Valve malfunction prediction device and valve malfunction prediction method

Abstract

This document discloses an example of a valve malfunction prediction device, taking into consideration the fact that estimating whether or not a malfunction has occurred in a pressure regulating valve using BC pressure fluctuations may not accurately predict a malfunction. [Solution] The malfunction prediction device uses the detected pressure, which is the compressed air pressure (hereinafter referred to as SR pressure), on the supply tank 3 side from the pressure regulating valve 5 to predict the occurrence of a malfunction in the pressure regulating valve 5. The SR pressure fluctuates significantly more than the BC pressure (air pressure input to the brake device 4) when a malfunction occurs. Therefore, the malfunction prediction device can improve the accuracy of its malfunction prediction.

Description

Technical Field

[0005] , , , ,

[0006]

[0001] The present disclosure relates to a valve defect estimation device and a valve defect estimation method.

Background Art

[0002] For example, in the invention described in Patent Document 1, it is estimated whether a malfunction has occurred in an electropneumatic conversion relay valve or the like by using the air pressure output from a valve that regulates the air pressure (hereinafter also referred to as a pressure regulating valve) to a brake cylinder (hereinafter also referred to as BC pressure).

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] By the way, the BC pressure may not fluctuate even when a malfunction occurs in the pressure regulating valve. Therefore, if it is estimated whether a malfunction has occurred in the pressure regulating valve by using the BC pressure fluctuation, there is a risk that the malfunction cannot be estimated.

[0005] That is, a method of monitoring the BC pressure output from the pressure regulating valve, suspecting the occurrence of air leakage due to valve seizure or breakage from the fluctuation condition thereof, and grasping it as a sign of a malfunction or the like can be considered. However, (1) when braking, since the pressure of the compressed air supplied from the supply tank that stores the compressed air generated by the compressor to the pressure regulating valve (hereinafter also referred to as SR pressure) is greater than the BC pressure, even if a malfunction occurs in the pressure regulating valve, the compressed air is continuously supplied from the supply tank to the pressure regulating valve.

[0006] Therefore, (2) the BC pressure may not fluctuate due to a malfunction in the pressure regulating valve, and this method of estimating whether or not a malfunction has occurred in the pressure regulating valve is not a foolproof solution. Furthermore, (3) if the control valve consists of a "pressure regulating valve" that operates in emergencies such as train separation and outputs BC pressure, and "electro-pneumatic conversion valves" and "relay valves" that operate in non-emergency situations and output BC pressure, simply monitoring the BC pressure, which is dominated by the pressure from the "electro-pneumatic conversion valves" and "relay valves" during normal operation, will not detect a malfunction in the "pressure regulating valve".

[0007] This disclosure provides an example of a valve malfunction prediction device and a valve malfunction prediction method in view of the above points. [Means for solving the problem]

[0008] A malfunction prediction device for a railway vehicle, which is applied to a braking system comprising a compressor (2) that generates compressed air, a supply tank (3) that stores the compressed air generated by the compressor (2), a brake device (4) that operates using the compressed air supplied from the supply tank (3), and a pressure regulating valve (5) that adjusts the pressure of the compressed air supplied from the supply tank (3) to the brake device (4), and which predicts a malfunction in the braking system, is desirable to have the following constituent elements.

[0009] In other words, the malfunction prediction device includes a malfunction prediction unit (11) that predicts the occurrence of a malfunction in the pressure regulating valve (5) by utilizing the pressure value detected by a pressure detection unit (PS1) that detects the pressure of compressed air on the supply tank (3) side from the pressure regulating valve (5).

[0010] As a result, the malfunction prediction device estimates the occurrence of a malfunction in the pressure regulating valve (5) by using the SR pressure on the supply tank (3) side of the pressure regulating valve (5). The SR pressure fluctuates significantly more than the BC pressure when a malfunction occurs. Therefore, the malfunction prediction device does not experience the problems (1) to (3) described in the "Problems to be Solved by the Invention" section, thus improving the accuracy of malfunction estimation.

