Braking device, operation abnormality determination method, and operation abnormality determination program

Abstract

Provided is a brake device, an operation abnormality determination method, and an operation abnormality determination program that can grasp an operation abnormality of a brake device based on information acquired from the brake device. The brake device brakes a vehicle having a friction member by a friction member that is pressed against the friction member by an electric actuator. The brake device includes an acquisition unit that acquires drive information of the electric actuator, a calculation unit that calculates a first value based on the acquired drive information, the first value being at least one of a movement distance of the friction member and a required time until the friction member reaches a prescribed position, and a determination unit that determines an operation abnormality by comparing the first value with a reference value.

Description

Technical Field

[0001] This invention relates to a braking device, a method for determining abnormal operation, and a procedure for determining abnormal operation. Background Technology

[0002] Japanese Patent Application Publication No. 2008-19893 discloses an electric braking device that uses a motor as a power source to make the brake shoes contact a brake disc that rotates integrally with the wheel, thereby obtaining braking force. The electric braking device is used to brake railway vehicles. Summary of the Invention

[0003] The problem the invention aims to solve

[0004] Furthermore, in electric braking systems like those described above, the detection of abnormal braking operation relies on the situation where the railway vehicle does not decelerate despite a braking command. Therefore, there is a need to detect abnormal operation of the electric braking system based on information obtained from it. Moreover, this problem exists not only in electric braking systems for railway vehicles but also in other types of electric braking systems.

[0005] Solution for solving the problem

[0006] The braking device for solving the above problems is a braking device that brakes a vehicle having a friction member by means of a friction member pressed against the friction member by an electric actuator, and includes: an acquisition unit that acquires drive information of the electric actuator; a calculation unit that calculates a first value based on the acquired drive information, the first value being at least one of the distance the friction member moves and the time required until the friction member reaches a predetermined position; and a determination unit that compares the first value with a reference value to determine an abnormal operation.

[0007] The method for determining abnormal operation to solve the above problems is a braking device that brakes a vehicle having a friction element by means of a friction element pressed against a friction element by an electric actuator. The method includes the following steps: an acquisition step, acquiring drive information of the electric actuator; a calculation step, calculating a first value based on the acquired drive information, the first value being at least one of the moving distance of the friction element and the time required until the friction element reaches a predetermined position; and a determination step, comparing the first value with a reference value to determine an abnormal operation.

[0008] The motion anomaly determination program for solving the above problems is a braking device that brakes a vehicle having said friction element by means of a friction element pressed against it by an electric actuator. The program causes a computer to perform the following steps: an acquisition step, acquiring drive information of the electric actuator; a calculation step, calculating a first value based on the acquired drive information, the first value being at least one of the distance the friction element moves and the time required until the friction element reaches a predetermined position; and a determination step, comparing the first value with a reference value to determine a motion anomaly.

[0009] The effects of the invention

[0010] According to the present invention, it is possible to detect abnormalities in the operation of the braking device based on information obtained from the braking device. Attached Figure Description

[0011] Figure 1 This is a schematic diagram showing the structure of a first embodiment of the braking device.

[0012] Figure 2 This is a graph showing the time variation of the deceleration in this embodiment.

[0013] Figure 3 This is a graph showing the time variation of the deceleration in this embodiment.

[0014] Figure 4 This is a graph showing the braking command and the change in motor current value during braking in this embodiment.

[0015] Figure 5 This is a graph showing the braking command and the change in motor current value during the release of the braking force in this embodiment.

[0016] Figure 6 This is a flowchart illustrating the status monitoring process performed by the braking device in this embodiment.

[0017] Figure 7 This is a graph showing the braking command and the change in motor current value during braking in this embodiment.

[0018] Figure 8 This is a graph showing the braking command and the change in motor current value during the release of the braking force in this embodiment.

[0019] Figure 9 This is a diagram showing the braking command and the change in the current value of the main power supply during braking in the second embodiment.

[0020] Figure 10 This is a graph showing the braking command during the release of the brakes in this embodiment and the change in the current value of the main power supply.

[0021] Figure 11 This is a graph showing the braking command and the change in the current value of the main power supply during braking in this embodiment.

[0022] Figure 12 This is a graph showing the braking command during the release of the brakes in this embodiment and the change in the current value of the main power supply.

[0023] Figure 13 This is a diagram showing the braking command and the change in motor current value during braking in the third embodiment.

[0024] Figure 14 This is a graph showing the braking command and the change in motor current value during the release of the braking force in this embodiment.

[0025] Figure 15 This is a graph showing the braking command and the change in motor current value during braking in this embodiment.

[0026] Figure 16 This is a graph showing the braking command and the change in motor current value during the release of the braking force in this embodiment.

[0027] Figure 17 This is a diagram showing the braking command and the change in the current value of the main power supply during braking in the fourth embodiment.

[0028] Figure 18 This is a graph showing the braking command during the release of the brakes in this embodiment and the change in the current value of the main power supply.

[0029] Figure 19 This is a graph showing the braking command and the change in the current value of the main power supply during braking in this embodiment.

[0030] Figure 20 This is a graph showing the braking command during the release of the brakes in this embodiment and the change in the current value of the main power supply.

[0031] Figure 21 This is a schematic diagram showing the structure of the fifth embodiment of the braking device. Detailed Implementation

[0032] (First Implementation)

[0033] Below, refer to Figures 1 to 8 The first embodiment of the braking device will be described below. The braking device is installed on a railway vehicle.

[0034] like Figure 1As shown, the braking device 10 is a tread brake device that generates braking force by pressing the brake shoe 14 against the tread 2A of the wheel 2 of a railway vehicle. The braking device 10 includes a rotary motor 11, which drives the braking device 10. The braking device 10 includes a transmission section 12 that transmits the driving force of the motor 11 to the brake shoe 14, and a brake shoe retaining member 13. The transmission section 12 displaces the brake shoe retaining member 13 radially relative to the wheel 2 by the driving force of the motor 11. A retaining mechanism 12A is provided in the transmission section 12. Even when the driving of the motor 11 stops, the retaining mechanism 12A maintains the clamping force on the brake shoe retaining member 13. The retaining mechanism 12A is a one-way clutch or similar device that mechanically holds the position of the brake shoe retaining member 13. The retaining mechanism 12A releases its hold when rotated in the release direction. In the braking device 10 equipped with the retaining mechanism 12A, the driving of the motor 11 can be stopped during the maintenance of the braking state, so that the current flowing in the motor 11 is zero. Brake shoes 14 are mounted on brake shoe retaining member 13. Brake shoes 14 are displaced together with brake shoe retaining member 13 to press against the tread surface 2A of wheel 2. A clamping force sensor 15 is provided in transmission section 12. Clamping force sensor 15 detects the clamping force of brake shoes 14 based on the reaction force applied to transmission section 12 and outputs information indicating the detected clamping force to control device 20. In addition, motor 11 is equivalent to electric actuator. Furthermore, wheel 2 is equivalent to friction object, and brake shoes 14 is equivalent to friction object.

[0035] The braking device 10 is controlled by the control device 20. The control device 20 can be configured as one or more processors that execute various processes according to a computer program (software). The processes executed by the control device 20, i.e., the processor, include an action anomaly determination method. The action anomaly determination method includes the status monitoring process described later. Furthermore, the control device 20 can also be configured as one or more dedicated hardware circuits, such as an application-specific integrated circuit (ASIC), or a circuit containing a combination of these, for executing at least a portion of the various processes. The processor includes a CPU and memories such as RAM and ROM. The memories store program code or instructions configured to cause the CPU to execute processes. Memory, i.e., computer-readable media, includes general-purpose or special-purpose media accessible to a computer. The program stored in the computer-readable media includes an action anomaly determination program. The action anomaly determination program causes the computer to execute an acquisition step, a calculation step, and a determination step.

[0036] The control unit 20 controls the braking force based on control commands from the vehicle control panel 5. The control unit 20 includes a control section 21 that controls the braking device 10. The control section 21 drives the motor 11 according to the required braking force. The control section 21 receives braking and release commands from the vehicle control panel 5. The braking command is a command to brake the vehicle having wheels 2 by pressing the brake shoes 14 against the tread surface 2A of the wheels 2. The release command is a command to release the pressure of the brake shoes 14 on the tread surface 2A of the wheels 2. The vehicle control panel 5 outputs eight signals—for example, braking signals of gears 1 to 7 and release signals—to the braking device 10 via a combination of 0 and 1 signals on three signal lines, based on the driver's operation. The control section 21 moves the brake shoes 14 closer to the tread surface 2A of the wheels 2 by rotating the motor 11 in the braking direction. Conversely, the control section 21 moves the brake shoes 14 away from the tread surface 2A of the wheels 2 by rotating the motor 11 in the release direction, opposite to the braking direction. During the release phase, the control unit 21 controls the brake shoe 14 to move to a position separated from the position where it contacts the tread surface 2A of the wheel 2 by a predetermined distance. By controlling it in this way, the distance and time until the brake shoe 14 contacts the tread surface 2A of the wheel 2 and braking begins can be set to a fixed value.

