Brake control device, brake control method, program, and non-release determination device

Abstract

The present invention provides a brake control device, a brake control method, a program, and a non-relaxation determination device, which determine whether the brake is not relieved even when the railway vehicle is not traveling. The brake control device (20) brakes a railway vehicle having a wheel (2) by causing a brake shoe (14) to press the tread (2A) of the wheel (2). The brake control device (20) includes: a drive information acquisition unit (22) that detects whether the brake is in a braking state in which the brake shoe (14) presses the tread (2A) of the wheel (2); an instruction acquisition unit (24) that acquires a relief instruction for releasing the pressure of the brake shoe (14) on the tread (2A) of the wheel (2); and a determination unit (25) that uses the detection result of the drive information acquisition unit (22) to determine whether the braking state is maintained after the instruction acquisition unit (24) acquires the relief instruction.

Description

Technical Field

[0001] The present invention relates to a braking control device, a braking control method, a braking control program and a non-relaxation determination device. Background Art

[0002] A braking device for braking wheels is provided on a railway vehicle. When the railway vehicle is traveling, the braking device is in a released state in which the braking of the wheels is released.

[0003] Patent Document 1 describes a brake failure detection device for detecting that a brake device is not released. The brake failure detection device detects that a brake device is not released by measuring the temperature of wheels during travel of a railway vehicle.

[0004] Prior art literature

[0005] Patent Literature

[0006] Patent Document 1: Japanese Patent Application Laid-Open No. 2014-040171 Summary of the Invention

[0007] Problems to be solved by the invention

[0008] Furthermore, in order to detect the non-release of the brake device, the railway vehicle needs to be traveling with the brake device in a non-released state. Therefore, it is required to determine the non-release of the brake device even when the railway vehicle is not traveling.

[0009] Solutions for solving problems

[0010] A braking control device for braking a railway vehicle having a friction member by causing the friction member to press the friction member comprises: a detection unit for detecting whether the braking state is such that the friction member is pressing the friction member; an acquisition unit for acquiring a relief instruction for releasing the pressure of the friction member on the friction member; and a determination unit for determining whether the braking state is maintained using the detection result of the detection unit after the acquisition unit acquires the relief instruction.

[0011] According to the above configuration, it is determined whether the braking state is maintained after receiving the release command. Therefore, unlike the conventional technology that cannot determine if the railway vehicle is not running and the wheel temperature rises, it is possible to determine whether the braking state is not maintained even if the railway vehicle is not running.

[0012] Regarding the braking control device, it is preferred that the detection unit uses a physical quantity to detect whether it is in the braking state, and the physical quantity is at least one of the force applied to the friction member in the braking state, the force applied to the transmission unit for transmitting driving force to the friction member in the braking state, the moving distance of the friction member and the moving distance of the transmission unit.

[0013] In the brake control device, the determination unit preferably determines whether the braking state is maintained based on a change in the physical quantity within a predetermined time period, the predetermined time period being a length of time from when the release instruction is acquired to when the release is performed under normal circumstances.

[0014] In the brake control device, it is preferable that the determination unit determines whether the braking state is maintained by comparing the physical quantity with a past physical quantity.

[0015] Regarding the brake control device, it is preferred that it includes a control unit that controls the electric actuator, and the friction member is driven by the electric actuator via the transmission unit. When the determination unit determines that the braking state is maintained, the control unit drives the electric actuator again in a direction to relieve the friction member.

[0016] Regarding the brake control device, preferably, when the determination unit determines that the braking state is maintained, the control unit drives the electric actuator in a direction opposite to a direction in which the friction member is relieved, and then drives the electric actuator in a direction in which the friction member is relieved.

[0017] Regarding the brake control device, it is preferred that the device includes a control unit for controlling the anti-slip valve, and drives the friction member by the pressure supplied from the pressure source (51) via the relay valve (52) and the anti-slip valve. When the determination unit determines that the braking state is maintained, the control unit drives the friction member in a direction to relieve the friction member by exhausting the air through the anti-slip valve.

[0018] Regarding the braking control device, it is preferred that a plurality of detection parts are provided on at least one of the friction part and the transmission part, each detection part detects the force applied to at least one of the friction part and the transmission part under the braking state, and the determination part predicts a fault based on the difference in the physical quantities detected by the plurality of detection parts.

[0019] In the brake control device, it is preferable that the determination unit predicts a failure due to malfunction based on an elapsed time from when the release command is acquired to when the release is performed.

[0020] A braking control method for solving the above-mentioned problem brakes a railway vehicle having a friction member by causing the friction member to press the friction member, and includes: a detection step for detecting whether the braking state is such that the friction member presses the friction member; an acquisition step for acquiring a relief instruction for releasing the pressure of the friction member on the friction member; and a determination step for determining whether the braking state is maintained using the detection result of the detection step after the relief instruction is acquired in the acquisition step.

[0021] According to the above method, it is determined whether the braking state is maintained after the release command is received. Therefore, unlike the conventional technology that cannot determine if the temperature rises while the railway vehicle is not traveling, it is possible to determine whether the braking state is not maintained even if the railway vehicle is not traveling.

[0022] A braking control program for solving the above-mentioned problem brakes a railway vehicle having a friction member by causing the friction member to press the friction member, and the braking control program causes a computer to execute the following steps: a detection step for detecting whether the braking state is in which the friction member is pressing the friction member; an acquisition step for acquiring a relief instruction for releasing the pressure of the friction member on the friction member; and a determination step for determining whether the braking state is maintained using the detection result of the detection step after the relief instruction is acquired in the acquisition step.

[0023] The above procedure determines whether the braking state is maintained after receiving the release command. Therefore, unlike the conventional technology that cannot determine if the railway vehicle is not running and the wheel temperature rises, it can determine whether the braking state is not maintained even if the railway vehicle is not running.

[0024] A non-relieving determination device for solving the above-mentioned problem determines the non-relieving of a braking device, wherein the braking device is used to brake a railway vehicle having a friction member by causing the friction member to press the friction member. The non-relieving determination device comprises: a detection unit for detecting whether the braking state is such that the friction member presses the friction member; an acquisition unit for acquiring a relief instruction for releasing the pressure of the friction member on the friction member; and a determination unit, which uses the detection result of the detection unit to determine whether the braking state is maintained after the acquisition unit acquires the relief instruction.

