Abnormality detection device, abnormality detection method, and abnormality detection program

Abstract

To provide a technology to enable an abnormal place of a skid control valve to be specified concretely.SOLUTION: An abnormality detection device includes: a skid control value including a brake control valve for controlling the pressure of compressed air supplied to an air brake device, a feed valve for opening / closing an air flow passage between the air brake device and the brake control valve, and an exhaust valve for discharging the compressed air between the feed valve and the air brake device; a pressure acquisition unit 103 for acquiring a detection result of the pressure of the compressed air supplied from the skid control valve to the air brake device; a skid control unit 108 for controlling the skid control valve to switch between a holding state and an exhaust state; and a determination unit 104 for determining whether or not there is an abnormality in at least one of the feed valve and the exhaust valve on the basis of the detection result of the pressure in the holding state and the detection result of the pressure in the exhaust state.SELECTED DRAWING: Figure 2

Description

Technical Field

[0001] The present invention relates to an abnormality detection device, an abnormality detection method, and an abnormality detection program.

Background Art

[0002] Patent Document 1 discloses a method in which an inspection worker manually operates a command pressure output circuit and an anti-slip circuit, closes an anti-slip air supply valve and an anti-slip exhaust valve of the anti-slip circuit, and based on the variation in the detection value of a BC pressure sensor provided between the output side of the anti-slip circuit and a brake cylinder, the inspection worker determines the presence or absence of an abnormality in the anti-slip circuit.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In the technique described in Patent Document 1, there is a problem that it is impossible to specifically identify which of the anti-slip air supply valve and the anti-slip exhaust valve of the anti-slip circuit has an abnormality.

[0005] In view of the above problems, an object of the present invention is to provide a technique that enables specific identification of an abnormal portion of a slip control valve.

Means for Solving the Problems

[0006] To solve the above problems, an abnormality detection device according to an aspect of the present invention includes a brake control valve that controls the pressure of compressed air supplied to an air brake device that brakes a railway vehicle, an air supply valve that opens and closes an air flow path between the air brake device and the brake control valve, and an exhaust valve that can exhaust compressed air between the air supply valve and the air brake device, a skid control valve including the exhaust valve, a pressure acquisition unit that acquires a detection result of the pressure of compressed air supplied from the skid control valve to the air brake device, a holding state in which the air supply valve and the exhaust valve are closed to hold compressed air between the air supply valve, the exhaust valve, and the air brake device, and a skid control unit that controls the skid control valve so as to switch between the holding state and an exhaust state in which the air supply valve is closed and the exhaust valve is opened to exhaust compressed air between the air supply valve and the air brake device, and a determination unit that determines whether there is an abnormality in at least one of the air supply valve and the exhaust valve based on the detection result of the pressure in the holding state and the detection result of the pressure in the exhaust state.

[0007] An abnormality detection method according to another aspect of the present invention includes a step of acquiring a detection result of the pressure of compressed air supplied from a skid control valve including an air supply valve that opens and closes an air flow path between an air brake device that brakes a railway vehicle and a brake control valve that controls the pressure of compressed air supplied to the air brake device, and an exhaust valve that can exhaust compressed air between the air supply valve and the air brake device, to the air brake device, a step of controlling the skid control valve so as to switch between a holding state in which the air supply valve and the exhaust valve are closed to hold compressed air between the air supply valve, the exhaust valve, and the air brake device, and an exhaust state in which the air supply valve is closed and the exhaust valve is opened to exhaust compressed air between the air supply valve and the air brake device, and a step of determining whether there is an abnormality in at least one of the air supply valve and the exhaust valve based on the detection result of the pressure in the holding state and the detection result of the pressure in the exhaust state.

[0008] An abnormality detection program according to still another aspect of the present invention causes a computer to execute steps of: obtaining a detection result of the pressure of compressed air supplied from a skid control valve including an air supply valve that opens and closes an air flow path between an air brake device that brakes a railway vehicle and a brake control valve that controls the pressure of the compressed air supplied to the air brake device, an exhaust valve that can exhaust the compressed air between the air supply valve and the air brake device; controlling the skid control valve to switch between a holding state in which the air supply valve and the exhaust valve are closed to hold the compressed air between the air supply valve, the exhaust valve, and the air brake device, and an exhaust state in which the air supply valve is closed and the exhaust valve is opened to exhaust the compressed air between the air supply valve and the air brake device; and determining whether there is an abnormality in at least one of the air supply valve and the exhaust valve based on the detection result of the pressure in the holding state and the detection result of the pressure in the exhaust state.

[0009] In addition, any combination of the above, or those obtained by mutually replacing the components and expressions of the present invention among a method, an apparatus, a program, a temporary or non-temporary storage medium recording the program, a system, etc. are also effective as aspects of the present invention.

Effects of the Invention

[0010] According to the present invention, it is possible to provide a technique that enables specific identification of an abnormal portion of a skid control valve.

Brief Description of the Drawings

[0011]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Figure 8

Figure 9

Embodiments for Carrying Out the Invention

[0012] Hereinafter, the present invention will be described with reference to each drawing based on preferred embodiments. In the embodiments and modifications, the same or equivalent components and members are denoted by the same reference numerals, and redundant explanations are omitted as appropriate. Also, the dimensions of the members in each drawing are appropriately enlarged or reduced for easy understanding. In addition, some of the members that are not important for explaining the embodiments are omitted in the drawings.

[0013] Also, terms including ordinals such as first and second are used to describe various components, but this term is used only for the purpose of distinguishing one component from another, and the components are not limited by this term.

