Anomaly detection device, anomaly detection method, and anomaly detection program

Abstract

A technology is provided that makes it possible to specifically identify an abnormality in a planing control valve. [Solution] The abnormality detection device of the present invention comprises a brake control valve that controls the pressure of compressed air supplied to an air brake device, a plank control valve including an air intake valve that opens and closes an air flow path between the air brake device and the brake control valve, and an exhaust valve capable of exhausting compressed air between the air intake valve and the air brake device, a pressure acquisition unit 103 that acquires the detection results of the pressure of the compressed air supplied from the plank control valve to the air brake device, a plank control unit 108 that controls the plank control valve to switch between a holding state and an exhaust state, and a judgment unit 104 that judges whether or not there is an abnormality in at least one of the air intake valve and the exhaust valve based on the detection results of the pressure in the holding state and the detection results of the pressure in the exhaust state.

Description

[Technical field]

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

[0002] Patent Document 1 discloses a method in which an inspection worker manually operates the command pressure output circuit and the anti-slide circuit to close the anti-slide air intake valve and the anti-slide exhaust valve of the anti-slide circuit, and then determines whether or not there is an abnormality in the anti-slide circuit based on fluctuations in the detection value of a BC pressure sensor installed between the output side of the anti-slide circuit and the brake cylinder. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent Publication No. 2022-155855 Summary of the Invention [Problem to be solved by the invention]

[0004] The technique described in Patent Document 1 had a problem in that it was not possible to specifically identify whether the anti-slide air intake valve or the anti-slide exhaust valve of the anti-slide circuit was abnormal.

[0005] In view of the above problems, an object of the present invention is to provide a technique that makes it possible to specifically identify an abnormality in a planing control valve. [Means for solving the problem]

[0006] In order to solve the above-mentioned problems, an abnormality detection device of one embodiment of the present invention comprises: a brake control valve that controls the pressure of compressed air supplied to an air brake device that brakes a railway vehicle; a slide control valve including an air intake valve that opens and closes an air flow path between the air brake device and the brake control valve; and an exhaust valve capable of exhausting the compressed air between the air intake valve and the air brake device; a pressure acquisition unit that acquires detection results of the pressure of the compressed air supplied from the slide control valve to the air brake device; a slide control unit that controls the slide control valve to switch between a holding state in which the air intake valve and the exhaust valve are closed to hold the compressed air between the air intake valve, the exhaust valve, and the air brake device, and an exhaust state in which the air intake valve is closed and the exhaust valve is opened to exhaust the compressed air between the air intake valve and the air brake device; and a determination unit that determines whether or not there is an abnormality in at least one of the air intake valve or the exhaust valve based on the pressure detection results in the holding state and the pressure detection results in the exhaust state.

[0007] An abnormality detection method according to another aspect of the present invention comprises the steps of obtaining a detection result of the pressure of compressed air supplied to the air brake device from a slide control valve including an air intake 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 capable of exhausting the compressed air between the air intake valve and the air brake device, controlling the slide control valve to switch between a holding state in which the air intake valve and the exhaust valve are closed to hold the compressed air between the air intake valve, the exhaust valve, and the air brake device, and an exhaust state in which the air intake valve is closed and the exhaust valve is opened to exhaust the compressed air between the air intake valve and the air brake device, and determining whether or not there is an abnormality in at least one of the air intake 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] According to yet another aspect of the present invention, there is provided an abnormality detection program for causing a computer to execute the following steps: acquiring detection results of the pressure of compressed air supplied to the air brake device from a slide control valve including an air intake 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 capable of exhausting the compressed air between the air intake valve and the air brake device; controlling the slide control valve to switch between a holding state in which the air intake valve and the exhaust valve are closed to hold the compressed air between the air intake valve, the exhaust valve, and the air brake device, and an exhaust state in which the air intake valve is closed and the exhaust valve is opened to exhaust the compressed air between the air intake valve and the air brake device; and determining whether or not there is an abnormality in at least one of the air intake valve and the exhaust valve based on the detection results of the pressure in the holding state and the detection results of the pressure in the exhaust state.

