Brake control system, railway vehicle, and brake control method

Abstract

To reduce the number of wirings connecting a plurality of brake control devices and reduce costs and time and effort of the wirings.SOLUTION: A brake control system includes a plurality of brake control devices each having a brake controller, a solenoid valve, a relay valve, and a pressure sensor that detects the pressure of air input to the relay valve. The brake controller includes: a pressure detection value acquisition part which acquires a detection value of the pressure from the pressure sensor; an abnormal signal output part which outputs an abnormal signal when there is an abnormality in the other brake control device; and a solenoid valve opening / closing control part which controls the opening degree of the solenoid valve. In a case where it is determined that there is an abnormality in the second brake control device by the abnormal signal output part of the first brake control device and the abnormal signal is output, switches of the open states and the close states of the solenoid valve of the first brake control device and the solenoid valve of the second brake control device are synchronously controlled on the basis of the detection value of the pressure in the pressure detection value acquisition part of the first brake control device.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present disclosure relates to a brake control system, a railway vehicle, and a brake control method. [Background technology]

[0002] Patent Document 1 discloses a braking system for railway vehicles that has multiple brake control devices that respectively control multiple mechanical brakes that are operated by fluids. In this braking system, if an abnormality is detected in a brake control device, the mechanical brakes that are the target of control by the brake control device in which the abnormality occurred are controlled by another brake control device that is not experiencing an abnormality.

[0003] In such a configuration, each brake control device adjusts the pressure generated in the brake cylinder by opening and closing a solenoid valve. The pressure adjusted by the solenoid valve is detected by a pressure sensor. The brake control device controls the opening and closing of the solenoid valve based on the pressure value detected by the pressure sensor. In the configuration disclosed in Patent Document 1, other brake control devices that are not experiencing an abnormality acquire the pressure value detected by the pressure sensor provided in the brake control device where the abnormality occurred, and thereby control the opening and closing of the solenoid valve of the brake control device where the abnormality occurred. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Patent No. 6305633 Summary of the Invention [Problem to be solved by the invention]

[0005] However, in the configuration described in Patent Document 1, when an abnormality occurs, the detected value of the pressure sensor of one brake control device must be acquired by another brake control device. Therefore, between multiple brake control devices, wiring is required to connect the pressure sensor of one brake control device to the other brake control device. As a result, the amount of wiring increases, which increases costs and the work of installation, maintenance, etc.

[0006] The present disclosure has been made to solve the above-mentioned problems, and aims to provide a brake control system, a railway vehicle, and a brake control method that can reduce the number of wires laid between multiple brake control devices and reduce costs and wiring effort. [Means for solving the problem]

[0007] In order to solve the above problems, a brake control system according to the present disclosure is a brake control system for controlling the brakes of a railway vehicle, comprising a plurality of brake cylinders and brake control devices for controlling the pressure of the brake cylinders, each of the brake control devices comprising: a brake controller for controlling the brakes based on a brake command; a solenoid valve that switches between an open state and a closed state in accordance with the brake control by the brake controller; a relay valve that is a pilot-type valve, the pressure of air input via the solenoid valve being a command pressure, and that sends the air at a pressure corresponding to the command pressure to the brake cylinder; and a pressure sensor that detects the pressure of the air input to the relay valve, and the brake controller comprises a pressure detection value acquisition unit that acquires a detection value of the pressure from the pressure sensor, and an abnormality signal output unit that determines whether or not there is an abnormality in the other brake control devices and outputs an abnormality signal if there is an abnormality. and a solenoid valve opening / closing control unit that controls the opening degree of the solenoid valve based on at least one of the brake command, the pressure detection value acquired by the pressure detection value acquisition unit, and the abnormal signal output from the abnormality signal output unit, wherein the plurality of brake control devices include at least a first brake control device and a second brake control device, and the solenoid valve opening / closing control unit of the first brake control device controls switching between an open state and a closed state of the solenoid valve of the first brake control device based on the brake command, and when the abnormality signal output unit of the first brake control device determines that there is an abnormality in the second brake control device and outputs the abnormality signal, synchronously controls switching between an open state and a closed state of the solenoid valve of the first brake control device and the solenoid valve of the second brake control device based on the pressure detection value acquired by the pressure detection value acquisition unit of the first brake control device.

[0008] The railway vehicle according to the present disclosure includes a brake control system as described above, and includes a plurality of vehicles each having the brake cylinder and the brake control device.

[0009] A brake control method according to the present disclosure includes a brake cylinder and a plurality of brake control devices that control the pressure of the brake cylinder, each of the brake control devices including: a brake controller that performs brake control based on a brake command; a solenoid valve that switches between an open state and a closed state in accordance with brake control by the brake controller; a relay valve that is a pilot-type valve, and uses the pressure of air input via the solenoid valve as a command pressure and sends the air at a pressure corresponding to the command pressure to the brake cylinder; and a pressure sensor that detects the pressure of the air input to the relay valve, and the plurality of brake control devices include a first brake control device and a second brake control device. A brake control method for controlling the brakes of a railway vehicle including a brake control device, the method comprising the steps of: determining whether or not there is an abnormality in the first brake control device and the second brake control device; if it is determined that there is an abnormality in either the first brake control device or the second brake control device, acquiring a detected pressure value from the pressure sensor of either the first brake control device or the second brake control device that is determined to have no abnormality; and synchronously switching between an open state and a closed state of the solenoid valve of the first brake control device and the solenoid valve of the second brake control device based on the acquired detected pressure value. [Effects of the Invention]

[0010] According to the brake control system, railway vehicle, and brake control method disclosed herein, the number of wires connecting multiple brake control devices can be reduced, thereby suppressing increases in costs and work such as installation and maintenance. [Brief explanation of the drawings]

[0011] [Figure 1] 1 is a diagram showing a schematic configuration of a railway vehicle equipped with a brake control system according to an embodiment of the present disclosure. [Figure 2] FIG. 2 is a block diagram showing a functional configuration of a controller that constitutes the brake control system. [Figure 3] 3 is a flowchart showing the procedure of a brake control method according to an embodiment of the present disclosure. DETAILED DESCRIPTION OF THE INVENTION

[0012] Hereinafter, embodiments for carrying out a brake control system, a railway vehicle, and a brake control method according to the present disclosure will be described with reference to the accompanying drawings. However, the present disclosure is not limited to only these embodiments.

[0013] (Overall composition) As shown in FIG. 1, a railway vehicle 100 has a plurality of cars 1 coupled together. Here, the plurality of cars 1 may all have the same configuration, or some of the cars 1 may have different configurations. The railway vehicle 100 is equipped with a brake control system S that controls the brakes of the railway vehicle 100. The brake control system S includes a brake cylinder 3 and a brake control device 2 that are arranged in each of the plurality of cars 1. In other words, one railway vehicle 100 is equipped with a plurality of brake cylinders 3 and a plurality of brake control devices 2 corresponding to the number of cars 1. Furthermore, a brake setting device 5 (master controller) that is operated by the driver is installed in the driver's cab 100a of the railway vehicle 100.

