JP7814338B2 - Brake control system, railway vehicle, and brake control method - Google Patents

Description

This disclosure relates to a brake control system, a railway vehicle, and a brake control method.

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 fluid. In this braking system, if an abnormality is detected in a brake control device, the mechanical brakes that are controlled by the brake control device in which the abnormality occurred are controlled by another brake control device that is not experiencing an abnormality.

In this 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 installed in the brake control device where the abnormality occurred, and control the opening and closing of the solenoid valve of the brake control device where the abnormality occurred.

Patent No. 6305633

However, with the configuration described in Patent Document 1, the detection value of the pressure sensor of one brake control device must be acquired by another brake control device when an abnormality occurs. 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. This results in an increase in wiring, which increases costs and the work of installation, maintenance, etc.

The present disclosure has been made to solve the above-mentioned problems, and aims to provide a brake control system, railway vehicle, and brake control method that can reduce the number of wires spanning multiple brake control devices, thereby reducing costs and wiring effort.

In order to solve the above problem, the brake control system disclosed herein is a brake control system for controlling the brakes of a railway vehicle, and includes a plurality of brake cylinders and brake control devices that control the pressure of the brake cylinders. Each of the brake control devices includes a brake controller that controls 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-operated valve that 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. The brake controller includes a pressure detection value acquisition unit that acquires the 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 an abnormality is detected. 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 abnormality signal output from the abnormality signal output unit. The multiple brake control devices include at least a first brake control device and a second brake control device. The solenoid valve opening/closing control unit of the first brake control device controls the switching between the open state and the closed state of the solenoid valve of the first brake control device based on the brake command. 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, the solenoid valve opening/closing control unit synchronously controls the switching between the open state and the 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.

The railway vehicle according to the present disclosure is equipped with the brake control system described above, and includes a plurality of vehicles each having the brake cylinder and the brake control device.

The brake control method disclosed herein includes a brake cylinder and a plurality of brake control devices that control the pressure of the brake cylinder, each of which includes a brake controller that controls 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-operated valve that 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 A brake control method for controlling the brakes of a railway vehicle including a brake control device, the method comprising: determining whether or not there is an abnormality in the first brake control device and the second brake control device; acquiring, if it is determined that there is an abnormality in either the first brake control device or the second brake control device, the pressure detection value of the pressure sensor in either the first brake control device or the second brake control device that is determined to have no abnormality; and synchronously switching between the open state and the 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 pressure detection value.

The brake control system, railway vehicle, and brake control method disclosed herein can reduce the number of wires connecting multiple brake control devices, thereby preventing increases in costs and work such as installation and maintenance.

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. FIG. 2 is a block diagram showing a functional configuration of a controller that constitutes the brake control system. 3 is a flowchart showing the procedure of a brake control method according to an embodiment of the present disclosure.

Hereinafter, embodiments for implementing the brake control system, railway vehicle, and 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 these embodiments.

(Overall structure)
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 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 setter 5 (master controller) that is operated by the driver is installed in the driver's cab 100a of the railway vehicle 100.

(Configuration 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 in 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.

Note that, in other embodiments, the railway vehicle 100 may have additional vehicles 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 brake control devices 2, brake cylinders 3, and air supply tanks 8, or may be equipped with only one set.

The brake control device 2 controls the pressure in the brake cylinder 3. The brake control device 2 controls the brakes of the vehicle 1 based on an electrical signal (the "brake command" described below). Specifically, the brake control device 2 receives an electrical signal from the brake setter 5 corresponding to the driver's steering wheel operation, and sends air (compressed air) at a pressure corresponding to the electrical signal to the brake cylinder 3.

The brake control device 2 is equipped with an air supply tank 8. The air supply tank 8 contains compressed air that has been prepared in advance. The brake control device 2 sends the compressed air contained in the air supply tank 8 toward the brake cylinder 3 while adjusting the pressure to the desired level corresponding to the driver's operation. The air supply tank 8 may be located outside the brake control device 2.

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 that 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.

The brake setter 5 is a master controller for controlling the acceleration and deceleration of the railway vehicle 100. In this embodiment, the brake setter 5 outputs brake commands 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.

The driver operates the brake setter 5 to generate the 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 via the brake valve control signal line 301. The brake setter 5 may be a multi-stage type that can specify multiple braking forces corresponding to each handle position of the brake setter 5.