[0037] The control device 20 includes a drive information acquisition unit 22, a calculation unit 23, a determination unit 24, and a storage unit 25. The drive information acquisition unit 22 acquires drive information of the motor 11. The drive information includes the current value and rotational speed of the motor 11. The current value of the motor 11 represents the magnitude of the current flowing in the motor 11 (electric actuator). The calculation unit 23 calculates a calculation value C (first value) based on the acquired drive information of the motor 11. The calculation value C (first value) is at least one of the travel distance D of the brake shoe 14 and the time T required until the brake shoe 14 reaches a predetermined position. The determination unit 24 compares the calculation value C with a reference value S to determine an operational anomaly. An operational anomaly occurs when a foreign object is trapped between the brake shoe 14 and the tread 2A of the wheel 2, causing adhesion and resulting in a state where the operation of the transmission unit 12, the brake shoe retaining member 13, and the brake shoe 14 differs from normal operation. When an operational anomaly occurs, the calculation value C increases or decreases relative to the reference value S. The baseline value S is at least one of the normal travel distance D and the required time T.

[0038] The current value of motor 11 differs when the brake shoe 14 is not in contact with the tread surface 2A of wheel 2 during idle travel and when the brake shoe 14 is pressed against the tread surface 2A of wheel 2. In addition, there are cases where the current value is controlled to be smaller during idle travel than during pressing, and cases where the current value is controlled to be larger during idle travel than during pressing.

[0039] The braking device 10 includes a notification unit 26. The notification unit 26 notifies the driver when the determination unit 24 determines that an malfunction has occurred. The notification unit 26 may be a speaker that emits sound, a light that illuminates, a display unit, or the like. Ideally, the notification unit 26 should be positioned on the vehicle control panel 5 in a manner that makes it easily noticeable to the driver. Furthermore, it is desirable that the notification unit 26 be positioned near the braking device 10 in a manner that makes it easily noticeable to the operator during pre-start checks, routine inspections, etc.

[0040] In the braking control of the control device 20, there exists such as Figure 2 As shown, regardless of the target deceleration, the control is kept at a constant deceleration slope, i.e., the deceleration changes with time, which is the first type of control, and so on. Figure 3 The control shown is a second type of control where the time until the target deceleration is reached is fixed. In the first type of control, the pressing time tT varies depending on the target deceleration. Therefore, the determination unit 24 compares the reference value S under the same conditions with the calculated value C. Furthermore, in the second type of control, the rotational speed of the motor 11 varies depending on the target deceleration. Therefore, the determination unit 24 compares the reference value S under the same conditions with the calculated value C. Same conditions mean that the type of control is the same and the target deceleration is the same.

[0041] Next, refer to Figure 4 To illustrate the change in the current value of motor 11 during braking, control unit 21 controls the motor so that the current value during idle travel is lower than the current value during braking. Figure 4 The diagram shows the current value of the motor 11 when the control unit 21 receives a braking command and initiates braking. Specifically, this current value is the current value of one phase among the U, V, and W phases of the three-phase brushless DC motor. Furthermore, Figure 4 The system only records the braking command, but the control unit 21 receives the relief command when there is no braking command.

[0042] like Figure 4As shown, when the control unit 21 receives the braking command, the current flows to the motor 11 after a delay of the start time t0A. The start time t0A is a very short time. When the current flows to the motor 11, the transmission unit 12 causes the brake shoe 14 to move towards the tread surface 2A of the wheel 2. When the brake shoe 14 contacts the tread surface 2A of the wheel 2 or a foreign object, the movement of the brake shoe 14 is restricted, and therefore the current value exceeds the contact threshold L0. The calculation unit 23 determines that the brake shoe 14 is in contact with the tread surface 2A of the wheel 2 or a foreign object when the current value reaches the contact threshold L0. The time from receiving the braking command to the current value reaching the contact threshold L0 is the idle time t0. The time from the current flowing to the motor 11 to the current value reaching the contact threshold L0 is the actual idle time t0B. Therefore, the idle time t0 is the sum of the start time t0A and the actual idle time t0B (t0 = t0A + t0B). When the brake shoe 14 presses against the tread 2A of the wheel 2 or a foreign object, the current value becomes larger than when idling, reaching a braking threshold L1 equivalent to the specified braking force, and further reaching a target threshold LT equivalent to the target braking force. The current value no longer increases when the target threshold LT is reached. The time from when the brake shoe 14 contacts the tread 2A of the wheel 2 or a foreign object until the current value reaches the braking threshold L1 is defined as the first time t1. The time from the first time until the current value reaches the target threshold LT is defined as the second time t2. The sum of the first time t1 and the second time t2 is the pressing time tT (tT = t1 + t2). When the brake shoe 14 presses against the tread 2A of the wheel 2 or a foreign object, the clamping force detected by the clamping force sensor 15 increases, and the clamping force detected by the clamping force sensor 15 no longer increases when the current value reaches the target threshold LT. Afterwards, the clamping force of the brake shoe retaining member 13 can be maintained by the retaining mechanism 12A, so the power supply to the motor 11 is stopped.

[0043] Next, refer to Figure 5 To explain the change in the current value of motor 11 during the release phase. The control unit 21 controls the braking process by making the current value during idle travel smaller than the current value during pressing, and also controls the braking process by making the current value during idle travel larger than the current value during pressing. Figure 5 The current value of motor 11 is shown when the control unit 21 receives a relief command and the braking command disappears, thus releasing the brake. Furthermore, Figure 5 The system only records the braking command, but the control unit 21 receives the relief command when there is no braking command.

[0044] like Figure 5As shown, during the period when the braking command is received, the power supply to the motor 11 is stopped. When the control unit 21 receives the relief command, the current flows to the motor 11 after a delay of the start time t0A'. The start time t0A' is a very short time. When the current flows to the motor 11, the holding force of the holding mechanism 12A is first released, and the clamping force becomes zero. The time from the current flowing to the motor 11 until the clamping force reaches zero is the holding force release time tB. When the holding force of the holding mechanism 12A is released, the transmission unit 12 moves the brake shoe 14 away from the tread surface 2A of the wheel 2. Compared with the holding force release time tB of the holding mechanism 12A, the current value is larger. The control unit 21 stops the motor 11 after a recovery time tC, which is a predetermined time, from the moment the current begins to flow to the motor 11. The recovery time tC is the time for the braking force to ease and for the brake shoe 14 to move to its original position. Furthermore, after receiving a relief command, the control unit 21 can move the brake shoe 14 based on the product of a predetermined time and the moving speed obtained by converting the predetermined speed of the motor 11 into the stroke of the brake shoe 14. If this is done, there is no need to detect the clamping force. Alternatively, the control unit 21 can stop the motor 11 after a predetermined time has elapsed since the current value increased. If this is done, there is no need to detect the clamping force. Alternatively, the control unit 21 can stop the motor 11 after a predetermined time has elapsed since the clamping force became zero.

[0045] The calculation unit 23 calculates at least one of the following first calculated value C1 to fifth calculated value C5.

[0046] The first calculated value C1 is at least one of the following: the travel distance D1 when the current value changes to the contact threshold L0, and the time required for it, i.e., the first required time T1. The contact threshold L0 is equivalent to the current value when the brake shoe 14 contacts the tread 2A of the wheel 2 or a foreign object. The first required time T1 is the idle travel time t0, and the first travel distance D1 is the product of the idle travel time t0 and the travel speed obtained by converting the rotational speed of the motor 11 into the stroke of the brake shoe 14. When the brake shoe 14 contacts a foreign object, or when the transmission part 12 becomes sticky, the idle travel time t0 becomes shorter than normal. The first reference value S1 is the first travel distance D1 and / or the first required time T1 under normal conditions.