[0014] (Structure of brake control device) In the vehicle 1 according to this embodiment, one brake control device 2, one brake cylinder 3, and one air supply tank 8 are installed at each of the front and rear stages of the vehicle housing. Here, in this embodiment, one set of the brake control device 2, the brake cylinder 3, and the air supply tank 8 will be described using a first vehicle 1A and a second vehicle 1B that are adjacent to each other as an example.

[0015] In other embodiments, the railway vehicle 100 may have an additional vehicle 1 in addition to the first vehicle 1A and the second vehicle 1B. In other words, the railway vehicle 100 is not limited to having two vehicles 1. Furthermore, one vehicle 1 may be equipped with multiple sets of the brake control device 2, brake cylinder 3, and air supply tank 8, or may be equipped with only one set.

[0016] The brake control device 2 controls the pressure of the brake cylinders 3. The brake control device 2 controls the brakes of the vehicle 1 based on an electrical signal (a "brake command" to be described later). Specifically, the brake control device 2 receives an electrical signal corresponding to the driver's steering wheel operation from the brake setting device 5, and sends air (compressed air) to the brake cylinders 3 at a pressure corresponding to the electrical signal.

[0017] The brake control device 2 is equipped with an air supply tank 8. Compressed air prepared in advance is sealed in the air supply tank 8. The brake control device 2 sends out the compressed air sealed in the air supply tank 8 to the brake cylinders 3 while adjusting the pressure to a desired level corresponding to the driver's operation. The air supply tank 8 may be located outside the brake control device 2.

[0018] The brake cylinder 3 has a mechanism that receives the pressure of compressed air sent from the brake control device 2 and applies a friction load corresponding to the pressure to the wheels (not shown) of the vehicle 1. In other words, the brake cylinder 3 generates a braking force corresponding to the pressure of the compressed air received from the brake control device 2.

[0019] The brake setter 5 is a master controller for controlling the acceleration and deceleration of the railway vehicle 100. The brake setter 5 according to this embodiment outputs a brake command to the brake control devices 2 in accordance with the driver's steering wheel operation. The brake setter 5 and each brake control device 2 are connected by independent brake valve control signal lines 301.

[0020] The driver operates the handle of the brake setter 5 to generate a desired braking force for the railway vehicle 100. When the handle is operated, the brake setter 5 sends a brake command to the brake control device 2 through the brake valve control signal line 301. Note that the brake setter 5 may be of a multi-stage type that can specify multiple braking forces corresponding to each handle position of the brake setter 5.

[0021] (Structure of brake control device) The brake control device 2 includes a brake controller 20 (BCU; Brake Control Unit), a supply solenoid valve (AV, solenoid valve) 21, an exhaust solenoid valve (RV, solenoid valve) 22, an emergency solenoid valve (EMV) 23, a load-varying valve 24, a relay valve 25, and a pressure sensor 26.

[0022] The brake controller 20 is a control unit that controls the overall operation of the brake control device 2, and is realized by a processor such as a microcomputer. The brake controller 20 receives a brake command, which is an electric signal corresponding to the brake operation by the driver, through the brake setter 5. The brake controller 20 performs brake control in accordance with the brake command. Specifically, the brake controller 20 performs opening and closing control (switching control between open and closed states) of the supply solenoid valve 21 and the exhaust solenoid valve 22 in accordance with the brake command.

[0023] The supply solenoid valve 21 and the exhaust solenoid valve 22 open and close in accordance with control signals from the brake controller 20. The supply solenoid valve 21 and the exhaust solenoid valve 22 adjust the pressure of compressed air input to a relay valve 25 (described later) in order to adjust the pressure of compressed air sent to the brake cylinder 3. The supply solenoid valve 21 and the exhaust solenoid valve 22 are mainly controlled to open and close during normal operation when no impediments are occurring to the running of the vehicle 1.

[0024] The supply solenoid valve 21 is disposed on a first air circuit (piping) 501 that connects the air supply tank 8 and the relay valve 25. The supply solenoid valve 21 is electrically connected to the brake controller 20 via a supply solenoid valve control signal line 302. The brake controller 20 transmits a valve control signal to the supply solenoid valve 21 via the supply solenoid valve control signal line 302 to open or close the supply solenoid valve 21. The supply solenoid valve 21 opens based on the valve control signal from the brake controller 20, thereby supplying compressed air from the air supply tank 8 to the relay valve 25 and applying a predetermined pressure.

[0025] The exhaust solenoid valve 22 is disposed on a fourth air circuit (piping) 504 that connects the first air circuit 501 with the outside air. The fourth air circuit 504 is connected to the first air circuit 501 between the supply solenoid valve 21 and the relay valve 25. The exhaust solenoid valve 22 is electrically connected to the brake controller 20 through an exhaust solenoid valve control signal line 303. The brake controller 20 transmits a valve control signal to the exhaust solenoid valve 22 through the exhaust solenoid valve control signal line 303 to open or close the exhaust solenoid valve 22. The exhaust solenoid valve 22 opens based on the valve control signal from the brake controller 20, thereby releasing the compressed air supplied to the relay valve 25 to the outside air and reducing the pressure of the relay valve 25 to atmospheric pressure.

[0026] The emergency solenoid valve 23 and the variable load valve 24 are connected in series on a second air circuit (piping) 502 that connects the air supply tank 8 and the relay valve 25. The second air circuit 502 is connected to the first air circuit 501 between the air supply tank 8 and the supply solenoid valve 21. The emergency solenoid valve 23 and the variable load valve 24 are mainly controlled to open and close during emergency operation when some kind of disruption occurs to the running of the vehicle 1. A pressure-boosting solenoid valve may also be installed in the variable load valve 24.

[0027] The emergency solenoid valve 23 is used when it becomes necessary to reliably stop the railway vehicle 100 in an emergency, etc. The emergency solenoid valve 23 opens and closes directly (without going through the brake controller 20) in accordance with an emergency brake command output through an ATS (Automatic Train Stop) as well as when the driver operates the handle of the brake setter 5. When an emergency brake command is input, the emergency solenoid valve 23 is immediately demagnetized based on the emergency brake command and opens.

[0028] The load-varying valve 24 is connected to a position closer to the air supply tank 8 than the emergency solenoid valve 23, and is a valve whose opening degree corresponds to the load of the vehicle 1. For example, when many passengers are on board the vehicle 1, the load-varying valve 24 opens to a greater degree in accordance with the load, and a stronger braking force is applied when an emergency brake command is output. This allows the braking characteristics of the vehicle 1 to be constant when the emergency brake is activated, regardless of the occupancy rate.

[0029] The relay valve 25 is disposed midway through the third air circuit (piping) 503, and is directly connected to the air supply tank 8. Compressed air is introduced to the relay valve 25 from the air supply tank 8 through the third air circuit 503. The relay valve 25 is connected to the supply solenoid valve 21 by the first air circuit 501. The relay valve 25 is connected to the exhaust solenoid valve 22 by the first air circuit 501 and a fourth air circuit 504. The relay valve 25 is pilot operated, and compressed air whose pressure has been adjusted by the supply solenoid valve 21 and the exhaust solenoid valve 22 is introduced through the first air circuit 501. The relay valve 25 uses the pressure of the compressed air introduced through the first air circuit 501 as a command pressure, and sends compressed air of a pressure corresponding to the command pressure from the air supply tank 8 toward the brake cylinder 3.