[0025] According to the above configuration, it is determined whether the braking state is maintained after the release command is received. Therefore, unlike the conventional technology that cannot determine if the railway vehicle is not traveling and the temperature rises, it is possible to determine whether the braking state is not maintained even if the railway vehicle is not traveling.

[0026] Effects of the Invention

[0027] According to the present invention, even if the railway vehicle is not traveling, it can be determined that the situation is not relieved. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] Figure 1 This is a schematic diagram showing the structure of a first embodiment of a brake device.

[0029] Figure 2 This is a flowchart showing the braking state detection process of the brake control device according to the embodiment.

[0030] Figure 3 1 is a flowchart showing the non-relaxation determination process of the brake control device according to the embodiment.

[0031] Figure 4 It is a schematic diagram showing the structure of a second embodiment of a brake device.

[0032] Figure 5 This is a schematic diagram showing the structure of a third embodiment of a brake device.

[0033] Figure 6 This is a flowchart showing a failure prediction process of the fourth embodiment of the brake control device. DETAILED DESCRIPTION

[0034] (First embodiment)

[0035] Below, refer to Figures 1 to 3 A first embodiment of a braking device including a brake control device and a non-relaxation determination device will be described. The braking device is provided on a railway vehicle.

[0036] like Figure 1 As shown, the brake device 10 is a tread brake device that generates a braking force by pressing a brake shoe 14 against the tread 2A of the wheel 2 of a railway vehicle. The brake device 10 includes a rotary motor 11 and is driven by the motor 11. The brake device 10 includes a brake shoe retaining member 13 and a transmission portion 12 for transmitting the driving force of the motor 11 to the brake shoe 14. The transmission portion 12 uses the driving force of the motor 11 to displace the brake shoe retaining member 13 in the radial direction of the wheel 2. The brake shoe 14 is mounted on the brake shoe retaining member 13. The brake shoe 14 is displaced together with the brake shoe retaining member 13, thereby pressing against the tread 2A of the wheel 2. The brake shoe 14 wears due to being pressed against the tread 2A of the wheel 2, thereby reducing the thickness of the brake shoe 14. In addition, the motor 11 is equivalent to an electric actuator. In addition, the wheel 2 is equivalent to a friction member, and the brake shoe 14 is equivalent to a friction member.

[0037] The braking device 10 is controlled by the control device 20. The control device 20 can be configured as one or more processors that perform various processes according to a computer program (software). The processes performed by the control device 20, i.e., the processor, include a braking control method. The braking control method includes the braking state detection process and the non-relief determination process described later. In addition, the control device 20 can also be configured as one or more dedicated hardware circuits such as an integrated circuit (ASIC) for a specific purpose that performs at least part of the various processes, or a circuit (circuitry) including a combination thereof. The processor includes memories such as RAM and ROM and a CPU. The memory stores program codes or instructions configured to enable the CPU to execute processes. The memory, i.e., the computer-readable medium, includes all available media that can be accessed by a general-purpose or special-purpose computer. The programs stored in the computer-readable medium include a braking control program. The braking control program enables the computer to perform a detection step, an acquisition step, and a determination step. In addition, the control device 20 is equivalent to a braking control device and a non-relief determination device.

[0038] The control device 20 controls the braking force based on a braking command from the vehicle control panel 5. The control device 20 includes a control unit 21 for controlling the braking device 10. The control unit 21 controls the motor 11 according to the required braking force. The control unit 21 controls the brake shoe 14 so that, when braking is released, the brake shoe 14 moves to a position a predetermined distance away from the position where it contacts the tread 2A of the wheel 2. This control allows the time required for the brake shoe 14 to contact the tread 2A of the wheel 2 and initiate braking to be constant. A stress sensor 12A is provided in the transmission unit 12. The stress sensor 12A, for example, is a strain gauge that measures the force applied to the transmission unit 12 and outputs the measurement information to the control device 20. This allows the control device 20 to obtain the force applied to the transmission unit 12 during braking. Similarly, a stress sensor 13A is provided in the brake shoe retaining member 13. The stress sensor 13A, for example, is a strain gauge that measures the force applied to the brake shoe retaining member 13 and outputs the measurement information to the control device 20. Thus, the control device 20 can obtain the force applied to the brake shoe 14 during braking. Furthermore, since the stress is nearly zero when the brake shoe 14 is relieved, a threshold value can be set, and the relieved state can be detected when the acquired force falls below the threshold value. Alternatively, a strain sensor can be provided on the brake shoe 14 to measure the force applied to the brake shoe 14 during braking.

[0039] The control device 20 includes a drive information acquisition unit 22, a storage unit 23, a determination unit 25, and an instruction acquisition unit 24 as an acquisition unit. The drive information acquisition unit 22 acquires drive information of the motor 11. The drive information acquisition unit 22 calculates the movement distance of the transmission unit 12 and the movement distance of the brake shoe 14 based on at least one of the product of the current and time of the motor 11 (i.e., the product of the magnitude of the current flowing through the motor 11 and the length of time the current flows through the motor 11) and the rotational speed of the motor 11. In addition, the drive information acquisition unit 22 acquires measurement information from the stress sensors 12A and 13A. The drive information acquisition unit 22 calculates the force applied to the transmission unit 12 in the braking state based on the measurement information from the stress sensor 12A. In addition, the drive information acquisition unit 22 calculates the force applied to the brake shoe 14 in the braking state based on the measurement information from the stress sensor 13A.

[0040] The drive information acquisition unit 22 detects whether the brake shoe 14 is in a braking state pressed against the tread 2A of the wheel 2. That is, the drive information acquisition unit 22 detects whether the brake shoe 14 is in a braking state using a physical quantity. The physical quantity is at least one of the force applied to the brake shoe 14 in the braking state, the force applied to the transmission unit 12 in the braking state, the movement distance of the brake shoe 14, and the movement distance of the transmission unit 12. The movement distance of the transmission unit 12, the movement distance of the brake shoe 14, the force applied to the transmission unit 12, and the force applied to the brake shoe 14 calculated by the drive information acquisition unit 22 are stored in the storage unit 23. The instruction acquisition unit 24 obtains a relief instruction for releasing the pressure of the brake shoe 14 on the tread 2A of the wheel 2 from the vehicle control panel 5. In addition, the drive information acquisition unit 22 is equivalent to a detection unit for detecting whether the brake shoe 14 is in a braking state.

