BRAKE CONTROL UNIT

Abstract

A brake control device comprises a backplate, a power board (64), and a brake control unit. The power board (64) is mounted in one of the slots on the backplate and includes a power supply circuit (34). The power supply circuit (34) is supplied with DC power from a control power supply via a control power supply line (94a) and with DC power from an emergency brake power supply via an emergency brake command line (92a). The power supply circuit (34) supplies DC power to a power supply line provided on the backplate and applies a DC voltage to a command line provided on the backplate corresponding to a voltage value of the DC power applied to the emergency brake command line (92a).The brake control circuit, mounted on the brake control board in one of the slots, controls the mechanical braking device according to a braking command from a rail vehicle and a voltage value from the command line.

Description

Technical area

[0001] The present disclosure relates to a brake control device. State of the art

[0002] A brake control device installed on a rail vehicle performs either normal brake control, in which a mechanical braking device is controlled to generate a braking force, or emergency brake control, in which the mechanical braking device is controlled to generate a braking force greater than the braking force generated during normal brake control. When emergency braking is not active on a main control unit installed in a driver's cab, a constant direct current (DC) voltage is applied from an emergency braking power supply to an emergency brake command line. Once emergency braking is active in the main control unit, no DC voltage is applied to the emergency brake command line. The brake control device is connected to the emergency brake command line and performs emergency brake control when the DC voltage applied to the emergency brake command line drops.An example of this type of brake control device is disclosed in Patent Literature 1. Citation listPatent literature

[0003] Patent Literature 1: Unexamined Japanese Patent Application Publication No. 2012-30672 Brief description of the inventionTechnical problem

[0004] A brake control device that controls a mechanical brake device by supplying air from an air reservoir to the mechanical brake device, such as the brake control device disclosed in Patent Literature 1, includes a solenoid valve, a brake control unit that controls the solenoid valve, and a housing that houses the solenoid valve and the brake control unit. The brake control unit includes circuit boards corresponding to the respective functions of the brake control, a back plate to which the circuit boards are connected, and a sub-rack that houses the circuit boards and the back plate. In the brake control unit, which changes the processing content of each function of the brake control based on whether or not emergency braking is active in the main control unit, the emergency braking command line is branched through the interior of the housing, and the branched emergency braking command lines are connected to the corresponding circuit boards.

[0005] If an abnormality such as a break or short circuit occurs in the emergency brake command line, a discrepancy may occur between the brake application in the main control unit and the actual brake control. For example, in the case of a break, which is an example of the abnormality in the emergency brake command line, no DC power is supplied to the brake control device via the emergency brake command line. This causes the brake control device to execute the emergency brake control even though the emergency braking is not active in the main control unit. With the branched emergency brake command line connected to the corresponding boards, it takes a long time to identify the location of the abnormality in the emergency brake command line. This delays the rectification of the discrepancy between the brake application in the main control unit and the actual brake control, as described above.

[0006] In view of the above circumstances, an object of the present disclosure is to provide a brake control device that can shorten the time to resolve the discrepancy between the brake operation in the main control device and the actual brake control. Solution to the problem

[0007] To achieve the above-mentioned purpose, a brake control device according to the present disclosure controls a mechanical brake device mounted in a rail vehicle and includes a backplate, a power supply board, and a brake control board. The backplate includes slots. The backplate includes a power supply line and a command line electrically connected to the slots. A power supply board is mounted in one of the slots.The power supply board includes a power supply circuit for receiving DC power from a control power supply via a control power supply line, receiving DC power from an emergency brake power supply via an emergency brake command line, supplying the DC power to the power supply line, and applying a DC voltage to the command line according to a voltage value of the DC voltage applied to the emergency brake command line. A brake control board is mounted in one of the slots. The brake control board includes a brake control circuit for controlling the mechanical braking device according to a braking command of the rail vehicle and a voltage value of the DC voltage applied to the command line. Advantageous effects of the invention

[0008] In the brake control device according to the present disclosure, the brake control circuit formed on the brake control board controls the mechanical brake control according to the brake command and the voltage value of the DC voltage applied to the command line. This eliminates the need to branch the emergency brake command line connected to the power supply board and connect the branched lines to the brake control board. This facilitates the identification of the location of the abnormality in the emergency brake command line, enabling a shortening of the time required to resolve the discrepancy between the brake operation in the main control unit and the actual brake control. Short description of drawings Fig. 1 is a block diagram showing a brake control device according to Embodiment 1; Fig. 2 is a block diagram showing a brake control unit in Embodiment 1; Fig. 3 is a block diagram showing a calculation processing module in Embodiment 1; Fig. 4 is a block diagram showing a hardware configuration of the arithmetic processing module in Embodiment 1; Fig. 5 is a block diagram showing a hardware configuration of a brake control circuit in Embodiment 1; Fig. 6 shows an exploded perspective view of the brake control unit in Embodiment 1; Fig. 7 shows a perspective view of the brake control unit in Embodiment 1; Fig. 8 shows an exemplary implementation of a power supply circuit in Embodiment 1; Fig. 9 is a block diagram showing a brake control device according to Embodiment 2; Fig. 10 is a block diagram showing a brake control unit in Embodiment 2; Fig. 11 is a block diagram showing a calculation processing module in Embodiment 2; Fig. 12 shows an exploded perspective view of the brake control unit in Embodiment 2; Fig. 13 shows an exemplary implementation of a power supply circuit in Embodiment 2; Fig. 14 shows an exemplary implementation of a power supply circuit in Embodiment 3; Fig. 15 shows an exemplary implementation of a power supply circuit in Embodiment 4; and Fig. 16 is a block diagram showing a modified example of a calculation processing module in the embodiment. Description of embodiments

[0009] A brake control device according to an embodiment of the present disclosure will be described in detail below with reference to the drawings. In the drawings, identical or equivalent components are denoted by the same reference numerals. Example 1

[0010] A brake control device according to Embodiment 1 will be described using a brake control device that controls, as an example, a mechanical brake device mounted in a rail vehicle. A brake control device 1 as shown in Fig. 1, is connected to a main control unit 91 via a transmission line 91a, to an emergency brake power supply 92 via an emergency brake command line 92a and a contactor 93, and to a control power supply 94 via a control power supply line 94a. The brake control device 1 is connected to an air spring 95 and a fluid source 96. In Fig. 1 Thick solid lines indicate air lines and thin solid lines indicate power lines or signal lines.

[0011] The brake control device 1 receives a supply of fluid from the fluid source 96, adjusts the pressure of the fluid and controls a mechanical brake device 98 by supplying the pressure-adjusted fluid to the mechanical brake device 98, to which the brake control device 1 is connected via an anti-skid valve 97.

[0012] The brake control device 1 is provided in each car of the rail vehicle. The emergency brake power supply 92 is a power supply shared by multiple brake control devices 1. The air spring 95 is provided for each bogie, which supports the car body of each car. The mechanical brake device 98 is provided for each wheel. The anti-skid valve 97 is provided for each mechanical brake device 98.

[0013] The main control unit 91 is installed, for example, in a driver's cab and outputs an operating signal to the brake control device 1 based on an operation by the driver. The operating signal includes one of the following signals: a drive signal representing an acceleration command for the rail vehicle, a brake signal representing a deceleration command for the rail vehicle, or a rolling signal representing an instruction for the rail vehicle to perform rolling operation. The rolling signal indicates that neither a drive signal nor a brake signal is included.

[0014] The emergency brake power supply 92 is, for example, a 100 V DC power supply and supplies DC power to the brake control device 1 in each car via the emergency brake command line 92a, which is routed through all cars of the rail vehicle.