[0014] [First Embodiment] With reference to the drawings, a brake control device 100 for a railway vehicle according to the first embodiment of the present invention will be described. FIG. 1 is a configuration diagram schematically showing a railway vehicle 80 equipped with the brake control device 100. As shown in FIG. 1, the railway vehicle 80 includes a vehicle body 40, a pair of bogies 76 and 78, and a brake control device 100. The brake control device 100 of the present embodiment is mounted on a railway vehicle. The brake control device 100 of the present embodiment is an example of an abnormality detection device. The solid lines connecting the components in FIG. 1 indicate pipes, and the dotted lines indicate wirings.

[0015] The bogie 76 includes wheels 10a, 10b, axles 12a, 12b, rotation sensors 14a, 14b, and brake mechanisms 16a, 16b. The bogie 78 includes wheels 10c, 10d, axles 12c, 12d, rotation sensors 14c, 14d, and brake mechanisms 16c, 16d.

[0016] When collectively referring to wheels 10a to 10d, they are called wheels 10. When collectively referring to axles 12a to 12d, they are called axles 12. When collectively referring to rotation sensors 14a to 14d, they are called rotation sensors 14. When collectively referring to brake mechanisms 16a to 16d, they are called brake mechanisms 16. Each of the brake mechanisms 16a to 16d is provided with a skid control valve 18a to 18d respectively. When collectively referring to skid control valves 18a to 18d, they are called skid control valve 18. A plurality of brake mechanisms 16 may be provided for a single skid control valve 18.

[0017] The axles 12 are provided on the bogies 76, 78 at the lower part of the railway vehicle 80. Wheels 10 are provided at both ends of the axles 12. The axles 12 rotate by the driving force transmitted from a motor (not shown) via a gear part (not shown). Due to this rotation, the wheels 10 rotate on the rail, and the railway vehicle 80 advances along the rail.

[0018] The rotation sensor 14 is an encoder that outputs a pulse signal corresponding to the rotational position of the axle 12 of the railway vehicle 80. This encoder may be an absolute encoder that outputs a pulse signal corresponding to the absolute rotational position, or an incremental encoder that outputs a pulse signal corresponding to the relative rotational position. In the rotation sensor 14, the number of pulses per unit time of the pulse signal corresponds to the rotational speed of the axle 12.

[0019] The brake mechanism 16 applies a braking force for braking the railway vehicle 80 to the axle 12. The brake mechanism 16 of the present embodiment is an air brake device that drives a friction material 16s described later by compressed air supplied from an air supply source 20 and applies a braking force to the axle 12. The air supply source 20 sends out compressed air Ap to a pipe 20p in response to a brake command transmitted from a driver's cab (not shown) of the vehicle 80 or the like.

[0020] The compressed air Ap is supplied to the brake mechanism 16 through the pipe 20p, the brake control valve 22, and the skid control valve 18. The brake mechanism 16 introduces the compressed air Ap therein, presses the friction material 16s against the tread surface of the axle 12 with the internal pressure therein, and generates a braking force on the axle 12. The brake mechanism 16 decelerates and stops the railway vehicle 80 by the braking force generated on the axle 12.

[0021] The vehicle body 40 is respectively provided with air pressure switches 24a to 24d for detecting the pressure of the compressed air supplied to the brake mechanisms 16a to 16d. The air pressure switches 24a to 24d are respectively provided in flow path portions 28a to 28d between the brake mechanisms 16a to 16d and the skid control valves 18a to 18d in an air flow path 26 connecting the brake control valve 22 and the brake mechanisms 16a to 16d. The air pressure switches 24a to 24d output an on signal to the brake control device 100 when the pressure of the compressed air equal to or higher than a threshold value is applied through the flow path portions 28a to 28d, and output an off signal to the brake control device 100 when the pressure of the compressed air lower than the threshold value is applied through the flow path portions 28a to 28d. When collectively referring to the air pressure switches 24a to 24d, they are referred to as the air pressure switch 24. When collectively referring to the flow path portions 28a to 28d, they are referred to as the flow path portion 28.

[0022] The vehicle body 40 is provided with a brake pressure sensor 21 for detecting the pressure of the compressed air output by the brake control valve 22. The brake pressure sensor 21 is provided between the brake control valve 22 and the skid control valves 18a to 18d in the air flow path 26. The brake pressure sensor 21 outputs the detected pressure value to the brake control device 100.

[0023] FIG. 2 is a block diagram schematically showing the skid control unit 108 of the brake control device 100. Each functional block of the brake control device 100 shown in FIG. 2 can be realized by electronic elements such as a computer CPU and mechanical parts in terms of hardware, and can be realized by a computer program or the like in terms of software. Here, however, functional blocks realized by their cooperation are depicted. Therefore, it is understood by those skilled in the art that these functional blocks can be realized in various forms by combinations of hardware and software.

[0024] As shown in FIG. 2, the brake control device 100 of the present embodiment includes a command acquisition unit 101, a brake control unit 102, a pressure acquisition unit 103, a determination unit 104, an output unit 105, a storage unit 106, a skid detection unit 107, and a skid control unit 108.

[0025] The command acquisition unit 101 acquires a brake command indicating the commanded pressure of the compressed air supplied to the brake mechanism 16. For example, the command acquisition unit 101 acquires a brake command from a brake controller 75 provided on the driver's cab of the railway vehicle 80. The brake controller 75 includes a lever operated by the driver of the railway vehicle 80, and outputs a brake command corresponding to the operation position of the lever operated by the driver.