[0011] Furthermore, in the valve malfunction prediction method, the occurrence of a malfunction in the pressure regulating valve (5) is predicted by using at least one of the values ​​related to the SR pressure: "end value," "decrease amount," and "decrease gradient." As a result, the accuracy of the malfunction prediction method is improved, as described above.

[0012] The "end value" refers to the SR pressure detected at the end of the evaluation period. The "decrease amount" refers to the difference between the SR pressure at the start of the evaluation period and the SR pressure at the end of the evaluation period. The "decrease gradient" refers to the value obtained by dividing the decrease amount by the time of the evaluation period. The evaluation period refers to the period from when predetermined conditions are met until those conditions become insufficient.

[0013] Incidentally, the symbols in each of the parentheses above are just examples showing the correspondence with the specific configurations etc. described in the embodiments described later, and this disclosure is not limited to the specific configurations etc. indicated by the symbols in the parentheses above. [Brief explanation of the drawing]

[0014] [Figure 1] This is a diagram showing a braking system for railway vehicles. [Figure 2] This is a diagram showing a valve malfunction prediction device according to the first embodiment. [Figure 3] This is an explanatory diagram of the average decrease. [Figure 4] This is an explanatory diagram of the first threshold range and the second threshold range. [Figure 5] This is a flowchart showing the operation of the malfunction prediction device according to the first embodiment. [Figure 6] This is a flowchart showing the operation of the malfunction prediction device according to the first embodiment. [Figure 7] This is a flowchart showing the operation of the malfunction prediction device according to the first embodiment. [Modes for carrying out the invention]

[0015] The following "Embodiments of the Invention" show an example of embodiments belonging to the technical scope of the present disclosure. That is, the invention-specific matters described in the claims are not limited to the specific configurations, structures, etc. shown in the following embodiments.

[0016] (First Embodiment) <1. Outline of Valve Defect Estimation Device> In this embodiment, an example of a valve defect estimation device according to the present disclosure is applied to a device for executing a valve defect estimation method. The valve defect estimation method is a method for estimating the occurrence of defects in a valve for adjusting pressure.

[0017] The valve is a pressure regulating valve that forms part of a braking device for a railway vehicle (hereinafter abbreviated as a vehicle). The valve defect estimation device is provided at a ground base station. That is, the valve defect estimation method is executed at the ground base station.

[0018] <1.1 Configuration of Braking Device> As shown in FIG. 1, the braking device 1 mounted on the vehicle includes at least an air compressor 2, a supply tank 3, a braking device 4, a pressure regulating valve 5, etc. The air compressor 2 generates compressed air.

[0019] The supply tank 3 stores the compressed air generated by the air compressor 2. In this embodiment, the compressed air discharged from the air compressor 2 is once stored in a primary air tank (not shown). Then, the supply tank 3 is supplied with compressed air from the primary air tank.

[0020] The braking device 4 is a device that operates by the compressed air supplied from the supply tank 3. That is, the braking device 4 exerts braking force using the compressed air. The pressure regulating valve 5 is a valve that adjusts the pressure of the compressed air supplied from the supply tank 3 to the braking device 4.

[0021] The valve malfunction prediction device 10 (see Figure 2) according to this embodiment predicts whether or not a malfunction has occurred in the pressure regulating valve 5. The pressure regulating valve 5 according to this embodiment is configured to include a non-emergency brake valve 5A and an emergency brake valve 5B, etc.

[0022] The non-emergency brake valve 5A is a valve that operates in response to requests based on the ATC (Automatic Train Control) device or the brake notch. The brake notch indicates the degree of braking applied by the driver.

[0023] A braking request signal (hereinafter referred to as the braking command signal) based on the ATC device or brake notch is input to the brake control device 6 (see Figure 1). The brake control device 6 controls the non-emergency brake valve 5A so that a braking force is generated in accordance with the braking command signal.