[0009] In addition, any combination of the above, or mutual substitution of the components or expressions of the present invention among methods, devices, programs, temporary or non-temporary storage media recording programs, systems, etc., are also valid aspects of the present invention. Effect of the Invention

[0010] According to the present invention, a technique can be provided that makes it possible to specifically identify an abnormality in a planing control valve. [Brief description of the drawings]

[0011] [Figure 1] 1 is a schematic diagram showing a configuration of a railway vehicle equipped with a brake control device according to a first embodiment. [Diagram 2] FIG. 2 is a block diagram illustrating a schematic configuration of a slide control unit of the brake control device according to the first embodiment. [Diagram 3] FIG. 4 is a diagram illustrating the normal state of the planing control valve. [Figure 4] FIG. 13 is a diagram illustrating a holding state of the planing control valve. [Diagram 5]FIG. 13 is a diagram illustrating the exhaust state of the planing control valve. [Figure 6] 4 is a flowchart of a process during slide control in the brake control device of the first embodiment. [Figure 7] 4 is a flowchart of an abnormality determination process for a slide control valve in the brake control device of the first embodiment. [Figure 8] 4 is a timing chart of processing of the brake control device of the first embodiment. [Figure 9] 13 is a flowchart of an abnormality determination process for a slide control valve in the brake control device of the second embodiment. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0012] The present invention will be described below based on preferred embodiments with reference to the drawings. In the embodiments and modified examples, the same or equivalent components and members are given the same reference numerals, and duplicated descriptions are omitted as appropriate. The dimensions of the members in each drawing are enlarged or reduced as appropriate for ease of understanding. Some of the members that are not important for explaining the embodiments are omitted in each drawing.

[0013] In addition, terms including ordinal numbers such as first, second, etc. are used to describe various components, but these terms are used only for the purpose of distinguishing one component from another component, and the components are not limited by these terms.

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

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

[0016] The wheels 10a-10d are referred to collectively as wheels 10. The axles 12a-12d are referred to collectively as axles 12. The rotation sensors 14a-14d are referred to collectively as rotation sensors 14. The brake mechanisms 16a-16d are referred to collectively as brake mechanisms 16. The brake mechanisms 16a-16d are provided with slide control valves 18a-18d, respectively. The slide control valves 18a-18d are referred to collectively as slide control valve 18. Multiple brake mechanisms 16 may be provided for a single slide control valve 18.

[0017] The axle 12 is provided on bogies 76, 78 at the bottom of the railcar 80. Wheels 10 are provided on both ends of the axle 12. The axle 12 rotates by a driving force transmitted from a motor (not shown) via a gear unit (not shown). This rotation causes the wheels 10 to rotate on the rails, and the railcar 80 moves along the rails.

[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 to the axles 12 for braking the railway vehicle 80. The brake mechanism 16 in this embodiment is an air brake device that drives wear material 16s, which will be described later, with compressed air supplied from an air supply source 20, and applies a braking force to the axles 12. The air supply source 20 sends out compressed air Ap to the piping 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 slide control valve 18. The brake mechanism 16 introduces the compressed air Ap into itself, and the internal pressure of the brake mechanism 16 presses the wear material 16s against the tread of the axle 12, generating 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 provided with air pressure switches 24a to 24d for detecting the pressure of compressed air supplied to the brake mechanisms 16a to 16d. The air pressure switches 24a to 24d are provided in the air flow passage 26 connecting the brake control valve 22 and the brake mechanisms 16a to 16d, in the flow passage portions 28a to 28d between the brake mechanisms 16a to 16d and the slide control valves 18a to 18d. The air pressure switches 24a to 24d output an ON signal to the brake control device 100 when a compressed air pressure equal to or greater than a threshold value is applied via the flow passage portions 28a to 28d, and output an OFF signal to the brake control device 100 when a compressed air pressure less than the threshold value is applied via the flow passage portions 28a to 28d. The air pressure switches 24a to 24d are collectively referred to as the air pressure switch 24. The flow passage portions 28a to 28d are collectively referred to as the flow passage portion 28.