[0030] The pressure sensor 26 is connected to the fourth air circuit 504 between the exhaust solenoid valve 22 and the relay valve 25. The pressure sensor 26 detects the pressure of air flowing through the first air circuit 501 between the supply solenoid valve 21 and the relay valve 25 via the fourth air circuit 504. This allows the pressure sensor 26 to detect the command pressure (the pressure of compressed air input to the relay valve 25). The pressure sensor 26 is connected to the brake controller 20 via a pressure detection signal line 304. The detected pressure value obtained by the pressure sensor 26 is output to the brake controller 20 as an electric signal via the pressure detection signal line 304. The brake controller 20 performs control during service braking based on the detected pressure value obtained by the pressure sensor 26 when no abnormality has occurred in the vehicle 1.

[0031] (Configuration of the backup circuit for the brake control device) The brake control system S as described above is equipped with a backup circuit that allows another brake control device 2 to control the opening and closing of the supply solenoid valve 21 and the exhaust solenoid valve 22 in the event of an abnormality such as a failure of a part, such as the brake controller 20, within the brake control device 2.

[0032] Specifically, in a railway vehicle 100, two sets of brake control devices 2 of adjacent vehicles 1, such as a first vehicle 1A and a second vehicle 1B, are electrically connected to each other by a backup circuit 400. In this embodiment, a first brake control device 2A, which is the brake control device 2 provided in the first vehicle 1A, and a second brake control device 2B, which is the brake control device 2 provided in the second vehicle 1B, are electrically connected to each other by the backup circuit 400.

[0033] The backup circuit 400 includes an abnormality detection signal line 401, a supply electromagnetic valve control signal line 402 for use when an abnormality occurs, and an exhaust electromagnetic valve control signal line 403 for use when an abnormality occurs.

[0034] The abnormality detection signal line 401 is connected to the brake controller 20 provided in one brake control device 2 and the brake controller 20 provided in another brake control device 2. The abnormality detection signal line 401 exchanges signals between the brake control devices 2 to monitor whether any abnormality has occurred in each other's brake control devices 2.

[0035] In this embodiment, the abnormality detection signal line 401 is connected to the first brake controller 20A, which is the brake controller 20 provided in the first brake control device 2A, and the second brake controller 20B, which is the brake controller 20 provided in the second brake control device 2B. The abnormality detection signal line 401 exchanges signals between the first brake controller 20A and the second brake controller 20B. Therefore, if an abnormality occurs in either the first brake controller 20A or the second brake controller 20B and the signal is interrupted, it is possible to notify the other of the first brake controller 20A and the second brake controller 20B, which is not experiencing an abnormality, that an abnormality has occurred.

[0036] The supply solenoid valve control signal line 402 for use in an emergency is connected to one brake controller 20 and the supply solenoid valve 21 provided in the other brake control device 2. The supply solenoid valve control signal line 402 for use in an emergency sends a valve control signal for opening and closing the valve from the brake controller 20 to the supply solenoid valve 21 of the other brake control device 2.

[0037] The backup circuit 400 of this embodiment has, as the supply solenoid valve control signal line 402 for use in an abnormality, a supply solenoid valve control signal line 402A for use in a first abnormality and a supply solenoid valve control signal line 402B for use in a second abnormality.

[0038] The supply solenoid valve control signal line 402A for use when a first abnormality occurs is connected to the first brake controller 20A and the second supply solenoid valve 21B, which is the supply solenoid valve 21 provided in the second brake controller 2B, via a second supply solenoid valve control signal line 302B, which is the supply solenoid valve control signal line 302 provided in the second brake controller 2B. The supply solenoid valve control signal line 402A for use when a first abnormality occurs sends a valve control signal for opening and closing the valve from the first brake controller 20A to the second supply solenoid valve 21B.

[0039] The supply solenoid valve control signal line 402B for use when a second abnormality occurs is connected to the second brake controller 20B and the first supply solenoid valve 21A, which is the supply solenoid valve 21 provided in the first brake controller 2A, via a first supply solenoid valve control signal line 302A, which is the supply solenoid valve control signal line 302 provided in the first brake controller 2A. The supply solenoid valve control signal line 402B for use when a second abnormality occurs sends a valve control signal for opening and closing the valve from the second brake controller 20B to the first supply solenoid valve 21A.

[0040] The exhaust solenoid valve control signal line 403 for use in an emergency is connected to one brake controller 20 and the exhaust solenoid valve 22 provided in the other brake control device 2. The exhaust solenoid valve control signal line 403 for use in an emergency sends a valve control signal for opening and closing the valve from one brake controller 20 to the exhaust solenoid valve 22 provided in the brake control device 2.

[0041] The backup circuit 400 of this embodiment has, as the exhaust solenoid valve control signal line 403 for use in the event of an abnormality, an exhaust solenoid valve control signal line for use in the event of a first abnormality 403A and an exhaust solenoid valve control signal line for use in the event of a second abnormality 403B.

[0042] The exhaust solenoid valve control signal line 403A for use when a first abnormality occurs is connected to the first brake controller 20A and the second exhaust solenoid valve 22B, which is the exhaust solenoid valve 22 provided in the second brake controller 2B, via a second exhaust solenoid valve control signal line 303B, which is the exhaust solenoid valve control signal line 303 provided in the second brake controller 2B. The exhaust solenoid valve control signal line 403A for use when a first abnormality occurs sends a valve control signal for opening and closing the valve from the first brake controller 20A to the second exhaust solenoid valve 22B.

[0043] The second abnormality state exhaust solenoid valve control signal line 403B is connected to the second brake controller 20B and the first exhaust solenoid valve 22A, which is the exhaust solenoid valve 22 provided in the first brake controller 2A, via a first exhaust solenoid valve control signal line 303A, which is the exhaust solenoid valve control signal line 303 provided in the first brake controller 2A. The second abnormality state exhaust solenoid valve control signal line 403B sends a valve control signal for opening and closing the valve from the second brake controller 20B to the first exhaust solenoid valve 22A.

[0044] It is preferable that the volumes of the pipes C are the same in the first brake control device 2A and the second brake control device 2B, which are interconnected via the backup circuit 400. The pipes C are passages connecting the supply solenoid valve 21, the exhaust solenoid valve 22, and the relay valve 25. The pressure sensor 26 is disposed in this pipe C and detects the pressure of the air circulating in the pipes C. In this embodiment, the pipes C are a combined area of ​​the piping between the supply solenoid valve 21 and the relay valve 25 in the first air circuit 501 and the piping between the exhaust solenoid valve 22 and the relay valve 25 in the fourth air circuit 504. Therefore, the first pipe CA is the pipe C in the first brake control device 2A. The second pipe CB is the pipe C in the second brake control device 2B. In other words, in this embodiment, the first pipe CA and the second pipe CB have the same shape, and the volume of the passage through which air flows in the first pipe CA is the same as the volume of the passage through which air flows in the second pipe CB, which is the pipe C.

[0045] Furthermore, in the first brake control device 2A and the second brake control device 2B, which are interconnected via the backup circuit 400, it is preferable that the supply solenoid valve 21 and the exhaust solenoid valve 22 are of the same model so that various specifications such as capacity are the same.