[0015] Contactor 93 is closed or opened by an operation of the main control unit 91, instructions from an automatic train control (ATS) system, the operation of an emergency switch, or the like. As long as contactor 93 is closed, DC power is supplied from the emergency brake power supply 92 to the brake control device 1. When the operating signal, including a brake signal, is sent to the brake control device 1 and DC power is supplied from the emergency brake power supply 92 to the brake control device 1, the brake control device 1 controls the mechanical brake device 98 to perform normal brake control and generate braking force.

[0016] When the contactor 93 is opened, the supply of DC power from the emergency brake power supply 92 to the brake control device 1 is stopped. When the supply of DC power from the emergency brake power supply 92 to the brake control device 1 is stopped, the brake control device 1 controls the mechanical brake device 98 to perform emergency brake control, which generates a greater braking force than the normal brake control.

[0017] In Embodiment 1, the contactor 93 is closed or opened by a contactor control signal output from the main control unit 91 depending on the driver's operation. The contactor 93 is closed when the rail vehicle starts operating. When the driver performs an operation corresponding to propulsion, rolling, or normal braking, the main control unit 91 outputs an operation signal to the brake control device 1 and sends a contactor control signal 93, instructing it to remain closed. As a result, the contactor 93 remains closed.

[0018] When the driver performs an operation corresponding to emergency braking, the main control unit 91 outputs an operation signal, including a braking signal, to the brake control device 1 and sends a control signal to the contactor 93, instructing it to open. As a result, the contactor 93 is opened. The brake control device 1 controls the mechanical brake device 98 to perform emergency braking control, which generates a greater braking force than the normal braking control.

[0019] The control power supply 94 is a DC power supply that supplies DC power to the brake control device 1 via the control power supply line 94a.

[0020] The air spring 95 is mounted on the bogie, which supports the car body of the rail vehicle. The brake control device 1 is connected via an air line to an air chamber contained in the air spring 95.

[0021] The fluid source 96 supplies the fluid used for operating the mechanical braking device 98 to the brake control device 1. In Embodiment 1, air is used as the fluid supplied from the fluid source 96.

[0022] The anti-skid valve 97 is installed in the air line connecting the brake control device 1 and the mechanical brake device 98, and is connected to the brake control device 1 via a signal line 97a. When the wheels of the rail vehicle skid, the anti-skid valve 97 opens under the control of the brake control device 1. As a result, the air supplied to the mechanical brake device 98 is discharged through the anti-skid valve 97, and the pressure of the air supplied to the mechanical brake device 98 decreases. This reduces the braking force generated by the mechanical brake device 98 and allows the wheels to reengage the rails.

[0023] The mechanical brake device 98 includes a brake cylinder that receives the air supplied from the brake control device 1, and a piston partially positioned within the brake cylinder and sliding therein according to the air pressure within the brake cylinder. The mechanical brake device 98 also includes a friction material, such as a brake shoe, attached to the piston. The piston slides according to the air pressure in the brake cylinder and presses the brake shoe against the rotating wheel to generate a braking force.

[0024] The brake control device 1 operates by receiving DC power supplied from the control power supply 94 via the control power supply line 94a, and controls the mechanical brake device 98 to perform the normal brake control or the emergency brake control according to the brake command included in the operation signal from the main controller 91 and the voltage value of the DC voltage applied to the emergency brake command line 92a.

[0025] During normal braking control, the brake control device 1 adjusts the pressure of the air supplied from the fluid source 96 according to the target deceleration specified in the braking command and the measured pressure value in the air chamber contained in the air spring 95 and supplies the pressure-adjusted air to the mechanical braking device 98 via the anti-skid valve 97.

[0026] During the emergency braking control, the brake control device 1 adjusts the pressure of the air supplied from the fluid source 96 according to the pressure of the air supplied from the air spring 95 and supplies the pressure-adjusted air to the mechanical braking device 98 via the anti-skid valve 97.

[0027] The brake control device 1 includes a brake control unit 11 that performs normal brake control or emergency brake control, and a normal solenoid valve 21 that adjusts the pressure of the air supplied from the fluid source 96 according to a signal from the brake control unit 11. The brake control device 1 also includes a variable load valve 22 that compresses and discharges the air supplied from the fluid source 96 according to the pressure of the air supplied from the air spring 95, and an emergency solenoid valve 23 that discharges the fluid supplied from the variable load valve 22 according to a signal from the brake control unit 11. The normal solenoid valve 21 is connected to the brake control unit 11 via a signal line 21a, and the emergency solenoid valve 23 is connected to the brake control unit 11 via a signal line 23a.

[0028] The brake control device 1 also has a double check valve 24 that outputs the air with the higher pressure between the air output from the normal solenoid valve 21 and the air output from the emergency solenoid valve 23, and a relay valve 25 that adjusts the pressure of the air supplied from the fluid source 96 according to the pressure of the air output from the double check valve 24 and supplies the pressure-adjusted air to the mechanical brake device 98 via the anti-skid valve 97.

[0029] The brake control device 1 further comprises a pressure sensor 26 which measures the air pressure in the air chamber of the air spring 95 and the pressure of the air output from the relay valve 25.

[0030] The normal solenoid valve 21 is connected to the brake control unit 11 via the signal line 21a. The normal solenoid valve 21 adjusts the pressure of the air supplied from the fluid source 96 according to a solenoid valve control signal sent from the brake control unit 11 and passes the pressure-adjusted air to the double check valve 24.

[0031] The variable load valve 22 adjusts the pressure of the air supplied from the fluid source 96 by displacing its internal piston according to the pressure of the air supplied from the air spring 95 and passes the pressure-adjusted air to the double check valve 24. The pressure of the air output from the variable load valve 22 is higher than the maximum air pressure that the air output from the normal solenoid valve 21 can have. This allows a greater braking force to be generated during emergency braking control than during normal braking control.

[0032] The double check valve 24 is a solenoid valve with the property of giving priority to air with higher pressure. Specifically, the double check valve 24 outputs the air with the higher pressure between the air output from the normal solenoid valve 21 and the air output from the emergency solenoid valve 23.

[0033] The relay valve 25 adjusts the pressure of the air supplied from the fluid source 96 according to the pressure of the air output from the double check valve 24 and supplies the pressure-adjusted air to the mechanical braking device 98 via the anti-skid valve 97.

[0034] The pressure sensor 26 is connected to the relay valve 25 and the air spring 95. The pressure sensor 26 is connected to the brake control unit 11 via a signal line 26a. The pressure sensor 26 sends the measured value of the pressure of the air output by the relay valve 25 and the measured value of the pressure in the air chamber of the air spring 95 to the brake control unit 11.

[0035] The brake control unit 11 is described in detail below. As in Fig. As shown in Figure 2, the brake control unit 11 includes a computational processing module 31 that determines a target pressure, which is a target value for the pressure of the air supplied to the mechanical brake device 98, based on the brake command included in the operating signal from the main controller 91, and determines whether or not wheel skidding of the rail vehicle's wheels occurs. The brake control unit 11 further includes a brake control circuit 32 that controls the normal solenoid valve 21 or the emergency solenoid valve 23 according to the target pressure and the voltage value of the DC voltage applied to the emergency brake command line 92a, and a skidding prevention circuit 33 that controls the skidding prevention valve 97 according to the skidding state determined by the computational processing module 31.The brake control unit 11 also has a power supply circuit 34 which supplies power to the arithmetic processing module 31, the brake control circuit 32 and the anti-skid circuit 33.

