CN114834413A - Brake system, control method for brake device, control program, and control device - Google Patents
Brake system, control method for brake device, control program, and control device Download PDFInfo
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- CN114834413A CN114834413A CN202210112567.2A CN202210112567A CN114834413A CN 114834413 A CN114834413 A CN 114834413A CN 202210112567 A CN202210112567 A CN 202210112567A CN 114834413 A CN114834413 A CN 114834413A
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- brake
- braking force
- air
- spring
- braking
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- 238000000034 method Methods 0.000 title claims abstract description 20
- 239000002783 friction material Substances 0.000 claims abstract description 32
- 238000003825 pressing Methods 0.000 claims abstract description 22
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/66—Electrical control in fluid-pressure brake systems
- B60T13/68—Electrical control in fluid-pressure brake systems by electrically-controlled valves
- B60T13/683—Electrical control in fluid-pressure brake systems by electrically-controlled valves in pneumatic systems or parts thereof
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
- B61H1/00—Applications or arrangements of brakes with a braking member or members co-operating with the periphery of the wheel rim, a drum, or the like
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D65/00—Parts or details
- F16D65/14—Actuating mechanisms for brakes; Means for initiating operation at a predetermined position
Abstract
The invention provides a brake system, a control method of a brake device, a control program, and a control device. The stop time of the railway vehicle is shortened. A brake system (1) is provided with: an air brake unit (6) that generates a braking force by pressing a friction material (10) against a member to be braked (12) by the pressure of air supplied to the 1 st chamber; a spring brake unit (8) that generates a braking force by pressing a friction material (10) against a member to be braked (12) with the biasing force of a spring generated by releasing the pressure of air supplied to the 2 nd chamber; and a brake control device (4) that executes the following control at the time of braking: the braking force is generated in the order of the spring braking part (8) and the air braking part (6), or the spring braking part (8) and the air braking part (6) are simultaneously used for generating the braking force.
Description
Technical Field
The present invention relates to a brake system, a method for controlling a brake device, a program for controlling a brake device, and a control device for a brake device.
Background
Conventionally, a brake for stopping a railway vehicle at an early stage when an abnormality such as an earthquake occurs, a so-called earthquake brake, is known. In particular, the importance of seismic braking is high in the new highways of traveling at high speeds. For example, patent document 1 discloses a brake system for a new railway vehicle for earthquake braking, the brake system including: a 1 st pressure generating unit that generates a 1 st air pressure in accordance with a service brake command or an emergency brake command; a 2 nd pressure generating unit that outputs a 2 nd air pressure in accordance with the emergency braking instruction; and a double check valve to which the 1 st air pressure and the 2 nd air pressure are input and which selectively communicates a pressure of a higher one, the brake system for a new-line vehicle having a configuration in which: the length of the pipe from the 2 nd pressure generating part to the multiple check valve is shorter than the length of the pipe from the 1 st pressure generating part to the multiple check valve. The brake system has the above-described structure, and thus the idling time, which is the time from the input of the brake command to the time when the brake actually starts to act, is shortened.
Documents of the prior art
Patent document
Patent document 1: japanese patent laid-open No. 2012 and 011984
Disclosure of Invention
Problems to be solved by the invention
In order to ensure safety of passengers, it is always sought for the brake system to shorten the time from a brake command to when the vehicle actually stops (hereinafter referred to as a stop time). The stop time is the sum of the idling time and the braking time that is the time from when braking actually starts to when the vehicle stops. Further, the stop time can also be referred to as a stop distance. In the brake system of patent document 1, the idling time is shortened, but the braking time is not shortened. Further, the present inventors have conducted extensive studies and, as a result, have found that the idle time can be further shortened. Therefore, there is room for further shortening the stop time in the conventional brake system.
The present invention has been made in view of such circumstances, and an object thereof is to provide a technique for shortening the stop time of a railway vehicle.
Means for solving the problems
One aspect of the present invention is a brake system. The brake system includes: an air brake unit for generating a braking force by pressing the friction material against the member to be braked by the pressure of the air supplied to the 1 st chamber; a spring brake unit that generates a braking force by pressing the friction material against the member to be braked with an urging force of a spring generated by releasing the pressure of the air supplied to the 2 nd chamber; and a brake control device that executes the following control at the time of braking: the braking force is generated by the spring brake unit and the air brake unit in this order, or the spring brake unit and the air brake unit are simultaneously caused to generate the braking force.
Another aspect of the present invention is a control method for a brake device. The control method is a control method of a brake device having an air brake unit and a spring brake unit for generating a braking force by pressing the same friction material against a member to be braked, and includes the steps of: a step of generating a braking force by a spring brake unit; and a step of generating a braking force by the air brake portion after or simultaneously with the generation of the braking force by the spring brake portion.