[0046] (Brake controller configuration) As shown in FIG. 2, the brake controller 20 according to this embodiment operates according to a pre-prepared program and functionally includes a brake command detection unit 201, an abnormality signal output unit 202, a pressure detection value acquisition unit 204, and a solenoid valve opening / closing control unit 205.

[0047] The brake command detection unit 201 detects the input of a brake command from the brake setter 5 (FIG. 1) via the brake valve control signal line 301. The brake command detection unit 201 outputs information on the detected brake command to the solenoid valve opening / closing control unit 205.

[0048] The abnormality signal output unit 202 determines whether or not there is an abnormality in the other brake control device 2, and if there is an abnormality, outputs an abnormality signal to the solenoid valve opening / closing control unit 205. In this embodiment, the abnormality signal output unit 202 outputs a predetermined signal to the abnormality signal output unit 202 included in the other brake control device 2 via the abnormality detection signal line 401 during normal operation. The abnormality signal output unit 202 also receives a signal from the abnormality signal output unit 202 included in the other brake control device 2 via the abnormality detection signal line 401. When the abnormality signal output unit 202 is no longer able to detect the predetermined signal transmitted from the abnormality signal output unit 202 of the other interconnected brake control device 2, it determines that there is an abnormality in the other brake control device 2 (more specifically, the brake controller 20). When it determines that there is an abnormality in the other brake control device 2, the abnormality signal output unit 202 outputs an abnormality signal to the solenoid valve opening / closing control unit 205.

[0049] The abnormality signal output unit 202 may determine whether or not there is an abnormality in the other brake control device 2 based on some kind of signal that is input when an abnormality occurs, thereby detecting an abnormality in the other brake control device 2. The some kind of signal may be, for example, a signal that notifies of an abnormality sent from the abnormality signal output unit 202 provided in the other brake control device 2, or pressure information from the pressure sensor 26 provided in the other brake control device 2.

[0050] The pressure detection value acquisition unit 204 acquires the detection value of the air pressure detected by the pressure sensor 26 provided in its own brake control device 2 through the pressure detection signal line 304. The pressure detection value acquisition unit 204 outputs information on the acquired pressure detection value (information on the command pressure) to the solenoid valve opening / closing control unit 205.

[0051] The solenoid valve opening / closing control unit 205 controls the opening degrees of a plurality of solenoid valves, namely the supply solenoid valve 21 and the exhaust solenoid valve 22. The solenoid valve opening / closing control unit 205 controls the switching between the open state and the closed state of the supply solenoid valve 21 and the exhaust solenoid valve 22 based on the brake command and the pressure detection value acquired by the pressure detection value acquisition unit 204. In addition, an abnormality signal output from the abnormality signal output unit 202 is input to the solenoid valve opening / closing control unit 205. When an abnormality signal is input, the solenoid valve opening / closing control unit 205 controls the opening and closing of the supply solenoid valve 21 and the exhaust solenoid valve 22 of its own brake control device 2 and the supply solenoid valves 21 and the exhaust solenoid valves 22 of the other brake control devices 2.

[0052] Specifically, under normal circumstances, the solenoid valve opening / closing control unit 205 outputs a valve control signal for controlling the opening and closing of the valves based on brake command information from the brake command detection unit 201. At that time, the solenoid valve opening / closing control unit 205 outputs valve control signals to the supply solenoid valve 21 and the exhaust solenoid valve 22 based on a pressure target value corresponding to the brake command, while referring to the pressure detection value acquired by the pressure detection value acquisition unit 204. The solenoid valve opening / closing control unit 205 outputs a valve control signal to the supply solenoid valve 21 via a supply solenoid valve control signal line 302. In addition, the solenoid valve opening / closing control unit 205 outputs a valve control signal to the exhaust solenoid valve 22 via an exhaust solenoid valve control signal line 303.

[0053] More specifically, the first brake control device 2A and the second brake control device 2B will be described as examples. Under normal circumstances, that is, when no abnormality is detected in the second brake control device 2B, which is interconnected via the backup circuit 400, the solenoid valve opening / closing control unit 205 of the first brake control device 2A outputs valve control signals for opening and closing only to the first supply solenoid valve 21A and the first exhaust solenoid valve 22A. Similarly, when no abnormality is detected in the first brake control device 2A, the solenoid valve opening / closing control unit 205 of the second brake control device 2B outputs valve control signals for opening and closing only to the second supply solenoid valve 21B and the second exhaust solenoid valve 22B.

[0054] Furthermore, when an abnormality signal is output from the abnormality signal output unit 202, the solenoid valve opening / closing control unit 205 outputs a valve control signal for controlling the opening and closing of the supply solenoid valve 21 and the exhaust solenoid valve 22 of its own brake control device 2 and the supply solenoid valve 21 and the exhaust solenoid valve 22 of the other brake control device 2, based on brake command information from the brake command detection unit 201. At that time, the solenoid valve opening / closing control unit 205 outputs a valve control signal based on a pressure target value corresponding to the brake command, while referring to the pressure detection value acquired by the pressure detection value acquisition unit 204. The solenoid valve opening / closing control unit 205 outputs a valve control signal to the supply solenoid valve 21 of its own brake control device 2 via a supply solenoid valve control signal line 302. The solenoid valve opening / closing control unit 205 also outputs a valve control signal to the exhaust solenoid valve 22 of its own brake control device 2 via an exhaust solenoid valve control signal line 303. Furthermore, the solenoid valve opening / closing control unit 205 outputs a valve control signal to the supply solenoid valve 21 of the other brake control device 2 via an abnormality-use supply solenoid valve control signal line 402. Furthermore, the solenoid valve opening / closing control unit 205 outputs a valve control signal to the exhaust solenoid valve 22 of the other brake control device 2 via an abnormality exhaust solenoid valve control signal line 403. In addition, the solenoid valve opening / closing control unit 205 outputs valve control signals to each solenoid valve so as to synchronously control the opening and closing of the supply solenoid valve 21 and the exhaust solenoid valve 22 of its own brake control device 2 and the supply solenoid valve 21 and the exhaust solenoid valve 22 of the other brake control device 2.

[0055] More specifically, the first brake control device 2A and the second brake control device 2B will be described as examples. When an abnormality signal is input, i.e., when an abnormality is detected in the second brake control device 2B, which is interconnected via the backup circuit 400, the solenoid valve opening / closing control unit 205 of the first brake control device 2A outputs valve control signals to the first supply solenoid valve 21A and the first exhaust solenoid valve 22A and the second supply solenoid valve 21B and the second exhaust solenoid valve 22B to open and close the valves in synchronization. Similarly, when an abnormality is detected in the first brake control device 2A, the solenoid valve opening / closing control unit 205 of the second brake control device 2B outputs valve control signals to the second supply solenoid valve 21B and the second exhaust solenoid valve 22B and the first supply solenoid valve 21A and the first exhaust solenoid valve 22A to open and close the valves in synchronization.

[0056] (Brake control method processing procedure) Hereinafter, the processing procedure of the brake control method S1 in the brake control system S in this embodiment will be described with reference to Fig. 3. The processing of the brake control method S1 shown in Fig. 3 is executed independently in each of the multiple brake control devices 2 provided in the brake control system S. Here, for example, the flow of processing of the brake control method S1 in the first brake control device 2A and the second brake control device 2B shown in Fig. 1 will be described.