[0026] In addition, the command acquisition unit 101 acquires an inspection command for inspecting the skid control valve 18. This inspection command includes a brake command indicating the commanded pressure of the emergency brake that operates in an emergency. For example, the brake controller 75 outputs an inspection command when an inspection switch (not shown) for performing an out-of-section inspection provided in the railway vehicle 80 and performed before the railway vehicle 80 starts running (for example, before leaving the vehicle base) is operated. Note that the brake controller 75 may output a brake command indicating the commanded pressure of the emergency brake in response to a user input from, for example, a worker's work terminal (not shown).

[0027] The brake control unit 102 controls the brake control valve 22 so that the pressure of the compressed air supplied to the brake mechanism 16 in response to a brake command becomes the instructed pressure. The brake control valve 22 controls the pressure of the compressed air supplied to the brake mechanism 16.

[0028] The pressure acquisition unit 103 acquires the detection result of the pressure of the compressed air supplied from the skid control valve 18 to the brake mechanism 16. The pressure acquisition unit 103 of the present embodiment acquires the on-signal and off-signal of the pneumatic switch 24 as the detection result of the above pressure. Further, the pressure acquisition unit 103 acquires the pressure of the compressed air output by the brake control valve 22 from the brake pressure sensor 21.

[0029] The determination unit 104 executes various determination processes. The determination unit 104 of the present embodiment determines whether or not there is an abnormality in at least one of the air supply valve AV and the exhaust valve RV described later based on the detection result of the pressure of the compressed air. Details of the processing of the determination unit 104 will be described later.

[0030] The output unit 105 outputs the determination result of the determination unit 104. For example, the output unit 105 outputs the determination result to a worker's work terminal (not shown), thereby causing the display unit of the work terminal to display the determination result.

[0031] The storage unit 106 can store the information acquired by the command acquisition unit 101 and the pressure acquisition unit 103, and the intermediate processing information obtained by processing the acquired information, etc. in time series. The storage unit 106 stores a program for executing the processing of the brake control device 100 of the present embodiment.

[0032] The skid detection unit 107 detects the skid of the wheels 10 of the railway vehicle 80. The skid detection unit 107 of the present embodiment detects the skid state based on the comparison between the rotational speed of the axle and the traveling speed of the vehicle. Various known methods can be adopted as the method for detecting the skid state. The rotational speed of the axle 12 can be specified from the number of pulses per unit time of the rotation sensor 14. By multiplying the rotational speed of the axle 12 by a predetermined coefficient, a speed (hereinafter referred to as "axle speed Va") that can be compared with the speed of the translational motion of the vehicle 80 (hereinafter referred to as "vehicle speed Vs") can be calculated.

[0033] In the adhesion state where no macroscopic slip occurs between the rail and the wheel 10, the vehicle speed Vs and the axle speed Va are equal. When slip occurs between the rail and the wheel 10, the speed difference dV between the vehicle speed Vs and the axle speed Va increases. In the skidding state where skidding has occurred, the speed difference dV between the axle speed Va and the vehicle speed Vs becomes large. The skid detection unit 107 determines that it is not in the skidding state when the speed difference dV is less than or equal to the threshold value, and determines that it is in the skidding state when the speed difference dV exceeds the threshold value, and provides the determination result to the control unit 30.

[0034] In order to suppress a significant extension of the braking distance, when skidding is detected, the skid control unit 108 controls the skid control valve 18 to open and close in a predetermined opening and closing pattern to weaken the braking force of the wheel 10.

[0035] The skid control unit 108 controls the opening and closing state of the air supply valve AV by energizing and driving the drive unit 17a described later. The skid control unit 108 sets the drive unit 17b described later to the energized state (hereinafter referred to as the "on state") to control the opening and closing state of the exhaust valve RV. When not in the skidding state, the skid control unit 108 maintains the drive units 17a and 17b in the non-energized state (hereinafter referred to as the "off state"). When in the skidding state, the skid control unit 108 maintains the drive unit 17a in the on state. Also, when in the skidding state, the skid control unit 108 alternately switches the drive unit 17b between the on state and the off state according to a predetermined opening and closing pattern. The skid control unit 108 of the present embodiment controls the skid control valve 18 so as to switch between the holding state and the exhaust state described later.

[0036] The coasting control valve 18 will be described. FIGS. 3 to 5 are schematic diagrams schematically showing the peripheral configuration of the coasting control valve 18. FIG. 3 shows a normal state in which a normal operation for generating a normal braking force in the braking mechanism 16 is performed. FIG. 4 shows a holding state in which a holding operation for maintaining the braking force is performed in coasting control. FIG. 5 shows an exhaust state in which an exhaust operation for reducing the braking force is performed in coasting control. The holding state is a state in which the air supply valve AV and the exhaust valve RV are closed and the compressed air between the air supply valve AV, the exhaust valve RV, and the braking mechanism 16 is held. The exhaust state is a state in which the air supply valve AV is closed and the exhaust valve RV is opened to exhaust the compressed air between the air supply valve AV and the braking mechanism 16.