[0022] The vehicle body 40 is provided with a brake pressure sensor 21 for detecting the pressure of compressed air output by the brake control valve 22. The brake pressure sensor 21 is provided between the brake control valve 22 and each of the slide 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] Figure 2 is a block diagram that shows the outline of the slide control unit 108 of the brake control device 100. Each functional block of the brake control device 100 shown in Figure 2 can be realized in hardware terms by electronic elements and mechanical parts such as a computer CPU, and in software terms by a computer program, but here, functional blocks realized by cooperation between them are depicted. Therefore, it will be understood by those skilled in the art that these functional blocks can be realized in various ways by combinations of hardware and software.

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

[0025] The command acquisition unit 101 acquires a brake command indicating a command pressure of compressed air to be supplied to the brake mechanism 16. For example, the command acquisition unit 101 acquires a brake command from a brake controller 75 provided in 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 according to the operating position of the lever operated by the driver.

[0026] Furthermore, the command acquisition unit 101 acquires an inspection command for inspecting the runway control valve 18. This inspection command includes a brake command indicating the command pressure of an emergency brake that is activated in an emergency. For example, the brake controller 75 is provided, for example, in the railcar 80, and outputs the inspection command when an inspection switch (not shown) is operated to perform a departure inspection that is performed before the railcar 80 starts operation (for example, before leaving a railcar depot). Note that the brake controller 75 may output a brake command indicating the command pressure of the emergency brake in response to a user input from, for example, a work terminal (not shown) of an operator.

[0027] The brake control unit 102 controls the brake control valve 22 in response to a brake command so that the pressure of the compressed air supplied to the brake mechanism 16 becomes a command 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 slide control valve 18 to the brake mechanism 16. In this embodiment, the pressure acquisition unit 103 acquires the on signal and off signal of the air pressure switch 24 as the detection result of the above pressure. In addition, 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 in this embodiment determines whether or not there is an abnormality in at least one of an intake valve AV and an exhaust valve RV, which will be described later, based on the detection result of the pressure of the compressed air. The details of the process 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 work terminal (not shown) of a worker, thereby causing the determination result to be displayed on a display unit of the work terminal.

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

[0032] The skid detection unit 107 detects skid of the wheels 10 of the railway vehicle 80. The skid detection unit 107 of this embodiment detects a skid state based on a comparison between the rotation speed of the axle and the translation speed of the vehicle. Various known methods can be used to detect a skid state. The rotation speed of the axle 12 can be determined from the number of pulses per unit time of the rotation sensor 14. 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 by multiplying the rotation speed of the axle 12 by a predetermined coefficient.

[0033] In an 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 a sliding state where a slide has occurred, the speed difference dV between the axle speed Va and the vehicle speed Vs becomes large. The slide detection unit 107 determines that the vehicle is not in a sliding state when the speed difference dV is equal to or less than a threshold value, and determines that the vehicle is in a sliding state when the speed difference dV exceeds the threshold value, and provides the determination result to the control unit 30.

[0034] In order to prevent a significant increase in the braking distance, the slide control unit 108 controls the slide control valve 18 to open and close in a predetermined opening and closing pattern to reduce the braking force of the wheel 10 when a slide is detected.

[0035] The plank control unit 108 energizes and drives the drive unit 17a, which will be described later, to control the open / close state of the intake valve AV. The plank control unit 108 energizes the drive unit 17b, which will be described later, to control the open / close state of the exhaust valve RV. In the non-plank state, the plank control unit 108 maintains the drive units 17a, 17b in a non-energized state (hereinafter referred to as an "off state"). In the plank state, the plank control unit 108 maintains the drive unit 17a in an on state. In the plank state, the plank control unit 108 alternately switches the drive unit 17b between an on state and an off state according to a predetermined opening / closing pattern. The plank control unit 108 of this embodiment controls the plank control valve 18 to switch between a holding state, which will be described later, and an exhaust state, which will be described later.