[0047] The second calculated value C2 is at least one of the following: the travel distance D2 when the current value changes to the braking threshold L1, and the time required for it, i.e., the second required time T2. The braking threshold L1 is a current value equivalent to a specified braking force. The second required time T2 is the first time t1, or the sum of the idle time t0 and the first time t1. The second travel distance D2 is the product of the first time t1 and the travel speed of the brake shoe 14 obtained by changing the rotational speed of the motor 11, or the product of the travel speed of the brake shoe 14 and the sum of the idle time t0 and the first time t1. The second reference value S2 is the second required time T2 and / or the second travel distance D2 under normal conditions.

[0048] The third calculated value C3 is at least one of the following: the travel distance D3 when the current value changes to the target threshold LT, i.e., the third travel distance D3; and the time required for it, i.e., the third required time T3. The target threshold LT is a current value equivalent to the target braking force. The third required time T3 is the second time t2, or the sum of the idle time t0, the first time t1, and the second time t2. The third travel distance D3 is the product of the second time t2 and the travel speed of the brake shoe 14 obtained by changing the rotational speed of the motor 11, or the product of the travel speed of the brake shoe 14 and the sum of the idle time t0, the first time t1, and the second time t2. The third reference value S3 is the third required time T3 and / or the third travel distance D3 under normal conditions.

[0049] The fourth calculated value C4 is the time required from the current value changing to the contact threshold L0 until it changes to the braking threshold L1, i.e., the fourth required time T4. As mentioned above, the contact threshold L0 is equivalent to the current value when the brake shoe 14 contacts the tread 2A of the wheel 2 or a foreign object, and the braking threshold L1 is the current value equivalent to the specified braking force. The fourth required time T4 is the first time t1. The fourth reference value S4 is the first time t1 under normal conditions.

[0050] The fifth calculated value C5 is the time required from receiving the braking command to the current flowing to motor 11 and starting motor 11, i.e., the fifth required time T5. The fifth required time T5 is the starting time t0A during braking or the starting time t0A' during release. Sometimes, when the circuit of motor 11 deteriorates, the responsiveness decreases, thus increasing the starting time t0A and t0A'. The fifth reference value S5 is the starting time t0A and t0A' under normal conditions.

[0051] In addition, the calculation unit 23 may also calculate at least one of the following sixth calculation value C6 and seventh calculation value C7, in addition to calculating the first calculation value C1 to the fifth calculation value C5.

[0052] The sixth calculated value C6 is the time from when the current flows to the motor 11 until the clamping force reaches zero, i.e., the holding force release time tB. Sometimes, when sticking occurs in the holding mechanism 12A, the holding force release time tB becomes longer. The sixth reference value S6 is the holding force release time tB under normal conditions.

[0053] The seventh calculated value C7 is the recovery time tC, which is a predetermined time from the moment the current begins to flow into the motor 11. Sometimes, when sticking occurs in the transmission section 12, the recovery time tC becomes shorter. The seventh reference value S7 is the recovery time tC under normal conditions.

[0054] The calculation unit 23 calculates the first calculation value C1 to the fifth calculation value C5, starting from the moment the braking command is received. For example, the required time is calculated as the elapsed time from the moment the braking command is received, and the travel distance is calculated as the travel distance from the position at the moment the braking command is received. The calculation unit 23 may also calculate the first calculation value C1 to the fifth calculation value C5, starting from the moment the motor 11 starts. For example, the starting point for the travel distance is the position of the brake shoe 14 at the moment the motor 11 starts, and the starting point for the required time is the moment the motor 11 starts. The calculation unit 23 stores the calculated value C in the storage unit 25. The determination unit 24 uses the calculated value C stored in the storage unit 25 as the reference value S. For example, the calculated value C calculated when the braking device 10 is installed on the railway vehicle, during routine inspections, etc., is used as the reference value S.

[0055] The determination unit 24 determines an operation abnormality when the determination condition is met. The determination condition is: the difference between the calculated value C and the reference value S is greater than or equal to a predetermined value. When using multiple calculated values ​​C from the first calculated value C1 to the seventh calculated value C7, the determination unit 24 can determine an operation abnormality when the number of calculated values ​​C whose difference from the reference value S is greater than or equal to a predetermined value is greater than or equal to a predetermined number. Furthermore, the maximum value of the predetermined number is the number of calculated values ​​C.

[0056] Next, refer to Figure 6 This will explain the status monitoring process performed by the control device 20. Figure 6 The process of monitoring abnormal operation of the braking device 10 when the braking device 10 is activated is shown.

[0057] First, the control device 20 acquires drive information (step S1). That is, the drive information acquisition unit 22 acquires the current value of the motor 11 and, in calculating the travel distance D, acquires the rotational speed of the motor 11. Furthermore, step S1 is equivalent to the acquisition step.

[0058] Next, the control device 20 calculates the calculated value C (step S2). That is, the calculation unit 23 calculates the calculated value C based on the acquired drive information of the motor 11. The calculated value C is at least one of the moving distance D of the brake shoe 14 and the time T required until the brake shoe 14 reaches the predetermined position. Furthermore, step S2 is equivalent to the calculation step.

[0059] Next, the control device 20 stores the calculated value C (step S3). That is, the calculation unit 23 stores the calculated value C in the storage unit 25. When the control unit 21 wants to use the calculated value C as a reference value S, it stores the calculated value C as a reference value S in the storage unit 25.

[0060] Next, the control device 20 determines whether the judgment condition for an abnormal operation is met (step S4). That is, the judgment unit 24 compares the calculated value C with the reference value S and determines whether the difference between the calculated value C and the reference value S is greater than or equal to a predetermined value. Then, if the judgment unit 24 determines that the judgment condition for an abnormal operation is not met (step S4: "No"), the process ends. Furthermore, step S4 is equivalent to the judgment step.

[0061] On the other hand, if the determination condition for an abnormal operation is met (step S4: "Yes"), the determination unit 24 outputs "Abnormal Operation" (step S5). That is, the control unit 21 reports "Abnormal Operation" through the notification unit 26. Therefore, it is possible to detect abnormal operation of the braking device 10 based on the information obtained from the braking device 10.

[0062] Next, refer to Figure 7 To explain the change in the current value of motor 11 during braking, the control unit 21 controls the motor to operate with a current value greater during idle travel than during braking. Figure 7 The diagram shows the current value of the motor 11 when the control unit 21 receives a braking command and performs braking. Specifically, this current value is the current value of one phase among the U, V, and W phases of the three-phase brushless DC motor.

[0063] like Figure 7As shown, when the control unit 21 receives the braking command, the current flows to the motor 11 after a delay of the start time t0A. The start time t0A is a very short time. When the current flows to the motor 11, the transmission unit 12 causes the brake shoe 14 to move towards the tread surface 2A of the wheel 2. The current value during idle travel is greater than the current value during clamping, so it is impossible to determine the contact between the brake shoe 14 and the tread surface 2A of the wheel 2 or any foreign object based on the current value. Therefore, by detecting the clamping force by the clamping force sensor 15, the control unit 21 determines that the movement of the brake shoe 14 is restricted. When the clamping force is detected, the calculation unit 23 determines that the brake shoe 14 is in contact with the tread surface 2A of the wheel 2 or any foreign object. The time from receiving the braking command to the clamping force sensor 15 detecting the clamping force is the idle travel time t0. The time from the current flowing to the motor 11 to the clamping force sensor 15 detecting the clamping force is the actual idle travel time t0B. Therefore, the idle time t0 is the sum of the start time t0A and the actual idle time t0B (t0 = t0A + t0B). The current value gradually increases, reaching the braking threshold L1 equivalent to the specified braking force, and further reaching the target threshold LT equivalent to the target braking force. The current value no longer increases when it reaches the target threshold LT. The time from when the brake shoe 14 contacts the tread 2A of the wheel 2 or the foreign object until the current value reaches the braking threshold L1 is defined as the first time t1. The time from the first time until the current value reaches the target threshold LT is defined as the second time t2. The sum of the first time t1 and the second time t2 is the pressing time tT (tT = t1 + t2). When the brake shoe 14 presses against the tread 2A of the wheel 2 or the foreign object, the pressing force detected by the pressing force sensor 15 increases. When the current value reaches the target threshold LT, the pressing force detected by the pressing force sensor 15 no longer increases. Then, the clamping force of the brake shoe retaining member 13 can be maintained by the retaining mechanism 12A, so the power supply to the motor 11 is stopped.

[0064] Next, refer to Figure 8 The change in the current value of motor 11 during the release process will be explained. Since the holding mechanism 12A is present, the control unit 21 controls the motor 11 to operate in a manner where the current value during the idle run is smaller than the current value during the pressing process. Figure 8 Is with Figure 5 The same figure shows the current value of the motor 11 when the control unit 21 receives a relief command and no longer has a braking command, thus releasing the brake. Due to... Figure 5 Similarly, the explanation is omitted.