[0024] Incidentally, the non-emergency brake valve 5A according to this embodiment is configured to include an electro-pneumatic conversion valve 5C and a relay valve 5D, etc. Compressed air supplied from the supply tank 3 is pressure-regulated by the electro-pneumatic conversion valve 5C and the relay valve 5D, and then supplied to the brake device 4 via the anti-skid valve 7.

[0025] The anti-skid valve 7 is a valve that adjusts the pressure of the compressed air supplied to the brake device 4 according to the degree of skidding. The emergency brake valve (also called a pressure regulating valve) 5B is a valve that operates in response to requests other than those for the "ATC device and brake notch". The compressed air regulated by the emergency brake valve 5B is supplied to the relay valve 5D via the emergency brake solenoid valve 8.

[0026] The emergency brake solenoid valve 8 is a valve that supplies compressed air, regulated by the emergency brake valve 5B, to the relay valve 5D when a command signal is given based on the crew's switch operation or the vehicle's condition.

[0027] <1.2 Configuration of the valve malfunction prediction device> As shown in Figure 2, the valve malfunction prediction device 10 is configured by incorporating software for executing a valve malfunction prediction method into a computer having a CPU, ROM, RAM, and storage device.

[0028] In other words, the malfunction prediction unit 11 is realized by the execution of the above software on the CPU. The malfunction prediction unit 11 uses the pressure value detected by the pressure sensor PS1 (see Figure 1) to predict the occurrence of a malfunction in the pressure regulating valve 5. The pressure sensor PS1 detects the pressure of compressed air on the supply tank 3 side of the pressure regulating valve 5.

[0029] Hereinafter, the pressure value detected by the pressure sensor PS1 will be referred to as the SR pressure. The pressure of the compressed air on the outlet side of the non-emergency brake valve 5A (in this embodiment, the relay valve 5D) will be referred to as the BC pressure. The pressure of the compressed air supplied to the brake device 4 will be referred to as the BC2 pressure. A pressure sensor PS2 (see Figure 1) that detects the BC2 pressure is installed between the outlet side of the anti-skid valve 7 and the inlet side of the brake device 4.

[0030] The detection signals from pressure sensors PS1 and PS2, the operation command signal for air compressor 2, the BC pressure command signal, and the braking command signal are transmitted to the valve malfunction prediction device 10 via a transmission unit 9 (see Figure 1) installed in the vehicle.

[0031] The BC pressure command signal is a command signal to the non-emergency brake valve 5A (in this embodiment, the electro-pneumatic conversion valve 5C). In other words, the non-emergency brake valve 5A adjusts the BC pressure according to the BC pressure command signal.

[0032] Furthermore, the transmitted braking command signal also includes the command signal for the emergency brake valve 5B. In other words, the information transmitted from the transmitter 9 includes signals indicating the SR pressure and BC2 pressure, the BC pressure command signal, and the command signals for the non-emergency brake valve 5A and the emergency brake valve 5B.

[0033] The valve malfunction prediction device 10 is equipped with a receiving unit 12 (see Figure 2) that receives signals (hereinafter referred to as transmission information) transmitted from the transmitting unit 9. Incidentally, in this embodiment, the transmitting unit 9 transmits the transmission information to a relay unit (not shown) installed in the vehicle depot when the vehicle enters the depot.

[0034] The relay unit then transmits the received transmission information to the receiving unit 12. The method of transmission of the transmission information is not limited to wireless communication, wired communication, or the exchange of information via portable storage media.

[0035] The transmitted information is a set of information that associates the time the signal is detected with the content of the signal. For this reason, the transmitting unit 9 acquires the SR pressure value at predetermined intervals, generates information that associates the time the value is detected with the SR pressure value, and stores this information sequentially.

[0036] Furthermore, the "detection time" may refer to the actual time, or it may be information indicating the time. For example, the "detection time" may be identification information such as an identification number used to identify a specific SR pressure from among many acquired SR pressures.