Another aspect of the present invention is a control program for a brake device. The control program is a control program for a brake device including an air brake unit and a spring brake unit that generate a braking force by pressing the same friction material against a member to be braked, and causes a computer to execute: processing to generate braking force by using a spring braking part; and a process of generating a braking force with the air brake portion after or simultaneously with the generation of the braking force of the spring brake portion.
Another aspect of the present invention is a brake control device. The brake control device is a control device of a brake device having an air brake unit and a spring brake unit for generating a braking force by pressing the same friction material against a member to be braked, and performs the following control at the time of braking: the braking force is generated by the spring brake unit and the air brake unit in this order, or the spring brake unit and the air brake unit are simultaneously caused to generate the braking force.
In addition, any combination of the above-described constituent elements and an embodiment in which the constituent elements and expressions of the present invention are replaced with each other between a method, an apparatus, a program, a temporary or non-temporary storage medium, a system, or the like in which the program is recorded are also effective as an embodiment of the present invention.
ADVANTAGEOUS EFFECTS OF INVENTION
According to the present invention, the stop time of the railway vehicle can be shortened.
Drawings
Fig. 1 is a block diagram of a brake system of an embodiment.
Fig. 2 is a side view of the brake device and the caliper device.
Fig. 3 is a partial cross-sectional view of the brake apparatus.
Fig. 4 is a partial cross-sectional view of the brake apparatus in a released state.
Fig. 5 is a partial cross-sectional view of the brake apparatus in a service braking condition.
Fig. 6 is a partial cross-sectional view of the braking device at the beginning of the seismic braking state.
FIG. 7 is a partial cross-sectional view of the braking device in the late stage of the seismic braking condition.
Description of the reference numerals
1. A braking system; 2. a braking device; 4. a brake control device; 6. an air brake section; 8. a spring brake section; 10. a friction member; 12. a member to be braked; 16. a 1 st valve; 18. a 2 nd valve; 72. a 1 st chamber; 100. and (2) a chamber.
Detailed Description
Hereinafter, the present invention will be described based on preferred embodiments with reference to the drawings. The embodiments are not intended to limit the invention but to exemplify the invention, and not all the features and combinations thereof described in the embodiments are necessarily essential features of the invention. The same or equivalent constituent elements, members, and processes shown in the respective drawings are denoted by the same reference numerals, and overlapping descriptions are appropriately omitted. Note that the scale and shape of each portion shown in the drawings are set for convenience of description, and are not to be construed as limiting unless otherwise specified. In addition, when the terms "1 st", "2 nd", and the like are used in the present specification or claims, unless otherwise specified, the terms are not used to indicate any order or importance, but are used to distinguish a certain structure from other structures. In the drawings, parts of members that are not essential to the description of the embodiments are omitted.
Fig. 1 is a block diagram of a brake system of an embodiment. In fig. 1, each part constituting the brake system 1 is described as a functional module. These functional blocks can be realized by electronic components such as a CPU of a computer, mechanical parts such as valves and pipes, and the like in terms of hardware, and by computer programs and the like in terms of software, and functional blocks realized by cooperation of these functional blocks are depicted. Thus, those skilled in the art can understand that the functional module can be implemented in various forms by a combination of hardware and software.
The brake system 1 is suitable for use in, for example, railway vehicles, preferably new rail vehicles. The brake system 1 includes a brake device 2 and a brake control device 4 as main components. The brake device 2 includes an air brake unit 6 and a spring brake unit 8. The air brake portion 6 functions as a service brake in normal times. The spring brake portion 8 functions as a parking brake in a normal state. The air brake unit 6 and the spring brake unit 8 are mechanisms that generate braking force by pressing the same friction material 10 against the brake target member 12.
The friction member 10 is, for example, a brake pad, and the braked member 12 is, for example, a wheel. In the present embodiment, as an example, the force generated by the air brake unit 6 and the spring brake unit 8 and serving as a source of generating the braking force is transmitted to the friction material 10 via the caliper device 14. Thereby, the friction material 10 is pressed against the braking target member 12 to generate a braking force.
The brake system 1 includes a 1 st valve 16 and a 2 nd valve 18. The 1 st valve 16 is, for example, a solenoid valve, and controls supply and discharge of air to and from a 2 nd chamber 100 (see fig. 4) of the spring brake 8. The 2 nd valve 18 is formed of, for example, an electromagnetic valve, and controls the discharge of air from the 2 nd chamber 100 of the spring brake 8. That is, the 1 st valve 16 is an intake and exhaust solenoid valve, and the 2 nd valve 18 is an exhaust solenoid valve. The 2 nd valve 18 is disposed, for example, in the vicinity of a bogie or a bogie. The 2 nd valve 18 is disposed at a position closer to the spring stopper 8 than at least the 1 st valve 16. The brake system 1 is provided with an antiskid valve 20. The antiskid valve 20 is provided according to an axle that rotates wheels. The antiskid valve 20 reduces the air pressure supplied to the air brake unit 6 during wheel coasting, thereby suppressing the coasting.