[0041] After the instruction acquisition unit 24 acquires the relief instruction, the determination unit 25 uses the detection result of the drive information acquisition unit 22 to determine whether the braking state is maintained. The determination unit 25 acquires the change in physical quantity within a specified time, which is the length of time from the acquisition of the relief instruction to the relief being performed under normal circumstances, and determines whether the braking state is maintained based on the acquired change in physical quantity. The change in physical quantity within the specified time under normal circumstances is stored in the storage unit 23. When the change in physical quantity within the acquired specified time is consistent with the change in physical quantity within the specified time under normal circumstances stored in the storage unit 23, relief has been performed, and the determination unit 25 determines that the braking state is not maintained. Alternatively, the determination unit 25 acquires physical quantity and determines whether the braking state is maintained by comparing the acquired physical quantity with past physical quantities. The past physical quantities are stored in the storage unit 23. When the acquired physical quantity is consistent with the past physical quantity stored in the storage unit when relief was performed, relief has been performed, and the determination unit 25 determines that the braking state is not maintained. Furthermore, the determination unit 25 may determine whether the braking state is maintained based on at least one of a change in a physical quantity within a predetermined time period during normal operation and a past physical quantity.

[0042] If the determination unit 25 determines that the braking state is maintained, the control unit 21 drives the motor 11 again in the direction that releases the brake shoe 14. This retry increases the likelihood of release. Alternatively, if the determination unit 25 determines that the braking state is maintained, the control unit 21 drives the motor 11 in the direction opposite to the direction that releases the brake shoe 14, and then drives the motor 11 in the direction that releases the brake shoe 14. If seizure occurs in the transmission unit 12, driving the motor 11 in the direction opposite to the direction that releases the brake shoe 14 may eliminate the seizure. This increases the likelihood that the seizure will be resolved and the brake shoe 14 will be released if the transmission unit 12 is seizure-prone and the brake shoe 14 is immobilized.

[0043] The brake device 10 includes a notification unit 26. The notification unit 26 notifies the user when the brake has been released and no longer released. The notification unit 26 can be a speaker that emits sound, a light that illuminates, a display, or the like. It is desirable that the notification unit 26 be located on the vehicle control panel 5 so that the driver can notice it. Furthermore, it is desirable that the notification unit 26 be located near the brake device 10 so that the operator can notice it, such as when starting a work inspection or a work check.

[0044] Next, refer to Figure 2 , to illustrate the process of braking state detection processing performed by the control device 20. Figure 2 The diagram shows a process for the brake device 10 to detect a braking state when the brake device 10 is activated. The brake device 10 stores the process.

[0045] First, the control device 20 acquires drive information (step S1). Specifically, the drive information acquisition unit 22 acquires at least one of the current value of the motor 11 and the rotational speed of the motor 11. The drive information acquisition unit 22 also acquires measurement information from the strain sensors 12A and 13A.

[0046] Next, the control device 20 calculates physical quantities (step S2). Specifically, the drive information acquisition unit 22 calculates the travel distance of the transmission unit 12 and the travel distance of the brake shoe 14 based on at least one of the product of the motor 11 current and time and the rotational speed of the motor 11. Furthermore, the drive information acquisition unit 22 calculates the force applied to the transmission unit 12 during the braking state based on the measurement information from the strain sensor 12A. The drive information acquisition unit 22 calculates the force applied to the brake shoe 14 during the braking state based on the measurement information from the strain sensor 13A.

[0047] Next, the control device 20 stores the physical quantity (step S3), terminating the process. Specifically, the drive information acquisition unit 22 stores the travel distance and the force applied in the braking state in the storage unit 23. Upon receiving a release command, the drive information acquisition unit 22 acquires the change in the physical quantity within a specified time period and stores it in the storage unit 23.

[0048] Next, refer to Figure 3 , to illustrate the process of the non-relief determination processing performed by the control device 20. Figure 3 The process of determining whether or not to change to non-relaxation when a relief instruction is received from the vehicle control panel 5 is shown.

[0049] First, the control device 20 determines whether a deceleration command has been received while the railway vehicle is stopped (step S11). Specifically, the control unit 21 determines whether the command acquisition unit 24 has received a deceleration command from the vehicle control panel 5. If the control unit 21 determines that a deceleration command has not been received (step S11: No), it waits until a deceleration command is received.

[0050] On the other hand, if the control unit 21 determines that a release command has been received (step S11: "Yes"), it performs a release operation to release the braking state (step S12). Specifically, the control unit 21 controls the motor 11 to move the brake shoe 14 away from the tread 2A of the wheel 2. Step S12 corresponds to the acquisition step.

[0051] Next, the control device 20 performs the braking state detection process described above (step S13). Specifically, the driving information acquisition unit 22 acquires the change in physical quantity within a predetermined time from the acquisition of the release command or the physical quantity after the predetermined time has passed. Step S13 corresponds to the detection step.

[0052] Next, the control device 20 determines whether it is in a braking state (step S14). That is, the determination unit 25 determines whether the braking state is maintained based on the change in the physical quantity within a specified time from the acquisition of the relief instruction. When the change in the acquired physical quantity is consistent with the change in the physical quantity during normal times stored in the storage unit 23, relief has been performed, so the determination unit 25 determines that the braking state is not maintained. Alternatively, the determination unit 25 determines whether the braking state is maintained by comparing the acquired physical quantity with the past physical quantity. When the acquired physical quantity is consistent with the past physical quantity stored in the storage unit when relief was performed, relief has been performed, so the determination unit 25 determines that the braking state is not maintained. Then, when it is determined that it is not in a braking state (step S14: "No"), the determination unit 25 determines that it is "relieved" (step S19) and ends the processing. In addition, step S14 is equivalent to a determination step.