[0037] In other words, since the SR pressure values ​​are acquired at predetermined intervals, if an identification number is assigned to each acquired SR pressure, the elapsed time between the SR pressure with identification number "1" and the SR pressure with identification number "n (any natural number)" can be determined.

[0038] Then, when the vehicle enters the vehicle depot, the transmitting unit 9 transmits all the information that has been stored sequentially since the last transmission, that is, all the transmission information, to the relay unit. Furthermore, the compressor operation command signal, BC pressure command signal, BC2 pressure, and braking command signal are also sequentially stored in the transmission unit 9 in association with the detection time of the signal, similar to the SR pressure signal, and are transmitted to the relay unit when the vehicle enters the vehicle depot.

[0039] <2. Operation of the valve malfunction prediction device (valve malfunction prediction method)> <2.1 Definitions of Terms> The "assessment period" refers to the period from when the predetermined conditions (hereinafter referred to as "eligibility conditions") are met until the eligibility conditions become insufficient.

[0040] The target condition is that the braking command signal remains stable for a predetermined period of time (e.g., 60 seconds) and the supply of compressed air to the supply tank 3 has stopped. In other words, the target condition is the condition under which the SR pressure can be considered stable.

[0041] Therefore, the malfunction prediction unit 11 considers the SR pressure to be stable and determines that the target conditions are met when, for example, the brake notch remains unchanged for more than 60 seconds and the supply of compressed air to the supply tank 3 has stopped.

[0042] "Detected pressure Pd" refers to the SR pressure detected during the judgment period. In this embodiment, detected pressure Pd that satisfies the exclusion conditions is not used in the valve malfunction estimation method. "Satisfying the exclusion conditions" means when it is possible to consider that the fluctuation in detected pressure Pd was caused by factors other than a malfunction of the pressure regulating valve 5.

[0043] Specifically, in this embodiment, "when the exclusion conditions are met" include, for example, when skidding occurs between the wheels and the rails during braking, when the vehicle weight increases due to an increase in the number of passengers, and when the air compressor 2 is operating and compressed air is supplied to the supply tank 3.

[0044] "End value Pe" refers to the detected pressure Pd detected at the end of the judgment period. In other words, "end value Pe" refers to the detected pressure Pd that can be considered stable after the SR pressure (detected pressure Pd) has decreased by a certain amount due to the decrease in the temperature of the compressed air after the air compressor 2 has stopped, even if there is no malfunction in the pressure regulating valve 5.

[0045] "Decline ΔP" refers to the difference between the detected pressure Pd at the start of the evaluation period and the detected pressure Pd at the end of the evaluation period. "Decrease gradient Pg" refers to the value obtained by dividing "decrease amount ΔP" by the time period of the evaluation period.

[0046] "Average decrease ΔPa" refers to the value obtained by dividing the sum of "decrease amounts ΔP" detected from the start to the end of the railway line by the number of judgment periods that occurred during that time (see Figure 3). <2.2 Overview of Valve Malfunction Prediction Method> (1) Prediction of malfunction in the pressure regulating valve The malfunction prediction unit 11 uses at least one of the following to predict the occurrence of a malfunction in the pressure regulating valve 5: "end value Pe", "decrease amount ΔP", and "decrease gradient Pg". Specifically, the malfunction prediction unit 11 uses the "end value Pe" in addition to one of the following: "decrease amount ΔP" and "decrease gradient Pg" to determine the occurrence of a malfunction in the pressure regulating valve 5.

[0047] For example, when using the "end value Pe" and "decrease amount ΔP" to estimate the occurrence of a malfunction in the pressure regulating valve 5, the malfunction estimation unit 11 determines that a malfunction has occurred in the pressure regulating valve 5 when the "end value Pe" becomes smaller than a predetermined threshold and the "decrease amount ΔP" becomes larger than a predetermined threshold.