[0037] The coasting control valve 18 includes an air supply valve AV, an exhaust valve RV, an inlet portion 18p, an outlet portion 18s, and an atmosphere release portion 18g. The air supply valve AV includes a drive portion 17a, a valve body 17c, and a valve portion 17e. The air supply valve AV opens and closes an air flow path 26 between the braking mechanism 16 and the brake control valve 22. The exhaust valve RV includes a drive portion 17b, a valve body 17d, and a valve portion 17f. The exhaust valve RV can exhaust the compressed air between the air supply valve AV and the braking mechanism 16. When the drive portions 17a and 17b are energized and driven, the valve bodies 17c and 17d are advanced and retracted in the opening and closing direction (the left - right direction in the figure) by an electromagnetic action. The valve bodies 17c and 17d block or open the valve portions 17e and 17f by the advancement and retraction of the central portions.

[0038] In the normal state shown in FIG. 3, both the air supply valve AV and the exhaust valve RV are in the off state. At this time, the valve portion 17e of the air supply valve AV is in the open state, and the valve portion 17f of the exhaust valve RV is in the closed state. When the valve portion 17e of the air supply valve AV is in the open state, the compressed air Ap supplied from the brake control unit 102 to the inlet portion 18p is supplied from the outlet portion 18s to the braking mechanism 16. Since the valve portion 17f of the exhaust valve RV is closed, there is no air inflow or outflow in the atmosphere release portion 18g.

[0039] When compressed air Ap flows into the brake mechanism 16, the pressure inside the brake mechanism 16 (hereinafter referred to as the internal pressure) increases, and a piston rod (not shown) advances to press the friction material 16s against the tread of the wheel 10. By this operation, the wheel 10 is braked.

[0040] In the holding state shown in FIG. 4, the air supply valve AV is in the on state and the exhaust valve RV is in the off state. At this time, since the air supply valve AV and the exhaust valve RV are in the closed state, if there is no abnormality in the skid control valve 18, there is no air inflow or outflow at the inlet portion 18p and the atmosphere release portion 18g, the compressed air inside the brake mechanism 16 does not increase or decrease, and the internal pressure is maintained.

[0041] In the exhaust state shown in FIG. 5, both the air supply valve AV and the exhaust valve RV are in the on state. At this time, the valve portion 17e of the air supply valve AV is in the closed state, and the valve portion 17f of the exhaust valve RV is in the open state. Since the valve portion 17e of the air supply valve AV is closed, there is no air inflow or outflow at the inlet portion 18p. If there is no abnormality in the skid control valve 18, during the period when the valve portion 17f of the exhaust valve RV is in the open state (hereinafter referred to as the exhaust time), a part of the air inside the brake mechanism 16 passes through the exhaust valve RV from the outlet portion 18s and escapes to the atmosphere from the atmosphere release portion 18g.

[0042] When a part of the air inside the brake mechanism 16 escapes, the internal pressure decreases accordingly, the pressure of the friction material 16s against the tread of the wheel 10 decreases, and the braking force decreases. Therefore, as the period of the open state of the exhaust valve RV becomes longer, the decrease in the braking force also becomes larger.

[0043] Next, the skid control of the brake control device 100 will be described. When a skid is detected, the skid control unit 108 opens and closes the skid control valve 18 in a certain opening and closing pattern to control the braking force of the wheel 10. The opening and closing pattern includes a plurality of opening and closing cycles consisting of a holding operation and an exhaust operation. The holding operation is an operation of setting the skid control valve 18 to the holding state and closing the exhaust valve RV for a certain standby time. The exhaust operation is an operation of setting the skid control valve 18 to the exhaust state and opening the exhaust valve RV for a certain exhaust time.

[0044] The processing during skid control in the brake control device 100 will be described. FIG. 6 is a flowchart of the processing S100 during skid control in the brake control device 100. At the start of the processing S100, it is assumed that the internal pressure Pb of the brake mechanism 16 is controlled to the instructed pressure by the compressed air Ap supplied from the brake control unit 102 in response to a brake command.

[0045] In step S101, the skid detection unit 107 determines whether it is in a skid state based on the speed difference dV between the vehicle speed Vs and the axle speed Va. In step S101, the skid detection unit 107 determines that it is in a skid state when the speed difference dV exceeds a threshold value. If it is not in a skid state (N in step S101), the processing S100 returns to step S101 and step S101 is repeated. If it is in a skid state (Y in step S101), the processing S100 proceeds to step S102.

[0046] In step S102, the skid control unit 108 performs an exhaust operation. With one exhaust operation, the internal pressure drops by a predetermined pressure.

[0047] In step S103, the skid control unit 108 performs a holding operation.

[0048] In step S104, the skid detection unit 107 determines whether it is in a converged state based on the speed difference dV. The converged state means a state where the speed difference dV does not change or decreases. If it is not in a converged state (N in step S104), the processing S100 returns to step S102 and steps S102 to S104 are repeated. If it is in a converged state (Y in step S104), the processing S100 proceeds to step S105.

[0049] In step S105, the skid control unit 108 maintains the state where the exhaust valve RV is closed. When it reaches the converged state, the speed difference dV gradually decreases and finally reaches re-adhesion (speed difference dV = 0).

[0050] In step S106, the skid control unit 108 returns the skid control valve 18 to its normal state, keeps the exhaust valve RV closed, opens the intake valve AV, terminates the skid control, and shifts to the normal operation. After executing the normal operation, process S100 ends.

[0051] Next, the abnormality determination process of the skid control valve 18 in the brake control device 100 of the present embodiment will be described. FIG. 7 is a flowchart of the abnormality determination process S200 of the skid control valve 18 in the brake control device 100 of the first embodiment. At the start of process S200, it is assumed that the skid control valve 18 is in the normal state shown in FIG. 3.