[0053] On the other hand, if the change in the acquired physical quantity does not match the change in the normal physical quantity, the braking state has not been released, and the determination unit 25 determines that the braking state is maintained. Alternatively, if the acquired physical quantity does not match the previous physical quantity, the braking state has not been released, and the determination unit 25 determines that the braking state is maintained. If the braking state is determined to be in place (step S14: "Yes"), the determination unit 25 determines whether the number of determinations is less than a predetermined number (step S15). In other words, the control unit 21 retry the braking operation until the number of determinations that the braking state is maintained reaches the predetermined number. Then, if the control unit 21 determines that the number of determinations that the braking state is maintained is less than the predetermined number (step S15: "Yes"), it drives the motor 11 in the direction opposite to the direction during the braking operation (step S16) and moves to step S12. In other words, by driving the motor 11 in the direction opposite to the direction during the braking operation, the control unit 21 increases the likelihood that the state in which the transmission unit 12 and the brake shoe 14 are immobilized due to seizure, foreign matter, etc. will be released. Then, the control unit 21 retries the relaxation operation in step S12 .

[0054] On the other hand, when it is determined that the number of determinations is greater than the prescribed number of times (step S15: "No"), the control unit 21 determines that it is "not relieved" (step S17) and outputs "not relieved" (step S18). That is, although the control unit 21 has driven the motor 11 in the direction opposite to the direction in the relief action and performed the relief action a prescribed number of times, it still maintains the braking state, so it abandons the retry and sets it to "not relieved" for processing. Then, the control unit 21 notifies "not relieved" through the notification unit 26. Thus, it can be determined that it is not relieved without causing the railway vehicle to travel. In addition, the departure of the railway vehicle can also be restricted in the vehicle control panel 5.

[0055] Next, the effects of the first embodiment will be described.

[0056] (1-1) After the command acquisition unit 24 acquires the release command, it determines whether the braking state is maintained using the detection results of the drive information acquisition unit 22. Therefore, unlike conventional technologies that cannot make this determination unless the railway vehicle is not moving and the wheel temperature rises, it is possible to determine whether the braking state is not being maintained even when the railway vehicle is not moving.

[0057] (1-2) If a release command is received, the physical quantity changes. By using the physical quantity to detect whether the vehicle is in a braking state, the detection accuracy can be improved.

[0058] (1-3) Under normal circumstances, it takes a predetermined time from when a release command is received until the release is performed. By determining whether the braking state is maintained based on the change in the physical quantity within the predetermined time, the determination accuracy can be further improved.

[0059] (1-4) By comparing the acquired physical quantity with the past physical quantity to determine whether the braking state is maintained, the determination accuracy can be improved.

[0060] (1-5) When it is determined that the braking state of the brake device 10 is maintained, the motor 11 is driven again, thereby increasing the possibility of relief.

[0061] (1-6) When seizure occurs in the transmission portion 12, the seizure may be eliminated by driving the brake shoe 14 in the direction opposite to the direction in which the seizure is relieved. Therefore, the possibility of relief can be increased in this manner.

[0062] (Second embodiment)

[0063] Below, refer to Figure 4 A second embodiment of a braking device including a brake control device and a non-relaxation determination device will be described. This embodiment differs from the first embodiment described above in the following respects: the braking device is a disc brake device. The following description will focus on the differences from the first embodiment.

[0064] like Figure 4As shown, the brake device 30 is a disc brake device that generates braking force by pressing brake pads 34A and 34B against a disc 3 that rotates integrally with the wheel 2 of a railway vehicle. The brake device 30 includes a rotary motor 31 and is driven by the motor 31. The brake device 30 includes a left arm 33A, a right arm 33B, and a transmission unit 32 for transmitting the driving force of the motor 31 to the brake pads 34A and 34B. The transmission unit 32 uses the driving force of the motor 31 to displace the left arm 33A and the right arm 33B. The left arm 33A is mounted on the left arm 33A, and the right arm 33B is mounted on the right arm 33B. The left arm 33A and the right arm 33B are displaced perpendicularly relative to the side surface 3A of the disc 3 by the transmission unit 32. The brake pads 34A and 34B displace together with the left arm 33A and the right arm 33B, pressing against the side surface 3A of the disc 3. Brake pads 34A and 34B wear due to pressure against side surface 3A of disc 3, reducing their thickness. Motor 31 functions as an electric actuator. Disc 3 is a rotating body and serves as a friction member, while brake pads 34A and 34B serve as friction members. Wheel 2, rather than disc 3, may also serve as the friction member.

[0065] The braking device 30 is controlled by a control device 20, similar to that in the first embodiment. The control device 20 controls the braking force based on a braking command from the vehicle control panel 5. The control device 20 includes a control unit 21 for controlling the braking device 30. The control unit 21 controls the driving of the motor 31 based on the required braking force. The control unit 21 controls the brake pads 34A and 34B so that, when braking is released, the brake pads 34A and 34B move to a position a predetermined distance away from their contact with the side surface 3A of the disc 3. This control ensures that the time required for the brake pads 34A and 34B to contact the side surface 3A of the disc 3 and initiate braking is constant. A stress sensor 32A is provided on the transmission unit 32. The stress sensor 32A, for example, is a strain gauge that measures the force applied to the transmission unit 32 and outputs the measurement information to the control device 20. This allows the control device 20 to obtain the force applied to the transmission unit 32 during braking. Similarly, a stress sensor 33C is provided on the left arm 33A. The stress sensor 33C is, for example, a strain gauge that measures the force applied to the left arm 33A and outputs the measurement information to the control device 20. This allows the control device 20 to obtain the force applied to the brake pads 34A and 34B during braking. Furthermore, since the stress is nearly zero when the brake is relieved, a threshold value can be set, and the presence of a relieved state can be detected by the detected force falling below the threshold value. Alternatively, stress sensors can be provided on the brake pads 34A and 34B to measure the force applied to the brake pads 34A and 34B during braking.

[0066] The control device 20 includes a drive information acquisition unit 22, a storage unit 23, a command acquisition unit 24, and a determination unit 25. The drive information acquisition unit 22 acquires drive information of the motor 31. The drive information acquisition unit 22 calculates the movement distance of the transmission unit 32 and the movement distance of the brake pads 34A and 34B based on at least one of the product of the current of the motor 31 and the time and the rotation speed of the motor 31. The drive information acquisition unit 22 also acquires measurement information from the stress sensors 32A and 33C. The drive information acquisition unit 22 calculates the force applied to the transmission unit 32 in the braking state based on the measurement information from the stress sensor 32A. The drive information acquisition unit 22 also calculates the force applied to the brake pads 34A and 34B in the braking state based on the measurement information from the stress sensor 33C.