[0036] As shown by the thin solid lines in Fig. 2, the arithmetic processing module 31, the brake control circuit 32 and the anti-skid circuit 33 are connected to each other via a system bus 54. As indicated by the thick solid lines in Fig. As shown in Figure 2, the power supply circuit 34 is connected to the arithmetic processing module 31, the brake control circuit 32, and the anti-skid circuit 33 via a command line 57. The power supply circuit 34 applies a DC voltage to the command line 57 corresponding to the voltage value of the DC voltage applied to the emergency brake command line 92a. Specifically, the command line 57 is electrically connected to the emergency brake command line 92a through the power supply circuit 34. Therefore, it can be assumed that the voltage value of the DC voltage applied to the command line 57 is the same as the voltage value of the DC voltage applied to the emergency brake command line 92a.

[0037] As indicated by the double lines in Fig. As shown in Figure 2, the power supply circuit 34 is connected to the arithmetic processing module 31, the brake control circuit 32, and the anti-skid circuit 33 via power supply lines 55 and 56. The power supply circuit 34 supplies DC power to the arithmetic processing module 31, the brake control circuit 32, and the anti-skid circuit 33 via power supply lines 55 and 56.

[0038] As in Fig. 3, the arithmetic processing module 31 includes a target braking force determiner 41 that determines a target braking force that is a target value for the braking force of the vehicle, a target pressure determiner 42 that determines the target pressure from the target braking force and sends the target pressure to the brake control circuit 32, and a wheel spin determiner 43 that determines whether wheel spin occurs during braking and sends the result of the determination to the wheel spin prevention circuit 33.

[0039] The target braking force determiner 41 determines the target braking force by multiplying the target deceleration specified in the braking command, which is contained in the operating signal of the main control unit 91, by the vehicle weight. The vehicle weight is determined from the pressure in the air chamber of the air spring 95, which is measured by the pressure sensor 26.

[0040] The target pressure determiner 42 determines a target pressing force, which is a target value of the force with which the brake shoes are pressed against the wheels, by dividing the target braking force by a friction coefficient of the contact surfaces between the brake shoes of the mechanical braking device 98 and the wheels. The target pressure determiner 42 determines the target pressure by dividing the target pressing force by the area value of the surface perpendicular to the sliding direction of the piston.

[0041] The spin determiner 43 determines the rotational speed of each axle using a speed detector (not shown), calculates the peripheral speed of each wheel from the rotational speed of each axle, and uses the peripheral speed of each wheel as the axle speed. The spin determiner 43 determines the occurrence or non-occurrence of spin based on whether the difference between the axle speed and the reference axle speed is within a target range. The reference axle speed is the maximum value of the axle speed in each car. For example, if the difference between at least one of the axle speeds and the reference axle speed is equal to or greater than a threshold speed, spin is considered to have occurred.The speed threshold can be determined by test drives or simulations and is based on variations in axle speed that may occur without spinning and the difference between axle speed and reference axle speed that may occur during spinning.

[0042] The hardware configuration of the arithmetic processing module 31 described above is shown in Fig. 4. The arithmetic processing module 31 has a processor 81, a memory 82, and an interface 83. The processor 81, the memory 82, and the interface 83 are interconnected via a bus 80. The functions of the components of the arithmetic processing module 31 are implemented by software, firmware, or a combination of both. The software and firmware are described in the form of programs and stored in the memory 82. The processor 81 reads and executes the programs stored in the memory 82, thereby implementing the above-described functions of the components. The memory 82 stores programs for processing the target braking force determiner 41, the target pressure determiner 42, and the skid determiner 43.

[0043] Examples of the memory 82 include non-volatile or volatile semiconductor memories such as random access memory (RAM), read-only memory (ROM), flash memory, erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), magnetic disk, flexible floppy disk, optical disk, compact disc, mini disc, digital versatile disc (DVD), or the like.

[0044] The arithmetic processing module 31 is connected to the brake control circuit 32, the anti-skid circuit 33, and the power supply circuit 34 via the interface 83. The interface 83 comprises an interface module that conforms to one or more standards for the corresponding connection targets.

[0045] The brake control circuit 32, the anti-skid circuit 33, and the power supply circuit 34 are implemented by processing circuits. An example of a hardware configuration of the brake control circuit 32 is shown in Fig. 5. As shown in Fig. As shown in Figure 5, the brake control circuit 32 is implemented by a processing circuit 84. The processing circuit 84 is connected to the normal solenoid valve 21, the emergency solenoid valve 23, the arithmetic processing module 31, the anti-skid circuit 33, and the power supply circuit 34 via an interface 85. If the processing circuit 84 is special-purpose hardware, it may be, for example, a single, combination, programmed, or parallel programmed circuit, an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or a combination thereof.

[0046] The brake control circuit 32 can either have a separate processing circuit 84 for each function or use a common processing circuit 84 for multiple functions. The anti-skid circuit 33 and the power supply circuit 34 have similar hardware configurations to the brake control circuit 32.

[0047] The structure of the brake control device 1 with the above-described configuration is explained below. The brake control device 1 has a housing that accommodates the above-described components, specifically the brake control unit 11, the normal solenoid valve 21, the variable load valve 22, the emergency solenoid valve 23, the double check valve 24, the relay valve 25, and the pressure sensor 26.

[0048] As in Fig. 6 and Fig. As shown in Figure 7, the brake control unit 11 is implemented as a sub-rack device. Specifically, the brake control unit 11 includes a sub-rack 51 with a box-like structure open on one side, and a back plate 52 housed in the sub-rack 51 and equipped with slots 53a, 53b, 53c, and 53d. The brake control unit 11 further includes a computation processing board 61 mounted in slot 53a, a brake control board 62 mounted in slot 53b, a skid protection board 63 installed in slot 53c, and a power supply board 64 installed in slot 53d.

[0049] The sub-rack 51 is housed in a housing (not shown) of the brake control device 1. More specifically, the sub-rack 51 is located within the housing of the brake control device 1 in a region where airflow from outside the housing is suppressed.

[0050] The backplate 52 has the system bus 54, which is connected to the slots 53a, 53b and 53c, the power supply lines 55 and 56, which are electrically connected to the slots 53a, 53b, 53c and 53d, and the command line 57, which is electrically connected to the slots 53a, 53b, 53c and 53d.

[0051] The arithmetic processing board 61 is a plug-in unit which has a front panel 61a with terminals to which the transmission line 91a and the signal line 26a can be connected, a connector 61b which is mounted in the slot 53a, and a printed circuit board 61c on which the components of the Fig. 4 shown arithmetic processing module 31. The front panel 61a and the connector 61b in Fig. 6 act as interface 83 in Fig. 4.

[0052] As in Fig. 6 and Fig. 7, the brake control board 62 is a plug-in unit which has a front plate 62a with terminals to which the signal lines 21a and 23a can be connected, a connector 62b which is fastened in the slot 53b, and a printed circuit board 62c on which the Fig. 2 shown brake control circuit 32 is mounted. The front plate 62a and the connector 62b in Fig. 6 act as interface 85 in Fig. 5.

[0053] As in Fig. 6 and Fig. 7, the anti-skid board 63 is a plug-in unit which has a front plate 63a with a connector to which the signal line 97a can be connected, a connector 63b which is fastened in the slot 53c, and a printed circuit board 63c on which the Fig. 2 shown anti-skid circuit 33 is mounted. The front plate 63a and the connector 63b in Fig. 6 act as interface 85 in Fig. 5.