[0057] 3, the brake control method S1 detects a brake command in each of the first brake control device 2A and the second brake control device 2B. Specifically, the first brake control device 2A includes step S2 of detecting a brake command, step S4 of determining whether or not an abnormality exists, step S6 of performing valve control under normal conditions, and step S8 of performing valve control when an abnormality occurs.

[0058] In step S2 of detecting a brake command, the brake command detection unit 201 of the first brake controller 20A determines whether or not a brake command input from the brake setter 5 has been detected. If the input of a brake command has not been detected here, the brake command has not been issued by the driver's operation, so the process returns to step S2 and repeats. If the input of a brake command has been detected in step S2, the process proceeds to step S4.

[0059] In step S4 for determining whether or not there is an abnormality, the presence or absence of an abnormality in the first brake control device 2A and the second brake control device 2B is determined. Specifically, in the first brake control device 2A, the abnormality signal detection unit 203 of the first brake control device 20A determines whether or not an abnormality has been detected in the second brake control device 20B interconnected via the abnormality detection signal line 401. If it is determined that there is no abnormality, the process proceeds to step S6, where normal valve control is performed. If it is determined in step S4 that there is an abnormality, the process proceeds to step S8, where valve control is performed when an abnormality occurs. Below, the flow of processing in the first brake control device 2A and the second brake control device 2B will be described using an example where there is an abnormality in the second brake control device 2B.

[0060] In step S6 for performing normal valve control, the solenoid valve opening / closing control units 205 of the first brake controller 20A and the second brake controller 20B acquire information on the brake command detected in step S2 (step S62). Here, the solenoid valve opening / closing control units 205 set a pressure target value (pressure to be applied to the brake cylinder 3A (FIG. 1)) according to the acquired information on the brake command.

[0061] Next, the pressure detection value acquisition unit 204 acquires the detection value of the pressure detected by the pressure sensor 26 of each brake control device 2 through the pressure detection signal line 304 (step S64). Specifically, the pressure detection value acquisition unit 204 of the first brake controller 20A acquires the detection value of the pressure detected by the first pressure sensor 26A, which is the pressure sensor 26 provided in the first brake control device 2A, through the pressure detection signal line 304. Similarly, the pressure detection value acquisition unit 204 of the second brake controller 20B acquires the detection value of the pressure detected by the second pressure sensor 26B, which is the pressure sensor 26 provided in the first brake control device 2A, through the pressure detection signal line 304.

[0062] Next, the solenoid valve opening / closing control unit 205 determines whether the detected pressure value acquired in step S64 is the target pressure value set in step S62 (step S66). Step S66 is executed by the solenoid valve opening / closing control unit 205 of each of the first brake controller 20A and the second brake controller 20B.

[0063] If it is determined in step S66 that the pressure detection value is not the target pressure value, the solenoid valve opening / closing control unit 205 controls the opening / closing of the supply solenoid valve 21 and the exhaust solenoid valve 22 via the supply solenoid valve control signal line 302 so that the pressure of the compressed air input to the relay valve 25 approaches the target pressure value (step S68).

[0064] For example, if the detected pressure value has not reached the target pressure value, the solenoid valve opening / closing control unit 205 controls the supply solenoid valve 21 to open (and controls the exhaust solenoid valve 22 to close), and applies pressure to the relay valve 25. As a result, high pressure is applied to the brake cylinder 3, the pressure of which is controlled by the brake control device 2, and a braking force corresponding to the driver's steering wheel operation is generated.

[0065] Furthermore, for example, when the brake is released, if the detected pressure value acquired in step S64 exceeds the target pressure value set in step S62, the solenoid valve opening / closing control unit 205 controls the exhaust solenoid valve 22 to open (and controls the supply solenoid valve 21 to close) to reduce the pressure of the compressed air input to the relay valve 25, so that the detected pressure value matches the target pressure value.

[0066] Specifically, the solenoid valve opening / closing control unit 205 of the first brake controller 20A controls the opening and closing of the first supply solenoid valve 21A and the first exhaust solenoid valve 22A via a first supply solenoid valve control signal line 302A and a first exhaust solenoid valve control signal line 303A so that the pressure of the compressed air input to the first relay valve 25A, which is the relay valve 25 provided in the first brake controller 2A, approaches the target pressure value. Similarly, the solenoid valve opening / closing control unit 205 of the second brake controller 20B controls the opening and closing of the second supply solenoid valve 21B and the second exhaust solenoid valve 22B via a second supply solenoid valve control signal line 302B and a second exhaust solenoid valve control signal line 303B so that the pressure of the compressed air input to the second relay valve 25B, which is the relay valve 25 provided in the second brake controller 2B, approaches the target pressure value.

[0067] Thereafter, the solenoid valve opening / closing control unit 205 of the first brake controller 20A and the second brake controller 20B repeats the processing of steps S64 to S68, and completes the "normal valve control" when the detected pressure value matches the target pressure value (YES in step S68).

[0068] Step S8, which performs valve control when an abnormality occurs, is executed when an abnormality is detected in any of the brake controllers 20 in step S4, which determines whether or not an abnormality exists. In this embodiment, step S8 is executed when an abnormality is detected in the second brake controller 20B. In step S8, which performs valve control when an abnormality occurs, step S62 is executed first, as in step S6, which performs normal valve control.

[0069] Next, the pressure detection value acquisition unit 204 of the brake control device 2 determined to be free of abnormality acquires, via the pressure detection signal line 304, the detection value of the pressure detected by the pressure sensor 26 of the brake control device 2 determined to be free of abnormality (step S84). In other words, when it is determined that there is an abnormality in either the first brake control device 2A or the second brake control device 2B, the detection values ​​of the pressure detected by the pressure sensors 26 of the first brake control device 2A and the second brake control device 2B determined to be free of abnormality are acquired. In this embodiment, when it is determined that there is an abnormality in the second brake control device 2B, only the pressure detection value acquisition unit 204 of the first brake controller 20A acquires, via the pressure detection signal line 304, the detection value of the pressure detected by the first pressure sensor 26A. In other words, the pressure detection value acquisition unit 204 of the second brake control device 2B which is free of abnormality does not detect the pressure value of the second pressure sensor 26B.

[0070] Next, the solenoid valve opening / closing control unit 205 of the first brake controller 20A determines whether the detected pressure value acquired in step S84 is the target pressure value set in step S62 (step S86). Step S86 is executed only by the solenoid valve opening / closing control unit 205 of the first brake controller 20A.

[0071] Then, in step S86, if it is determined that the detected pressure value does not reach the target pressure value, the solenoid valve opening / closing control unit 205 of the first brake controller 20A synchronously controls the switching between the open and closed states of the first supply solenoid valve 21A and the first exhaust solenoid valve 22A provided in the first brake controller 2A, and the second supply solenoid valve 21B and the second exhaust solenoid valve 22B provided in the second brake controller 2B (step S88).