[0067] The drive information acquisition unit 22 detects whether the brake pads 34A and 34B are in a braking state, pressing the side 3A of the disc 3. Specifically, the drive information acquisition unit 22 detects whether the brake pads 34A and 34B are in a braking state. The physical quantity is at least one of the force applied to the brake pads 34A and 34B in the braking state, the force applied to the transmission unit 32 in the braking state, the movement distance of the brake pads 34A and 34B, and the movement distance of the transmission unit 32. The storage unit 23 stores the movement distance of the transmission unit 32, the movement distance of the brake pads 34A and 34B, the force applied to the transmission unit 32, and the force applied to the brake pads 34A and 34B calculated by the drive information acquisition unit 22. The command acquisition unit 24 acquires a release command from the vehicle control panel 5 to release the pressure of the brake pads 34A and 34B on the side 3A of the disc 3. Furthermore, the drive information acquisition unit 22 serves as a detection unit for detecting whether the brake pads 34A and 34B are in a braking state.

[0068] After the instruction acquisition unit 24 acquires the relief instruction, the determination unit 25 uses the detection results of the drive information acquisition unit 22 to determine whether the braking state is maintained. The determination unit 25 acquires the change in physical quantity within a specified time, which is the length of time from the acquisition of the relief instruction to the relief being performed under normal circumstances, and determines whether the braking state is maintained based on the acquired change in physical quantity. The change in physical quantity within the specified time under normal circumstances is stored in the storage unit 23. When the change in physical quantity within the acquired specified time is consistent with the change in physical quantity within the specified time under normal circumstances stored in the storage unit 23, relief has been performed, and the determination unit 25 determines that the braking state is not maintained. Alternatively, the determination unit 25 acquires a physical quantity and determines whether the braking state is maintained by comparing the acquired physical quantity with a past physical quantity. The past physical quantity is stored in the storage unit 23. When the acquired physical quantity is consistent with a past physical quantity stored in the storage unit when relief was performed, the determination unit 25 determines that relief has been performed and therefore the braking state is not maintained. Furthermore, the determination unit 25 may determine whether the braking state is maintained based on at least one of a change in a physical quantity within a predetermined time period during normal operation and a past physical quantity.

[0069] When the determination unit 25 determines that the braking state is maintained, the control unit 21 drives the motor 31 again in the direction of releasing the brake pads 34A and 34B. By retrying in this way, the possibility of releasing the brake pads 34A and 34B can be increased. Alternatively, when the determination unit 25 determines that the braking state is maintained, the control unit 21 drives the motor 31 in the direction opposite to the direction of releasing the brake pads 34A and 34B, and then drives the motor 31 in the direction of releasing the brake pads 34A and 34B. When seizure occurs in the transmission unit 12, it is possible to eliminate the seizure by driving in the direction opposite to the direction of releasing the brake pads 34A and 34B. In this way, when the transmission unit 32 is seizure-prone and the brake pads 34A and 34B do not move, the possibility of the seizure being eliminated and the brake pads 34A and 34B being released can be increased.

[0070] The brake device 30 includes a notification unit 26. The notification unit 26 notifies the user when the brake has been released and no longer released. The notification unit 26 can be a speaker that emits sound, a light that illuminates, a display, or the like. It is desirable that the notification unit 26 be located on the vehicle control panel 5 so that the driver can notice it. Furthermore, it is desirable that the notification unit 26 be located near the brake device 30 so that the operator can notice it, such as when starting a work inspection or a work check.

[0071] Next, refer to Figure 2 , to illustrate the process of braking state detection processing performed by the control device 20. Figure 2 The diagram shows a process for the brake device 30 to detect the braking state when the brake device 30 is activated. The brake device 30 stores the process.

[0072] First, the control device 20 acquires drive information (step S1). Specifically, the drive information acquisition unit 22 acquires at least one of the current value of the motor 31 and the rotational speed of the motor 31. The drive information acquisition unit 22 also acquires measurement information from the strain sensors 32A and 33C.

[0073] Next, the control device 20 calculates physical quantities (step S2). Specifically, the drive information acquisition unit 22 calculates the travel distance of the transmission unit 32 and the travel distance of the brake pads 34A and 34B based on at least one of the product of the current and time of the motor 31 and the rotational speed of the motor 31. Furthermore, the drive information acquisition unit 22 calculates the force applied to the transmission unit 32 in the braking state based on the measurement information from the strain sensor 32A. The drive information acquisition unit 22 calculates the force applied to the brake pads 34A and 34B in the braking state based on the measurement information from the strain sensor 33C.

[0074] Next, the control device 20 stores the physical quantity (step S3), terminating the process. Specifically, the drive information acquisition unit 22 stores the travel distance and the force applied in the braking state in the storage unit 23. Upon receiving a release command, the drive information acquisition unit 22 acquires the change in the physical quantity within a specified time period and stores it in the storage unit 23.

[0075] Next, refer to Figure 3 , to illustrate the process of the non-relief determination processing performed by the control device 20. Figure 3 The process of determining whether or not to change to non-relaxation when a relief instruction is received from the vehicle control panel 5 is shown.

[0076] First, the control device 20 determines whether a deceleration command has been received while the railway vehicle is stopped (step S11). Specifically, the control unit 21 determines whether the command acquisition unit 24 has received a deceleration command from the vehicle control panel 5. If the control unit 21 determines that a deceleration command has not been received (step S11: No), it waits until a deceleration command is received.

[0077] On the other hand, if the control unit 21 determines that a release command has been received (step S11: "Yes"), it performs a release operation to release the brake state (step S12). Specifically, the control unit 21 controls the motor 31 to move the brake pads 34A and 34B away from the side surface 3A of the disc 3. Step S12 corresponds to the acquisition step.

[0078] Next, the control device 20 performs the braking state detection process described above (step S13). Specifically, the driving information acquisition unit 22 acquires the change in physical quantity within a predetermined time from the acquisition of the release command or the physical quantity after the predetermined time has passed. Step S13 corresponds to the detection step.