[0054] As in Fig. 6 and Fig. 7, the power supply board 64 is a plug-in unit which has a front plate 64a with terminals to which the emergency brake command line 92a and the control power supply line 94a can be connected, a connector 64b which is fastened in the slot 53d, and a printed circuit board 64c on which the Fig. 2 shown power supply circuit 34 is mounted. The front panel 64a and the connector 64b in Fig. 6 act as interface 85 in Fig. 5.

[0055] The Fig. 6 and Fig. The power supply board 64 shown in Figure 7 supplies power to the arithmetic processing board 61, the brake control board 62, and the anti-skid board 63. The configuration of the power supply board 64 is described in detail below. As shown in Fig. As shown in Figure 8, the power supply circuit 34 mounted on the circuit board 64c of the power supply board 64 has a conductive path 71 that electrically connects the emergency brake command line 92a, which is to be connected to the front panel 64a, to the command line 57 via the connector 64b and the slot 53d. This allows the voltage value of the DC voltage applied to the command line 57 to be equal to the voltage value of the DC voltage applied to the emergency brake command line 92a. For example, a DC voltage of 100 V can be applied to the command line 57.

[0056] The power supply circuit 34 further includes a conductive path 72 that electrically connects the control power supply line 94a, which is to be connected to the front panel 64a, to the power supply lines 55 and 56 via the connector 64b and the slot 53d. The power supply circuit 34 also includes a power conversion circuit 73 that converts the DC power supplied by the control power supply 94 via the control power supply line 94a into DC power to be supplied to another board, specifically, to at least one of the arithmetic processing board 61, the brake control board 62, or the anti-skid board 63.

[0057] The power conversion circuit 73 is, for example, a DC-DC converter (DC-DC converter). In Embodiment 1, the power supply line 55 is supplied with the DC power supplied from the control power supply 94 via the control power supply line 94a, the voltage of which is stepped down by the power conversion circuit 73. The power supply line 56 is supplied with the DC power supplied from the control power supply 94 via the control power supply line 94a.

[0058] As described above, it can be assumed that the voltage value of the DC voltage applied to the command line 57 is the same as the voltage value of the DC voltage applied to the emergency brake command line 92a. Therefore, the arithmetic processing module 31 mounted on the arithmetic processing board 61, the brake control circuit 32 mounted on the brake control board 62, and the anti-skid circuit 33 mounted on the anti-skid board 63 can determine the voltage value of the DC voltage applied to the emergency brake command line 92a without being directly connected to the emergency brake command line 92a.

[0059] The operation of the brake control and anti-skid control in the brake control device 1 is described below. The brake control unit 11 performs normal brake control and anti-skid control as long as the voltage value of the DC voltage applied to the emergency brake command line 92a is equal to or greater than a threshold voltage, and performs emergency brake control when the voltage value of the DC voltage applied to the emergency brake command line 92a falls below the threshold voltage. The threshold voltage may be set according to a range of values ​​that the DC voltage applied to the emergency brake command line 92a can take without any abnormality in the line. For example, the threshold voltage may be a value calculated by multiplying the target output voltage of the emergency brake power supply 92 by 0.8.

[0060] The normal brake control and anti-skid control performed by the brake control unit 11 are described in detail below. The arithmetic processing module 31 mounted on the arithmetic processing board 61 performs the normal brake control and anti-skid control as long as the voltage value of the DC voltage applied to the command line 57 is equal to or greater than the threshold voltage.

[0061] The target braking force determiner 41 of the Fig. The arithmetic processing module 31 shown in Figure 3 receives an operating signal from the main control unit 91 via the transmission line 91a and a measured value of the air pressure in the air chamber of the air spring 95 from the pressure sensor 26 via the signal line 26a. If the operating signal includes a braking command, the target braking force determiner 41 determines the target braking force by multiplying the target deceleration specified in the braking command by the weight of the vehicle determined from the measured value of the air pressure in the air chamber of the air spring.

[0062] The target pressure determiner 42 determines the target pressing force based on a friction coefficient of the contact surface between the brake shoe of the mechanical brake device 98 and the wheel, as well as the target braking force. It is assumed that the target pressure determiner 42 contains pre-stored information about the friction coefficient.

[0063] The target pressure determiner 42 determines the target pressure by dividing the target pressing force by an area value of the surface perpendicular to the piston's sliding direction. It is assumed that the target pressure determiner 42 contains pre-stored information about the area value of the surface perpendicular to the piston's sliding direction. The target pressure determined by the target pressure determiner 42 is sent via the system bus 54 to the brake control circuit 32 mounted on the brake control board 62.

[0064] If the operating signal received from the main control unit 91 via the transmission line 91a includes a braking command, the skid determiner 43 determines whether the difference between at least one axle speed and the reference axle speed is equal to or greater than the threshold speed. If the difference is equal to or greater than the threshold speed, skidding is considered to be occurring.

[0065] If the difference is equal to or greater than the threshold speed, the spin determiner 43 outputs a result indicating that spin is occurring. If the difference for each axis speed is less than the threshold speed, the spin determiner 43 outputs a result indicating that no spin is occurring. The spin determination result is sent via the system bus 54 to the spin protection circuit 33 mounted on the spin protection board 63.

[0066] The brake control circuit 32 mounted on the brake control board 62 controls the normal solenoid valve 21 according to the target pressure received via the system bus 54, as long as the voltage value of the DC voltage applied to the command line 57 is equal to or greater than the threshold voltage. The brake control circuit 32 keeps the emergency solenoid valve 23 closed by sending a control signal via the signal line 23a.

[0067] The anti-skid circuit 33 mounted on the anti-skid board 63 controls the anti-skid valve 97 according to the result of the spin determination received via the system bus 54.

[0068] Emergency braking control is executed when the voltage value of the DC voltage applied to command line 57 falls below the threshold voltage. Target braking force determiner 41 and target pressure determiner 42 operate as in normal braking control. Skid determiner 43 does not perform any skid determination during emergency braking control.

[0069] When the voltage value of the DC voltage applied to the command line 57 falls below the threshold voltage, the brake control circuit 32 mounted on the brake control board 62 sends the solenoid valve control signal to the emergency solenoid valve 23 via the signal line 23a to open the emergency solenoid valve 23, regardless of the target pressure received via the system bus 54. When the emergency solenoid valve 23 is opened, the air discharged from the variable load valve 22 is supplied to the double check valve 24. As described above, the air discharged from the emergency solenoid valve 23, whose pressure is higher than that discharged from the normal solenoid valve 21, is sent to the mechanical brake device 98 via the double check valve 24 and the anti-skid valve 97.

[0070] The anti-skid circuit 33 mounted on the anti-skid board 63 keeps the anti-skid valve 97 closed when the voltage value of the DC voltage applied to the command line 57 falls below the threshold voltage, regardless of the result of the anti-skid determination obtained via the system bus 54. As a result, no anti-skid control is performed during the emergency braking control.

[0071] As described above, in the brake control device 1 according to Embodiment 1, the emergency brake command line 92a is connected to the power supply board 64, and not to the other boards, specifically, the arithmetic processing board 61, the brake control board 62, and the anti-skid board 63. Compared with a structure in which the emergency brake command line is connected to multiple boards, identifying the location of an abnormality in the emergency brake command line 92a is facilitated. The brake control device 1 according to Embodiment 1 enables a reduction in the time required to resolve the discrepancy between the brake operation in the main control unit 91 and the actual brake control when an abnormality occurs in the emergency brake command line 92a.