[0052] In step S201, the determination unit 104 determines whether or not an inspection command has been acquired via the command acquisition unit 101. If the inspection command has not been acquired (N in step S201), process S200 ends. If the inspection command has been acquired (Y in step S201), process S200 proceeds to step S202.

[0053] In step S202, the brake control unit 102 controls the brake control valve 22 so that the pressure of the compressed air supplied to the brake mechanism 16 becomes the indicated pressure of the brake command included in the inspection command. In the present embodiment, this brake command indicates the indicated pressure of the emergency brake.

[0054] In step S203, the determination unit 104 determines whether or not the pressure of the compressed air supplied to each brake mechanism 16 has reached the indicated pressure based on the detection result of the brake pressure sensor 21. If the indicated pressure has not been reached (N in step S203), process S200 returns to step S202, and steps S202 to S203 are repeated. If the indicated pressure has been reached (Y in step S203), process S200 proceeds to step S204.

[0055] In step S204, the skid control unit 108 performs a holding operation of the skid control valve 18. As a result, the skid control valve 18 enters the holding state.

[0056] In step S205, the pressure acquisition unit 103 acquires the detection result of the pneumatic switch 24 in the holding state.

[0057] In step S206, the skid control unit 108 performs an exhaust operation of the skid control valve 18. As a result, the skid control valve 18 enters an exhaust state.

[0058] In step S207, the pressure acquisition unit 103 acquires the detection result of the pneumatic switch 24 in the exhaust state.

[0059] In step S208, the determination unit 104 determines whether compressed air is held among the air supply valve AV, the exhaust valve RV, and the brake mechanism 16 based on the detection result of the pneumatic switch 24 acquired in the holding state. For example, the determination unit 104 determines whether each pneumatic switch 24 outputs an on signal. When an on signal is output, it is determined that compressed air is held among the air supply valve AV, the exhaust valve RV, and the brake mechanism 16. As described above, each pneumatic switch 24 outputs an on signal to the brake control device 100 when the pressure of compressed air equal to or higher than the threshold value is applied through the flow path portion 28. Therefore, when an on signal is output, it means that the skid control valve 18 in the holding state can appropriately hold the compressed air. On the other hand, when an off signal instead of an on signal is output, it means that the pressure of compressed air lower than the threshold value is applied to the pneumatic switch 24 through the flow path portion 28. Therefore, it means that the skid control valve 18 in the holding state cannot appropriately hold the compressed air. When the compressed air is not held (N in step S208), the process S200 proceeds to step S209. When the compressed air is held (Y in step S208), the process S200 proceeds to step S210.

[0060] In step S209, the determination unit 104 determines that at least one of the air supply valve AV and the exhaust valve RV is abnormal. This is because when the compressed air is not held in the holding state, for example, it is conceivable that the air supply valve AV does not perform a proper closing operation, compressed air leaks from the closed exhaust valve RV, or both. Then, the process S200 proceeds to step S213.

[0061] In step S210, the determination unit 104 determines whether compressed air is being exhausted from the exhaust valve RV based on the detection result of the pressure switch 24 obtained in the exhaust state. For example, the determination unit 104 determines whether each pressure switch 24 is outputting an off signal, and determines that compressed air is being exhausted from the exhaust valve RV when an off signal is output. As described above, each pressure switch 24 outputs an off signal to the brake control device 100 when the pressure of the compressed air in the flow path portion 28 is less than the threshold value. Therefore, when an off signal is output, it means that the coasting control valve 18 in the exhaust state can appropriately exhaust the compressed air. On the other hand, when an on signal instead of an off signal is output, it means that the pressure of the compressed air equal to or higher than the threshold value is applied to the pressure switch 24 via the flow path portion 28. Therefore, it means that the coasting control valve 18 in the exhaust state cannot appropriately exhaust the compressed air. When compressed air is being exhausted (Y in step S210), the process S200 proceeds to step S211. When compressed air is not being exhausted (N in step S210), the process S200 proceeds to step S212.

[0062] In step S211, the determination unit 104 determines that the air supply valve AV and the exhaust valve RV are normal. This is because the compressed air is appropriately held in the holding state and the compressed air is appropriately exhausted in the exhaust state. Thereafter, the process S200 proceeds to step S213.

[0063] In step S212, the determination unit 104 determines that the exhaust valve RV is abnormal. Although the compressed air is held in the holding state, since the compressed air is not exhausted in the exhaust state, it is considered that there is no abnormality in the air supply valve AV that remains closed, and the exhaust valve RV that attempts to open from the closed state cannot open appropriately. Thereafter, the process S200 proceeds to step S213.

[0064] In step S213, the coasting control unit 108 performs the normal operation of the coasting control valve 18. As a result, the coasting control valve 18 returns to the normal state.

[0065] In step S214, the output unit 105 outputs the abnormality determination result by the determination unit 104. For example, the output unit 105 outputs the presence or absence of abnormalities in the intake valve AV and the exhaust valve RV determined in steps S209, S211, or S212 to the work terminal of the worker in charge of inspection. As a result, the presence or absence of abnormalities in the intake valve AV and the exhaust valve RV is displayed on the display unit of the work terminal. Therefore, the worker having the work terminal can specifically grasp the abnormal location of the skid control valve. After step S214, the process S200 ends.