[0072] Specifically, the solenoid valve opening / closing control section 205 of the first brake controller 20A simultaneously transmits valve control signals for opening and closing the valves to the first supply solenoid valve 21A and the first exhaust solenoid valve 22A via a first supply solenoid valve control signal line 302A and a first exhaust solenoid valve control signal line 303A, and to the second supply solenoid valve 21B and the second exhaust solenoid valve 22B via a first abnormality-use supply solenoid valve control signal line 402A and a first abnormality-use exhaust solenoid valve control signal line 403A. As a result, the opening and closing of the first supply solenoid valve 21A and the first exhaust solenoid valve 22A and the second supply solenoid valve 21B and the second exhaust solenoid valve 22B are controlled under the same conditions so that the pressure of the compressed air input to both the first relay valve 25A and the second relay valve 25B, which is the relay valve 25 provided in the second brake control device 2B, approaches the pressure target value. In other words, the second pressure sensor 26B is not used, and the first supply solenoid valve 21A and the first exhaust solenoid valve 22A, and the second supply solenoid valve 21B and the second exhaust solenoid valve 22B are controlled to open and close based only on the pressure detection value detected by the first pressure sensor 26A.

[0073] For example, if the detected pressure value has not reached the target pressure value, the solenoid valve opening / closing control section 205 of the first brake controller 20A controls the first supply solenoid valve 21A and the second supply solenoid valve 21B to open (and controls the first exhaust solenoid valve 22A and the second exhaust solenoid valve 22B to close), and applies pressure to the first relay valve 25A and the second relay valve 25B. As a result, high pressure is applied to both the brake cylinder 3A, whose pressure is controlled by the first brake controller 2A, and the brake cylinder 3B of the other vehicle 1, whose pressure is controlled by the second brake controller 2B, and a braking force corresponding to the driver's steering operation is generated.

[0074] Furthermore, for example, when the brakes are released, if the detected pressure value acquired in step S84 exceeds the target pressure value set in step S62, the solenoid valve opening / closing control unit 205 of the first brake controller 20A controls the first exhaust solenoid valve 22A and the second exhaust solenoid valve 22B to open (and controls the first supply solenoid valve 21A and the second supply solenoid valve 21B to close), thereby reducing the pressure of the compressed air input to the first relay valve 25A and the second relay valve 25B, so that the detected pressure value matches the target pressure value.

[0075] Thereafter, the solenoid valve opening / closing control unit 205 of the first brake controller 20A repeats the processing of steps S84 to S88, and completes the "valve control in the event of an abnormality" when the detected pressure value matches the target pressure value (YES in step S88).

[0076] (Action and effect) In the brake control system S, railway vehicle 100, and brake control method S1 configured as described above, if an abnormality occurs in the second brake control device 2B, the first brake control device 2A synchronously controls the opening and closing of the first supply solenoid valve 21A and the first exhaust solenoid valve 22A and the second supply solenoid valve 21B and the second exhaust solenoid valve 22B. At this time, the first brake controller 20A controls the opening and closing of the second supply solenoid valve 21B and the second exhaust solenoid valve 22B based on the detection value of the first pressure sensor 26A. In other words, the first brake control device 2A, which is not experiencing an abnormality, can control the opening and closing of the second supply solenoid valve 21B and the second exhaust solenoid valve 22B, and there is no need to use the detection value of the second pressure sensor 26B. Therefore, there is no need to provide wiring between the first brake control device 2A and the second brake control device 2B for mutually transmitting the detection signals of the first pressure sensor 26A and the second pressure sensor 26B. As a result, the number of wirings connecting multiple brake control devices 2 can be reduced. This can prevent increases in costs, reduction in equipment wiring, and increases in maintenance and other work.

[0077] Furthermore, in this embodiment, brake control is performed by controlling the opening and closing of solenoid valves such as the supply solenoid valve 21 and the exhaust solenoid valve 22. Therefore, the brake control device 2 can be made smaller than when brake control is performed by an electro-pneumatic converting valve (EP valve). In addition, since the pressure sensor 26 of a brake control device 2 that is not malfunctioning can be used for brake control of a brake control device 2 that is malfunctioning, there is no need to install a backup pressure sensor in the brake control device 2. This also makes it possible to make the brake control device 2 smaller.

[0078] In this embodiment, the abnormality signal output unit 202 continues to output a predetermined signal during normal operation. Therefore, it is possible to detect a state in which the brake controller 20 itself is abnormal and is unable to output a signal. Therefore, it is possible to accurately detect an abnormality in the brake controller 20 within the brake control device 2.

[0079] Furthermore, the flow path volume of the first conduit CA in the first brake control device 2A is the same as the flow path volume of the second conduit CB in the second brake control device 2B. This allows the pressure changes occurring in the brake cylinder 3A, whose pressure is controlled by the first brake control device 2A, and the brake cylinder 3B, whose pressure is controlled by the second brake control device 2B, to be matched. Therefore, when the opening and closing of the first supply solenoid valve 21A and the first exhaust solenoid valve 22A and the second supply solenoid valve 21B and the second exhaust solenoid valve 22B are controlled synchronously, the first brake controller 20A and the second brake controller 20B can control the brakes under the same conditions. In other words, simply by sending the same valve control signals to the supply solenoid valve 21 and the exhaust solenoid valve 22 of the brake control device 2 that is not malfunctioning, to the supply solenoid valve 21 and the exhaust solenoid valve 22 of the brake control device 2 that is malfunctioning, the brake cylinder 3 of the brake control device 2 that is malfunctioning can be appropriately controlled. Therefore, the brake cylinder 3 of the brake control device 2 that is malfunctioning can be controlled in the same way as the brake cylinder of the brake control device 2 that is not malfunctioning.

[0080] Furthermore, the first supply solenoid valve 21A and the first exhaust solenoid valve 22A are the same model as the second supply solenoid valve 21B and the second exhaust solenoid valve 22B. This allows the conditions for controlling the first supply solenoid valve 21A and the first exhaust solenoid valve 22A to be the same as the conditions for controlling the second supply solenoid valve 21B and the second exhaust solenoid valve 22B. This also allows the brake cylinder 3 of the brake control device 2 that is experiencing an abnormality to be appropriately controlled in the same way as the brake cylinder 3 of the brake control device 2 that is not experiencing an abnormality, without performing complex control.

[0081] (Other embodiments) The above describes in detail the embodiments of the present disclosure with reference to the drawings, but the specific configuration is not limited to this embodiment, and design changes and the like are also included within the scope that does not deviate from the gist of the present disclosure.

[0082] For example, in the above embodiment, the flow path volume of the first conduit CA and the flow path volume of the second conduit CB are the same, and the first supply solenoid valve 21A and the first exhaust solenoid valve 22A are the same model as the second supply solenoid valve 21B and the second exhaust solenoid valve 22B. However, the brake control system S is not limited to this configuration. The first brake control device 2A and the second brake control device 2B, which are interconnected via the backup circuit 400, may have different flow path volumes, for example, due to differences in the piping layouts of the first conduit CA and the second conduit CB. Furthermore, the first supply solenoid valve 21A and the first exhaust solenoid valve 22A, and the second supply solenoid valve 21B and the second exhaust solenoid valve 22B may not be the same model, and their capacities may differ due to maintenance or the like.