[0072] In the brake control device 1, a DC voltage based on the DC power supplied from the emergency brake command line 92a is applied to the command line 57, which connects the power supply board 64 to the arithmetic processing board 61, the brake control board 62, and the anti-skid board 63. This allows the arithmetic processing module 31 mounted on the arithmetic processing board 61, the brake control circuit 32 mounted on the brake control board 62, and the anti-skid circuit 33 mounted on the anti-skid board 63 to detect the voltage value of the DC voltage applied to the emergency brake command line 92a without being directly connected to the emergency brake command line 92a.In other words, the arithmetic processing module 31, the brake control circuit 32, and the anti-skid circuit 33 can determine whether the emergency braking is in operation in the main control unit 91 even without being directly connected to the emergency braking command line 92a.

[0073] The voltage signal flowing through the signal line 26a connected to the arithmetic processing board 61 is, for example, a low voltage signal of 5V. Since the emergency brake command line 92a to which a high voltage is applied is not connected to the arithmetic processing board 61, the voltage signal flowing through the signal line 26a is less likely to be affected by electromagnetic noise caused by the high voltage applied to the emergency brake command line 92a. Example 2

[0074] When an abnormality such as a break occurs in the emergency brake command line 92a, the emergency brake control is performed even though the emergency brake operation is not executed in the main control unit 91. The brake control device having a structure designed to resolve the discrepancy between the brake operation in the main control unit 91 and the actual brake control will be described in Embodiment 2, focusing on the differences from Embodiment 1.

[0075] As in Fig. As shown in Figure 9, the brake control device 2 according to Embodiment 2 detects an operating signal from the main control unit 91 via the transmission line 91a, a train control and monitoring device 99, and a transmission line 99a. The configuration of the brake control device 2 corresponds to that of the brake control device 1 according to Embodiment 1.

[0076] A setpoint value of the output voltage of the control power supply 94 is equal to or greater than a setpoint value of the output voltage of the emergency brake power supply 92. Preferably, the control power supply 94, like the emergency brake power supply 92, is a 100V DC power supply.

[0077] As in Fig. As shown in Figure 10, the brake control unit 12 included in the brake control device 2 includes, in addition to the configuration of the brake control unit 11, a monitoring circuit 35 that monitors the state of the emergency brake command line 92a. Specifically, the monitoring circuit 35 repeatedly determines at predetermined intervals whether the voltage value of the voltage applied to the command line 57 is equal to or greater than the threshold voltage. As in Embodiment 1, it can be assumed that the voltage value of the DC voltage applied to the command line 57 is the same as the voltage value of the DC voltage applied to the emergency brake command line 92a. Therefore, monitoring the voltage value of the voltage applied to the command line 57 enables monitoring the state of the emergency brake command line 92a.

[0078] As in Fig. 11, the arithmetic processing module 31 included in the brake control unit 11 includes, in addition to the configuration of the arithmetic processing module 31 in Embodiment 1, an abnormality determiner 44 that determines the presence or absence of an abnormality in the emergency brake command line 92a.

[0079] Specifically, the abnormality determiner 44 determines the presence or absence of a break in the emergency brake command line 92a according to the operation signal and the result of the determination by the monitoring circuit 35. For example, the abnormality determiner 44 determines whether the voltage value of the voltage applied to the command line 57 is equal to or greater than the threshold voltage when the operation signal includes a power operation signal or is an idle signal that is neither a power operation signal nor a brake command.

[0080] The fact that the voltage value applied to the command line 57 falls below the threshold voltage when the operation signal includes a power operation signal or is an idle signal that is neither a power operation signal nor a brake command means that the emergency brake control is performed even though the emergency brake operation is not being executed in the main control unit 91. For example, the brake control device 2 performs emergency brake control when a break occurs in the emergency brake command line 92a, even though the emergency brake operation is not being executed in the main control unit 91. Therefore, when the voltage value applied to the command line 57 is below the threshold voltage when a power operation signal or an idle signal is present, it can be assumed that a break occurs in the emergency brake command line 92a.

[0081] When the abnormality determiner 44 determines that the voltage value of the voltage applied to the command line 57 is below the threshold voltage when the operation signal includes a power operation signal or is an idle signal, the abnormality determiner 44 controls the power supply circuit 34 to apply a DC voltage to the command line 57 based on the DC power supplied from the control power supply 94 via the control power supply line 94a.

[0082] As in Fig. As shown in Figure 12, the brake control unit 12 is implemented as a sub-rack device, similar to Embodiment 1. The backplate 52 is equipped with slots 53a, 53b, 53c, 53d, and 53e. In addition to the configuration of the brake control unit 11 according to Embodiment 1, the brake control unit 12 includes a monitoring board 65 mounted in slot 53e.

[0083] The backplate 52 has the system bus 54, which is connected to the slots 53a, 53b, 53d and 53e, the power supply lines 55 and 56, which are electrically connected to the slots 53a, 53b, 53c, 53d and 53e, and the command line 57, which is electrically connected to the slots 53a, 53b, 53c, 53d and 53e.

[0084] The monitoring board 65 is a plug-in unit that includes a front panel 65a, a connector 65b mounted in the slot 53e, and a printed circuit board 65c on which the monitoring circuit 35 is mounted. The monitoring circuit 35 has a hardware configuration similar to that of the brake control circuit 32. Specifically, the front panel 65a and the connector 65b function as the Fig. Interface 85 shown in Figure 5.

[0085] A DC voltage based on the DC power supplied by the emergency brake command line 92a is applied to the Fig. 12. Therefore, the monitoring circuit 35 mounted on the monitoring board 65 can determine the voltage value of the voltage applied to the emergency brake command line 92a even without being directly connected to the emergency brake command line 92a.

[0086] The power supply board 64 supplies power to the arithmetic processing board 61, the brake control board 62, the anti-skid board 63, and the monitoring board 65. The configuration of the power supply board 64 is described in detail below.

[0087] As in Fig. 13, the power supply circuit 34 mounted on the circuit board 64c of the power supply board 64 includes, in addition to the configuration in Embodiment 1, a switch 74 that switches the connection destination of the command line 57 and a switch control circuit 75 that controls the switch 74.

[0088] The switch 74 has a pair of connection terminals: terminal 74a, which is electrically connected via conductor track 71 to the emergency brake command line 92a mounted on the front panel 64a, and terminal 74b, which is electrically connected via conductor track 72 to the control power supply line 94a mounted on the front panel 64a. The switch 74 also has a terminal 74c, which is electrically connected to the command line 57 via conductor track 71 and connector 64b. Terminal 74c is connected to either terminal 74a or terminal 74b.

[0089] The switch control circuit 75 switches the connection destination of the terminal 74c according to a command received via the system bus 54 from the arithmetic processing module 31 mounted on the arithmetic processing board 61. For example, the switch control circuit 75 can switch the switch 74 by adjusting the current flow through a coil of the switch 74, which is formed of a relay, according to the command received from the arithmetic processing module 31.

[0090] When a break occurs in the emergency brake command line 92a, the DC voltage applied to the command line 57 drops below the threshold voltage, causing the brake control circuit 32 to perform the emergency brake control as in Embodiment 1. As a result, the emergency brake control is executed even though the emergency brake operation is not performed in the main control unit 91. The following describes the recovery operation performed by the brake control device 2 to recover from the discrepancy between the brake operation in the main control unit 91 and the actual brake control.

[0091] The abnormality determiner 44 determines whether the voltage value applied to the command line 57 is equal to or greater than the threshold voltage when the operating signal includes a power operation signal or is an idle signal that contains neither a power operation signal nor a brake command, as described above. If the abnormality determiner 44 determines that the voltage value applied to the command line 57 falls below the threshold voltage when the operating signal includes a power operation signal or is an idle signal, the abnormality determiner 44 notifies the switch control circuit 75 of the power supply circuit 34 via the system bus 54 that an abnormality exists in the emergency brake command line 92a.