[0066] FIG. 8 is a timing chart of the processing of the brake control device 100 according to the first embodiment. In FIG. 8, the skid control valves 18a to 18d that control the skidding of the wheels 10a to 10d are represented as the first axis to the fourth axis, respectively. The power supply shown in FIG. 8 represents the power supply of the brake control device 100. The timing chart of FIG. 8 starts with the power supply of the brake control device 100 being on. In the example of FIG. 8, it is assumed that there is an abnormality in the exhaust valve RV in the skid control valves 18a and 18b of the first axis and the second axis, and there is an abnormality in the intake valve AV in the skid control valves 18c and 18d of the third axis and the fourth axis.

[0067] At time t1, based on the brake command in the inspection command, the output pressure of the brake control valve 22 is controlled to the instructed pressure. Here, the output pressure of the brake control valve 22 is controlled to the instructed pressure of the emergency brake.

[0068] When it is determined that the pressure of the compressed air supplied to each brake mechanism 16 has reached the instructed pressure after a predetermined time has elapsed from time t1, at time t2, the intake valve AV is switched from the off state to the on state, and the holding operation of the intake valve AV is executed.

[0069] During the period from time t2 to time t3, since the air pressure switches 24a and 24b of the first axis and the second axis output on signals, pressures equal to or higher than the threshold value are maintained in the flow path portions 28a and 28b. Therefore, it is determined that the compressed air is appropriately held in the skid control valves 18 of the first axis and the second axis.

[0070] On the other hand, immediately after time t2, since the three-axis and four-axis air pressure switches 24c and 24d output off signals, the pressure above the threshold value cannot be maintained in the flow path portions 28a and 28b. Therefore, in the three-axis and four-axis skid control valves 18, compressed air is not properly held, and it is determined that there is an abnormality in at least one of the air supply valve AV and the exhaust valve RV.

[0071] At time t3 after a predetermined time has elapsed from time t2, the exhaust valve RV switches from the off state to the on state, and the exhaust operation of the exhaust valve RV is executed.

[0072] On the other hand, between time t3 and time t4, since the one-axis and two-axis air pressure switches 24a and 24b output on signals, the pressure of the compressed air in the flow path portions 28a and 28b is above the threshold value, and the compressed air is not properly exhausted. Since it is determined that the compressed air is properly held in the one-axis and two-axis skid control valves 18 in the holding state, it is determined that there is an abnormality in the one-axis and two-axis exhaust valves RV.

[0073] At time t4, the output pressure of the brake control valve 22 is controlled to the indicated pressure of the service brake, the skid control valve 18 becomes the normal state (both the air supply valve AV and the exhaust valve RV are in the off state), and the operation shifts to the normal operation. At time t5, the power supply of the brake control device 100 is turned off.

[0074] In the present embodiment, the determination unit 104 determines whether there is an abnormality in at least one of the air supply valve AV and the exhaust valve RV based on the detection result of the pressure in the holding state and the detection result of the pressure in the exhaust state. According to this configuration, the abnormal part of the skid control valve 18 can be specifically specified.

[0075] Here, in the method described in Patent Document 1, the presence or absence of abnormalities in the intake valve AV and the exhaust valve RV is determined based on the pressure of the compressed air supplied to the brake cylinder in a state where the intake valve AV and the exhaust valve RV are closed (i.e., only in the holding state). However, the method described in this Patent Document 1 has a problem that it is impossible to confirm whether the compressed air is appropriately exhausted from the exhaust valve RV. On the other hand, in the present embodiment, when the determination unit 104 determines that the compressed air between the intake valve AV, the exhaust valve RV, and the brake mechanism 16 is being held in the holding state and determines that the compressed air is not being exhausted from the exhaust valve RV in the exhaust state, it determines that there is an abnormality in the exhaust valve RV. In the holding state and the exhaust state, the intake valve AV is in a closed state in both cases, while the exhaust valve RV differs between the closed state and the open state. Therefore, when the compressed air is appropriately held in the holding state and the compressed air is not appropriately exhausted in the exhaust state, it is not that there is an abnormality in the intake valve AV, which is in a closed state in both cases, but that there is an abnormality in the exhaust valve RV during the opening operation. According to this configuration, it becomes possible to confirm whether the opening operation of the exhaust valve RV is being appropriately performed.

[0076] Here, if the slip control valve 18 is controlled in the order of the exhaust state and the holding state to determine the abnormality of the slip control valve 18, it is necessary to wait for the start of the holding state until the pressure of the compressed air decreased by the exhaust in the exhaust state returns to the indicated pressure again. On the other hand, in the present embodiment, the slip control unit 108 controls the slip control valve 18 in the order of the holding state and the exhaust state after the pressure of the compressed air supplied to the brake mechanism 16 reaches the indicated pressure. According to this configuration, it becomes possible to efficiently determine the abnormality of the slip control valve 18.

[0077] In the present embodiment, the indicated pressure indicated by the brake command is the indicated pressure of the emergency brake that operates in an emergency. According to this configuration, by determining the presence or absence of an abnormality in the slip control valve 18 using the emergency brake that operates at a higher pressure than the service brake, the accuracy of determining the abnormality of the slip control valve 18 can be improved.