(Configuration of brake control device)
The brake control device 2 includes a brake control unit (BCU) 20, 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.

The brake controller 20 is a control unit that manages the overall operation of the brake control device 2 and is realized by a processor such as a microcomputer. The brake controller 20 receives brake commands, which are electrical signals corresponding to the driver's brake operation, via the brake setter 5. The brake controller 20 performs brake control in response to the brake commands. Specifically, the brake controller 20 controls the opening and closing (switching between open and closed states) of the supply solenoid valve 21 and the exhaust solenoid valve 22 in response to the brake commands.

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 the compressed air input to the relay valve 25 (described below) to adjust the pressure of the compressed air sent to the brake cylinder 3. The supply solenoid valve 21 and the exhaust solenoid valve 22 are primarily controlled to open and close during normal operation when there are no impediments to the running of the vehicle 1.

The supply solenoid valve 21 is disposed on the 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 the 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.

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 via an exhaust solenoid valve control signal line 303. The brake controller 20 transmits a valve control signal to the exhaust solenoid valve 22 via 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.

The emergency solenoid valve 23 and the variable load valve 24 are connected in series on the 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 primarily controlled to open and close during emergency operation when some kind of disruption occurs to the running of the vehicle 1. In addition, a pressure-boosting solenoid valve may be installed in the variable load valve 24.

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

The load-varying valve 24 is connected to a position closer to the air supply tank 8 than the emergency solenoid valve 23, and opens to a degree that corresponds to the load on 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.

The relay valve 25 is located 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 via the first air circuit 501. The relay valve 25 is connected to the exhaust solenoid valve 22 via the first air circuit 501 and the 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 to the brake cylinder 3.

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 the 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 the compressed air input to the relay valve 25). The pressure sensor 26 is connected to the brake controller 20 via the pressure detection signal line 304. The pressure detection value obtained by the pressure sensor 26 is output to the brake controller 20 as an electrical signal via the pressure detection signal line 304. The brake controller 20 performs service braking control based on the pressure detection value obtained by the pressure sensor 26 when no abnormalities have occurred in the vehicle 1.

(Configuration of backup circuit for brake control device)
The brake control system S as described above is equipped with a backup circuit that allows other brake control devices 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 of the brake control device 2, such as the brake controller 20.

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

The backup circuit 400 includes an abnormality detection signal line 401, a supply solenoid valve control signal line 402 for use in the event of an abnormality, and an exhaust solenoid valve control signal line 403 for use in the event of an abnormality.

The abnormality detection signal line 401 is connected between 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 abnormalities have occurred in each other's brake control devices 2.

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 second brake controller 20B, which is not experiencing an abnormality, that an abnormality has occurred.

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 another 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.

The backup circuit 400 of this embodiment has two supply solenoid valve control signal lines 402 for use in the event of an abnormality: a supply solenoid valve control signal line 402A for use in the event of a first abnormality and a supply solenoid valve control signal line 402B for use in the event of a second abnormality.

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 the 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.

The second abnormality supply solenoid valve control signal line 402B 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 the 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 second abnormality supply solenoid valve control signal line 402B sends a valve control signal for opening and closing the valve from the second brake controller 20B to the first supply solenoid valve 21A.

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.

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

The first abnormality exhaust solenoid valve control signal line 403A 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 the 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 first abnormality exhaust solenoid valve control signal line 403A sends a valve control signal for opening and closing the valve from the first brake controller 20A to the second exhaust solenoid valve 22B.

The second abnormality 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 the 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 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.

It is preferable that the volumes of the conduits 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. Conduit C is a flow path connecting the supply solenoid valve 21, the exhaust solenoid valve 22, and the relay valve 25. The pressure sensor 26 is disposed in this conduit C and detects the pressure of the air circulating within conduit C. In this embodiment, conduit C is the 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 conduit CA is conduit C in the first brake control device 2A. The second conduit CB is conduit C in the second brake control device 2B. In other words, in this embodiment, the first conduit CA and the second conduit CB have the same shape, and the volume of the flow path through which air flows in the first conduit CA is the same as the volume of the flow path in the second conduit CB, which is conduit C.

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 be of the same model so that various specifications such as capacity are the same.

(Configuration of brake controller)
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.