[0092] Upon receiving notification of an abnormality in the emergency brake command line 92a, the switch control circuit 75 causes terminal 74c to be connected to terminal 74b. This causes the DC power supplied from the control power supply 94 via the control power supply line 94a to be supplied to the command line 57. When the output voltage value of the control power supply 94 is equal to or greater than the output voltage value of the emergency brake power supply 92, the voltage applied to the command line 57 is equal to or greater than the threshold voltage. As a result, the brake control circuit 32 terminates the emergency brake control. This resolves the discrepancy between the brake application in the main control unit 91 and the actual brake control.

[0093] Regardless of the state of switch 74, power supply line 55 is supplied with the DC power supplied by control power supply 94 via control power supply line 94a, the voltage of which has been reduced by power conversion circuit 73. Power supply line 56 is supplied with the DC power supplied by control power supply 94 via control power supply line 94a.

[0094] As described above, in the brake control device 1 according to Embodiment 2, when a break occurs in the emergency brake command line 92a, a DC voltage is applied to the command line 57 by the power supply circuit 34 based on the DC power supplied from the control power supply 94 via the control power supply line 94a. This allows the discrepancy between the brake operation in the main control unit 91 and the actual brake control to be resolved when a break occurs in the emergency brake command line 92a. For example, unintentional emergency brake control can be suppressed when a break occurs in the emergency brake command line 92a. Example 3

[0095] Abnormalities in the emergency brake command line 92a are not limited to breaks. Embodiment 3 describes the brake control unit 12, which includes a computational processing module 31 that, in addition to determining the presence or absence of a break in the emergency brake command line 92a, also determines the presence or absence of a short circuit in the emergency brake command line 92a. The configuration of the brake control unit 12 and the computational processing module 31 is the same as in Embodiment 2.

[0096] In rail vehicles with multiple cars, the emergency brake command line 92a connected to the emergency brake power supply 92 is routed through all cars, branched in each car, and connected to the brake control devices 2 provided in each car. When an abnormality occurs in the branched emergency brake command line 92a, the presence or absence of an abnormality can be determined by comparing it with the state of the emergency brake command line 92a in another car. In Embodiment 3, the method for determining the presence or absence of abnormalities in the emergency brake command line 92a is described using a rail vehicle with three or more cars.

[0097] The method for determining the presence or absence of an abnormality in the emergency brake command line 92a, which is performed by the brake control unit 12 according to Embodiment 3, will be described below. The monitoring circuit 35 repeatedly determines at predetermined intervals whether the voltage value applied to the command line 57 is equal to or greater than the threshold voltage.

[0098] The abnormality determiner 44 transmits the determination result obtained from the monitoring circuit 35 to the train control and monitoring device 99. The abnormality determiner 44 receives from the train control and monitoring device 99 the determination result of the monitoring circuit 35 included in the brake control unit 12, which in turn is part of the brake control device 2 in another car. The abnormality determiner 44 compares the determination result obtained from the monitoring circuit 35 with the determination result obtained from the monitoring circuit 35 in another car, which was provided by the train control and monitoring device 99, to determine the presence or absence of an abnormality in the emergency brake command line 92a.

[0099] For example, the abnormality determiner 44 determines whether the determination result obtained by the monitoring circuit 35 agrees with each of the determination results of the monitoring circuits 35 of other cars provided by the train control and monitoring device 99. If the determination result obtained by the monitoring circuit 35 agrees with at least one of the determination results of the monitoring circuits 35 of other cars, it can be assumed that there is no abnormality in the emergency brake command line 92a.

[0100] If the determination result obtained by the monitoring circuit 35 does not agree with any of the determination results of the monitoring circuits 35 of other cars, it can be considered that there is an abnormality in the emergency brake command line 92a.

[0101] Specifically, when the determination result obtained by the monitoring circuit 35 indicates that the voltage value of the voltage applied to the command line 57 is equal to or greater than the threshold voltage, and all the determination results of the monitoring circuits 35 of other cars provided by the train control and monitoring device 99 indicate that the voltage value of the voltage applied to the command line 57 is below the threshold voltage, it can be considered that there is a short circuit in the emergency brake command line 92a.

[0102] When the determination result obtained by the monitoring circuit 35 indicates that the voltage value of the voltage applied to the command line 57 is below the threshold voltage, and all the determination results of the monitoring circuits 35 of other cars provided by the train control and monitoring device 99 indicate that the voltage value of the voltage applied to the command line 57 is equal to or greater than the threshold voltage, it can be considered that there is a break in the emergency brake command line 92a.

[0103] As in Fig. As shown in Figure 14, the power supply circuit 34 mounted on the circuit board 64c of the power supply board 64 includes a switch 76 that switches the connection destination of the command line 57. The switch 76 is switched by the switch control circuit 75.

[0104] The switch 76 has a terminal 76a, which is electrically connected via the conductor track 71 to the emergency brake command line 92a mounted on the front panel 64a, a terminal 76b, which is electrically connected via the conductor track 72 to the control power supply line 94a mounted on the front panel 64a, a terminal 76c, which is electrically connected via the conductor track 71 and the connector 64b to the command line 57, and a ground terminal 76d, which is grounded. The terminal 76c is connected to either the terminal 76a, the terminal 76b, or the ground terminal 76d.

[0105] The switch control circuit 75 switches the connection destination of the terminal 76c according to a notification received via the system bus 54 from the arithmetic processing module 31 mounted on the arithmetic processing board 61.

[0106] At the start of operation of the brake control device 2, terminal 76c is connected to terminal 76a. This ensures that the voltage value of the DC voltage applied to the command line 57 matches the voltage value of the DC voltage applied to the emergency brake command line 92a. Similar to Embodiment 1, the power supply line 55 is supplied with the DC power supplied from the control power supply 94 via the control power supply line 94a mounted on the front panel 64a, the voltage of which has been stepped down by the power conversion circuit 73. The power supply line 56 is supplied with the DC power supplied from the control power supply 94 via the control power supply line 94a.

[0107] When a break occurs in the emergency brake command line 92a, the DC voltage applied to the command line 57 falls below the threshold voltage, causing the brake control circuit 32 to perform the emergency brake control as in Embodiment 1. As a result, the emergency brake control is executed even though the emergency brake operation is not performed in the main control unit 91.

[0108] When a short circuit occurs in the emergency brake command line 92a, DC voltage continues to be applied to the emergency brake command line 92a even when an emergency brake operation is performed in the main control unit 91. As a result, even when an emergency brake operation is performed in the main control unit 91, the air discharged from the normal solenoid valve 21 is supplied to the mechanical brake device 98, and the actual braking force is lower than the desired braking force during emergency braking.

[0109] The recovery operation performed by the brake control device 2 to recover from the discrepancy between the brake operation in the main control unit 91 and the actual brake control will be described below.

[0110] As described above, the abnormality determiner 44 determines whether the determination result obtained from the monitoring circuit 35 agrees with each of the determination results of the monitoring circuits 35 of other cars provided by the train control and monitoring device 99.

[0111] When the determination result obtained by the monitoring circuit 35 indicates that the voltage value of the voltage applied to the command line 57 is less than the threshold voltage, and all the determination results of the monitoring circuits 35 of other cars provided by the train control and monitoring device 99 indicate that the voltage value of the voltage applied to the command line 57 is equal to or greater than the threshold voltage, the abnormality determiner 44 notifies the switch control circuit 75 of the power supply circuit 34 via the system bus 54 that there is a break in the emergency brake command line 92a.