[0078] In this embodiment, the pressure acquisition unit 103 acquires an on-signal or an off-signal from the air pressure switch as a detection result of the pressure of the compressed air. Here, in a general railway vehicle 80, since the skid control valve 18 is installed at a position away from the brake control device 100, the wiring connecting the air pressure switch 24 provided in the skid control valve 18 and the brake control device 100 becomes long. When the wiring is long, it is easily exposed to noises such as vibrations generated in the railway vehicle 80. Therefore, it can be said that the air pressure switch 24 is installed in an environment susceptible to noise. If, instead of the air pressure switch 24 that outputs a binary digital signal of an on-signal or an off-signal, a pressure sensor that outputs an analog signal including an analog value of the pressure of the compressed air of the skid control valve 18 is installed, the analog value of the analog signal is likely to fluctuate due to the noise generated in the railway vehicle 80, and false detection of an abnormality in the skid control valve 18 is likely to occur. On the other hand, since the air pressure switch 24 outputs a binary digital signal of an on-signal or an off-signal, the output value is less likely to fluctuate with respect to noise. Therefore, it is possible to suppress false detection of an abnormality in the skid control valve 18.

[0079] The abnormality detection method of this embodiment is performed before the railway vehicle starts running. According to this configuration, since the abnormal part of the skid control valve 18 can be specifically grasped before the start of operation, safe operation can be realized.

[0080] [Second Embodiment] Next, a second embodiment of the present invention will be described. In the drawings and description of the second embodiment, the same or equivalent components and members as those in the first embodiment are denoted by the same reference numerals. Descriptions overlapping with those of the first embodiment are appropriately omitted, and the configuration different from that of the first embodiment will be mainly described.

[0081] FIG. 9 is a flowchart of the abnormality determination process S300 of the skid control valve 18 in the brake control device 100 according to the second embodiment. Steps S301, S302, S304 to S314 in FIG. 9 are basically the same as steps S201, S202, S204 to S214 in FIG. 7 except for points specifically mentioned, and thus the description thereof is omitted.

[0082] In step S303, the determination unit 104 determines whether there is an abnormality in the brake control valve 22. For example, based on the detection result of the brake pressure sensor 21, the determination unit 104 determines whether the pressure of the compressed air supplied to each brake mechanism 16 has reached the indicated pressure within a predetermined time. If the indicated pressure is reached within the predetermined time, it is determined that there is no abnormality in the brake control valve 22. If the indicated pressure is not reached within the predetermined time, it is determined that there is an abnormality in the brake control valve 22. However, the present invention is not limited to this. For example, the determination unit 104 may determine whether there is an abnormality in the brake control valve 22 when the pressure detected by the brake pressure sensor 21 fluctuates significantly after the pressure of the compressed air has reached the indicated pressure. When there is no abnormality in the brake control valve 22 (N in step S303), the process S300 proceeds to step S304. When there is an abnormality in the brake control valve 22 (Y in step S303), the process S300 proceeds to step S314, and it is displayed on the display unit of the work terminal that there is an abnormality in the brake control valve 22.

[0083] As described above, in the second embodiment, the pressure acquisition unit 103 further acquires other detection results of the pressure of the compressed air supplied from the brake control valve 22 to the brake mechanism 16. The determination unit 104 determines whether there is an abnormality in the brake control valve 22 based on other detection results in the normal state. When there is no abnormality in the brake control valve 22, it is determined whether there is an abnormality in the air supply valve AV and the exhaust valve RV based on the detection result of the pressure in the holding state and the detection result of the pressure in the exhaust state. According to this configuration, it is possible to efficiently perform abnormality determination in order from the upstream brake control valve 22 to the downstream coasting control valve 18.

[0084] The above has described in detail examples of embodiments of the present invention. All of the above-described embodiments are merely specific examples for implementing the present invention. The content of the embodiments does not limit the technical scope of the present invention, and many design changes such as changes, additions, and deletions of components are possible without departing from the inventive concept defined in the claims. In the above embodiments, regarding the content for which such design changes are possible, descriptions are given with notations such as "in the embodiment" and "in the embodiment", but design changes are not necessarily not allowed for the content without such notations.

[0085] Hereinafter, modification examples will be described. In the drawings and descriptions of the modification examples, the same or equivalent components and members as those in the embodiments are denoted by the same reference numerals. Descriptions overlapping with the embodiments are appropriately omitted, and the configurations different from those of the first embodiment will be mainly described.

[0086] In the description of the embodiment, an example is shown in which the skid control valve 18 is provided for each axle 12 and is controlled separately, but the present invention is not limited to this. For example, the skid control valve 18 may be provided for each of the bogies 76 and 78, and the skid control valve 18 may integrally control the two axles of the bogies 76 and 78.

[0087] In the description of the embodiment, an example is shown in which skid control is performed in units of the axle 12, but the present invention is not limited to this. For example, skid control may be performed in units of the bogie 78, or skid control may be performed in units of the vehicle 80.

[0088] In the description of the embodiment, the indicated pressure of the brake command in the inspection command is the indicated pressure of the emergency brake, but the present invention is not limited to this, and it may be a pressure less than the indicated pressure of the emergency brake.

[0089] In the description of the embodiment, an example is shown in which the brake control device 100 executes the above-described abnormality determination processes S200 and S300, but the present invention is not limited to this, and an operator in charge of inspecting the skid control valve 18 may manually execute processes corresponding to processes S200 and S300.

[0090] In the description of the embodiments, an example using the pressure switch 24 has been shown, but the present invention is not limited thereto, and a pressure sensor that outputs an analog value of the pressure of the compressed air in the flow path portion 28 may be used instead of the pressure switch 24.

[0091] Any combination of the above-described embodiments and modifications is also useful as an embodiment of the present invention. The new embodiment resulting from the combination has the effects of the embodiments and modifications combined.