[0079] Next, the control device 20 determines whether it is in a braking state (step S14). That is, the determination unit 25 determines whether the braking state is maintained based on the change in physical quantity within a specified time from the acquisition of the relief instruction. When the change in the acquired physical quantity is consistent with the change in the physical quantity during normal times stored in the storage unit 23, relief has been performed, so the determination unit 25 determines that the braking state is not maintained. Alternatively, the determination unit 25 determines whether the braking state is maintained by comparing the acquired physical quantity with the past physical quantity. When the acquired physical quantity is consistent with the past physical quantity stored in the storage unit when relief was performed, relief has been performed, so the determination unit 25 determines that the braking state is not maintained. Then, when it is determined that it is not in a braking state (step S14: "No"), the determination unit 25 determines that it is "relieved" (step S19) and ends the processing. This ends the processing. In addition, step S14 is equivalent to a determination step.

[0080] On the other hand, if the acquired physical quantity changes inconsistent with the normal physical quantity changes, the braking state has not been released, and the determination unit 25 determines that the braking state is maintained. Alternatively, if the acquired physical quantity does not agree with the previous physical quantity, the braking state has not been released, and the determination unit 25 determines that the braking state is maintained. If the braking state is determined to be in place (step S14: "Yes"), the determination unit 25 determines whether the number of determinations is less than a predetermined number (step S15). In other words, the control unit 21 retry the braking operation until the number of determinations that the braking state is maintained reaches the predetermined number. Then, if the control unit 21 determines that the number of determinations that the braking state is maintained is less than the predetermined number (step S15: "Yes"), it drives the motor 31 in the direction opposite to the direction during the braking operation (step S16) and moves to step S12. In other words, by driving the motor 31 in the direction opposite to the direction during the braking operation, the control unit 21 increases the likelihood that the state in which the transmission unit 32 and the brake pads 34A and 34B are immobilized due to seizure, foreign matter, etc. will be released. Then, the control unit 21 retries the relaxation operation in step S12 .

[0081] On the other hand, when it is determined that the number of determinations is greater than the prescribed number of times (step S15: "No"), the control unit 21 determines that it is "not relieved" (step S17) and outputs "not relieved" (step S18). That is, although the control unit 21 has driven the motor 31 in the direction opposite to the direction in the relief action and performed the relief action a prescribed number of times, it still maintains the braking state, so it abandons the retry and sets it to "not relieved" for processing. Then, the control unit 21 notifies "not relieved" through the notification unit 26. Thus, it can be determined that it is not relieved without causing the railway vehicle to travel. In addition, the departure of the railway vehicle can also be restricted in the vehicle control panel 5.

[0082] Next, the effects of the second embodiment will be described. In addition to the effects (1-1) to (1-4) of the first embodiment, the following effects are also achieved.

[0083] (2-5) When it is determined that the braking state of the brake device 30 is maintained, the motor 31 is driven again, thereby increasing the possibility of relief.

[0084] (2-6) When the transmission portion 32 is seized, the seizure may be eliminated by driving the transmission portion 32 in the direction opposite to the direction in which the brake pads 34A and 34B are relieved.

[0085] (Third embodiment)

[0086] Below, refer to Figure 5 A third embodiment of a braking device including a brake control device and a non-relaxation determination device will be described. This embodiment differs from the first embodiment described above in that the driving source is compressed air. The following description will focus on the differences from the first embodiment.

[0087] like Figure 5 As shown, in the braking device 40, compressed air is supplied from a pressure source 51 to the cylinder 41 via a relay valve 52 and an anti-skid valve 53. The anti-skid valve 53 is a valve that discharges the compressed air supplied to the cylinder 41 when the wheel slides relative to the rail. The braking device 40 can be either a tread brake or a disc brake. When the compressed air is supplied to the cylinder 41, it drives the friction member 43 in the braking direction via the transmission unit 42. Furthermore, when the compressed air is discharged from the cylinder 41, it drives the friction member 43 in the direction opposite to the braking direction, via the transmission unit 42, to release the friction member 43.

[0088] Stress sensors (not shown) are provided in the transmission unit 42 and the friction member 43. These sensors output the forces applied to the transmission unit 42 and friction member 43, respectively, to the control device 20. In the control device 20, similar to the first and second embodiments, the determination unit 25 performs a non-relaxation determination process. When the determination unit 25 determines that the braking state is maintained, the control unit 21 vents the anti-slip valve 53. When the air is vented from the anti-slip valve 53, the friction member 43 is driven in the release direction via the cylinder 41 and the transmission unit 42.

[0089] Next, the effects of the third embodiment will be described. In addition to the effects (1-1) to (1-4) of the first embodiment, the following effects are also achieved.

[0090] (3-1) By exhausting air through the anti-slip valve 53 and driving the friction material 43 in the direction of relaxing the friction material 43, even if a malfunction occurs in the relay valve 52, the possibility of relaxation can be increased.

[0091] (Fourth embodiment)

[0092] Next, refer to Figure 1 , a fourth embodiment of a braking device including a brake control device will be described. This embodiment differs from the first to third embodiments described above in the following respect: it performs fault prediction and determination processing. The following description will focus on the differences from the first embodiment. While the description will focus on braking device 10, braking devices 30 and 40 may also be used.

[0093] Regarding the brake device 10, it is not desirable for the railway vehicle to travel in an unrelieved state, so the brake device 10 is required to predict faults. Therefore, the determination unit 25 of the brake device 10 predicts faults based on the difference in physical quantities obtained by the drive information acquisition unit 22. The physical quantities are the force applied to the brake shoe 14 in the braking state, measured by the stress sensor 13A of the brake shoe retaining member 13, and the force applied to the transmission unit 12 in the braking state, measured by the stress sensor 12A of the transmission unit 12. In addition, the drive information acquisition unit 22 that obtains the detection results from the stress sensors 12A and 13A is equivalent to the detection unit. Multiple stress sensors can be provided in the transmission unit 12, and multiple stress sensors can also be provided in at least one of the brake shoe retaining member 13 and the brake shoe 14.

[0094] These physical quantities are the same, so if two or more physical quantities are compared and there is a difference in the physical quantities, the determination unit 25 determines that it is a fault prediction. In addition, the determination unit 25 predicts a fault caused by malfunction based on the elapsed time from when the instruction acquisition unit 24 obtains the relief instruction to when the relief is performed. If it is normal, the elapsed time is the same each time, and if there is malfunction, it takes time. If the action becomes slow due to years of degradation, it takes time. Therefore, when the elapsed time is different from the past elapsed time, the determination unit 25 determines that it is a fault prediction caused by malfunction. Fault prediction refers to a state in which no fault has occurred but the possibility of a fault is high. In addition, the determination unit 25 can also determine the fault prediction based on at least one of the two or more physical quantities and the elapsed time.