[0112] Upon receiving notification of a break in the emergency brake command line 92a, the switch control circuit 75 connects terminal 76c to terminal 76b. This supplies the DC power supplied by the control power supply 94 via the control power supply line 94a to the command line 57. When the output voltage value of the control power supply 94 is equal to or greater than the output voltage value of the emergency brake power supply 92, the voltage applied to the command line 57 is equal to or greater than the threshold voltage. As a result, the brake control circuit 32 terminates the emergency brake control. This resolves the discrepancy between the brake application in the main control unit 91 and the actual brake control.

[0113] When the determination result obtained by the monitoring circuit 35 indicates that the voltage value of the voltage applied to the command line 57 is equal to or greater than the threshold voltage, and all the determination results of the monitoring circuits 35 of other cars provided by the train control and monitoring device 99 indicate that the voltage value of the voltage applied to the command line 57 is below the threshold voltage, the abnormality determiner 44 notifies the switch control circuit 75 of the power supply circuit 34 via the system bus 54 that there is a short circuit in the emergency brake command line 92a.

[0114] Upon receiving notification of a short circuit in the emergency brake command line 92a, the switch control circuit 75 connects terminal 76c to the ground terminal 76d. This electrically isolates the command line 57 from the emergency brake command line 92a. Specifically, the command line 57 is grounded. As a result, the voltage applied to the command line 57 drops below the threshold voltage, and the brake control circuit 32 initiates the emergency brake control. This resolves the discrepancy between the brake application in the main control unit 91 and the actual brake control.

[0115] Regardless of the state of switch 76, power supply line 55 is supplied with the DC power supplied by control power supply 94 via control power supply line 94a, the voltage of which has been reduced by power conversion circuit 73. Power supply line 56 is supplied with the DC power supplied by control power supply 94 via control power supply line 94a.

[0116] As described above, in the brake control device 2 according to Embodiment 3, when a break occurs in the emergency brake command line 92a, a DC voltage is applied to the command line 57 by the power supply circuit 34 based on the DC power supplied from the control power supply 94 via the control power supply line 94a. This can suppress unintentional emergency brake control when a break occurs in the emergency brake command line 92a.

[0117] If a short circuit occurs in the emergency brake command line 92a, the power supply circuit 34 connects the command line 57 to the ground terminal 76d. This can prevent the actual braking force from falling below the desired braking force during an emergency braking operation due to a short circuit in the emergency brake command line 92a. Example 4

[0118] The state where the brake operation in the main control unit 91 does not match the actual brake control may occur not only due to abnormalities in the emergency brake command line 92a, but also due to abnormalities in the control power supply line 94a. If an abnormality occurs in the control power supply line 94a, particularly a breakage, the DC power from the control power supply 94 cannot be supplied to the brake control unit 11, making brake control impossible.

[0119] Embodiment 4 describes the brake control device having a structure for resolving the discrepancy between the brake operation in the driver's cab and the actual brake control when a break occurs in the control power supply line 94a. The focus is on the differences from Embodiment 1.

[0120] The structure of the brake control device 1 according to Embodiment 4 is similar to that of the brake control device 1 according to Embodiment 1. As shown in Fig. 15, the power supply circuit 34 mounted on the circuit board 64c of the power supply board 64 additionally includes a switch 77 for switching the connection destination of the power supply lines 55 and 56 and a switch control circuit 78 for switching the switch 77.

[0121] The switch 77 has a terminal 77a, which is electrically connected to the control power supply line 94a mounted on the front panel 64a via the conductive path 72; a terminal 77b, which is electrically connected to the emergency brake command line 92a mounted on the front panel 64a via the conductive path 71; and a terminal 77c, which is electrically connected to the power supply line 55 via the conductive path 72, the power conversion circuit 73, and the connector 64b; and electrically connected to the power supply line 56 via the conductive path 72 and the connector 64b. The terminal 77c is connected to either the terminal 77a or the terminal 77b.

[0122] The switch control circuit 78 is operated by the DC power supplied from the emergency brake power supply 92 via the emergency brake command line 92a, and switches the connection destination of the terminal 76c according to the voltage value of the DC power supplied from the control power supply 94 via the control power supply line 94a.

[0123] At the start of operation of the brake control device 1, terminal 77c is connected to terminal 77a. Thus, as in Embodiment 1, the power supply line 55 is supplied with the DC power supplied from the control power supply 94 via the control power supply line 94a mounted on the front panel 64a, the voltage of which has been stepped down by the power conversion circuit 73. The power supply line 56 is supplied with the DC power supplied from the control power supply 94 via the control power supply line 94a. As in Embodiment 1, it can be assumed that the voltage value of the DC voltage applied to the command line 57 is the same as the voltage value of the DC voltage applied to the emergency brake command line 92a.

[0124] If a break occurs in the control power supply line 94a, the DC power for supplying the power supply lines 55 and 56 from the control power supply 94 via the control power supply line 94a cannot be obtained, and the DC voltage in the line path 72 drops. When the DC voltage in the line path 72 drops below the voltage value required to operate each board, the switch control circuit 78 connects the terminal 77c to the terminal 77b. This supplies the power supply lines 55 and 56 with DC power based on the DC power supplied by the emergency brake power supply 92 via the emergency brake command line 92a. This allows the brake control device 1 to continue braking control even if a break occurs in the control power supply line 94a.

[0125] Regardless of the state of switch 77, a DC voltage based on the DC power supplied via emergency brake command line 92a is applied to command line 57.

[0126] As explained above, in the brake control device 1 according to Embodiment 4, when a break occurs in the control power supply line 94a, DC power is supplied to the power supply lines 55 and 56 based on the DC power supplied from the emergency brake power supply 92 via the emergency brake command line 92a. This allows the brake control device 1 to continue braking control even when a break occurs in the control power supply line 94a.

[0127] This disclosure is not limited to the above-mentioned embodiments. The method for determining the presence or absence of an abnormality in the emergency brake command line 92a is not limited to the above-described examples. The brake control unit 12 included in the brake control device 2 according to Embodiment 2 does not necessarily need to include the monitoring circuit 35. In this case, the calculation processing module 31 can determine whether there is a break in the emergency brake command line 92a based on the operating signal and the pressure of the air output from the relay valve 25.

[0128] Preferably, to improve the accuracy of determining the presence or absence of an abnormality in the emergency brake command line 92a, the abnormality determiner 44 determines whether the state in which the measured pressure value of the air output from the relay valve 25 is equal to or greater than the threshold pressure persists for a predetermined determination period. The determination period is long enough to prevent misdeterminations due to fluctuations in the pressure of the air output from the relay valve 25.

[0129] The brake control device 1 according to embodiment 1 can, as in embodiments 2 to 4, receive an operating signal from the train control and monitoring device 99.

[0130] The structures of brake control devices 1 and 2 are not limited to the examples described above. For example, a configuration is possible in which brake control devices 1 and 2 do not include the anti-skid control board 63. In another example, brake control devices 1 and 2 may include additional boards corresponding to a different function.

[0131] The processing of the brake control units 11 and 12 during emergency braking is not limited to the examples described above. For example, the anti-skid control circuit 33 may perform anti-skid control during emergency braking in the same manner as during normal braking. In another example, the anti-skid control circuit 33 may adjust the opening of the anti-skid valve 97 to a lesser extent during emergency braking than during normal braking.