Description of Reference Numerals

[0092] 10 Wheels, 12 Axles, 14 Rotation Sensor, 16 Brake Mechanism, 18 Skid Control Valve, 20 Air Supply Source, 21 Brake Pressure Sensor, 22 Brake Control Valve, 24 Pressure Switch, 26 Air Flow Path, 28 Flow Path Portion, 40 Car Body, 75 Brake Controller, 76, 78 Trucks, 80 Railway Vehicle, 100 Brake Control Device, 101 Command Acquisition Unit, 102 Brake Control Unit, 103 Pressure Acquisition Unit, 104 Judgment Unit, 105 Output Unit, 106 Storage Unit, 107 Skid Detection Unit, 108 Skid

Claims

1. A brake control valve that controls the pressure of compressed air supplied to an air brake device for braking a railway vehicle, An air supply valve that opens and closes an air flow path between the air brake device and the brake control valve, and an exhaust valve that can exhaust compressed air between the air supply valve and the air brake device, and a sliding control valve including the exhaust valve, A pressure acquisition unit that acquires a detection result of the pressure of compressed air supplied from the sliding control valve to the air brake device, A sliding control unit that controls the sliding control valve so as to switch between a holding state in which the air supply valve and the exhaust valve are closed and compressed air between the air supply valve, the exhaust valve, and the air brake device is held, and an exhaust state in which the air supply valve is closed and the exhaust valve is opened to exhaust compressed air between the air supply valve and the air brake device, A determination unit that determines whether there is an abnormality in at least one of the air supply valve and the exhaust valve based on the detection result of the pressure in the holding state and the detection result of the pressure in the exhaust state, An abnormality detection device comprising the above.

2. The determination unit determines whether compressed air between the air supply valve, the exhaust valve, and the air brake device is held based on the detection result of the pressure acquired in the holding state, The determination unit determines whether compressed air is being exhausted from the exhaust valve based on the detection result of the pressure acquired in the exhaust state, When the determination unit determines that compressed air between the air supply valve, the exhaust valve, and the air brake device is held in the holding state and determines that compressed air is not being exhausted from the exhaust valve in the exhaust state, the determination unit determines that there is an abnormality in the exhaust valve. The abnormality detection device according to Claim 1.

3. A command acquisition unit that acquires a brake command indicating an instruction pressure of compressed air supplied to the air brake device, A brake control unit that controls the brake control valve so that the pressure of compressed air supplied to the air brake device according to the brake command becomes the instruction pressure, Further comprising, The sliding control unit controls the sliding control valve in the order of the holding state and the exhaust state after the pressure of the compressed air supplied to the air brake device reaches the instruction pressure. The abnormality detection device according to Claim 2.

4. The instruction pressure indicated by the brake command is the instruction pressure of an emergency brake that operates in an emergency. The abnormality detection device according to Claim 3.

5. The sliding control valve is provided in the air flow path between the air brake device and the sliding control valve, and outputs an on signal when the pressure of compressed air equal to or higher than a threshold value is applied through the air flow path, and outputs an off signal when the pressure of compressed air lower than the threshold value is applied, and includes a pneumatic switch, The pressure acquisition unit acquires the on signal or the off signal from the pneumatic switch as the detection result of the pressure. The abnormality detection device according to claim 1.

6. The pressure acquisition unit further acquires other detection results of the pressure of the compressed air supplied from the brake control valve to the air brake device. The sliding control unit is configured to be able to control the sliding control valve in a normal state where the air supply valve is opened and the exhaust valve is closed. The determination unit determines whether there is an abnormality in the brake control valve based on the other detection results in the normal state, and when there is no abnormality in the brake control valve, determines whether there is an abnormality in the air supply valve and the exhaust valve based on the detection result of the pressure in the holding state and the detection result of the pressure in the exhaust state. The abnormality detection device according to any one of claims 1 to 5.

7. A step of acquiring a detection result of the pressure of the compressed air supplied from a sliding control valve including an air supply valve that opens and closes an air flow path between an air brake device for braking a railway vehicle and a brake control valve that controls the pressure of the compressed air supplied to the air brake device, and an exhaust valve that can exhaust the compressed air between the air supply valve and the air brake device to the air brake device; A step of controlling the sliding control valve so as to switch between a holding state in which the air supply valve and the exhaust valve are closed and the compressed air between the air supply valve, the exhaust valve, and the air brake device is held, and an exhaust state in which the air supply valve is closed and the exhaust valve is opened and the compressed air between the air supply valve and the air brake device is exhausted; A step of determining whether there is an abnormality in at least one of the air supply valve and the exhaust valve based on the detection result of the pressure in the holding state and the detection result of the pressure in the exhaust state; An abnormality detection method comprising:

8. The abnormality detection method according to claim 7, which is performed before the railway vehicle starts running.

9. On a computer, A step of obtaining a detection result of the pressure of compressed air supplied from a skid control valve including an air supply valve that opens and closes an air flow path between an air brake device that brakes a railway vehicle and a brake control valve that controls the pressure of the compressed air supplied to the air brake device, an exhaust valve that can exhaust the compressed air between the air supply valve and the air brake device; A step of controlling the skid control valve to switch between a holding state in which the air supply valve and the exhaust valve are closed to hold the compressed air between the air supply valve, the exhaust valve, and the air brake device, and an exhaust state in which the air supply valve is closed and the exhaust valve is opened to exhaust the compressed air between the air supply valve and the air brake device; A step of determining whether there is an abnormality in at least one of the air supply valve and the exhaust valve based on the detection result of the pressure in the holding state and the detection result of the pressure in the exhaust state; An abnormality detection program for causing the above to be executed.

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