[0036] The plank control valve 18 will now be described. FIGS. 3 to 5 are schematic diagrams showing the peripheral configuration of the plank control valve 18. FIG. 3 shows a normal state in which a normal operation is performed to generate a normal braking force in the brake mechanism 16. FIG. 4 shows a holding state in which a holding operation is performed to maintain the braking force in plank control. FIG. 5 shows an exhaust state in which an exhaust operation is performed to reduce the braking force in plank control. The holding state is a state in which the intake valve AV and the exhaust valve RV are closed to hold compressed air between the intake valve AV, the exhaust valve RV, and the brake mechanism 16. The exhaust state is a state in which the intake valve AV is closed and the exhaust valve RV is opened to exhaust compressed air between the intake valve AV and the brake mechanism 16.

[0037] The planing control valve 18 has an intake valve AV, an exhaust valve RV, an inlet portion 18p, an outlet portion 18s, and an atmosphere release portion 18g. The intake valve AV has a drive portion 17a, a valve body 17c, and a valve portion 17e. The intake valve AV opens and closes an air flow path 26 between the brake mechanism 16 and the brake control valve 22. The exhaust valve RV has a drive portion 17b, a valve body 17d, and a valve portion 17f. The exhaust valve RV can exhaust compressed air between the intake valve AV and the brake mechanism 16. When energized and driven, the drive portions 17a and 17b move the valve bodies 17c and 17d back and forth in an opening / closing direction (left and right directions in the figure) by electromagnetic action. The valve bodies 17c and 17d close and open the valve portions 17e and 17f by moving their centers back and forth.

[0038] In the normal state shown in Fig. 3, both the intake valve AV and the exhaust valve RV are in the off state. At this time, the valve portion 17e of the intake 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 intake 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 brake mechanism 16. Because the valve portion 17f of the exhaust valve RV is closed, no air flows in or out of the atmosphere release portion 18g.

[0039] When the compressed air Ap flows into the brake mechanism 16, the pressure inside the brake mechanism 16 (hereinafter referred to as the internal pressure) increases, causing a piston rod (not shown) to advance and press the wear material 16s against the tread of the wheel 10. This action applies the brakes to the wheel 10.

[0040] 4, the intake valve AV is on and the exhaust valve RV is off. At this time, because the intake valve AV and the exhaust valve RV are closed, if there is no abnormality in the plank control valve 18, no air flows in or out of 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 intake valve AV and the exhaust valve RV are in the on state. At this time, the valve portion 17e of the intake valve AV is in the closed state, and the valve portion 17f of the exhaust valve RV is in the open state. Because the valve portion 17e of the intake valve AV is closed, no air flows in or out through the inlet portion 18p. If there is no abnormality in the plank 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), some 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 some of the air inside the brake mechanism 16 is released, the internal pressure drops accordingly, the pressure of the wear material 16s on the tread of the wheel 10 decreases, and the braking force decreases. Therefore, the longer the period in which the exhaust valve RV is open, the greater the reduction in the braking force becomes.

[0043] Next, the slide control of the brake control device 100 will be described. When a slide is detected, the slide control unit 108 opens and closes the slide 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 in which the slide control valve 18 is in a holding state and the exhaust valve RV is closed for a certain standby time. The exhaust operation is an operation in which the slide control valve 18 is in an exhaust state and the exhaust valve RV is opened for a certain exhaust time.

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

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

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

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

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

[0049] In step S105, the plank control unit 108 maintains the exhaust valve RV in a closed state. When the convergence state is reached, the speed difference dV gradually decreases, and finally reaches readhesion (speed difference dV=0).

[0050] In step S106, the plank control unit 108 sets the plank control valve 18 to the normal state, opens the intake valve AV while keeping the exhaust valve RV closed, ends plank control, and transitions to normal operation. After executing the normal operation, process S100 ends.