The brake control device 4 is a microcomputer that controls generation of braking force by the air brake unit 6 and the spring brake unit 8. The brake control device 4 includes a host system 21, a control unit 23, an electric command line group 24, and an information management unit 25. The brake control device 4 stores a control program of the brake device 2 in an information management unit 25 configured by a memory or the like. The host system 21 executes control of the brake device 2 based on the control program stored in the information management unit 25. Specifically, the upper system 21 transmits various brake commands to the control unit 23 and the 2 nd valve 18 via the electric command line group 24 based on an operation of a brake lever (not shown) or the like, a stop of power transmission from the substation M, or the like. The commands transmitted from the host system 21 include a service brake command SB, an emergency brake command EB, and a seismic brake command QB.
The control unit 23 is connected to the Main cylinder Pipe 22 (MRP: Main Reservoir Pipe) via a Pipe L1. The main cylinder pipe 22 is filled with compressed air compressed by an air compressor (not shown). The controller 23 is connected to the antiskid valve 20 through a pipe L2. The antiskid valve 20 is connected to the air brake unit 6 through a pipe L3. Air is supplied from the main cylinder pipe 22 to the control unit 23 through the pipe L1, and a predetermined air pressure is supplied to the air brake unit 6 through the pipes L2 and L3.
The 1 st valve 16 is connected to the control unit 23 via a pipe L4. The 1 st valve 16 and the 2 nd valve 18 are connected by a pipe L5. The 2 nd valve 18 is connected to the spring brake 8 through a pipe L6. Therefore, the 2 nd valve 18 is disposed between the 2 nd chamber 100 (see fig. 4) of the spring brake 8 and the 1 st valve 16. The controller 23 supplies a predetermined air pressure to the spring brake 8 through the pipes L4 to L6.
Upon receiving the service brake command SB from the host system 21, the control unit 23 outputs an air pressure having a magnitude corresponding to the service brake command SB to the air brake unit 6. Thereby, the brake device 2 functions as a service brake. When receiving the emergency braking command EB from the upper system 21, the control unit 23 outputs an air pressure having a magnitude corresponding to the emergency braking command EB to the air brake unit 6. Thereby, the brake device 2 functions as an emergency brake. In the emergency braking, a braking force higher than that of the service braking is generated. Further, the control unit 23 receives a parking brake command from the upper system 21 and operates the spring brake unit 8 in a state where the vehicle is stopped by service braking or emergency braking. That is, the brake system 1 generates braking force in the order of the air brake unit 6 and the spring brake unit 8 at the time of normal braking.
In addition, the 2 nd valve 18 receives the earthquake brake command QB transmitted from the upper system 21 via the electric command line group 24. In a situation where an abnormality such as an earthquake occurs and an emergency stop is required, that is, a situation where the earthquake brake should be applied, the host system 21 transmits the earthquake brake command QB. If the transmission of electricity from, for example, the substation M is stopped, the upper system 21 transmits the earthquake brake command QB. Therefore, the stop of power transmission from the substation M corresponds to an example of "predetermined external information" in the present invention. The "normal braking time" is a braking time in a situation where power transmission from the substation M is received, for example.
In the present embodiment, although referred to as the earthquake brake command QB for convenience of explanation, the situation requiring an emergency stop is not limited to an earthquake. The earthquake brake command QB of the present embodiment is transmitted to the 2 nd valve 18 via a command circuit different from the emergency brake command EB. Further, the earthquake brake command QB and the emergency brake command EB may be transmitted from a common command circuit. This can suppress an increase in the number of command loops.
The 2 nd valve 18 receives the earthquake brake command QB and exhausts air from the spring brake 8. This enables the spring brake 8 to generate braking force as soon as possible. The host system 21 also transmits an emergency braking command EB to the control unit 23 simultaneously with the transmission of the earthquake braking command QB. Therefore, in the brake system 1, when the earthquake brake command QB is transmitted and the emergency stop is instructed, the braking force generated by the air brake unit 6 and the braking force generated by the spring brake unit 8 are combined to apply the braking force higher than the braking force of the emergency braking, that is, the emergency high pressure braking.
Next, the configurations of the brake device 2 and the caliper device 14 will be described in detail. Fig. 2 is a side view of the brake device and the caliper device. Fig. 2 illustrates a state in which the clincher device is viewed from the inside of the vehicle.