[0048] For example, when using the "end value Pe" and "decrease gradient Pg" to estimate the occurrence of a malfunction in the pressure regulating valve 5, the malfunction estimation unit 11 determines that a malfunction has occurred in the pressure regulating valve 5 when the "end value Pe" becomes smaller than a predetermined threshold and the "decrease gradient Pg" becomes larger than a predetermined threshold.

[0049] (2) Identification of the malfunctioning pressure regulating valve The malfunction prediction unit 11 uses the "average decrease amount ΔPa" to determine which of the non-emergency brake valve 5A and the emergency brake valve 5B has malfunctioned.

[0050] Specifically, the malfunction prediction unit 11 determines that a malfunction has occurred in the non-emergency brake valve 5A when the "average decrease amount ΔPa" is within a predetermined first threshold range W1 (see Figure 4).

[0051] Furthermore, the malfunction prediction unit 11 predicts that a malfunction has occurred in the emergency brake valve 5B when the "average decrease amount ΔPa" is in a predetermined second threshold range W2 (see Figure 4) which is greater than the first threshold range W1.

[0052] (3) Regarding thresholds The two thresholds mentioned above, as well as the first threshold range W1 and the second threshold range W2, are values ​​determined by statistical methods or AI-based methods based on the relationship between accumulated data of past transmission information and actual malfunctions.

[0053] Incidentally, in the region between the first threshold range W1 and the second threshold range W2, it can be determined that there is a possibility of a malfunction in at least one of the valves, the non-emergency brake valve 5A and the emergency brake valve 5B.

[0054] The non-emergency brake valve 5A operates in response to requests based on brake notch settings during normal operation, whereas the emergency brake valve 5B does not operate in principle during normal operation.

[0055] Therefore, the "average decrease ΔPa when a malfunction occurs in the non-emergency brake valve 5A" and the "average decrease ΔPa when a malfunction occurs in the emergency brake valve 5B" are different. For this reason, the first threshold range W1 and the second threshold range W2 are set to values ​​that take this point into consideration.

[0056] Furthermore, since the emergency brake valve 5B does not operate during normal operation, it is unlikely that symptoms will be alleviated by repeated mechanical opening and closing of the valve device, and once it malfunctions, there is a high risk that the symptoms will persist. Consequently, although the decrease amount ΔP varies from one judgment period to the next, the overall trend is that the values ​​tend to be larger, and the average decrease amount ΔPa per judgment period is considered to be larger than in the case of a malfunction in a non-emergency brake valve.

[0057] Incidentally, the two thresholds, as well as the first threshold range W1 and the second threshold range W2, are not fixed values ​​but can change as the accumulated data increases. For this reason, the two thresholds, as well as the first threshold range W1 and the second threshold range W2, are reviewed periodically or irregularly.

[0058] <2.3 Detailed Operation of Valve Malfunction Prediction Device> In the valve malfunction prediction device 10, the valve malfunction prediction method is executed according to the flowcharts shown in Figures 5 to 7. All transmitted information received by the receiving unit 12 is stored in the memory device of the malfunction prediction device 10 (hereinafter simply referred to as "memory device").

[0059] <Main flow (see Figures 5 and 6)> When the valve malfunction prediction method is instructed to be executed, the malfunction prediction unit 11 (hereinafter also referred to as the CPU) sets sequence counter A to 0 and then starts counting the sequence counter A (S1). Sequence counter A is a count value used to measure the "elapsed time during which the braking command signal does not change".

[0060] In this embodiment, an increase of 1 in sequence counter A corresponds to, for example, the passage of 2 seconds. Therefore, when sequence counter A reaches 30, 60 seconds have elapsed since the start of counting.

[0061] Next, the CPU acquires a braking command signal from the storage device (S2). At this time, the CPU acquires the command signals in order from the transmission information with the smallest identification number. Then, the CPU determines whether the command signal acquired this time is the same as the command signal acquired last time (S3).