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

[0052] In step S201, the judgment unit 104 judges whether or not an inspection command has been acquired via the command acquisition unit 101. If an inspection command has not been acquired (N in step S201), the process S200 ends. If an inspection command has been acquired (Y in step S201), the 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 command pressure of the brake command included in the inspection command. In this embodiment, the brake command indicates the command 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 designated pressure based on the detection result of the brake pressure sensor 21. If the designated pressure has not been reached (N in step S203), the process S200 returns to step S202, and steps S202 to S203 are repeated. If the designated pressure has been reached (Y in step S203), the process S200 proceeds to step S204.

[0055] In step S204, the plank control unit 108 performs a hold operation for the plank control valve 18. As a result, the plank control valve 18 is placed in the hold state.

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

[0057] In step S206, the plank control section 108 performs an exhaust operation of the plank control valve 18. As a result, the plank control valve 18 is in an exhaust state.

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

[0059] In step S208, the determination unit 104 determines whether compressed air is being held between the intake valve AV, the exhaust valve RV, and the brake mechanism 16 based on the detection result of the air pressure switch 24 acquired in the holding state. For example, the determination unit 104 determines whether each air pressure switch 24 outputs an ON signal, and determines that compressed air is being held between the intake valve AV, the exhaust valve RV, and the brake mechanism 16 when an ON signal is being output. As described above, each air pressure switch 24 outputs an ON signal to the brake control device 100 when a pressure of compressed air equal to or greater than the threshold is applied via the flow path portion 28, so that when an ON signal is output, the slide control valve 18 in the holding state is able to properly hold compressed air. On the other hand, when an OFF signal is output instead of an ON signal, a pressure of compressed air less than the threshold is applied to the air pressure switch 24 via the flow path portion 28, so that the slide control valve 18 in the holding state is not able to properly hold compressed air. If compressed air is not being held (N in step S208), the process S200 proceeds to step S209. If compressed air is being held (Y in step S208), the process S200 proceeds to step S210.

[0060] In step S209, the judgment unit 104 judges that at least one of the intake valve AV and the exhaust valve RV is abnormal. When compressed air is not held in the holding state, for example, it is possible that the intake valve AV is not closing properly, compressed air is leaking from the exhaust valve RV in the closed state, or both of these are occurring. After that, 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 air pressure switch 24 acquired in the exhaust state. For example, the determination unit 104 determines whether each air pressure switch 24 outputs 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 air 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, the slide control valve 18 in the exhaust state is able to properly exhaust the compressed air. On the other hand, when an ON signal is output instead of an OFF signal, the pressure of the compressed air equal to or greater than the threshold value is applied to the air pressure switch 24 via the flow path portion 28, and therefore the slide control valve 18 in the exhaust state is not able to properly exhaust the compressed air. When compressed air is being exhausted (Y in step S210), the process S200 proceeds to step S211. If the compressed air is not exhausted (N in step S210), the process S200 proceeds to step S212.

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

[0063] In step S212, the judgment unit 104 judges that the exhaust valve RV is abnormal. Because compressed air is held in the hold state, but compressed air is not exhausted in the exhaust state, there is no abnormality in the intake valve AV that remains closed, and it is considered that the exhaust valve RV that is attempting to open from the closed state is not opening properly. After that, the process S200 proceeds to step S213.

[0064] In step S213, the plank control unit 108 performs normal operation of the plank control valve 18. This causes the plank control valve 18 to enter the normal state.

[0065] In step S214, the output unit 105 outputs the result of the abnormality determination made by the determination unit 104. For example, the output unit 105 outputs the presence or absence of an abnormality in the intake valve AV and the exhaust valve RV determined in step S209, S211, or S212 to the work terminal of the worker in charge of the inspection. As a result, the presence or absence of an abnormality in the intake valve AV and the exhaust valve RV is displayed on the display unit of the work terminal. Therefore, the worker carrying the work terminal can specifically grasp the abnormal location of the planing 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 of the first embodiment. In Fig. 8, the slide control valves 18a to 18d that control the slide of the wheels 10a to 10d are represented as the first to fourth axes, respectively. The power source shown in Fig. 8 represents the power source of the brake control device 100. The timing chart of Fig. 8 starts with the power source of the brake control device 100 turned on. In the example of Fig. 8, it is assumed that the exhaust valve RV of the slide control valves 18a and 18b of the first and second axes is abnormal, and that the intake valve AV of the slide control valves 18c and 18d of the third and fourth axes is abnormal.