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

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, during normal operation, the abnormality signal output unit 202 outputs a predetermined signal to the abnormality signal output unit 202 provided in the other brake control device 2 via the abnormality detection signal line 401. The abnormality signal output unit 202 also receives signals from the abnormality signal output unit 202 provided in the other brake control device 2 via the abnormality detection signal line 401. If 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). If the abnormality signal output unit 202 determines that there is an abnormality in the other brake control device 2, it outputs an abnormality signal to the solenoid valve opening/closing control unit 205.

The abnormality signal output unit 202 may detect an abnormality in the other brake control device 2 by determining 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. The some kind of signal may be, for example, a signal notifying 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.

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

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

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 a valve control signal to the supply solenoid valve 21 and the exhaust solenoid valve 22 based on a pressure target value corresponding to the brake command, while referencing 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 the 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 via the exhaust solenoid valve control signal line 303.

More specifically, the first brake control device 2A and the second brake control device 2B will be described as examples. Under normal circumstances, i.e., 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.

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 to control the opening and closing of the supply solenoid valve 21 and exhaust solenoid valve 22 of its own brake control device 2 and the supply solenoid valve 21 and exhaust solenoid valve 22 of the other brake control device 2, based on the brake command information from the brake command detection unit 201. At this time, the solenoid valve opening/closing control unit 205 outputs a valve control signal based on the pressure target value corresponding to the brake command, while referencing 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 the 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 the exhaust solenoid valve control signal line 303. The solenoid valve opening/closing control unit 205 also outputs a valve control signal to the supply solenoid valve 21 of the other brake control device 2 via the abnormality supply solenoid valve control signal line 402. The solenoid valve opening/closing control unit 205 also outputs a valve control signal to the exhaust solenoid valve 22 of the other brake control device 2 via the abnormality exhaust solenoid valve control signal line 403. In addition, the solenoid valve opening/closing control unit 205 outputs a valve control signal to each solenoid valve so as to synchronize and control the opening and closing of the supply solenoid valve 21 and exhaust solenoid valve 22 of its own brake control device 2 with the supply solenoid valve 21 and exhaust solenoid valve 22 of the other brake control device 2.

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 synchronous operation. 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 synchronous operation.

(Brake control method processing procedure)
The processing procedure of the brake control method S1 in the brake control system S in this embodiment will be described below 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 processing flow 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.

As shown in FIG. 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.

In step S2, which detects a brake command, the brake command detection unit 201 of the first brake controller 20A determines whether a brake command input from the brake setter 5 has been detected. If a brake command input is not detected here, the driver has not issued a brake command, so the process returns to step S2 and repeats. If a brake command input is detected in step S2, the process proceeds to step S4.

In step S4, which determines whether or not an abnormality exists, 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 controller 20A determines whether or not an abnormality has been detected in the second brake controller 20B, which is interconnected via the abnormality detection signal line 401. If it is determined that no abnormality exists, the process proceeds to step S6, where normal valve control is performed. If it is determined in step S4 that an abnormality exists, the process proceeds to step S8, where valve control is performed when an abnormality occurs. Below, the processing flow in the first brake control device 2A and the second brake control device 2B is explained using the example of a case where an abnormality exists in the second brake control device 2B.

In step S6, which performs 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 about the brake command detected in step S2 (step S62). Here, the solenoid valve opening/closing control units 205 set a pressure target value (the pressure to be applied to the brake cylinder 3A (Figure 1)) according to the acquired brake command information.

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

The solenoid valve opening/closing control unit 205 then determines whether the pressure detection 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.

If it is determined in step S66 that the detected pressure value does not match 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).

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 the exhaust solenoid valve 22 to close), applying pressure to the relay valve 25. This applies high pressure to the brake cylinder 3, whose pressure is controlled by the brake control device 2, generating a braking force corresponding to the driver's steering wheel operation.

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 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.

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 the first supply solenoid valve control signal line 302A and the 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 the second supply solenoid valve control signal line 302B and the 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.

Then, the solenoid valve opening/closing control units 205 of the first brake controller 20A and the second brake controller 20B repeat the processing of steps S64 to S68, and complete "normal valve control" when the detected pressure value matches the target pressure value (YES in step S68).