[0065] Even the above Figure 7 and Figure 8 Such changes in current value can be monitored by the control device 20, and abnormal operation of the braking device 10 can be detected based on the information obtained from the braking device 10.

[0066] Next, the advantages of the first embodiment will be explained.

[0067] (1-1) The calculation unit 23 calculates at least one of the travel distance D of the brake shoe 14 and the required time T based on the drive information acquired by the drive information acquisition unit 22. The determination unit 24 compares the calculated value with the reference value S to determine an abnormal operation. Therefore, it is possible to detect abnormal operation of the brake device 10 based on the information acquired from the brake device 10.

[0068] (1-2) In a control system where the current value during braking is greater than the current value during braking, the brake shoe 14 comes into contact with the tread surface 2A of the wheel 2 or a foreign object, causing the movement of the brake shoe 14 to stop, resulting in a significant change in the current value. Therefore, by comparing the calculated value when the brake shoe 14 comes into contact with the tread surface 2A of the wheel 2 or a foreign object, i.e., the first calculated value C1, with the reference value S, it is easy to detect abnormal operation of the braking device 10.

[0069] (1-3) In a control where the current value during braking is greater than the current value during braking, the movement of the brake shoe 14 stops after the brake shoe 14 comes into contact with the tread 2A of the wheel 2 or a foreign object, thereby increasing the current value. Therefore, by comparing the calculated value when the specified braking force is applied, i.e., the second calculated value C2, with the reference value S, it is possible to determine whether the abnormal operation of the braking device 10 is caused by sticking.

[0070] (1-4) In a control where the current value during braking is greater than the current value during braking, the brake shoe 14 stops moving after contacting the tread 2A of the wheel 2 or a foreign object, thereby increasing the current value. Therefore, by comparing the calculated value when the target braking force is applied, i.e., the third calculated value C3, with the reference value S, it is possible to determine whether the abnormal operation of the braking device 10 is caused by sticking.

[0071] (1-5) Regardless of whether a foreign object is trapped or not, the time T required from the contact of the brake shoe 14 until the specified braking force is achieved is the same. Therefore, if this required time T is shorter than the reference value S, there is a possibility of sticking. Based on this, details of any abnormal operation of the braking device 10 can be determined.

[0072] (1-6) By comparing the time T required from the acquisition of the braking command to the current flowing to the motor 11 and the start of the motor 11 with the reference value S, it is possible to understand the deterioration of the components due to the delay in the responsiveness of the electronic circuit.

[0073] (1-7) By using at least one of the normal travel distance D and the required time T as a reference value S for comparison, it is possible to detect abnormal operation of the braking device 10.

[0074] (1-8) The motor 11 can be started by flowing current to the motor 11, so even if a braking command is not obtained, the abnormal operation of the braking device 10 can be determined.

[0075] (1-9) In braking control, there is a first control that controls the deceleration at a fixed slope regardless of the target deceleration, and a second control that controls the deceleration at a fixed time until the target deceleration is reached. Therefore, by comparing the reference value S under the same conditions with the calculated value C by the determination unit 24, it is possible to accurately determine the abnormal operation of the braking device 10.

[0076] (Second Implementation)

[0077] Below, refer to Figure 9 and Figure 10 The second embodiment of the braking device will now be described. This embodiment differs from the first embodiment in that it uses the current value of the main power supply instead of the motor current value. The following description will focus on the differences from the first embodiment.

[0078] Figure 9 and Figure 10 The current value of the main power supply that supplies power to the motor 11 is shown. The control unit 21 controls the motor so that the current value during idle running is smaller than the current value during clamping.

[0079] Figure 9 The diagram shows the current value of the main power supply when the control unit 21 receives a braking command and initiates braking. For example... Figure 9As shown, when the control unit 21 receives the braking command, it delays the start-up time t0A before current flows out from the main power supply. The start-up time t0A is a very short time. When the motor 11 is driven by the current flowing out from the main power supply, the transmission unit 12 moves the brake shoe 14 toward the tread surface 2A of the wheel 2. When the brake shoe 14 contacts the tread surface 2A of the wheel 2 or a foreign object, the current value becomes above the contact threshold P0. Furthermore, the case where the current value immediately becomes above the contact threshold P0 after the current flows out from the main power supply is ignored. The calculation unit 23 determines that the brake shoe 14 is in contact with the tread surface 2A of the wheel 2 or a foreign object when the current value becomes above the contact threshold P0. The time from receiving the braking command to the current value becoming above the contact threshold P0 is the idle time t0. The time from the current flowing out to the current value reaching the contact threshold P0 is the actual idle time t0B. Therefore, the idle time t0 is the sum of the start-up time t0A and the actual idle time t0B (t0 = t0A + t0B). When the brake shoe 14 presses against the tread surface 2A of the wheel 2 or a foreign object, the current value becomes above the braking threshold P1, which is equivalent to the specified braking force, and further reaches the target threshold PT, which is equivalent to the target braking force. The current value no longer increases when the target threshold PT is reached. The time from when the brake shoe 14 contacts the tread surface 2A of the wheel 2 or a foreign object until the current value reaches the braking threshold P1 is defined as the first time t1. The time from the first time until the current value reaches the target threshold PT is defined as the second time t2. The sum of the first time t1 and the second time t2 is the pressing time tT (tT = t1 + t2). When the brake shoe 14 presses against the tread surface 2A of the wheel 2 or a foreign object, the clamping force detected by the clamping force sensor 15 increases, and the clamping force detected by the clamping force sensor 15 no longer increases when the current value reaches the target threshold PT. Afterwards, the clamping force of the brake shoe retaining member 13 can be maintained by the retaining mechanism 12A, so the power supply to the motor 11 is stopped.

[0080] Figure 10 The current value of the main power supply is shown when the control unit 21 receives a relief command and no longer has a braking command, thus releasing the brake. For example... Figure 10As shown, when the control unit 21 receives the relief command, it delays the start-up time t0A' before current flows out from the main power supply. The start-up time t0A' is a very short time. When current flows out from the main power supply, the holding force of the holding mechanism 12A is first released, and the clamping force becomes zero. The time from the start of current flow from the autonomous power supply until the clamping force reaches zero is the holding force release time tB. When the holding force of the holding mechanism 12A is released, the transmission unit 12 moves the brake shoe 14 away from the tread surface 2A of the wheel 2. Compared to the holding force release time tB during which the holding force of the holding mechanism 12A is released, the current value is larger. The control unit 21 shuts off the main power supply after a predetermined recovery time tC elapses from the moment current begins to flow from the autonomous power supply. The recovery time tC is the time for the braking force to ease and for the brake shoe 14 to move to its original position. Furthermore, after receiving a relief command, the control unit 21 can move the brake shoe 14 based on the product of a predetermined time and the moving speed obtained by converting the predetermined speed of the motor 11 into the stroke of the brake shoe 14. If this is done, there is no need to detect the clamping force. Additionally, the control unit 21 can stop the power supply from the main power source after a predetermined time has elapsed since the current value increased. If this is done, there is no need to detect the clamping force. Furthermore, the control unit 21 can also stop the power supply from the main power source after a predetermined time has elapsed since the clamping force became zero.

[0081] The calculation unit 23 calculates at least one of the first calculated value C1 to the seventh calculated value C7 in the same manner as in the first embodiment. The determination unit 24 determines that the operation is abnormal when the determination condition is met. The determination condition is: the difference between the calculated value C and the reference value S is greater than or equal to a predetermined value. When using multiple calculated values ​​C from the first calculated value C1 to the seventh calculated value C7, the determination unit 24 can determine that the operation is abnormal when the number of calculated values ​​C whose difference from the reference value S is greater than or equal to a predetermined value is greater than or equal to a predetermined number. Furthermore, the maximum value of the predetermined number is the number of calculated values ​​C.

[0082] The control device 20 uses the current value of the main power supply instead of the current value of the motor 11, and uses the first calculated value C1 to the seventh calculated value C7 as the calculated value C, and performs state monitoring processing in the same way as in the first embodiment. Therefore, it is possible to detect abnormal operation of the braking device 10 based on the information obtained from the braking device 10.

[0083] Next, refer to Figure 11 This explains the change in the main power supply current during braking. The control unit 21 controls the braking by ensuring that the current value during idle travel is greater than the current value during clamping. Figure 11 The current value of the main power supply is shown when the control unit 21 receives the braking command and performs braking.