[0062] If it is determined that the command signal obtained last time is different from the command signal obtained this time (S3: NO), the CPU executes S8. If there is no command signal obtained last time, or if it is determined that the command signal obtained last time is the same as the command signal obtained this time (S3: YES), the CPU obtains the SR pressure value, BC pressure command signal, and BC2 pressure value from the storage device (S4~S6).

[0063] At this time, the CPU obtains the SR pressure value, BC pressure command signal, and BC2 pressure value in order from the transmission information with the smallest identification number. Next, the CPU increments sequence counter A by 1 (S7), and then executes S2 again.

[0064] If the CPU determines that the command signal acquired in the previous session is different from the command signal acquired this time, it determines whether sequence counter A has reached 30 (S8). If it determines that sequence counter A has not reached 30 (S8:NO), the CPU executes S1 again. If all transmission information stored in the memory has been acquired, this flow terminates.

[0065] Next, the CPU determines whether the acquired detected pressure Pd satisfies the exclusion conditions, that is, whether the acquired detected pressure Pd does not fall under the exclusion conditions (S9). If it is determined that the acquired detected pressure Pd does not fall under the exclusion conditions (S9:YES), the CPU acquires the "end value Pe", "decrease amount ΔP", and "decrease gradient Pg" (S10).

[0066] If the acquired detected pressure Pd is determined to meet the exclusion criteria (S9:NO), the CPU will execute S1 again. If all transmission information stored in the memory has been acquired, this flow will terminate.

[0067] Next, the CPU uses either the "end value Pe," the "decrease amount ΔP," or the "decrease gradient Pg" to determine if a malfunction has occurred in the pressure regulating valve 5 (S11). If a malfunction is suspected (S11: YES), the CPU displays an alarm indicating that there is an abnormality (S12).

[0068] If no malfunction is suspected (S11: NO), the CPU displays a message indicating "normal" (S13). The CPU then executes S1 again. If all transmission information stored in the memory has been retrieved, this flow terminates.

[0069] <Exclusion criteria determination flow (see Figure 7)> The CPU first determines whether the increase in SR pressure per second is less than or equal to a predetermined value (S9A). If it is determined that the increase in SR pressure per second exceeds the predetermined value, that is, if compressed air is being supplied to the supply tank (S9A: NO), the CPU determines that the exclusion condition is met (S9E).

[0070] If it is determined that the SR pressure increase per second is less than or equal to a predetermined value (S9A: YES), the CPU determines whether the value obtained by subtracting the initial BC pressure command value from the maximum BC pressure command value (hereinafter referred to as the subtracted value) is less than or equal to a predetermined value, that is, whether the vehicle weight has increased due to an increase in occupants, etc. (S9B).

[0071] If the deduction value is determined to exceed a predetermined value (S9B: NO), the CPU determines that the exclusion condition is met (S9E). If the deduction value is determined to be less than or equal to a predetermined value (S9B: YES), the CPU determines whether the increase in BC2 pressure per second is less than or equal to a predetermined value, that is, whether or not skidding occurred between the wheel and the track (S9C).

[0072] If the increase in BC2 pressure per second is determined to exceed a predetermined value (S9C:NO), the CPU determines that the exclusion condition is met (S9E). If the increase in BC2 pressure per second is determined to be less than or equal to the predetermined value (S9C:YES), the CPU determines that the exclusion condition is not met (S9D).

[0073] <3. Features of the valve malfunction prediction device (valve malfunction prediction method) according to this embodiment> The malfunction prediction device 10 according to this embodiment uses the detected pressure Pd, which is the compressed air pressure (SR pressure) on the supply tank 3 side from the pressure regulating valve 5, to predict the occurrence of a malfunction in the pressure regulating valve 5.

[0074] Furthermore, SR pressure fluctuates significantly more than BC pressure during malfunctions. Therefore, the malfunction prediction device 10 does not experience the problems described in (1) to (3) in the "Problems to be Solved by the Invention" section, thus improving the accuracy of malfunction prediction.