Step S8, which performs valve control when an abnormality occurs, is executed if an abnormality is detected in any of the brake controllers 20 in step S4, which determines whether an abnormality exists. In this embodiment, this step is executed if 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, just like in step S6, which performs normal valve control.

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

The solenoid valve opening/closing control unit 205 of the first brake controller 20A then 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.

If it is determined in step S86 that the detected pressure value does not match 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).

Specifically, the solenoid valve opening/closing control unit 205 of the first brake controller 20A simultaneously transmits valve control signals for opening and closing the first supply solenoid valve 21A and the first exhaust solenoid valve 22A via the first supply solenoid valve control signal line 302A and the first exhaust solenoid valve control signal line 303A, and transmits valve control signals for opening and closing the second supply solenoid valve 21B and the second exhaust solenoid valve 22B via the first abnormality supply solenoid valve control signal line 402A and the first abnormality exhaust solenoid valve control signal line 403A. This 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 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 controller 2B, approaches the target pressure value. In other words, the second pressure sensor 26B is not used, and 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 based solely on the pressure detected by the first pressure sensor 26A.

For example, if the detected pressure value has not reached the target pressure value, the solenoid valve opening/closing control unit 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. This applies high pressure 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, generating a braking force according to the driver's steering operation.

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). This reduces 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.

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

(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.

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 using an electro-pneumatic converting valve (EP valve). In addition, because the pressure sensor 26 of a brake control device 2 that is not malfunctioning can be used to control the brake 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.

In addition, in this embodiment, the abnormality signal output unit 202 continues to output a predetermined signal during normal operation. This makes it possible to detect a state in which an abnormality has occurred in the brake controller 20 itself and the brake controller 20 is unable to output a signal. This makes it possible to accurately detect abnormalities in the brake controller 20 within the brake control device 2.

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, pressure-controlled by the first brake control device 2A, and the brake cylinder 3B, pressure-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 are 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.

In addition, 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 makes it possible to match the conditions for controlling the first supply solenoid valve 21A and the first exhaust solenoid valve 22A with the conditions for controlling the second supply solenoid valve 21B and the second exhaust solenoid valve 22B. This also makes it possible to appropriately control the brake cylinder 3 of a brake control device 2 that is experiencing an abnormality in the same way as the brake cylinder 3 of a brake control device 2 that is not experiencing an abnormality, without performing complex control.

(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.

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 not have the same flow path volume, for example, if the piping layouts of the first conduit CA and the second conduit CB are different. 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 do not have to be the same model, and their capacities may differ due to maintenance, etc.

In such cases, 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.

When synchronously controlling 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, the solenoid valve opening and closing control unit 205 performs correction processing using a correction value obtained from the memory unit. As a result, when performing opening and closing control with the solenoid valve opening and closing control unit 205, the conditions for the valve opening and closing amounts (or opening and closing times) of the first supply solenoid valve 21A and the first exhaust solenoid valve 22A and the valve opening and closing amounts (or opening and closing times) of the second supply solenoid valve 21B and the second exhaust solenoid valve 22B can be changed to be different. This reduces the pressure change that occurs between 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 ultimately enables the same braking force to be generated.

In addition, under normal conditions, the pressure fluctuations when the supply solenoid valve 21 and exhaust solenoid valve 22 are opened and closed in each of the first brake control device 2A and second brake control device 2B can be monitored by the corresponding pressure sensors 26, and the ratio of the pressure fluctuations between the first supply solenoid valve 21A and first exhaust solenoid valve 22A and the second supply solenoid valve 21B and second exhaust solenoid valve 22B can be calculated and used for correction. In this case, too, the correction value based on the calculated ratio of pressure fluctuations can be stored in a memory unit provided in the first brake controller 20A or the second brake controller 20B.

Furthermore, in the above embodiment, a case was 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, 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.

Furthermore, for example, in the above embodiment, the first brake control device 2A and the second brake control device 2B were used 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 cases where there are three or more vehicles 1 equipped with brake cylinders 3 and brake control devices 2.

<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.