[0095] Next, refer to Figure 6 , to illustrate the process of braking state detection processing performed by the control device 20. Figure 6 The diagram shows a process for the brake device 10 to detect a braking state when the brake device 10 is activated. The brake device 10 stores the process.

[0096] First, the control device 20 acquires measurement information (step S21 ). That is, the drive information acquisition unit 22 acquires measurement information from the stress sensors 12A and 13A.

[0097] Next, the control device 20 calculates a physical quantity (step S22). Specifically, the drive information acquisition unit 22 calculates the force applied to the transmission unit 12 during the braking state based on the measurement information from the strain sensor 12A. Furthermore, the drive information acquisition unit 22 calculates the force applied to the brake shoe 14 during the braking state based on the measurement information from the strain sensor 13A.

[0098] Next, the control device 20 stores the physical quantities (step S23). Specifically, the drive information acquisition unit 22 stores the travel distance and the force applied in the braking state in the storage unit 23. Upon receiving the release command, the drive information acquisition unit 22 acquires the change in the physical quantity within a specified time period and stores it in the storage unit 23.

[0099] Next, the control device 20 determines whether it is a fault prediction with a high possibility of a fault (step S24). That is, the determination unit 25 uses two or more physical quantities to determine the fault prediction. In addition, the determination unit 25 uses the elapsed time from the time the instruction acquisition unit 24 obtains the relief instruction to the time the relief is performed to determine the fault prediction caused by the malfunction. Then, when it is determined that it is not a fault prediction (step S24: "No"), the determination unit 25 outputs "no fault prediction" (step S26). That is, when two or more physical quantities are the same and the elapsed time is the same, the determination unit 25 determines that it is not a fault prediction.

[0100] On the other hand, if a fault is predicted (step S24: "Yes"), the determination unit 25 outputs "fault predicted." Specifically, if there is a difference between two or more physical quantities or a difference in elapsed time, the determination unit 25 determines that a fault has been predicted. This allows for the prediction of a fault before it occurs and cannot be mitigated. The control unit 21 then uses the notification unit 26 to notify the controller of the "fault predicted" (step S25).

[0101] Next, the effects of the fourth embodiment will be described. In addition to the effects of (1-1) to (1-6) of the first embodiment, (2-5) and (2-6) of the second embodiment, and (3-1) of the third embodiment, the following effects are also achieved.

[0102] (4-1) Since the force changes in the same manner in the brake shoe 14 and the transmission unit 12 to which the driving force is transmitted, a failure can be predicted based on the difference in the physical quantity of the brake shoe 14 and the physical quantity of the transmission unit 12 .

[0103] (4-2) By monitoring the time elapsed from when the command acquisition unit 24 acquires the relief command until the relief is performed, a failure due to malfunction can be predicted.

[0104] (Other embodiments)

[0105] The above-mentioned embodiments can be implemented by modifications as follows: The above-mentioned embodiments and the following modifications can be implemented in combination with each other within the scope of no technical contradiction.

[0106] In the above embodiments, strain gauges are used to measure the applied force, but limit switches can also be used. Specifically, they can detect the deformation that occurs during braking or the movement distance of the friction member of the braking device to determine whether the braking is not released when a release command is received.

[0107] In the first and second embodiments described above, when the determination unit 25 determines that the braking state is being maintained, the control unit 21 drives the motor 11 in the direction opposite to the direction in which the brake shoe 14 is released, and then drives the motor 11 in the direction in which the brake shoe 14 is released. However, when the determination unit 25 determines that the braking state is being maintained, the control unit 21 may not drive the motor 11 in the direction opposite to the direction in which the brake shoe 14 is released.

[0108] In the first and second embodiments described above, when the determination unit 25 determines that the braking state is maintained, the control unit 21 drives the motor 11 again in the direction of releasing the brake shoe 14. However, when the determination unit 25 determines that the braking state is maintained, the control unit 21 may not drive the motor 11 again in the direction of releasing the brake shoe 14.

[0109] In the first and second embodiments, the drive information acquisition unit 22 may acquire only one of the change in the physical quantity within a predetermined time period and the past physical quantity, and the determination unit 25 may determine whether the braking state is maintained.

[0110] In the first and second embodiments described above, at least one of the force applied to the brake shoe 14 in the braking state, the force applied to the transmission unit 12 in the braking state, the movement distance of the brake shoe 14, and the movement distance of the transmission unit 12 is acquired as a physical quantity. However, only one of the force applied to the brake shoe 14 in the braking state, the force applied to the transmission unit 12 in the braking state, the movement distance of the brake shoe 14, and the movement distance of the transmission unit 12 may be acquired as a physical quantity.

[0111] In the fourth embodiment described above, the brake device 10 may perform only failure prediction by acquiring physical quantities without performing the non-relaxation determination process.

[0112] In the fourth embodiment, the drive information acquisition unit 22 may acquire only one of the two or more physical quantities and the elapsed time, and the determination unit 25 may perform a failure prediction determination.

[0113] In the above-described embodiments, the brake devices 10 , 30 , and 40 are provided with the notification unit 26 that notifies when the wear amount of the friction material becomes equal to or greater than a predetermined value. However, the notification unit 26 may be omitted.

[0114] In each of the above embodiments, after the friction member and the friction member come into contact to brake the vehicle, the control unit 21 drives the friction member to stop at a position where the gap between the friction member and the friction member is constant. However, the control unit 21 may also drive the friction member to stop at any position after the friction member and the friction member come into contact to brake the vehicle.

[0115] In the first and second embodiments described above, the rotary motors 11 and 31 are used to drive the friction material via the transmission portion. However, a direct acting actuator or a linear actuator may be used to drive the friction material via the transmission portion.

[0116] In the above embodiments, an object composed of multiple objects may be integrated, or a single object may be divided into multiple objects. Regardless of whether or not the object is integrated, the object may be configured to achieve the purpose of the invention.

[0117] In each of the above embodiments, an object having multiple functions provided in a dispersed manner may have some or all of these functions integrated, and conversely, an object having multiple functions provided in an integrated manner may have some or all of these functions dispersed. Whether the functions are integrated or dispersed, the configuration may be sufficient as long as the purpose of the invention is achieved.