The jaw apparatus 14 has a brake lever 26. The brake lever 26 has an upper lever arm 28, a lower lever arm 30, and a reinforcement bar 32. The upper lever arm 28 has a base end portion 28a, an intermediate portion 28b, and a tip end portion 28 c. The lower lever arm 30 has a base end portion 30a, an intermediate portion 30b, and a tip end portion 30 c. The base end 28a of the upper lever arm 28 is disposed on the brake device 2 side, and the tip end 28c is disposed on the friction material 10 side. The lower lever arm 30 is positioned below the upper lever arm 28, and has a base end portion 30a disposed on the brake device 2 side and a tip end portion 30c disposed on the friction material 10 side. The distal end 28c of the upper lever arm 28 and the distal end 30c of the lower lever arm 30 are connected by a tubular body 34. The stiffener 32 is connected to the upper lever arm 28 and the lower lever arm 30 between the base end portions 28a, 30a and the intermediate portions 28b, 30 b.
The caliper device 14 also has a brake lever 26 on the vehicle outside. The brake lever 26 disposed on the outer side has the same structure as that of the brake lever 26 disposed on the inner side.
The forceps device 14 includes a lever connecting arm 36, an intermediate connecting pin 38, and a block connecting pin 40. The lever link arm 36 extends in the vehicle inward-outward direction. Both end portions of the lever connecting arm 36 are disposed between the intermediate portion 28b of the upper lever arm 28 and the intermediate portion 30b of the lower lever arm 30 of the brake lever 26 inside and outside the vehicle. The intermediate link pin 38 penetrates the lever link arm 36 and the intermediate portions 28b, 30 b. Accordingly, the lever connecting arm 36 is connected to be rotatable with respect to the brake lever 26 inside and outside the vehicle. The pad connecting pin 40 rotatably connects the friction material 10 to the distal end portion 28c of the upper lever arm 28 and the distal end portion 30c of the lower lever arm 30.
In addition, the jaw apparatus 14 has a support structure 42. The support structure 42 has bearings 44, 46, a mounting pin 48, and a support frame 50. The bearing 44 is fixed to the cross member LBM of the vehicle. A bearing 46 is fixed to the beam LBM below the bearing 44. The mounting pin 48 extends through the bearings 44, 46. The support frame 50 has an upper support arm 52, a lower support arm 54, and a connecting arm 56. The upper support arm 52 extends in the horizontal direction between the mounting pin 48 and the intermediate link pin 38. The lower support arm 54 extends horizontally below the upper support arm 52 and between the mounting pin 48 and the intermediate link pin 38. The connecting arm 56 is disposed between the brake lever 26 and the brake device 2 in the vehicle inside-outside direction, and extends in the vertical direction between the upper support arm 52 and the lower support arm 54.
The upper support arm 52 and the lower support arm 54 are connected to the brake lever 26 by the intermediate link pin 38, respectively. In addition, the upper and lower support arms 52, 54 are connected to the bearings 44, 46, respectively, with the mounting pins 48.
In addition, the forceps device 14 has a proximal end connecting pin 58. The base end connecting pin 58 is inserted through the base end portion 28a of the upper lever arm 28, the base end portion 30a of the lower lever arm 30, and the vertical rod portion 80 of the brake device 2. Thereby, the brake lever 26 is coupled to the brake device 2.
Fig. 3 is a partial cross-sectional view of the brake apparatus. The brake device 2 includes a housing 60, a 1 st piston structure 62, and an output unit 64. The casing 60 is provided with a 1 st flow path 112. Air as the working fluid flows into the casing 60 through the 1 st flow path 112. Further, the case 60 houses the 1 st piston structure 62 and the output portion 64. The 1 st piston structure 62 is displaced in the vertical direction in the housing 60. The output portion 64 is displaced in the horizontal direction in accordance with the vertical movement of the 1 st piston structure 62.
The 1 st piston structure 62 includes a 1 st piston 66, a wedge 68, and a 1 st spring 70. The 1 st piston 66 has a lower surface 66a and an upper surface 66 b. The lower surface 66a and the housing 60 together define a 1 st chamber 72 into which air flows. Air flows into the 1 st chamber 72 through the 1 st flow path 112. When air is supplied to the 1 st chamber 72, the 1 st piston structure 62 is displaced upward.
The wedge 68 is mounted to the upper surface 66 b. The wedge 68 has a slope 68 a. The inclined surface 68a is inclined in such a manner that the wedge portion 68 tapers upward. The inclined surface 68a contacts the output portion 64.
The 1 st spring 70 is, for example, a coil spring, and contacts the upper surface 66b of the 1 st piston 66 to bias the 1 st piston 66 downward. When the pressure of the air in the 1 st chamber 72 becomes low, the 1 st piston 66 is pressed by the 1 st spring 70 and displaced downward.