[0075] Incidentally, in this embodiment, the SR pressure detected during the judgment period is defined as the detected pressure Pd. This is because the pressure value between the supply air tank 3 and the valve remains constant during periods when the brake notch is not changing, when the air compressor 2 is not operating, and when no operation command requiring emergency braking has been issued.

[0076] Therefore, in this embodiment, the period in question is defined as the determination period, and the SR pressure detected during the determination period is defined as the detected pressure Pd. The determination period conditions are defined as "the state in which the braking command signal does not fluctuate continues for a predetermined period of time, and the supply of compressed air to the supply tank 3 has stopped," thereby defining the detected pressure Pd as the SR pressure when the SR pressure stabilizes.

[0077] In this embodiment, the "exclusion conditions" include situations where skidding occurs between the wheels and the track during braking, when the vehicle weight increases due to an increase in the number of passengers, etc., and when the air compressor 2 is operating and compressed air is supplied to the supply tank 3. This allows the SR pressure to be monitored under normal circumstances where it would not normally fluctuate, thereby improving the accuracy of fault detection.

[0078] (Other embodiments) In the above-described embodiment, the detected pressure Pd when the exclusion conditions are met was not used in the valve malfunction prediction method. However, this disclosure is not limited to this. That is, the disclosure may also include a configuration in which the detected pressure Pd when the exclusion conditions are met is also used to predict malfunctions.

[0079] Specifically, for example, in addition to the detection pressure Pd, at least one of the operation command signal, braking command signal, BC pressure command signal, and BC2 pressure may be used, and the detection pressure Pd, operation command signal, braking command signal, BC pressure command signal, and BC2 pressure may be considered to predict the occurrence of a malfunction.

[0080] In the above-described embodiment, the SR pressure was used as the detection pressure Pd when the braking command signal remained unchanged for a predetermined time (e.g., 4 seconds) and the supply of compressed air to the supply tank 3 was stopped. However, this disclosure is not limited thereto.

[0081] In the embodiment described above, the occurrence of a malfunction in the pressure regulating valve 5 was determined by using either the "end value Pe," the "decrease amount ΔP," or the "decrease gradient Pg." However, this disclosure is not limited thereto. That is, the disclosure may also be configured to predict the occurrence of a malfunction in the pressure regulating valve 5 by using, for example, at least one of the "end value Pe," the "decrease amount ΔP," and the "decrease gradient Pg."

[0082] Furthermore, this disclosure is not limited to the embodiments described above, but is sufficient to be consistent with the intent of the disclosures described in the embodiments described above. Therefore, it may be a configuration in which at least two of the embodiments described above are combined, or a configuration in which any of the illustrated components or components described with reference numerals in the embodiments described above are omitted. [Explanation of Symbols]

[0083] 1… Braking device 2… Air compressor 3… Supply tank 4… Brake system 5… Pressure regulating valve 5A… Valve for non-emergency braking 5B… Emergency brake valve 5C... Electro-pneumatic conversion valve 5D… Relay valve 6… Brake control device 7… Anti-slip valve 8… Emergency brake solenoid valve 9… Transmitter 10… Valve malfunction prediction device 11… Malfunction prediction section 12… Receiver

Claims

1. A compressor that generates compressed air. A supply tank for storing compressed air generated by the aforementioned compressor, A brake device operated by compressed air supplied from the aforementioned supply tank, and This is applied to a braking system for a railway vehicle that includes a pressure regulating valve for adjusting the pressure of compressed air supplied from the supply tank to the braking device. In a malfunction prediction device that predicts the occurrence of a malfunction in the pressure regulating valve, The system includes a malfunction prediction unit capable of performing a function to predict the occurrence of a malfunction in the pressure regulating valve, The malfunction prediction unit is a valve malfunction prediction device that predicts the occurrence of a malfunction by using the pressure value detected by a pressure detection unit that detects the pressure of compressed air on the supply tank side from the pressure regulating valve.

