether or not there is an abnormality in the empty product, which is a component for pressing the brake shoe 12 against the wheel 13, based on the operating time acquired for each shaft connected to the wheel 13. it can.

As described above, according to the present embodiment, the brake control system 30 is an empty product which is a component that further operates the brake 20 based on the operating time acquired for each shaft connected to the wheel 13. It is possible to determine the presence or absence of an abnormality.

The configuration shown in the above-described embodiment shows an example of the content of the present invention, can be combined with another known technique, and is one of the configurations without departing from the gist of the present invention. It is also possible to omit or change the part.

1 Brake command unit, 1A brake command, 2 load-bearing device, 2A load-bearing signal, 3 speed sensor, 3A speed signal, 4 brake control unit, 4A regeneration pattern signal, 4B pressure control signal, 5 regenerative brake control unit, 5A regeneration Feedback signal, 6 electro-pneumatic conversion valve, 6A air signal, 7 source air tank, 7A compressed air, 8 relay valve, 8A brake cylinder pressure, 9,11 pressure sensor, 9A, 11A feedback command, 10 brake cylinder, 12 wheel control , 13 wheels, 20 brakes, 30 brake control system, 41 acquisition unit, 42 control unit, 43 storage unit, 100 railroad vehicle.

Claims

A brake control device that generates braking force by pressing a brake shoe against a wheel in a railway vehicle.
An acquisition unit that acquires the physical quantity from a sensor that detects a physical quantity indicating a force that presses the brake shoe against the wheel.
A storage unit that stores a threshold value for the operating time of the brake, which is set according to the wheel diameter of the wheel.
A control unit that detects the wear state of the brake shoe based on the operating time from the start of control of the brake to the constant value of the physical quantity and the threshold value.
A brake control device characterized by being provided with.
The acquisition unit acquires the brake cylinder pressure, which is the air pressure of the brake cylinder that presses the brake shoe against the wheel, as the physical quantity from the first pressure sensor, which is the sensor.
As the threshold value, the storage unit takes a supply time from the first pressure until the brake cylinder pressure becomes a second pressure that is a constant value and larger than the first pressure when the brake is applied. Memorize the threshold and
When the brake is applied, the control unit is in a worn state of the brake shoe based on the supply time from the first pressure to the second pressure and the supply time threshold value. To detect,
The brake control device according to claim 1.
The acquisition unit acquires the brake cylinder pressure, which is the air pressure of the brake cylinder that presses the brake shoe against the wheel, as the physical quantity from the first pressure sensor.
As the threshold value, the storage unit stores the exhaust time threshold value from the second pressure to the first pressure, which is a constant value, when the brake is released.
When the brake is released, the control unit is in a worn state of the brake shoe based on the exhaust time from the second pressure to the first pressure and the exhaust time threshold value. To detect,
2. The brake control device according to claim 2.
The acquisition unit receives the air signal output from the second pressure sensor, which is the sensor, as a physical quantity from an electropneumatic conversion valve that converts a control signal output from the control unit to the brake into an air signal. Obtain the command pressure, which is the air pressure,
As the threshold value, the storage unit has a supply time threshold value from the first pressure until the command pressure becomes a second pressure that is a constant value higher than the first pressure when the brake is applied. Remember,
When the brake is applied, the control unit determines the wear state of the brake shoe based on the supply time from the first pressure to the second pressure and the supply time threshold value. To detect,
The brake control device according to claim 1.
The acquisition unit is the air pressure of the air signal output from the second pressure sensor as the physical quantity from the electropneumatic conversion valve that converts the control signal output from the control unit to the brake into an air signal. Get the command pressure,
As the threshold value, the storage unit stores the exhaust time threshold value from the second pressure to the first pressure, which is a constant value, when the brake is released.
When the brake is released, the control unit determines the wear state of the brake shoe based on the exhaust time from the second pressure to the first pressure and the exhaust time threshold value. To detect,
The brake control device according to claim 4.
When the operating time exceeds the threshold value, the control unit determines that the brake shoes are worn and outputs an alarm.
The brake control device according to any one of claims 1 to 5, wherein the brake control device is characterized.
When the number of times the operation time exceeds the threshold value reaches the specified number of times within the specified period, the control unit determines that the brake shoes are worn and outputs an alarm.
The brake control device according to claim 6.
When the brake shoe is replaced, the control unit measures the wheel diameter based on the operating time.
The brake control device according to any one of claims 1 to 7, wherein the brake control device is characterized.
The control unit has the wheel diameter based on the speed of the railroad vehicle on which the brake control device is mounted and the frequency of the speed signal output from the speed sensor installed on the shaft on which the wheel is mounted. To measure,
The brake control device according to any one of claims 1 to 8, wherein the brake control device is characterized.
The control unit detects the wear state of the wheel based on the wheel diameter.
The brake control device according to claim 8 or 9.
The control unit is based on a comparison between the cumulative value of the pressing force obtained by multiplying the physical quantity when the brake shoe is pressed against the wheel after the brake shoe is replaced by the pressing time, and the operating time. Judging whether there is an abnormality in the parts for pressing the brake shoes against the wheels,
The brake control device according to any one of claims 1 to 10.
The control unit determines whether or not there is an abnormality in the component for pressing the brake shoe against the wheel based on the operating time acquired for each shaft connected to the wheel.
The brake control device according to any one of claims 1 to 10.
A brake control method for a brake control device that generates braking force by pressing a brake shoe against a wheel in a railroad vehicle.
The first step in which the acquisition unit acquires the physical quantity from a sensor that detects a physical quantity indicating a force for pressing the brake shoe against the wheel.
Based on the operating time from when the control unit starts controlling the brake until the physical quantity reaches a constant value, and the threshold value for the operating time of the brake set according to the wheel diameter of the wheel, the said The second step of detecting the wear condition of the brake shoe,
A brake control method characterized by including.
In the first step, the acquisition unit acquires the brake cylinder pressure, which is the air pressure of the brake cylinder that presses the brake shoe against the wheel, as the physical quantity from the first pressure sensor, which is the sensor.
In the second step, when the brake is applied, the control unit changes the brake cylinder pressure from the first pressure to a second pressure that is a constant value and larger than the first pressure. The wear of the brake shoe based on the supply time of the brake shoe and the supply time threshold value from the first pressure to the second pressure when the brake is applied. When the state is detected or the brake is released, the exhaust time from the second pressure to the first pressure, which is a constant value, and the threshold value. At least one of detecting the wear state of the brake shoe based on the exhaust time threshold from the second pressure to the first pressure when the brake is released. I do,
The brake control method according to claim 13, wherein the brake control method is characterized.
In the first step, the acquisition unit is from an electropneumatic conversion valve that converts a control signal output from the control unit to the brake as the physical quantity from the second pressure sensor, which is the sensor, into an air signal. The command pressure, which is the air pressure of the output air signal, is acquired.
In the second step, when the brake is applied, the control unit increases the command pressure from the first pressure to a second pressure which is a constant value and larger than the first pressure. The wear state of the brake shoe is determined based on the supply time and the supply time threshold from the first pressure to the second pressure when the brake is applied, which is the threshold value. When detecting or releasing the brake, the exhaust time from the second pressure to the first pressure, which is a constant value, and the brake, which is the threshold value, are released. At least one of detecting the wear state of the brake shoe based on the exhaust time threshold from the second pressure to the first pressure when the command pressure is applied is performed.
The brake control method according to claim 13, wherein the brake control method is characterized.