[0084] like Figure 11As shown, when the control unit 21 receives the braking command, the current flows to the motor 11 after a delay of the start time t0A. The start time t0A is a very short time. When the current flows to the motor 11, the transmission unit 12 causes the brake shoe 14 to move towards the tread surface 2A of the wheel 2. The current value during idle travel is greater than the current value during clamping, so it is impossible to determine the contact between the brake shoe 14 and the tread surface 2A of the wheel 2 or any foreign object based on the current value. Therefore, by detecting the clamping force by the clamping force sensor 15, the control unit 21 determines that the movement of the brake shoe 14 is restricted. When the clamping force is detected, the calculation unit 23 determines that the brake shoe 14 is in contact with the tread surface 2A of the wheel 2 or any foreign object. The time from receiving the braking command to the clamping force sensor 15 detecting the clamping force is the idle travel time t0. The time from the start of the automatic power supply to the clamping force sensor 15 detecting the clamping force is the actual idle travel time t0B. Therefore, the idle time t0 is the sum of the start time t0A and the actual idle time t0B (t0 = t0A + t0B). The current value gradually increases, reaching the braking threshold P1 equivalent to the specified braking force, and further reaching the target threshold PT equivalent to the target braking force. The current value no longer increases when it reaches the target threshold PT. The time from when the brake shoe 14 contacts the tread 2A of the wheel 2 or the foreign object until the current value reaches the braking threshold P1 is defined as the first time t1. The time from the first time until the current value reaches the target threshold PT is defined as the second time t2. The sum of the first time t1 and the second time t2 is the pressing time tT (tT = t1 + t2). When the brake shoe 14 presses against the tread 2A of the wheel 2 or the foreign object, the pressing force detected by the pressing force sensor 15 increases. When the current value reaches the target threshold PT, the pressing force detected by the pressing force sensor 15 no longer increases. Afterwards, the pressing force of the brake shoe holding member 13 can be maintained by the holding mechanism 12A, thus stopping the power supply from the main power source.

[0085] Next, refer to Figure 12 To explain the change in the current value of the main power supply during release. Although the control unit 21 controls the braking by making the current value during idle travel greater than the current value during clamping, it controls the braking by making the current value during idle travel less than the current value during clamping due to the presence of the holding mechanism 12A. Figure 12 Is with Figure 10 The same diagram shows the current value of the main power supply when the control unit 21 receives a relief command and no longer has a braking command, thus releasing the brakes. Due to... Figure 10 Since they are the same, the explanation is omitted.

[0086] Even the above Figure 11 and Figure 12 Such changes in current value can be monitored by the control device 20, and abnormal operation of the braking device 10 can be detected based on the information obtained from the braking device 10.

[0087] Next, the advantages of the second embodiment will be explained. In addition to the advantages of (1-1) to (1-9) of the first embodiment, it also has the following advantages.

[0088] (2-1) The current value of the main power supply can be used to replace the current value of the motor 11, and the abnormal operation of the braking device 10 can be detected based on the information obtained from the braking device 10.

[0089] (Third Implementation)

[0090] Below, refer to Figures 13-16 The third embodiment of the braking device will now be described. This embodiment differs from the first embodiment in that it lacks a holding mechanism 12A. The following description will focus on the differences from the first embodiment. Furthermore, since the braking device 10 lacks a holding mechanism 12A, the braking state is maintained by a continuous flow of current during the period when a braking command is received.

[0091] Reference Figure 13 To illustrate the change in the current value of motor 11 during braking, control unit 21 controls the motor so that the current value during idle travel is lower than the current value during braking. Figure 13 The diagram shows the current value of the motor 11 when the control unit 21 receives a braking command and performs braking. Specifically, this current value is the current value of one phase among the U, V, and W phases of the three-phase brushless DC motor.

[0092] like Figure 13As shown, when the control unit 21 receives the braking command, the current flows to the motor 11 after a delay of the start time t0A. The start time t0A is a very short time. When the current flows to the motor 11, the transmission unit 12 causes the brake shoe 14 to move towards the tread surface 2A of the wheel 2. When the brake shoe 14 contacts the tread surface 2A of the wheel 2 or a foreign object, the movement of the brake shoe 14 is restricted, and therefore the current value exceeds the contact threshold L0. The calculation unit 23 determines that the brake shoe 14 is in contact with the tread surface 2A of the wheel 2 or a foreign object when the current value reaches the contact threshold L0. The time from receiving the braking command to the current value reaching the contact threshold L0 is the idle time t0. The time from the current flowing to the motor 11 to the current value reaching the contact threshold L0 is the actual idle time t0B. Therefore, the idle time t0 is the sum of the start time t0A and the actual idle time t0B (t0 = t0A + t0B). When the brake shoe 14 presses against the tread 2A of the wheel 2 or a foreign object, the current value becomes larger than when idling, reaching the braking threshold L1 equivalent to the specified braking force, and further reaching the target threshold LT equivalent to the target braking force. The current value no longer increases after reaching the target threshold LT. The time from the moment the brake shoe 14 contacts the tread 2A of the wheel 2 or the foreign object until the current value reaches the braking threshold L1 is defined as the first time t1. The time from the first moment until the second moment when the current value reaches the target threshold LT is defined as the second time t2. The sum of the first time t1 and the second time t2 is the pressing time tT (tT = t1 + t2). The control unit 21 continuously flows the current of the target threshold LT during the period when the braking command is acquired.

[0093] Reference Figure 14 To illustrate the change in the current value of motor 11 during the release phase, the control unit 21 controls the motor so that the current value during idle travel is lower than the current value during pressing. Figure 14 The current value of motor 11 is shown when the control unit 21 receives a relief command and no braking command is received, thus releasing the brake.

[0094] like Figure 14As shown, during the period when the braking command is acquired, a current of the target threshold LT flows continuously. When the control unit 21 acquires the relief command, the current of the motor 11 decreases after a delay of the start time t0A'. The start time t0A' is a very short time. The current value decreases as the pressure of the brake shoe 14 on the tread 2A of the wheel 2 is released. The time from the decrease in the current of the motor 11 until the clamping force reaches zero is the holding force release time tB. Then, compared with the holding force release time tB, the current value becomes smaller. The control unit 21 stops the motor 11 after a recovery time tC, which is a predetermined time, has elapsed since the moment when the current of the motor 11 begins to decrease. The recovery time tC is the time for the brake shoe 14 to move to its original position as the braking force eases. Alternatively, after acquiring the relief command, the control unit 21 can move the brake shoe 14 based on the product of the predetermined time and the moving speed obtained by converting the predetermined speed of the motor 11 into the stroke of the brake shoe 14. If this is done, it is not necessary to detect the clamping force. Alternatively, the control unit 21 can stop the motor 11 after a predetermined time has elapsed since the current value decreased. If this is done, there is no need to detect the clamping force. Alternatively, the control unit 21 can also stop the motor 11 after a predetermined time has elapsed since the clamping force becomes zero.

[0095] The calculation unit 23 calculates at least one of the first calculated value C1 to the seventh calculated value C7 in the same manner as in the first embodiment. The determination unit 24 determines that the operation is abnormal when the determination condition is met. The determination condition is: the difference between the calculated value C and the reference value S is greater than or equal to a predetermined value. When using multiple calculated values ​​C from the first calculated value C1 to the seventh calculated value C7, the determination unit 24 can determine that the operation is abnormal when the number of calculated values ​​C whose difference from the reference value S is greater than or equal to a predetermined value is greater than or equal to a predetermined number. Furthermore, the maximum value of the predetermined number is the number of calculated values ​​C.

[0096] The control device 20 uses the current value of the motor 11 and takes the first calculated value C1 to the seventh calculated value C7 as the calculated value C, and performs state monitoring processing in the same way as in the first embodiment. Therefore, it is possible to detect abnormal operation of the braking device 10 based on the information obtained from the braking device 10.

[0097] Next, refer to Figure 15 To explain the change in the current value of motor 11 during braking, the control unit 21 controls the motor to operate with a current value greater during idle travel than during braking. Figure 15 The diagram shows the current value of the motor 11 when the control unit 21 receives a braking command and performs braking. Specifically, this current value is the current value of one phase among the U, V, and W phases of the three-phase brushless DC motor.