2. The valve malfunction prediction device according to claim 1, wherein the malfunction prediction unit is capable of performing a function of predicting the occurrence of a malfunction in the pressure regulating valve using the pressure value (hereinafter referred to as the detected pressure) detected by the pressure detection unit during the period from when predetermined conditions are met until the conditions become insufficient (hereinafter referred to as the determination period).

3. The malfunction prediction device according to claim 2, wherein the malfunction prediction unit determines that the predetermined conditions are met when the command signal to the brake device remains unchanged for a predetermined period of time and the supply of compressed air to the supply tank is stopped.

4. When the detected pressure detected at the end of the judgment period is defined as the "end value," the difference between the detected pressure at the start of the judgment period and the detected pressure at the end of the judgment period is defined as the "decrease amount," and the value obtained by dividing the decrease amount by the time of the judgment period is defined as the "decrease gradient," The valve malfunction prediction device according to claim 2, wherein the malfunction prediction unit predicts the occurrence of a malfunction in the pressure regulating valve using at least one of "end value," "decrease amount," and "decrease gradient."

5. When the detected pressure detected at the end of the judgment period is defined as the "end value," the difference between the detected pressure at the start of the judgment period and the detected pressure at the end of the judgment period is defined as the "decrease amount," and the value obtained by dividing the decrease amount by the time of the judgment period is defined as the "decrease gradient," The valve malfunction prediction device according to claim 2, wherein the malfunction prediction unit predicts the occurrence of a malfunction in the pressure regulating valve by using one of the "decrease amount" and "decrease gradient" in addition to the "end value".

6. The pressure regulating valve is configured to include a non-emergency brake valve that operates in response to a request based on the ATC device or brake notch, and an emergency brake valve that operates in response to a request other than "ATC device and brake notch". The valve malfunction estimation device according to claim 4 or 5, wherein the malfunction estimation unit estimates which of the non-emergency brake valves and the emergency brake valve has malfunctioned by using the value obtained by dividing the sum of the decrease amounts detected from the start to the end of the vehicle by the number of times the determination period occurred from the start to the end of the vehicle (hereinafter referred to as the average decrease amount).

7. The malfunction estimation unit estimates that a malfunction has occurred in the non-emergency brake valve when the average decrease amount is within a predetermined first threshold range. Furthermore, the valve malfunction prediction device according to claim 6, wherein the malfunction prediction unit predicts that a malfunction has occurred in the emergency brake valve when the average decrease amount is in a predetermined second threshold range that is greater than the first threshold range.

8. A compressor that generates compressed air. A supply tank for storing compressed air generated by the aforementioned compressor, A brake device operated by compressed air supplied from the aforementioned supply tank, and This is applied to a braking system for a railway vehicle that includes a pressure regulating valve for adjusting the pressure of compressed air supplied from the supply tank to the braking device. In a valve malfunction estimation method for inferring a malfunction of the pressure regulating valve, During the period from when predetermined conditions are met until those conditions become insufficient (hereinafter referred to as the judgment period), the pressure of compressed air detected on the supply tank side by the pressure regulating valve shall be used as the detection pressure. When the detected pressure detected at the end of the judgment period is defined as the "end value," the difference between the detected pressure at the start of the judgment period and the detected pressure at the end of the judgment period is defined as the "decrease amount," and the value obtained by dividing the decrease amount by the time of the judgment period is defined as the "decrease gradient," A valve malfunction prediction method that uses at least one of the following to predict the occurrence of a malfunction in the pressure regulating valve: "end value," "decrease amount," and "decrease gradient."

9. When the pressure regulating valve is configured to include a non-emergency brake valve that operates in response to a request based on the ATC device or brake notch, and an emergency brake valve that operates in response to a request other than the "ATC device and brake notch", A valve malfunction estimation method according to claim 8, which estimates which of the non-emergency brake valves or the emergency brake valve has malfunctioned, by using a value obtained by dividing the sum of the amount of decrease detected between the start and end of the vehicle by the number of times the judgment period occurred between the start and end of the vehicle.

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