[0118] Description of Reference Numerals

[0119] 2: Wheel (friction part); 2A: Tread; 3: Disc (friction part); 3A: Side; 5: Vehicle control disc; 10: Braking device; 11: Motor; 12: Transmission unit; 12A: Stress sensor; 13: Brake shoe retaining member; 13A: Stress sensor; 14: Brake shoe (friction part); 20: Control device; 21: Control unit; 22: Drive information acquisition unit; 23: Storage unit; 24: Instruction acquisition unit; 25: Determination unit; 26: Notification unit; 30: Braking device; 31: Motor; 32: Transmission unit; 32A: Stress sensor; 33A: Left arm; 33B: Right arm; 33C: Stress sensor; 34A: Brake pad (friction part); 34B: Brake pad (friction part); 40: Braking device; 41: Cylinder; 42: Transmission unit; 43: Friction part; 51: Pressure source; 52: Relay valve; 53: Anti-skid valve.

Claims

1. A brake control device for braking a railway vehicle having friction members (2, 3) by causing friction members (14, 34A, 34B) to press friction members (2, 3), the brake control device comprising: a detection unit (22) for detecting whether the friction member is in a braking state pressing the friction member; an acquisition unit (24) for acquiring a release instruction for releasing the pressure of the friction member on the frictioned member when the railway vehicle stops; and a determination unit (25) which determines whether the braking state is maintained using the detection result of the detection unit after the acquisition unit acquires the relief instruction when the railway vehicle stops, The brake control device further includes a control unit (21) for controlling an electric actuator (11, 31), wherein the electric actuator drives the friction member via a transmission unit for transmitting a driving force to the friction member. When the determination unit determines that the braking state is maintained, the control unit drives the electric actuator in a direction opposite to the direction in which the friction member is relieved, and then drives the electric actuator in a direction in which the friction member is relieved.

2. The brake control device according to claim 1, wherein: The detection unit detects whether the braking state is in place using a physical quantity, wherein the physical quantity is at least one of a force applied to the friction member in the braking state, a force applied to the transmission unit in the braking state, a moving distance of the friction member, and a moving distance of the transmission unit.

3. The brake control device according to claim 2, wherein: The determination unit determines whether the braking state is maintained based on a change in the physical quantity within a predetermined time period, which is the length of time from when the release instruction is acquired to when the release is performed under normal circumstances.

4. The brake control device according to claim 2 or 3, wherein: The determination unit determines whether the braking state is maintained by comparing the physical quantity with a past physical quantity.

5. The brake control device according to any one of claims 1 to 3, wherein: A control unit (21) for controlling an anti-slip valve (53) is provided, The friction member is driven by the pressure supplied from the pressure source (51) via the relay valve (52) and the anti-slip valve. When the determination unit determines that the braking state is maintained, the control unit drives the friction material in a direction to release the friction of the friction material by exhausting air through the anti-slip valve.

6. The brake control device according to claim 2, wherein: A plurality of the detectors are provided on at least one of the friction member and the transmission member, each detecting a force applied to at least one of the friction member and the transmission member in the braking state. The determination unit predicts a failure based on a difference between the physical quantities detected by the plurality of detection units.

7. The brake control device according to any one of claims 1 to 3, wherein: The determination unit predicts a failure due to malfunction based on an elapsed time from when the relief instruction is acquired to when relief is performed.

8. The brake control device according to any one of claims 1 to 3, wherein: The friction member is either a wheel (2) of the railway vehicle or a rotating body (3) that rotates integrally with the wheel.

9. A braking control method for braking a railway vehicle having friction members (14, 34A, 34B) by causing friction members (14, 34A, 34B) to press friction members (2, 3), the braking control method comprising: a detecting step of detecting whether the friction member is in a braking state pressing the friction member; an acquiring step of acquiring, when the railway vehicle stops, a releasing instruction for releasing the pressure of the friction member on the frictioned member; as well as a determining step of determining whether the braking state is maintained using the detection result of the detecting step after the release instruction is acquired in the acquiring step when the railway vehicle is stopped, The friction member is driven by an electric actuator via a transmission portion for transmitting driving force to the friction member. When the determination step determines that the braking state is maintained, the electric actuator is driven in a direction opposite to the direction in which the friction member is relieved, and then the electric actuator is driven in a direction in which the friction member is relieved.

10. A brake control program product storing a brake control program for braking a railway vehicle having friction members (2, 3) by causing friction members (14, 34A, 34B) to press against friction members (2, 3), wherein the brake control program causes a computer to execute the following steps: a detecting step of detecting whether the friction member is in a braking state pressing the friction member; an acquiring step of acquiring, when the railway vehicle stops, a releasing instruction for releasing the pressure of the friction member on the frictioned member; as well as a determining step of determining whether the braking state is maintained using the detection result of the detecting step after the release instruction is acquired in the acquiring step when the railway vehicle is stopped, The friction member is driven by an electric actuator via a transmission portion for transmitting driving force to the friction member. When the determination step determines that the braking state is maintained, the electric actuator is driven in a direction opposite to the direction in which the friction member is relieved, and then the electric actuator is driven in a direction in which the friction member is relieved.

11. A non-relieving judgment device for judging whether a braking device (10, 30, 40) is non-relieving, wherein the braking device is used to brake a railway vehicle having friction members (2, 3) by causing friction members (14, 34A, 34B) to press the friction members (2, 3), the non-relieving judgment device comprising: a detection unit (22) for detecting whether the friction member is in a braking state pressing the friction member; an acquisition unit (24) for acquiring a release instruction for releasing the pressure of the friction member on the frictioned member when the railway vehicle stops; and a determination unit (25) which determines whether the braking state is maintained using the detection result of the detection unit after the acquisition unit acquires the relief instruction when the railway vehicle stops, The non-relaxation determination device includes a control unit (21) for controlling an electric actuator (11, 31), wherein the electric actuator drives the friction member via a transmission unit for transmitting a driving force to the friction member. When the determination unit determines that the braking state is maintained, the control unit drives the electric actuator in a direction opposite to the direction in which the friction member is relieved, and then drives the electric actuator in a direction in which the friction member is relieved.

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