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

[0068] When a predetermined time has elapsed from time t1 and it is determined that the pressure of the compressed air supplied to each brake mechanism 16 has reached the designated pressure, 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 performed.

[0069] Between time t2 and time t3, the air pressure switches 24a and 24b of the first and second shafts output ON signals, so that the pressure in the flow passages 28a and 28b is maintained at or above the threshold value. Therefore, it is determined that the compressed air is being appropriately maintained in the planing control valves 18 of the first and second shafts.

[0070] On the other hand, immediately after time t2, the air pressure switches 24c and 24d of the third and fourth axes output an OFF signal, so that the flow passages 28a and 28b are unable to maintain pressure equal to or greater than the threshold value. Therefore, it is determined that the compressed air is not being properly maintained in the planing control valves 18 of the third and fourth axes, and an abnormality has occurred in at least one of the intake valves AV and exhaust valves RV.

[0071] At time t3, a predetermined time after 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 performed.

[0072] On the other hand, between time t3 and time t4, the air pressure switches 24a and 24b of shafts 1 and 2 output ON signals, so the pressure of the compressed air in the flow passages 28a and 28b is equal to or higher than the threshold value, and the compressed air is not properly exhausted. Since it is determined that the compressed air is properly held in the planing control valves 18 of shafts 1 and 2 in the holding state, it is determined that an abnormality has occurred in the exhaust valves RV of shafts 1 and 2.

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

[0074] In this embodiment, the determination unit 104 determines whether or not there is an abnormality in at least one of the intake valve AV and the exhaust valve RV based on the pressure detection results in the holding state and the exhaust state. With this configuration, the abnormality location of the plank control valve 18 can be specifically identified.

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

[0076] If the plan control valve 18 were controlled in the order of exhaust state and then held state to determine whether there is an abnormality in the plan control valve 18, it would be necessary to wait until the pressure of the compressed air, which has dropped due to exhaust in the exhaust state, returns to the indicated pressure before starting the held state. In contrast, in this embodiment, the plan control unit 108 controls the plan control valve 18 in the order of held state and exhaust state after the pressure of the compressed air supplied to the brake mechanism 16 reaches the indicated pressure. With this configuration, it is possible to efficiently determine whether there is an abnormality in the plan control valve 18.

[0077] In this embodiment, the command pressure indicated by the brake command is the command pressure for the emergency brake that is activated in an emergency. According to this configuration, the emergency brake that is activated at a higher pressure than the normal brake is used to determine whether or not there is an abnormality in the slide control valve 18, thereby improving the accuracy of determining whether or not there is an abnormality in the slide control valve 18.

[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. In a typical railcar 80, the slide control valve 18 is installed at a position away from the brake control device 100, so the wiring connecting the air pressure switch 24 provided in the slide control valve 18 and the brake control device 100 is also long. If the wiring is long, it is more likely to be exposed to noise such as vibrations generated in the railcar 80. Therefore, it can be said that the air pressure switch 24 is installed in an environment that is susceptible to noise. If a pressure sensor that outputs an analog signal including an analog value of the pressure of the compressed air of the slide control valve 18 is installed instead of the air pressure switch 24 that outputs a binary digital signal of an on signal or an off signal, the analog value of the analog signal is more likely to fluctuate due to noise generated in the railcar 80, and erroneous detection of an abnormality in the slide control valve 18 is more likely to occur. In contrast, 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 due to noise. Therefore, it is possible to suppress erroneous detection of an abnormality in the slide control valve 18.

[0079] The abnormality detection method of the present embodiment is performed before the railway vehicle starts running. With this configuration, the abnormal part of the runway control valve 18 can be specifically identified before the train starts running, thereby realizing safe running.