[0083] In such a case, for example, the ratio between the volume of the first pipeline CA and the volume of the second pipeline CB may be calculated from design values, etc., and correction may be performed using the calculated volume ratio. In this case, the correction value based on the calculated volume ratio is stored in a memory unit provided in the first brake controller 20A or the second brake controller 20B.

[0084] When the opening and closing of the first supply solenoid valve 21A and the first exhaust solenoid valve 22A and the second supply solenoid valve 21B and the second exhaust solenoid valve 22B are synchronously controlled, the solenoid valve opening and closing control unit 205 performs correction processing using a correction value acquired from the storage unit. As a result, when the solenoid valve opening and closing control unit 205 performs opening and closing control, the conditions for the valve opening and closing amount (or opening and closing time) of the first supply solenoid valve 21A and the first exhaust solenoid valve 22A and the valve opening and closing amount (or opening and closing time) of the second supply solenoid valve 21B and the second exhaust solenoid valve 22B may be changed to be different. This reduces the pressure change that occurs in the brake cylinder 3A, whose pressure is controlled by the first brake control device 2A, and the brake cylinder 3B, whose pressure is controlled by the second brake control device 2B, and as a result, the same braking force can be generated.

[0085] Furthermore, during normal operation, the pressure fluctuation amounts when the supply solenoid valve 21 and the exhaust solenoid valve 22 are opened and closed in each of the first brake control device 2A and the second brake control device 2B may be monitored by the corresponding pressure sensors 26, and the ratio of the pressure fluctuation amounts of the first supply solenoid valve 21A and the first exhaust solenoid valve 22A to the second supply solenoid valve 21B and the second exhaust solenoid valve 22B may be calculated and used for correction. In this case as well, a correction value based on the calculated ratio of the pressure fluctuation amounts may be stored in a memory unit provided in the first brake controller 20A or the second brake controller 20B.

[0086] Furthermore, in the above embodiment, a case has been described in which, when an abnormality occurs in the second brake control device 2B, the first brake control device 2A controls the opening and closing of the second supply solenoid valve 21B and the second exhaust solenoid valve 22B in synchronization with the first supply solenoid valve 21A and the first exhaust solenoid valve 22A. In contrast to this, when an abnormality occurs in the first brake control device 2A, the second brake control device 2B can control the opening and closing of the first supply solenoid valve 21A and the first exhaust solenoid valve 22A in synchronization with the second supply solenoid valve 21B and the second exhaust solenoid valve 22B.

[0087] Furthermore, for example, in the above embodiment, the first brake control device 2A and the second brake control device 2B have been described as examples, but the brake control system S is not limited to being applied to two brake cylinders 3 and brake control devices 2 (i.e., two vehicles 1). The brake control system S can also be applied to a case where there are three or more vehicles 1 equipped with brake cylinders 3 and brake control devices 2.

[0088] <Additional Notes> The brake control system S, the railway vehicle 100, and the brake control method S1 described in the embodiment can be understood, for example, as follows.

[0089] (1) A brake control system S according to a first aspect is a brake control system S for controlling the brakes of a railway vehicle 100, and includes a plurality of brake cylinders 3 and brake control devices 2 for controlling the pressure of the brake cylinders 3. Each of the brake control devices 2 includes a brake controller 20 for performing brake control based on a brake command, solenoid valves 21 and 22 that switch between an open state and a closed state in accordance with the brake control by the brake controller 20, a relay valve 25 that is a pilot-type valve and uses the pressure of air input via the solenoid valves 21 and 22 as a command pressure and sends the air at a pressure corresponding to the command pressure to the brake cylinder, and a pressure sensor 26 that detects the pressure of the air input to the relay valve 25. The brake controller 20 includes a pressure detection value acquisition unit 204 that acquires a detection value of the pressure from the pressure sensor 26, an abnormality signal output unit 202 that determines whether or not there is an abnormality in the other brake control devices 2 and outputs an abnormality signal if there is an abnormality, and a relay valve 25 that detects the pressure of the air input to the relay valve 25. and a solenoid valve opening / closing control unit 205 to which the abnormality signal output from the abnormality signal output unit 202 is input, the plurality of brake control devices 2 including at least a first brake control device 2A and a second brake control device 2B, the solenoid valve opening / closing control unit 205 of the first brake control device 2A controls the switching between an open state and a closed state of the solenoid valves 21, 22 of the first brake control device 2A based on the brake command, and when the abnormality signal output unit 202 of the first brake control device 2A determines that there is an abnormality in the second brake control device 2B and outputs the abnormality signal, the solenoid valve opening / closing control unit 205 synchronously controls the switching between an open state and a closed state of the solenoid valves 21, 22 of the first brake control device 2A and the solenoid valves 21, 22 of the second brake control device 2B based on the pressure detection value acquired by the pressure detection value acquisition unit 204 of the first brake control device 2A.

[0090] In this brake control system S, if an abnormality occurs in the second brake control device 2B, the first brake controller 20A controls the opening and closing of the solenoid valves 21 and 22 of the second brake control device 2B based on the detection value of the pressure sensor 26 of the first brake control device 2A. In other words, the opening and closing of the solenoid valves 21 and 22 of the brake control device 2 in which an abnormality has occurred can be controlled by a brake control device 2 in which an abnormality has occurred, and there is no need to use the detection value of the pressure sensor 26 of the brake control device 2 in which an abnormality has occurred. Therefore, there is no need to provide wiring between the first brake control device 2A and the second brake control device 2B for mutually transferring the detection signal of the pressure sensor 26. As a result, the number of wirings connecting multiple brake control devices 2 can be reduced. This makes it possible to suppress increases in costs and work such as installation and maintenance.

[0091] (2) A brake control system S according to a second aspect is the brake control system S of (1), wherein the brake control device 2 has a pipe C that connects the solenoid valves 21, 22 and the relay valve 25 and forms a flow path through which the air, the pressure of which is detected by the pressure sensor 26, flows, and the first pipe CA, which is the pipe C of the first brake control device 2A, and the second pipe CB, which is the pipe C of the second brake control device 2B, have the same volume of the flow path.

[0092] This allows the pressure changes occurring in the brake cylinder 3A, whose pressure is controlled by the first brake control device 2A, to be matched with the pressure changes occurring in the brake cylinder 3B, whose pressure is controlled by the second brake control device 2B. Therefore, when the opening and closing of the solenoid valves 21 and 22 of the first brake control device 2A and the solenoid valves 21 and 22 of the second brake control device 2B are controlled synchronously, the brake controllers 20 of the first brake control device 2A and the second brake control device 2B can control the brakes under the same conditions. In other words, simply by sending the same valve control signals to the solenoid valves 21 and 22 of the brake control device 2 that is not malfunctioning to the solenoid valves 21 and 22 of the brake control device 2 that is malfunctioning, the brake cylinder 3 of the brake control device 2 that is malfunctioning can be appropriately controlled. Therefore, the brake cylinder 3 of the brake control device 2 that is malfunctioning can be controlled in the same way as the brake cylinder of the brake control device 2 that is not malfunctioning.

[0093] (3) The brake control system S according to the third aspect is the brake control system S according to (1) or (2), in which the solenoid valves 21A, 21B of the first brake control device 2A and the solenoid valves 21B, 22B of the second brake control device 2B are of the same model.