The output portion 64 includes an output rod 74 and a rod spring 76. The output rod 74 has a horizontal rod portion 78 and a vertical rod portion 80. The vertical rod portion 80 is disposed between the base end portion 28a of the upper lever arm 28 and the base end portion 30a of the lower lever arm 30. The base end connecting pin 58 is inserted through the base end portions 28a and 30a and the vertical rod portion 80.
The horizontal rod portion 78 extends horizontally from the vertical rod portion 80. The end of the horizontal rod portion 78 on the side opposite to the vertical rod portion 80 is in contact with the inclined surface 68 a. When the 1 st piston structure 62 is displaced upward, the horizontal rod portion 78 is pressed by the inclined surface 68 a. Thereby, the vertical rod portion 80 is displaced away from the housing 60. Due to the displacement of the vertical rod portion 80, the brake lever 26 pivots about the intermediate coupling pin 38, and the distal end portions 28c, 30c are displaced in a direction approaching the braked member 12. As a result, the friction material 10 presses the braking target member 12, and braking force is generated. The lever spring 76 is, for example, a coil spring, and urges the output lever 74 toward the slope 68 a. Thereby, the contact between the horizontal lever portion 78 and the inclined surface 68a is maintained.
Fig. 4 is a partial cross-sectional view of the brake apparatus in a released state. The housing 60 of the braking device 2 has an outer wall 82 and a partition wall 84. The outer wall 82 defines an internal space for accommodating the 1 st piston structure 62, the output portion 64, and the like. The partition wall 84 partitions the internal space of the housing 60 into an upper space 86 and a lower space 88. The 1 st piston structure 62, the output portion 64, and the 1 st chamber 72 are disposed in the upper space 86. Therefore, the air brake unit 6, which generates braking force by pressing the friction material 10 against the brake target member 12 by the pressure of the air supplied to the 1 st chamber 72, is mainly disposed in the upper space 86. More strictly speaking, the air brake unit 6 is constituted by the 1 st chamber 72, the 1 st piston structure 62, and the output unit 64.
The brake device 2 further includes a 2 nd piston structure 92. The 2 nd piston structure 92 is housed in the lower space 88. The 2 nd piston structure 92 is displaced in the vertical direction in the lower space 88. The 2 nd piston structure 92 includes a 2 nd piston 94, a 2 nd spring 96, and a push rod 98.
The 2 nd piston 94 has a lower surface 94a and an upper surface 94 b. The upper surface 94b and the housing 60 together define a 2 nd chamber 100 into which air flows. When air is supplied to the 2 nd chamber 100, the 2 nd piston structure 92 is displaced downward.
The 2 nd spring 96 is, for example, a coil spring, and contacts the lower surface 94a of the 2 nd piston 94 to urge the 2 nd piston 94 upward, that is, toward the partition wall 84. When the pressure of the air in the 2 nd chamber 100 becomes low, the 2 nd piston 94 is pressed by the 2 nd spring 96 and displaced upward.
The push rod 98 includes a lower end 98a and an upper end 98 b. The lower end 98a is connected to the 2 nd piston 94. The partition wall 84 has a through hole 84a at a position overlapping the push rod 98 when viewed in the vertical direction. The upper end portion 98b of the push rod 98 is slidably inserted through the through hole 84 a. The upper end portion 98b faces the 1 st chamber 72 between the partition wall 84 and the 1 st piston 66.
When the 2 nd piston 94 is pushed by the 2 nd spring 96 and displaced upward, the upper end portion 98b of the push rod 98 pushes the 1 st piston 66 upward. Thereby, the 1 st piston structure 62 is displaced upward. As a result, the output rod 74 is displaced in the horizontal direction, and the friction material 10 is pressed against the braking target member 12, thereby generating a braking force. Therefore, the spring brake portion 8, which generates a braking force by pressing the friction material 10 against the brake target member 12 by the biasing force of the spring (the 2 nd spring 96) generated by releasing the pressure of the air supplied to the 2 nd chamber 100, is mainly disposed in the lower space 88. More strictly speaking, the spring brake 8 is composed of the 2 nd chamber 100, the 2 nd piston structure 92, the 1 st piston 66, the wedge 68, and the output part 64.
The outer wall 82 is provided with a 1 st opening 104 and a 2 nd opening 106. The 2 nd opening 106 is disposed below the 1 st opening 104. The partition wall 84 is provided with a 3 rd opening 108 and a 4 th opening 110. The 3 rd opening 108 opens to the 1 st chamber 72. The 4 th opening 110 opens to the 2 nd chamber 100 between the 2 nd piston 94 and the partition wall 84.
The partition wall 84 is provided with a 1 st flow path 112 and a 2 nd flow path 114. The 1 st opening 104 and the 3 rd opening 108 communicate with each other through a 1 st flow path 112. The 2 nd opening 106 and the 4 th opening 110 communicate with each other via a 2 nd flow path 114.