[0098] like Figure 15As shown, when the control unit 21 receives the braking command, the current flows to the motor 11 after a delay of the start time t0A. The start time t0A is a very short time. When the current flows to the motor 11, the transmission unit 12 causes the brake shoe 14 to move towards the tread surface 2A of the wheel 2. The current value during idle travel is greater than the current value during clamping, so it is impossible to determine the contact between the brake shoe 14 and the tread surface 2A of the wheel 2 or any foreign object based on the current value. Therefore, by detecting the clamping force by the clamping force sensor 15, the control unit 21 determines that the movement of the brake shoe 14 is restricted. When the clamping force is detected, the calculation unit 23 determines that the brake shoe 14 is in contact with the tread surface 2A of the wheel 2 or any foreign object. The time from receiving the braking command to the clamping force sensor 15 detecting the clamping force is the idle travel time t0. The time from the current flowing to the motor 11 to the clamping force sensor 15 detecting the clamping force is the actual idle travel time t0B. Therefore, the idle time t0 is the sum of the start time t0A and the actual idle time t0B (t0 = t0A + t0B). The current value gradually increases after reaching the contact threshold L0, reaching the braking threshold L1 equivalent to the specified braking force, and further reaching the target threshold LT equivalent to the target braking force. The current value stops increasing when the target threshold LT is reached. The time from when the brake shoe 14 contacts the tread 2A of the wheel 2 or a foreign object until the current value reaches the braking threshold L1 is defined as the first time t1. The time from the first time until the current value reaches the target threshold LT is defined as the second time t2. The sum of the first time t1 and the second time t2 is the pressing time tT (tT = t1 + t2). The control unit 21 continuously flows the current at the target threshold LT during the period when it receives the braking command.

[0099] Next, refer to Figure 16 To illustrate the change in the current value of motor 11 during the release phase, the control unit 21 controls the motor to run at a higher current value than it does during the pressing phase. Figure 16 The current value of motor 11 is shown when the control unit 21 receives a relief command and no braking command is received, thus releasing the brake.

[0100] like Figure 16As shown, during the period when the braking command is acquired, a current of the target threshold LT flows continuously. When the control unit 21 acquires the relief command, the current of the motor 11 increases after a delay of the start time t0A'. The start time t0A' is a very short time. The current value decreases as the pressure of the brake shoe 14 on the tread 2A of the wheel 2 is released. The time from the increase of the current of the motor 11 until the clamping force reaches zero is the holding force release time tB. Then, compared with the holding force release time tB, the current value decreases. The control unit 21 stops the motor 11 after a recovery time tC, which is a predetermined time, has elapsed since the moment the current of the motor 11 was started. The recovery time tC is the time for the brake shoe 14 to move to its original position as the braking force eases. Alternatively, after acquiring the relief command, the control unit 21 can move the brake shoe 14 based on the product of the predetermined time and the moving speed obtained by converting the predetermined speed of the motor 11 into the stroke of the brake shoe 14. If this is done, it is not necessary to detect the clamping force. Alternatively, the control unit 21 can stop the motor 11 after a predetermined time has elapsed since the current value increases. If this is done, there is no need to detect the clamping force. Alternatively, the control unit 21 can also stop the motor 11 after a predetermined time has elapsed since the clamping force becomes zero.

[0101] The calculation unit 23 calculates at least one of the first calculated value C1 to the seventh calculated value C7 in the same manner as in the first embodiment. The determination unit 24 determines that the operation is abnormal when the determination condition is met. The determination condition is: the difference between the calculated value C and the reference value S is greater than or equal to a predetermined value. When using multiple calculated values ​​C from the first calculated value C1 to the seventh calculated value C7, the determination unit 24 can determine that the operation is abnormal when the number of calculated values ​​C whose difference from the reference value S is greater than or equal to a predetermined value is greater than or equal to a predetermined number. Furthermore, the maximum value of the predetermined number is the number of calculated values ​​C.

[0102] The control device 20 uses the current value of the motor 11 and takes the first calculated value C1 to the seventh calculated value C7 as the calculated value C, and performs state monitoring processing in the same way as in the first embodiment. Therefore, it is possible to detect abnormal operation of the braking device 10 based on the information obtained from the braking device 10.

[0103] Even the above Figure 15 and Figure 16 Such changes in current value can be monitored by the control device 20, and abnormal operation of the braking device 10 can be detected based on the information obtained from the braking device 10.

[0104] Next, the advantages of the third embodiment will be explained. In addition to the advantages of the first embodiment (1-1) to (1-9), it also has the following advantages.

[0105] (3-1) In a braking device 10 that does not have a holding mechanism 12A, it is possible to detect abnormal operation of the braking device 10 based on information obtained from the braking device 10.

[0106] (Fourth Implementation)

[0107] Below, refer to Figures 17-20 The fourth embodiment of the braking device will now be described. The braking device of this embodiment differs from the second embodiment described above in that it does not include a holding mechanism 12A. The following description will focus on the differences from the second embodiment. Furthermore, since the braking device 10 does not include a holding mechanism 12A, the braking state is maintained by a continuous flow of current during the period when a braking command is received.

[0108] Reference Figure 17 This explains the change in the main power supply current during braking. The control unit 21 controls the braking by ensuring that the current value during idle travel is lower than the current value during braking. Figure 17 The current value of the main power supply is shown when the control unit 21 receives the braking command and performs braking.

[0109] like Figure 17As shown, when the control unit 21 receives the braking command, it delays the start-up time t0A before current flows out from the main power supply. The start-up time t0A is a very short time. When the motor 11 is driven by the current flowing out from the main power supply, the transmission unit 12 moves the brake shoe 14 toward the tread surface 2A of the wheel 2. When the brake shoe 14 contacts the tread surface 2A of the wheel 2 or a foreign object, the current value becomes above the contact threshold P0. Furthermore, the case where the current value immediately becomes above the contact threshold P0 after the current flows out from the main power supply is ignored. The calculation unit 23 determines that the brake shoe 14 is in contact with the tread surface 2A of the wheel 2 or a foreign object when the current value becomes above the contact threshold P0. The time from receiving the braking command to the current value becoming above the contact threshold P0 is the idle time t0. The time from the current flowing out to the current value reaching the contact threshold P0 is the actual idle time t0B. Therefore, the idle time t0 is the sum of the start-up time t0A and the actual idle time t0B (t0 = t0A + t0B). When the brake shoe 14 presses against the tread surface 2A of the wheel 2 or a foreign object, the current value becomes above the braking threshold P1, which is equivalent to the specified braking force, and further reaches the target threshold PT, which is equivalent to the target braking force. The current value no longer increases when the target threshold PT is reached. The time from when the brake shoe 14 contacts the tread surface 2A of the wheel 2 or a foreign object until the current value reaches the braking threshold P1 is defined as the first time t1. The time from the first time until the current value reaches the target threshold PT is defined as the second time t2. The sum of the first time t1 and the second time t2 is the pressing time tT (tT = t1 + t2). When the brake shoe 14 presses against the tread surface 2A of the wheel 2 or a foreign object, the clamping force detected by the clamping force sensor 15 increases, and when the current value reaches the target threshold PT, the clamping force detected by the clamping force sensor 15 no longer increases. The control unit 21 continuously flows the current of the target threshold PT during the period of acquiring the braking command.

[0110] Reference Figure 18 To illustrate the change in the main power supply current during the easing phase, the control unit 21 controls the operation by ensuring that the current value during idle operation is lower than the current value during tightening. Figure 18 The current value of the main power supply is shown when the control unit 21 receives a relief command and no longer has a braking command, thus releasing the brake.

[0111] like Figure 18As shown, during the period when the braking command is acquired, a current of the target threshold PT flows continuously. When the control unit 21 acquires the relief command, the current from the main power source decreases after a delay of the start-up time t0A'. The start-up time t0A' is a very short time. The current value decreases as the pressure of the brake shoe 14 on the tread 2A of the wheel 2 is released. The time from the decrease in current from the main power source until the clamping force reaches zero is the holding force release time tB. The control unit 21 stops energizing the main power source after a predetermined recovery time tC has elapsed since the moment the current from the main power source decreased. The recovery time tC is the time for the brake shoe 14 to move to its original position as the braking force eases. Alternatively, the control unit 21 can move the brake shoe 14 based on the product of the predetermined time and the moving speed obtained by converting the predetermined speed of the motor 11 into the stroke of the brake shoe 14 after acquiring the relief command. If this is done, there is no need to detect the clamping force. In addition, the control unit 21 can also stop energizing the main power source after a predetermined time has elapsed since the moment the current value increased. If this is done, there is no need to detect the clamping force. In addition, the control unit 21 can also stop the power supply from the main power source after a predetermined time has elapsed since the clamping force becomes zero.