[0132] The arrangement of the arithmetic processing board 61, the brake control board 62, the anti-skid control board 63, and the power supply board 64 is not limited to the above-described examples and can be arbitrary. The arrangement of the monitoring board 65 is not limited to the above-described examples and can also be arbitrary.

[0133] The number of slots provided in the back plate 52 is not limited to the examples described above and can be any number. The number of power supply lines provided in the back plate 52 is also not limited to the examples described above and can be any number.

[0134] The abnormality determiner 44 can be implemented as a function of the train control and monitoring device 99.

[0135] The train control and monitoring device 99 can output the determination result obtained from the abnormality determiner 44, for example, to a display device provided in the driver's cab.

[0136] The foregoing description illustrates some exemplary embodiments for explanatory purposes. Although the foregoing discussion has presented specific embodiments, those skilled in the art will recognize that changes may be made in form and detail without departing from the broader spirit and scope of the invention. Accordingly, the specification and drawings are to be considered as illustrative rather than restrictive. This detailed description, therefore, is not to be taken in a limiting sense, and the scope of the invention will be defined only by the appended claims and the full range of equivalents to which such claims are entitled. List of reference symbols 1, 2 brake control device 11, 12 Brake control unit 21 Normal solenoid valve 21a, 23a, 26a signal line 22 Variable load valve 23 Emergency solenoid valve 24 Double check valve 25 Relay valve 26 Pressure sensor 31 Computational processing module 32 Brake control circuit 33 Anti-skid circuit 34 Power supply circuit 35 Monitoring circuit 41 Target braking force determiner 42 Target pressure determiner 43 Spin Determiner 44 abnormality determiners 51 sub-rack 52 back plate 53a, 53b, 53c, 53d, 53e slot 54 System bus 55, 56 Power supply line 57 Command Line 61 Computation processing board 61a, 62a, 63a, 64a, 65a front panel 61b, 62b, 63b, 64b, 65b connection 61c, 62c, 63c, 64c, 65c circuit board 62 Brake control board 63 Anti-skid plate 64 Power supply board 65 Monitoring board 71, 72 Conductive pathway 73 Power conversion circuit 74, 76, 77 switches 74a, 74b, 74c, 76a, 76b, 76c, 77a, 77b, 77c connecting terminal 75, 78 Switch control circuit 76d Earth terminal 80 buses 81 processor 82 storage 83, 85 interface 84 processing circuit 91 Main control device 91a, 99a transmission line 92 Emergency brake power supply 92a Emergency brake command line 93 Schütz 94 Control power supply 94a Control power supply line 95 air spring 96 Fluid source 97 Anti-skid valve 97a Signal line 98 Mechanical braking device 99 Train control and monitoring equipment QUOTES CONTAINED IN THE DESCRIPTION

[0000] This list of documents submitted by the applicant was generated automatically and is included solely for the convenience of the reader. This list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions. Cited patent literature

[0000] JP 2012-30672

[0003]

Claims

[1] Brake control device for controlling a mechanical braking device mounted in a rail vehicle, the brake control device comprising: a backplate having slots and a power supply line and a command line electrically connected to the slots; a power supply board mounted in one of the slots and having a power supply circuit for receiving DC power from a control power supply via a control power supply line, receiving DC power from an emergency brake power supply via an emergency brake command line, supplying the DC power to the power supply line, and applying a DC voltage to the command line corresponding to a voltage value of the DC power applied to the emergency brake command line; and a brake control board mounted in one of the slots and having a brake control circuit for controlling the mechanical braking device according to a braking command of the rail vehicle and a voltage value of the DC voltage applied to the command line. [2] Brake control device according to claim 1, further comprising: a computing processing board mounted in one of the slots and having a computing processing module mounted thereon, wherein the computing processing module has a target braking force determiner for determining a target braking force of the rail vehicle based on the braking command, and a target pressure determiner for determining a target pressure of a fluid supplied to the mechanical braking device based on the target braking force, wherein the brake control board controls the mechanical braking device according to the target pressure and the voltage value of the DC voltage applied to the command line. [3] Brake control device according to claim 2, wherein the computation processing module further comprises a skid determiner for determining whether or not a skid of the rail vehicle occurs based on the braking command and the axle speeds of the wheels of the rail vehicle, and the brake control device further comprises an anti-skid board mounted in one of the slots and having an anti-skid circuit for adjusting the pressure of the fluid supplied to the mechanical brake device based on the result of the determination of the skid determiner and the voltage value of the DC voltage applied to the command line. [4] The brake control device according to claim 2 or 3, wherein the arithmetic processing module further comprises an abnormality determiner for determining the presence or absence of an abnormality in the emergency brake command line. [5] A brake control device according to claim 4, wherein the abnormality determiner determines whether or not a break occurs in the emergency brake command line. [6] A brake control device according to claim 5, wherein the abnormality determiner determines whether or not a break occurs in the emergency brake command line based on an operation signal of the rail vehicle and the pressure of the fluid supplied to the mechanical brake device. [7] Brake control device according to one of claims 1 to 6, further comprising: a monitoring board mounted in one of the slots and having a monitoring circuit for determining whether a voltage value of the DC voltage applied to the command line is equal to or greater than a threshold voltage. [8] Brake control device according to claim 4, further comprising: a monitoring board mounted in one of the slots and having a monitoring circuit for determining whether a voltage value of the DC voltage applied to the command line is equal to or greater than a threshold voltage, wherein the abnormality determiner determines the presence or absence of an abnormality in the emergency brake command line depending on the result of the determination by the monitoring circuit and at least one of the following parameters: the operating signal of the rail vehicle or a result of the determination of the monitoring circuit of the arithmetic processing module present in another brake control device. [9] A brake control device according to claim 8, wherein the abnormality determiner determines whether or not a break occurs in the emergency brake command line based on the result of the determination by the monitoring circuit and the operation signal of the railway vehicle. [10] Brake control device according to one of claims 4 to 6, 8 and 9, wherein when the abnormality determiner determines that no break occurs in the emergency brake command line, the power supply circuit supplies the power supply line with DC power generated based on the DC power received from the control power supply via the control power supply line, and the power supply circuit applies to the command line a DC voltage generated based on the DC power received from the emergency brake power supply via the emergency brake command line, and when the abnormality determiner determines that a break occurs in the emergency brake command line, the power supply circuit supplies the power supply line with DC power generated based on the DC power received from the control power supply via the control power supply line, and the power supply circuit applies a DC voltage to the command line. [11] The brake control device according to claim 8, wherein the abnormality determiner determines the presence or absence of an abnormality in the emergency brake command line depending on the result of the determination by the monitoring circuit and the result of the determination by the monitoring circuit of the arithmetic processing module provided in another brake control device. [12] A brake control device according to claim 11, wherein the abnormality determiner determines whether or not a short circuit occurs in the emergency brake command line. [13] Brake control device according to claim 12, wherein the power supply circuit, when the abnormality determiner determines that no short circuit occurs in the emergency brake command line, supplies the power supply line with DC power generated based on the DC power received from the control power supply via the control power supply line, and provides the command line with a DC voltage generated based on the DC power received from the emergency brake power supply via the emergency brake command line, and the power supply circuit, when the abnormality determiner determines that a short circuit occurs in the emergency brake command line, supplies the power supply line with DC power generated based on the DC power received from the control power supply via the control power supply line, and electrically disconnects the command line from the emergency brake command line. [14] The brake control device according to any one of claims 1 to 13, wherein the power supply circuit, when the DC power to be supplied via the control power supply line from the control power supply to the power supply line is not available, supplies the power supply line with DC power generated based on the DC power received from the emergency brake power supply via the emergency brake command line.

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