[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 of the first embodiment are denoted by the same reference numerals. Explanations that overlap with the first embodiment will be omitted as appropriate, and the description will focus on the configurations that differ from the first embodiment.

[0081] Fig. 9 is a flowchart of the process S300 for determining an abnormality in the slide control valve 18 in the brake control device 100 of the second embodiment. Steps S301, S302, and S304 to S314 in Fig. 9 are basically the same as steps S201, S202, and S204 to S214 in Fig. 7 except where specifically noted, and therefore description thereof will be omitted.

[0082] In step S303, the determination unit 104 determines whether or not there is an abnormality in the brake control valve 22. For example, the determination unit 104 determines whether or not the pressure of the compressed air supplied to each brake mechanism 16 reaches the designated pressure within a predetermined time based on the detection result of the brake pressure sensor 21, and determines that there is no abnormality in the brake control valve 22 if the designated pressure is reached within the predetermined time, and determines that there is an abnormality in the brake control valve 22 if the designated pressure is not reached within the predetermined time. Without being limited to this, the determination unit 104 may determine whether or not there is an abnormality in the brake control valve 22, for example, when the pressure detected by the brake pressure sensor 21 fluctuates greatly after the pressure of the compressed air reaches the designated pressure. If there is no abnormality in the brake control valve 22 (N in step S303), the process S300 proceeds to step S304. If there is an abnormality in the brake control valve 22 (Y in step S303), the process S300 proceeds to step S314, and the fact that there is an abnormality in the brake control valve 22 is displayed on the display unit of the work terminal.

[0083] Thus, in the second embodiment, the pressure acquisition unit 103 further acquires other detection results of the pressure of compressed air supplied from the brake control valve 22 to the brake mechanism 16, and the determination unit 104 determines whether or not there is an abnormality in the brake control valve 22 based on the other detection results in the normal state, and if there is no abnormality in the brake control valve 22, determines whether or not there is an abnormality in the intake valve AV and the exhaust valve RV based on the detection results of the pressure in the holding state and the detection results of the pressure in the exhaust state. With this configuration, abnormality determination can be efficiently performed in order from the brake control valve 22 on the upstream side to the slide control valve 18 on the downstream side.

[0084] Above, examples of the embodiments of the present invention have been described in detail. The above-mentioned embodiments merely show specific examples of implementing the present invention. The contents of the embodiments do not limit the technical scope of the present invention, and many design changes such as changing, adding, and deleting components are possible within the scope of the invention as defined in the claims. In the above-mentioned embodiments, the contents for which such design changes are possible are described with the notation "of the embodiment" or "in the embodiment", but this does not mean that design changes are not permitted for contents without such notation.

[0085] The following describes the modified examples. In the drawings and description of the modified examples, the same or equivalent components and members as those in the embodiment are denoted by the same reference numerals. Explanations that overlap with the embodiment will be omitted as appropriate, and the description will focus on the configurations that differ from the first embodiment.

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

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

[0088] In the description of the embodiment, the command pressure of the brake command in the inspection command is the command pressure for the emergency brake, but is not limited to this and may be a pressure lower than the command pressure for the emergency brake.

[0089] In the description of the embodiment, an example has been shown in which the brake control device 100 executes the above-mentioned abnormality judgment processes S200 and S300, but this is not limited to this, and a worker in charge of inspecting the slide control valve 18 may manually execute processes equivalent to processes S200 and S300.

[0090] In the description of the embodiment, an example of using the air pressure switch 24 has been shown, but this is not limited to this, 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 air pressure switch 24.