[0112] The calculation unit 23 calculates at least one of the first calculated value C1 to the seventh calculated value C7 in the same manner as in the first embodiment. The determination unit 24 determines that the operation is abnormal when the determination condition is met. The determination condition is: the difference between the calculated value C and the reference value S is greater than or equal to a predetermined value. When using multiple calculated values ​​C from the first calculated value C1 to the seventh calculated value C7, the determination unit 24 can determine that the operation is abnormal when the number of calculated values ​​C whose difference from the reference value S is greater than or equal to a predetermined value is greater than or equal to a predetermined number. Furthermore, the maximum value of the predetermined number is the number of calculated values ​​C.

[0113] The control device 20 uses the current value of the main power supply instead of the current value of the motor 11, and uses the first calculated value C1 to the seventh calculated value C7 as the calculated value C, and performs state monitoring processing in the same way as in the first embodiment. Therefore, it is possible to detect abnormal operation of the braking device 10 based on the information obtained from the braking device 10.

[0114] Next, refer to Figure 19 This explains the change in the main power supply current during braking. The control unit 21 controls the braking by ensuring that the current value during idle travel is greater than the current value during clamping. Figure 19 The current value of the main power supply is shown when the control unit 21 receives the braking command and performs braking.

[0115] like Figure 19As shown, when the control unit 21 receives the braking command, the current flows to the motor 11 after a delay of the start time t0A. The start time t0A is a very short time. When the current flows to the motor 11, the transmission unit 12 causes the brake shoe 14 to move towards the tread surface 2A of the wheel 2. The current value during idle travel is greater than the current value during clamping, so it is impossible to determine the contact between the brake shoe 14 and the tread surface 2A of the wheel 2 or any foreign object based on the current value. Therefore, by detecting the clamping force by the clamping force sensor 15, the control unit 21 determines that the movement of the brake shoe 14 is restricted. When the clamping force is detected, the calculation unit 23 determines that the brake shoe 14 is in contact with the tread surface 2A of the wheel 2 or any foreign object. The time from the receipt of the braking command to the detection of the clamping force by the clamping force sensor 15 is the idle travel time t0. The time from the outflow of current to the detection of the clamping force by the clamping force sensor 15 is the actual idle travel time t0B. Therefore, the idle time t0 is the sum of the start time t0A and the actual idle time t0B (t0 = t0A + t0B). The current value gradually increases, reaching the braking threshold P1 equivalent to the specified braking force, and further reaching the target threshold PT equivalent to the target braking force. The current value no longer increases when the target threshold PT is reached. The time from when the brake shoe 14 contacts the tread 2A of the wheel 2 or the foreign object until the current value reaches the braking threshold P1 is defined as the first time t1. The time from the first time until the current value reaches the target threshold PT is defined as the second time t2. The sum of the first time t1 and the second time t2 is the pressing time tT (tT = t1 + t2). When the brake shoe 14 presses against the tread 2A of the wheel 2 or the foreign object, the pressing force detected by the pressing force sensor 15 increases, and when the current value reaches the target threshold PT, the pressing force detected by the pressing force sensor 15 no longer increases. The control unit 21 continuously flows the current of the target threshold PT during the period of acquiring the braking command.

[0116] Next, refer to Figure 20 To illustrate the change in the main power supply current value during the release phase, the control unit 21 controls the process by ensuring that the current value during idle operation is greater than the current value during compression. Figure 20 The current value of the main power supply is shown when the control unit 21 receives a relief command and no longer has a braking command, thus releasing the brake.

[0117] like Figure 20As shown, during the period when the braking command is acquired, a current of the target threshold PT flows continuously. When the control unit 21 acquires the relief command, the current of the main power supply increases after a delay of the start-up time t0A'. The start-up time t0A' is a very short time. The time from the increase of the current from the main power supply until the clamping force reaches zero is the holding force release time tB. The control unit 21 stops the power supply from the main power supply after a predetermined recovery time tC has elapsed since the moment the current from the main power supply increases. The recovery time tC is the time for the brake shoe 14 to move to its original position as the braking force eases. Alternatively, after acquiring the relief command, the control unit 21 can move the brake shoe 14 based on the product of the predetermined time and the moving speed obtained by converting the predetermined speed of the motor 11 into the stroke of the brake shoe 14. If this is done, there is no need to detect the clamping force. Alternatively, the control unit 21 can stop the power supply from the main power supply after a predetermined time has elapsed since the moment the current value increases. If this is done, there is no need to detect the clamping force. In addition, the control unit 21 can also stop the power supply from the main power source after a predetermined time has elapsed since the clamping force becomes zero.

[0118] Even the above Figure 19 and Figure 20 Such changes in current value can be monitored by the control device 20, and abnormal operation of the braking device 10 can be detected based on the information obtained from the braking device 10.

[0119] Next, the advantages of the fourth embodiment will be explained. In addition to the advantages of the first embodiment (1-1) to (1-9), it also has the following advantages.

[0120] (4-1) In a braking device 10 that does not have a holding mechanism 12A, the current value of the main power supply can be used instead of the current value of the motor 11, and the abnormal operation of the braking device 10 can be detected based on the information obtained from the braking device 10.

[0121] (Fifth Implementation)

[0122] Below, refer to Figure 21 The fifth embodiment of the braking device will now be described. This embodiment differs from the first to fourth embodiments described above in that the braking device is a disc brake. The following description will focus on the differences from the first to fourth embodiments.

[0123] like Figure 21As shown, the braking device 30 is a disc brake that generates braking force by pressing brake pads 34A and 34B against a brake disc 3 that rotates integrally with the wheels 2 of the railway vehicle. The braking device 30 includes a rotary motor 31, which drives the braking device 30. The braking device 30 includes a transmission section 32 that transmits the driving force of the motor 31 to the brake pads 34A and 34B; and a left arm 33A and a right arm 33B. The transmission section 32 displaces the left arm 33A and right arm 33B using the driving force of the motor 31. A holding mechanism 32A is provided in the transmission section 32. Even when the drive of the motor 31 is stopped, the holding mechanism 32A maintains the clamping force of the left arm 33A and right arm 33B. The holding mechanism 32A is a one-way clutch or similar device that mechanically holds the position of the left arm 33A and right arm 33B. The holding mechanism 32A releases its hold when rotated in the release direction. In the braking device 30 equipped with the holding mechanism 32A, the drive of the motor 31 can be stopped during the maintenance of the braking state to make the current flowing in the motor 31 zero. Brake pads 34A are mounted on the left arm 33A and brake pads 34B are mounted on the right arm 33B. The left arm 33A and right arm 33B are displaced vertically relative to the side surface 3A of the brake disc 3 via the transmission section 32. The brake pads 34A and 34B are displaced together with the left arm 33A and right arm 33B, thereby pressing against the side surface 3A of the brake disc 3. A clamping force sensor 35 is provided in the transmission section 32. The clamping force sensor 35 detects the clamping force of the brake pads 34A and 34B based on the reaction force applied to the transmission section 32 and outputs information indicating the detected clamping force to the control device 20. Furthermore, the motor 31 is equivalent to an electric actuator. Additionally, the brake disc 3 is a rotating body, equivalent to a friction element, and the brake pads 34A and 34B are equivalent to friction elements. Alternatively, instead of using the brake disc 3 as the friction object, the wheel 2 can be used as the friction object.

[0124] The braking device 30 is controlled by the control device 20 in the same manner as in the first to fourth embodiments. The control device 20 controls the braking force based on control commands from the vehicle control panel 5. The control device 20 includes a control unit 21 that controls the braking device 30. The control unit 21 drives the motor 31 according to the required braking force. The control unit 21 obtains braking commands and release commands from the vehicle control panel 5. The braking command is a command to brake the vehicle with wheels 2 by pressing the brake pads 34A and 34B against the side 3A of the brake disc 3. The release command is a command to release the pressure of the brake pads 34A and 34B against the side 3A of the brake disc 3. The vehicle control panel 5 outputs eight signals, such as braking signals and release signals for gears 1 to 7, to the braking device 30 via a combination of 0 and 1 on three signal lines through the driver's operation. The control unit 21 moves the brake pads 34A and 34B toward the side 3A of the brake disc 3 by rotating the motor 31 in the braking direction. On the other hand, the control unit 21 rotates the motor 31 in the release direction, opposite to the braking direction, to move the brake pads 34A and 34B away from the side 3A of the brake disc 3. During release, the control unit 21 controls the brake pads 34A and 34B to move to a position separated from the position where they contact the side 3A of the brake disc 3 by a predetermined distance. By controlling in this way, the distance and time until the brake pads 34A and 34B contact the side 3A of the brake disc 3 and braking begins can be fixed.