(1) The brake control system S according to the 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 controlling the brakes based on a brake command, solenoid valves 21, 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-operated valve and uses the pressure of the air input via the solenoid valves 21, 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 the detected 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 that controls the opening degrees of the solenoid valves 21, 22 based on the brake command and the pressure detection value acquired by the pressure detection value acquisition unit 204, and that receives the abnormality signal output from the abnormality signal output unit 202. The multiple brake control units 2 include at least a first brake control unit 2A and a second brake control unit 2B, and the solenoid valve opening/closing control unit 205 of the first brake control unit 2A controls the switching between the open state and the closed state of the solenoid valves 21, 22 of the first brake control unit 2A based on the brake command.When the abnormality signal output unit 202 of the first brake control unit 2A determines that there is an abnormality in the second brake control unit 2B and outputs the abnormality signal, the solenoid valve opening/closing control unit 205 synchronously controls the switching between the open state and the closed state of the solenoid valves 21, 22 of the first brake control unit 2A and the solenoid valves 21, 22 of the second brake control unit 2B based on the pressure detection value acquired by the pressure detection value acquisition unit 204 of the first brake control unit 2A.

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, a brake control device 2 that is not experiencing an abnormality can control the opening and closing of the solenoid valves 21 and 22 of the brake control device 2 that is experiencing an abnormality, and there is no need to use the detection value of the pressure sensor 26 of the brake control device 2 that is experiencing an abnormality. Therefore, there is no need to provide wiring between the first brake control device 2A and the second brake control device 2B to transfer the detection signal of the pressure sensor 26 between them. As a result, the amount of wiring connecting multiple brake control devices 2 can be reduced. This helps prevent increases in costs and the need for additional work such as installation and maintenance.

(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 conduit 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 conduit CA, which is the conduit C of the first brake control device 2A, and the second conduit CB, which is the conduit C of the second brake control device 2B, have the same volume of the flow path.

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 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.

(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 and 21B of the first brake control device 2A and the solenoid valves 21B and 22B of the second brake control device 2B are of the same model.

This allows the conditions for controlling 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 to be matched. This allows the brake cylinder 3 of a brake control device 2 that is experiencing an abnormality to be appropriately controlled in the same way as the brake cylinder 3 of a brake control device 2 that is not experiencing an abnormality, without requiring complex control.

(4) The railway vehicle 100 according to the fourth aspect is equipped with any one of the brake control systems S described in (1) to (3), and includes a plurality of vehicles 1 each having the brake cylinder 3 and the brake control device 2.

(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 which includes a brake controller 20 that controls the brake based on a brake command, solenoid valves 21, 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-operated valve and uses the pressure of the air input via the solenoid valves 21, 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 and a second brake control device The brake control method S1 performs brake control on a railway vehicle 100 including a first brake control device 2A and a second brake control device 2B, and includes 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; step S64 of acquiring the pressure detection value of the pressure sensor 26 of either the first brake control device 2A or the second brake control device 2B that is determined to have no abnormality if it is determined that there is an abnormality in either the first brake control device 2A or the second brake control device 2B; and step S88 of synchronously switching between the open state and the 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 pressure detection value.

This reduces the number of wires connecting multiple brake control devices, reducing costs and wiring effort.

1...Vehicle 1A...First vehicle 1B...Second vehicle 2...Brake control device 2A...First brake control device 2B...Second brake control device 3, 3A, 3B...Brake cylinder 5...Brake setter 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...load-varying valve 25...relay valve 25A...first relay valve 25B...second relay valve 26...pressure sensor 26A...first pressure sensor 26B...second pressure sensor 100...railroad vehicle 100a...driver's cab 201...brake command detection unit 202...abnormality signal output unit 204...pressure detection value acquisition unit 205...solenoid valve opening/closing control unit 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 use when abnormality occurs 402A...supply solenoid valve control signal line for use when first abnormality occurs 402B...supply solenoid valve control signal line for use when second abnormality occurs 403...exhaust solenoid valve control signal line for use when abnormality occurs 403A...exhaust solenoid valve control signal line for use when first abnormality occurs 403B...exhaust solenoid valve control signal line for use when second abnormality occurs 501...first air circuit 502...second air circuit 503...third air circuit 504...fourth air circuit C...pipe CA...first pipe CB...second pipe S...brake control system S1...brake control method S2...step S4 of detecting a brake command...step S6 of determining whether or not there is an abnormality...step S8 of performing valve control during normal operation

Claims (5)

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. 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. The brake control system described in claim 1 or 2, wherein the solenoid valve of the first brake control device and the solenoid valve of the second brake control device are of the same model. 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. 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 detected pressure 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.