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

[0092] 10 Wheel, 12 Axle, 14 Rotation sensor, 16 Brake mechanism, 18 Slide control valve, 20 Air supply source, 21 Brake pressure sensor, 22 Brake control valve, 24 Air pressure switch, 26 Air flow path, 28 Flow path portion, 40 Car body, 75 Brake controller, 76, 78 Bogie, 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 Memory unit, 107 Slide detection unit, 108 Slide

Claims

1. a brake control valve for controlling the pressure of compressed air supplied to an air brake device for braking a railway vehicle; a planing control valve including an air intake valve that opens and closes an air flow path between the air brake device and the brake control valve, and an exhaust valve that is capable of exhausting compressed air between the air intake valve and the air brake device; a pressure acquisition unit that acquires a detection result of the pressure of compressed air supplied from the planing control valve to the air brake device; a runway control unit that controls the runway control valve to switch between a holding state in which the intake valve and the exhaust valve are closed to hold compressed air between the intake valve, the exhaust valve, and the air brake device, and an exhaust state in which the intake valve is closed and the exhaust valve is opened to exhaust the compressed air between the intake valve and the air brake device; a determination unit that determines whether or not at least one of the intake valve and the exhaust valve is abnormal based on a result of the pressure detection in the holding state and a result of the pressure detection in the exhaust state; An abnormality detection device comprising:

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

3. a command acquisition unit that acquires a brake command indicating a command pressure of compressed air to be supplied to the air brake device; a brake control unit that controls the brake control valve in response to the brake command so that the pressure of the compressed air supplied to the air brake device becomes the command pressure; Further equipped with the runway control unit controls the runway control valve between the hold state and the exhaust state in this order after the pressure of the compressed air supplied to the air brake device reaches the designated pressure. The abnormality detection device according to claim 2 .

4. The command pressure indicated by the brake command is a command pressure for an emergency brake that is activated in an emergency. The abnormality detection device according to claim 3 .

5. the plank control valve includes an air pressure switch that is provided in an air flow path between the air brake device and the plank control valve, and that outputs an ON signal when a compressed air pressure equal to or greater than a threshold is applied via the air flow path, and outputs an OFF signal when a compressed air pressure less than the threshold is applied, the pressure acquisition unit acquires the on signal or the off signal from the air pressure switch as a detection result of the pressure. The abnormality detection device according to claim 1 .

6. the pressure acquisition unit further acquires another detection result of the pressure of the compressed air supplied from the brake control valve to the air brake device, The planing control unit is configured to be able to control the planing control valve to a normal state in which the intake valve is opened and the exhaust valve is closed, the determination unit determines whether or not 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 or not there is an abnormality in the intake 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 claim 1 .

7. a step of acquiring a detection result of the pressure of compressed air supplied to the air brake device from a runway control valve including an air intake valve for opening and closing an air flow path between an air brake device for braking a railroad vehicle and a brake control valve for controlling the pressure of compressed air supplied to the air brake device, and an exhaust valve for exhausting compressed air between the air intake valve and the air brake device; controlling the planing control valve to switch between a holding state in which the intake valve and the exhaust valve are closed to hold compressed air between the intake valve, the exhaust valve, and the air brake device, and an exhaust state in which the intake valve is closed and the exhaust valve is opened to exhaust the compressed air between the intake valve and the air brake device; a step of determining whether or not at least one of the intake valve and the exhaust valve has an abnormality based on a result of the pressure detection in the holding state and a result of the pressure detection in the exhaust state; The anomaly detection method comprises:

8. The method of claim 7 , which is performed before the rail vehicle starts operation.

9. On the computer, a step of acquiring a detection result of the pressure of compressed air supplied to the air brake device from a runway control valve including an air intake valve for opening and closing an air flow path between an air brake device for braking a railroad vehicle and a brake control valve for controlling the pressure of compressed air supplied to the air brake device, and an exhaust valve for exhausting compressed air between the air intake valve and the air brake device; controlling the planing control valve to switch between a holding state in which the intake valve and the exhaust valve are closed to hold compressed air between the intake valve, the exhaust valve, and the air brake device, and an exhaust state in which the intake valve is closed and the exhaust valve is opened to exhaust the compressed air between the intake valve and the air brake device; a step of determining whether or not at least one of the intake valve and the exhaust valve has an abnormality based on a result of the pressure detection in the holding state and a result of the pressure detection in the exhaust state; Anomaly detection program to run.

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