[0125] The control device 20 includes a drive information acquisition unit 22, a calculation unit 23, a determination unit 24, and a storage unit 25. The drive information acquisition unit 22 acquires drive information of the motor 31. The drive information includes the current value and rotational speed of the motor 31. The calculation unit 23 calculates a value C based on the acquired drive information of the motor 31. The calculated value C is at least one of the moving distance D of the brake pads 34A and 34B and the time T required until the brake pads 34A and 34B reach a predetermined position. The determination unit 24 compares the calculated value C with a reference value S to determine an operational anomaly. An operational anomaly occurs when foreign matter is trapped between the brake pads 34A and 34B and the side 3A of the brake disc 3, causing adhesion and resulting in a state where the operation of the transmission unit 32, the left arm 33A and the right arm 33B, and the brake pads 34A and 34B differs from normal operation. When an operational anomaly occurs, the calculated value C increases or decreases relative to the reference value S. The baseline value S is at least one of the normal travel distance D and the required time T.

[0126] Similar to the first to fourth embodiments, the control device 20 calculates at least one of the first to seventh calculated values ​​C1 to C7 as a calculated value C based on the current value of the motor 31, and compares the calculated value C with the reference value S to determine that the braking device 30 is malfunctioning. Therefore, it is possible to detect malfunctions of the braking device 30 based on information obtained from the braking device 30.

[0127] Next, the advantages of the fifth embodiment will be explained. In addition to the advantages of the first embodiment (1-1) to (1-9), the second embodiment (2-1), the third embodiment (3-1), and the fourth embodiment (4-1), the fifth embodiment also has the following advantages.

[0128] (5-1) Even with a disc brake, the abnormal operation of the brake device 30 can be detected based on the information obtained from the brake device 30, just like in the first to fourth embodiments.

[0129] (Other implementation methods)

[0130] The above embodiments can be implemented by modification as follows. The above embodiments and the following modifications can be combined with each other within the scope of technical inconsistency.

[0131] In the first and third embodiments described above, at least one of the first calculated value C1 to the seventh calculated value C7 is calculated as calculated value C to determine that the braking devices 10 and 30 are malfunctioning. However, it is also possible to calculate only the calculated value C used to determine that the braking devices 10 and 30 are malfunctioning.

[0132] In the above embodiments, at least one of the normal travel distance D and the required time T is used as the reference value S. However, at least one of the past travel distance D and the required time T may also be used as the reference value S.

[0133] In the above embodiments, at least one of the normal travel distance D and the required time T is used as the reference value S. However, at least one of the travel distance D and the required time T of the friction element of other braking devices in the same train (e.g., braking devices of other vehicles in the same train) may also be used as the reference value S.

[0134] In the above embodiments, the abnormal operation of the braking device is determined based on the driving information of the braking device during braking. However, the abnormal operation of the braking device can also be determined based on the driving information of the braking device during release. For example, the start time t0A', the holding force release time tB, and the recovery time tC can be calculated as the calculated value C, and the start time t0A', the holding force release time tB, and the recovery time tC during normal operation or in the past can be used as the reference value S.

[0135] In the embodiments described above, the current value of the electric actuator is used as the drive information. However, as drive information, time-series information representing the load of the electric actuator, such as the torque and rotational speed of the electric actuator, can also be used.

[0136] In the above embodiments, the braking devices 10 and 30 are equipped with a notification unit 26 for notifying abnormal operation of the braking devices 10 and 30. However, the notification unit 26 may be omitted.

[0137] • In the above embodiments, rotary motors 11 and 31 are used to drive the friction member via a transmission unit, but direct-acting actuators or linear actuators can also be used to drive the friction member via a transmission unit.

[0138] In the above embodiments, an object composed of multiple objects can be made into one integrated object, or conversely, an object composed of one object can be divided into multiple objects. Regardless of whether they are integrated or not, as long as the configuration achieves the purpose of the invention.

[0139] In the above embodiments, a device that has multiple functions distributed in a dispersed manner can integrate some or all of those functions, or conversely, a device that integrates multiple functions can be configured to have some or all of those functions distributed. Whether the functions are integrated or distributed, it is acceptable as long as the configuration achieves the purpose of the invention.

[0140] Explanation of reference numerals in the attached figures

[0141] 2: Wheel (friction object); 2A: Tread; 3: Brake disc (friction object); 3A: Side; 5: Vehicle control panel; 10: Braking device; 11: Motor; 12: Transmission unit; 12A: Holding mechanism; 13: Brake shoe holding member; 14: Brake shoe (friction object); 15: Pressure sensor; 20: Control device; 21: Control unit; 22: Drive information acquisition unit (acquisition unit); 23: Calculation unit; 24: Judgment unit; 25: Storage unit; 26: Notification unit; 30: Braking device; 31: Motor; 32: Transmission unit; 32A: Holding mechanism; 33A: Left arm; 33B: Right arm; 34A: Brake pad (friction object); 34B: Brake pad (friction object); 35: Pressure sensor.

Claims

1. A braking device for braking a vehicle having said friction member by means of a friction member pressed against said friction member by an electric actuator, said braking device comprising: The acquisition unit acquires the drive information of the electric actuator; A calculation unit calculates a first value based on the acquired drive information, the first value being at least one of the travel distance of the friction element and the time required until the friction element reaches a predetermined position; and The determination unit compares the first value with a reference value to determine if the action is abnormal. wherein The driving information is the current value of the electric actuator, and the first value is at least one of the moving distance and the required time when the current value becomes a predetermined threshold, wherein the starting point of the moving distance is the position of the friction element at the time when the electric actuator is started, and the starting point of the required time is the time when the electric actuator is started.

2. The braking device according to claim 1, wherein, The first value is at least one of the moving distance and the required time when the current value changes to the value when the friction element contacts the rubbed element or foreign object.

3. The braking device according to claim 1, wherein, The first value is at least one of the distance traveled and the required time when the current value becomes equivalent to a specified braking force.

4. The braking device according to claim 1, wherein, The first value is at least one of the distance traveled and the required time when the current value becomes equivalent to the target braking force.

5. The braking device according to claim 1, wherein, The first value is the time required from when the current value changes to the value when the friction element contacts the friction object or foreign object until the current value changes to a value equivalent to a predetermined braking force.

6. The braking device according to claim 1, wherein, The first value is the time required from receiving the braking command to the current flowing to the electric actuator and the electric actuator starting.

7. The braking device according to any one of claims 1 to 6, wherein, The baseline value is at least one of the normal travel distance and the required time, or at least one of the past travel distance and the required time.

8. The braking device according to any one of claims 1 to 6, wherein, The reference value is at least one of the travel distance and the required time of the friction element of other braking devices in the same group.

9. The braking device according to any one of claims 1 to 6, wherein, When performing braking control where the deceleration of the braking device changes with time at a fixed rate, the determination unit compares the first value with the reference value under the same conditions for other braking commands.

10. The braking device according to any one of claims 1 to 6, wherein, The friction object is either the wheel or a rotating body that rotates integrally with the wheel.

11. A method for determining abnormal operation of a braking device, wherein the braking device brakes a vehicle having said friction element by means of a friction element pressed against the friction element by an electric actuator, the method comprising the following steps: The acquisition step involves acquiring the drive information of the electric actuator; The calculation step involves calculating a first value based on the acquired driving information, where the first value is at least one of the travel distance of the friction element and the time required until the friction element reaches a predetermined position; and The determination step involves comparing the first value with a baseline value to determine if the action is abnormal. Wherein, the driving information is the current value of the electric actuator, the first value is at least one of the moving distance and the required time when the current value becomes a predetermined threshold, wherein the starting point of the moving distance is the position of the friction element at the time when the electric actuator is started, and the starting point of the required time is the time when the electric actuator is started.

12. A computer program product comprising a braking device operation anomaly determination program, said braking device braking a vehicle having said friction element by means of a friction element pressed against said friction element by means of an electric actuator. The abnormal action determination program causes the computer to perform the following steps: The acquisition step involves acquiring the drive information of the electric actuator; The calculation step involves calculating a first value based on the acquired driving information, where the first value is at least one of the travel distance of the friction element and the time required until the friction element reaches a predetermined position; and The determination step involves comparing the first value with a baseline value to determine if the action is abnormal. wherein The driving information is the current value of the electric actuator, and the first value is at least one of the moving distance and the required time when the current value becomes a predetermined threshold, wherein the starting point of the moving distance is the position of the friction element at the time when the electric actuator is started, and the starting point of the required time is the time when the electric actuator is started.

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