A pipe L3 is connected to the 1 st opening 104. Accordingly, the air pressure supplied from the control unit 23 through the pipe L2, the antiskid valve 20, and the pipe L3 is supplied to the 1 st chamber 72 through the 1 st port 104, the 1 st flow path 112, and the 3 rd port 108. A pipe L6 is connected to the 2 nd opening 106. Therefore, the air pressure supplied from the control unit 23 through the pipe L4, the 1 st valve 16, the pipe L5, the 2 nd valve 18, and the pipe L6 is supplied to the 2 nd chamber 100 through the 2 nd opening 106, the 2 nd flow path 114, and the 4 th opening 110.
Next, the operational connection between the brake device 2 and the brake control device 4 will be described. Fig. 4 shows the brake device 2 in a state where no braking force is generated by either the air brake unit 6 or the spring brake unit 8, i.e., in a so-called released state. The brake device 2 is released while maintaining the traveling state of the vehicle. In the unclamped state, no air pressure is supplied from the control unit 23 to the 1 st chamber 72, and the 1 st piston 66 is biased downward by the 1 st spring 70. On the other hand, the control unit 23 supplies air pressure to the 2 nd chamber 100. That is, the spring brake release pressure is sealed in the 2 nd chamber 100, and the 2 nd piston 94 is pushed downward against the biasing force of the 2 nd spring 96. Therefore, the push rod 98 does not push up the 1 st piston 66. Thus, the output rod 74 is not pressed by the wedge 68, and the friction member 10 is separated from the braked member 12.
Fig. 5 is a partial cross-sectional view of the brake apparatus in a service braking condition. When the control unit 23 receives the service brake command SB, air pressure having a magnitude corresponding to the service brake command SB is supplied to the 1 st chamber 72 through the pipes L2 and L3. Thereby, the 1 st piston 66 is pushed upward against the urging force of the 1 st spring 70. As a result, the output rod 74 is pushed by the wedge portion 68 and displaced, and the friction material 10 is pressed against the braking target member 12, whereby service braking is effected. Similarly to the released state, air pressure is supplied to the 2 nd chamber 100, and spring brake release pressure is sealed. Therefore, the 2 nd piston 94 is kept pushed downward.
Fig. 6 is a partial cross-sectional view of the braking device at the beginning of the seismic braking state. FIG. 7 is a partial cross-sectional view of the braking device in the late stage of the seismic braking condition. When the emergency brake command EB and the earthquake brake command QB are transmitted from the host system 21, the control unit 23 receives the emergency brake command EB and starts supplying air pressure having a magnitude corresponding to the emergency brake command EB to the 1 st chamber 72. The 2 nd valve 18 is opened by receiving the earthquake brake command QB. Thereby, the exhaust from the 2 nd chamber 100 is started.
The emergency brake command EB is transmitted simultaneously with the earthquake brake command QB, but the exhaust from the 2 nd chamber 100 by the 2 nd valve 18 is performed prior to the supply of air to the 1 st chamber 72 by the control unit 23. The reason for this is that exhaust gas is inherently easier than supply gas; since the 2 nd valve 18 is disposed in the vicinity of the spring brake portion 8, the volume of the pipe for supplying the exhaust gas from the 2 nd chamber 100 is smaller than the volume of the pipe for supplying the intake gas to the 1 st chamber 72. Therefore, at the initial stage of the earthquake braking state, as shown in fig. 6, only the braking force by the spring brake section 8 is generated.
Then, the air pressure in the 1 st chamber 72 rises slightly after the generation of the braking force by the spring brake unit 8, and the braking force by the air brake unit 6 is generated. As a result, as shown in fig. 7, the braking force generated by the spring brake unit 8 and the braking force generated by the air brake unit 6 are combined to apply the emergency high-pressure brake to the member 12 to be braked. As a result, the vehicle stops. In the emergency high-pressure braking, the braking force is increased by 10-30% compared with the braking force of the emergency braking. Therefore, the braking time can be shortened. Further, in the case of transmitting the earthquake brake instruction QB, the substation M stops the power transmission. Therefore, the regenerative braking of the emergency braking is not effected.
In addition, at the initial stage of the earthquake braking, the spring brake unit 8 that generates the braking force by the exhaust gas is operated earlier than the air brake unit 6 that generates the braking force by the supply air to generate the braking force, so that the braking of the vehicle can be started earlier. Therefore, the idle running time can be shortened. After the distance between the friction material 10 and the member 12 to be braked is shortened by the spring brake 8, that is, after the play between the friction material 10 and the member 12 to be braked is reduced by the operation of the spring brake 8, the brake by the air brake 6 is applied. Therefore, the braking force from the air brake unit 6 can be generated as soon as possible. This can shorten the idling time and/or the braking time.