[0094] This allows the conditions for controlling the solenoid valves 21 and 22 of the first brake control device 2A to be the same as the conditions for controlling the solenoid valves 21 and 22 of the second brake control device 2B, thereby making it possible to appropriately control the brake cylinder 3 of the brake control device 2 in which an abnormality has occurred in the same way as the brake cylinder 3 of the brake control device 2 in which an abnormality has not occurred, without performing complex control.

[0095] (4) A railway vehicle 100 according to a fourth aspect includes a brake control system S according to any one of (1) to (3) and includes a plurality of vehicles 1 each having the brake cylinder 3 and the brake control device 2.

[0096] (5) A brake control method according to a fifth aspect includes a brake cylinder 3 and a plurality of brake control devices 2 that control the pressure of the brake cylinder 3, each of the brake control devices 2 including a brake controller 20 that performs brake control based on a brake command, solenoid valves 21 and 22 that switch between an open state and a closed state in accordance with the brake control by the brake controller 20, a relay valve 25 that is a pilot-type valve and uses the pressure of air input via the solenoid valves 21 and 22 as a command pressure and sends the air at a pressure corresponding to the command pressure to the brake cylinder, and a pressure sensor 26 that detects the pressure of the air input to the relay valve 25, and the plurality of brake control devices 2 include a first brake control device 2A, a second brake control device 2B, the brake control method S1 includes a step S4 of determining whether or not there is an abnormality in the first brake control device 2A and the second brake control device 2B; a step S64 of acquiring a detected pressure value from the pressure sensor 26 of either the first brake control device 2A or the second brake control device 2B that has been determined to have no abnormality when it is determined that there is an abnormality in either the first brake control device 2A or the second brake control device 2B; and a step S88 of synchronously switching between an open state and a closed state of the solenoid valves 21A, 22A of the first brake control device 2A and the solenoid valves 21B, 22B of the second brake control device 2B based on the acquired detected pressure value.

[0097] This reduces the number of wires connecting multiple brake control devices, thereby reducing costs and wiring work. [Explanation of symbols]

[0098] 1...Vehicle 1A...First car 1B...Second vehicle 2...Brake control device 2A...First brake control device 2B...Second brake control device 3, 3A, 3B...Brake cylinder 5...Brake setting device 8...Air supply tank 20...Brake controller 20A...First brake controller 20B...Second brake controller 21...Supply solenoid valve (solenoid valve) 21A...First supply solenoid valve 21B...Second supply solenoid valve 22...Exhaust solenoid valve (solenoid valve) 22A...First exhaust solenoid valve 22B...Second exhaust solenoid valve 23...Emergency solenoid valve 24...Variable load valve 25...Relay valve 25A...First relay valve 25B...Second relay valve 26...Pressure sensor 26A...First pressure sensor 26B...Second pressure sensor 100...Railway vehicles 100a...Driver's cab 201...Brake command detection unit 202: Abnormal signal output unit 204...Pressure detection value acquisition unit 205...Solenoid valve opening / closing control section 301...Brake valve control signal line 302...Supply solenoid valve control signal line 302A...First supply solenoid valve control signal line 302B...Second supply solenoid valve control signal line 303...Exhaust solenoid valve control signal line 303A...First exhaust solenoid valve control signal line 303B...Second exhaust solenoid valve control signal line 304...Pressure detection signal line 400...Backup circuit 401: Abnormality detection signal line 402...Supply solenoid valve control signal line for when an abnormality occurs 402A...First abnormality supply solenoid valve control signal line 402B...Second abnormality supply solenoid valve control signal line 403...Exhaust solenoid valve control signal line for when an abnormality occurs 403A...First abnormality exhaust solenoid valve control signal line 403B...Exhaust solenoid valve control signal line for use when a second abnormality occurs 501...First air circuit 502...Second air circuit 503...Third air circuit 504...Fourth air circuit C…Pipeline CA…First conduit CB…Second conduit S...Brake control system S1...Brake control method S2: Step to detect brake command S4: Step to determine whether there is an abnormality S6: Step for controlling the valve during normal operation S8: Step to control the valve when an abnormality occurs

Claims

1. A brake control system for controlling brakes on a railway vehicle, A brake cylinder; a brake control device that controls the pressure of the brake cylinder; Each of the brake control devices is a brake controller that performs brake control based on a brake command; a solenoid valve that switches between an open state and a closed state in accordance with brake control by the brake controller; a relay valve that is a pilot-type valve that sets the pressure of air input via the solenoid valve as a command pressure and sends the air at a pressure corresponding to the command pressure to the brake cylinder; a pressure sensor that detects the pressure of the air input to the relay valve, The brake controller a pressure detection value acquisition unit that acquires the pressure detection value from the pressure sensor; an abnormality signal output unit that determines whether or not there is an abnormality in the other brake control device and outputs an abnormality signal when there is an abnormality; a solenoid valve opening / closing control unit that controls an opening degree of the solenoid valve based on the brake command and the pressure detection value acquired by the pressure detection value acquisition unit, and that receives the abnormality signal output from the abnormality signal output unit, The plurality of brake control devices include at least a first brake control device and a second brake control device, The electromagnetic valve opening / closing control unit of the first brake control device is Controlling switching between an open state and a closed state of the electromagnetic valve of the first brake control device based on the brake command; A brake control system that, when the abnormality signal output unit of the first brake control device determines that there is an abnormality in the second brake control device and outputs the abnormality signal, synchronously controls the switching between the open and closed states of the solenoid valve of the first brake control device and the solenoid valve of the second brake control device based on the pressure detection value of the pressure detection value acquisition unit of the first brake control device.

2. the brake control device has a pipe that connects the solenoid valve and the relay valve and forms a flow path through which the air whose pressure is detected by the pressure sensor flows, 2. The brake control system according to claim 1, wherein the first conduit of the first brake control device and the second conduit of the second brake control device have the same volume of the flow path.

3. 3. The brake control system according to claim 1, wherein the electromagnetic valve of the first brake control device and the electromagnetic valve of the second brake control device are of the same model.

4. A brake control system according to claim 1 or 2 is provided, A railway vehicle including a plurality of cars each having the brake cylinder and the brake control device.

5. The brake control device includes a plurality of brake cylinders and a plurality of brake control devices that control the pressure of the brake cylinders. Each of the brake control devices is a brake controller that performs brake control based on a brake command; a solenoid valve that switches between an open state and a closed state in accordance with brake control by the brake controller; a relay valve that is a pilot-type valve that sets the pressure of air input via the solenoid valve as a command pressure and sends the air at a pressure corresponding to the command pressure to the brake cylinder; a pressure sensor that detects the pressure of the air input to the relay valve, A brake control method for performing brake control of a railway vehicle, wherein the plurality of brake control devices include a first brake control device and a second brake control device, determining whether or not there is an abnormality in the first brake control device and the second brake control device; When it is determined that there is an abnormality in either the first brake control device or the second brake control device, acquiring the pressure detection values ​​of the pressure sensors of the first brake control device and the second brake control device that are determined to have no abnormality; A brake control method including a step of synchronously switching the solenoid valve of the first brake control device and the solenoid valve of the second brake control device between an open state and a closed state based on the acquired pressure detection value.

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