In the present embodiment, the braking force is generated in the order of the spring brake unit 8 and the air brake unit 6, but the spring brake unit 8 and the air brake unit 6 may generate the braking force at the same time. In this case, since the emergency high-pressure brake can be applied, the braking time can be shortened. In addition, the spring brake portion 8 and the air brake portion 6 displace the friction member 10 at the same time, and therefore, the friction member 10 can be pressed against the braked member 12 earlier. Therefore, the idling time can be shortened.
If the state in which the emergency high-pressure brake is applied continues for a long time after the vehicle is stopped, the air pressure in the 1 st chamber 72 decreases due to piping leakage or the like, and the braking force generated by the air brake unit 6 gradually decreases. However, the braking force is maintained by the spring brake portion 8 using the urging force of the 2 nd spring 96. That is, the mechanical parking brake is maintained in the applied state. Thus, even when the vehicle stops on a slope, rolling of the vehicle can be suppressed.
Therefore, according to the brake system 1 of the present embodiment, rolling of the vehicle can be suppressed without using a wheel stopper as in the related art. When the wheel stopper is used, the wheel stopper may fall off due to aftershocks or the like. Further, since it is necessary for the crew to go down the line and perform the installation work, there is a danger in any case. In addition, delay in evacuation of passengers may also be caused. In contrast, in the brake system 1 of the present embodiment, rolling of the vehicle can be suppressed without accompanying these problems.
As described above, the brake system 1 of the present embodiment includes: an air brake unit 6 that generates a braking force by pressing the friction material 10 against the member to be braked 12 by the pressure of air supplied to the 1 st chamber 72; a spring brake unit 8 that generates a braking force by pressing the friction material 10 against the brake target member 12 by a biasing force of a spring generated by releasing the pressure of the air supplied to the 2 nd chamber 100; and a brake control device 4 that executes control for generating braking force in the order of the spring brake unit 8 and the air brake unit 6 or simultaneously generating braking force in the spring brake unit 8 and the air brake unit 6 during braking.
The method for controlling the brake device 2 according to the present embodiment is a method for controlling the brake device 2 including the air brake unit 6 and the spring brake unit 8 that generate a braking force by pressing the same friction material 10 against the brake target member 12, and includes the steps of: a step of generating a braking force by the spring brake unit 8; and a step of generating a braking force by the air brake unit 6 after the generation of the braking force by the spring brake unit 8 or simultaneously with the generation of the braking force by the spring brake unit 8.
This makes it possible to apply an extremely high pressure brake in which the braking force of the air brake unit 6 and the braking force of the spring brake unit 8 are combined, thereby shortening the braking time. In addition, the spring brake 8 works together with the air brake 6, so that the idling time can be shortened. As described above, according to the brake system 1 of the present embodiment, the stop time of the railway vehicle can be further shortened. Therefore, when an abnormality such as an earthquake occurs, the railway vehicle can be stopped more reliably in an emergency. In addition, the spring brake portion 8 functions as a parking brake in a normal state. That is, the brake system 1 achieves a reduction in the stop time using the air compressor calipers with parking brakes.
When receiving predetermined external information, the brake control device 4 performs the cooperative control of the air brake unit 6 and the spring brake unit 8. That is, the brake control device 4 of the present embodiment executes the cooperative control upon receiving external information for urging an emergency stop of the vehicle. This makes it possible to realize an emergency stop of the vehicle when an abnormality occurs, and to reduce the load on the spring brake unit 8 by controlling the spring brake unit 8 to be used in advance during a normal operation.
Further, the brake system 1 includes: a 1 st valve 16 for supplying and discharging air to and from the 2 nd chamber 100; and a 2 nd valve 18 located between the 2 nd chamber 100 and the 1 st valve 16 for exhausting air from the 2 nd chamber 100. The 2 nd valve 18 discharges air from the 2 nd chamber 100 when receiving the external information. By providing the exhaust solenoid valve for promoting the exhaust from the 2 nd chamber 100 of the spring brake portion 8 in this manner, the stop time can be further shortened. The 2 nd valve 18 may discharge air from the 2 nd chamber 100 only when the above-described external information is received.
The embodiments of the present invention have been described in detail above. The above embodiments are merely specific examples for carrying out the present invention. The contents of the embodiments are not intended to limit the scope of the present invention, and many design changes such as changes, additions, deletions, and the like of the constituent elements may be made without departing from the spirit of the invention defined in the claims. In the above-described embodiment, the contents in which such a design change is possible are highlighted with the descriptions such as "in the present embodiment" and "in the present embodiment", but the design change is also allowed in the contents not described. Any combination of the above-described constituent elements is also effective as an aspect of the present invention. The hatching marked on the cross section of the drawings is not intended to limit the material of the object marked with hatching.
The embodiments may also be determined by the items described below.
[ item 1]
A control method for a brake device (2) having an air brake unit (6) and a spring brake unit (8) that generate a braking force by pressing the same friction material (10) against a member to be braked (12), comprising the steps of:
a step of generating a braking force by a spring brake unit (8); and
and a step of generating a braking force by the air brake unit (6) after the generation of the braking force by the spring brake unit (8) or simultaneously with the generation of the braking force by the spring brake unit (8).
[ item 2]
A control program for a brake device (2) having an air brake unit (6) and a spring brake unit (8) that generate a braking force by pressing the same friction material (10) against a member to be braked (12), the control program causing a computer to execute:
a process of generating a braking force by a spring brake section (8); and
and a process of generating a braking force by the air brake unit (6) after the generation of the braking force by the spring brake unit (8) or simultaneously with the generation of the braking force by the spring brake unit (8).
[ item 3]
A control device (4) of a brake device (2) having an air brake unit (6) and a spring brake unit (8) for generating a braking force by pressing the same friction material (10) against a member to be braked (12),
the following control is executed at the time of braking: the braking force is generated in the order of the spring braking part (8) and the air braking part (6), or the spring braking part (8) and the air braking part (6) are simultaneously used for generating the braking force.
[ item 4]
A brake system (1) for generating a braking force by pressing a same friction material (10) against a member (12) to be braked by an air brake unit (6) and a spring brake unit (8),
when braking is required during the running of the railway vehicle, not only the air brake unit (6) but also the spring brake unit (8) is operated.
[ item 5]
A brake mechanism for generating a braking force on the same object by using two different principles,
one acts to reduce the play on the mechanism that delays the generation of the effective braking force for the other.
Claims (6)
1. A brake system, characterized in that,
the brake system includes:
an air brake unit for generating a braking force by pressing the friction material against the member to be braked by the pressure of the air supplied to the 1 st chamber;
a spring brake unit that generates a braking force by pressing the friction material against the member to be braked with an urging force of a spring generated by releasing a pressure of air supplied to the 2 nd chamber; and
a brake control device that performs the following control at the time of braking: the braking force is generated by the spring brake unit and the air brake unit in this order, or the braking force is generated by the spring brake unit and the air brake unit at the same time.
2. The braking system of claim 1,
the brake control device generates the braking force in the order of the air brake unit and the spring brake unit during normal braking, and executes the control upon receiving predetermined external information.
3. The braking system of claim 2,
the brake system includes:
a 1 st valve for supplying and discharging air to and from the 2 nd chamber; and
a 2 nd valve located between the 2 nd chamber and the 1 st valve for exhausting air from the 2 nd chamber,
the 2 nd valve discharges air from the 2 nd chamber upon receiving the external information.
4. A control method of a brake device including an air brake unit and a spring brake unit for generating a braking force by pressing the same friction material against a member to be braked,
the control method comprises the following steps:
generating a braking force by the spring brake unit; and
generating the braking force with the air brake portion after or simultaneously with the generation of the braking force of the spring brake portion.
5. A control program for a brake device including an air brake unit and a spring brake unit for generating a braking force by pressing the same friction material against a member to be braked,
the control program causes a computer to execute:
a process of generating a braking force by the spring brake section; and
a process of generating the braking force with the air brake portion after or simultaneously with the generation of the braking force of the spring brake portion.
6. A control device for a brake device having an air brake unit and a spring brake unit for generating a braking force by pressing the same friction material against a member to be braked,
the following control is executed at the time of braking: the spring brake unit and the air brake unit are sequentially operated to generate the braking force, or the spring brake unit and the air brake unit are operated to generate the braking force.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2021-014327 | 2021-02-01 | ||
| JP2021014327A JP2022117697A (en) | 2021-02-01 | 2021-02-01 | Brake system, control method for brake device, control program for brake device and control device for brake device |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN114834413A true CN114834413A (en) | 2022-08-02 |
Family
ID=82561493
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202210112567.2A Pending CN114834413A (en) | 2021-02-01 | 2022-01-29 | Brake system, control method for brake device, control program, and control device |
Country Status (3)
| Country | Link |
|---|---|
| JP (1) | JP2022117697A (en) |
| CN (1) | CN114834413A (en) |
| TW (1) | TW202233462A (en) |
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2021
- 2021-02-01 JP JP2021014327A patent/JP2022117697A/en active Pending
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2022
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Also Published As
| Publication number | Publication date |
|---|---|
| JP2022117697A (en) | 2022-08-12 |
| TW202233462A (en) | 2022-09-01 |
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