JP2003063366A - Electric variable load valve for rolling stock - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a compact electric variable load valve for rolling stock by which an air pipe line between the valve and an air spring can be eliminated, and thereby equipment of the rolling stock can be simplified. SOLUTION: The electric variable load valve for rolling stock is provided with a supply and exhaust valve means 10 which is connected to a supply air reservoir and a brake cylinder side and generates emergency brake pressure within valve chambers 16a, 16b utilizing compressed air from the supply air reservoir, a retaining means 11 which drives the supply and exhaust valve means 10 and retains the emergency brake pressure to be generated by the supply and exhaust valve means 10 when a power voltage runs out, and a control means 12 for controlling the retaining means 11, wherein the control means 12 controls the retaining means 11 based on an AS signal (pressure signal) which displays air spring pressure corresponding to the rolling stock load.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an electric variable load valve for railway vehicles used in an emergency braking system.

[0002]

2. Description of the Related Art Conventionally, in railway vehicles, pneumatic variable load valves have been used for emergency braking systems, and when the power supply voltage is exhausted, the load of the vehicle (including passengers, etc.). The emergency brake pressure corresponding to the air pressure value (air spring pressure) from the air spring corresponding to (. As a result, the variable load function is ensured so that the braking operation is appropriately performed according to the vehicle load even in the non-voltage state. However, in the conventional pneumatic variable load valve for railway vehicles as described above, it is necessary to provide an air pipe from the air spring to the variable load valve, and it is not possible to simplify the outfitting of the vehicle. Further, there is a problem that the variable load valve becomes large in size because it is necessary to introduce a compressed air from the air pipe to provide a detection mechanism for detecting the air pressure value inside the valve.

In view of the above-mentioned conventional problems, the present invention can omit the air piping between the air spring and
Therefore, it is an object of the present invention to provide a compact electric variable load valve for a railway vehicle that can simplify the outfitting of a vehicle.

[0004]

SUMMARY OF THE INVENTION An electric variable load valve for a rail vehicle according to the present invention is an electric variable load valve for a rail vehicle for outputting an emergency brake pressure supplied to a brake cylinder in accordance with the load of the vehicle. A valve, which has an inlet connected to an air pressure source and an outlet connected to the brake cylinder side, and which generates the emergency brake pressure using compressed air from the air pressure source, Holding means for driving the supply / discharge valve means and for holding the emergency brake pressure generated by the supply / discharge valve means at the time when the power supply voltage disappears, and an air spring pressure according to the load of the vehicle. And a control means for controlling the holding means based on the pressure signal are input (Claim 1).

In the electric variable load valve for railway vehicles constructed as described above, the supply / discharge valve means controls the holding means on the basis of the pressure signal inputted by the control means, so that the supply / discharge valve means responds to the load of the vehicle. Brake pressure can be generated. Therefore, unlike the above pneumatic variable load valve, the air pipe between the air spring and the air spring can be omitted, and a detection mechanism for detecting the air spring pressure by introducing compressed air from the air pipe is provided inside the valve. There is no need to install it in. Moreover,
When the power supply voltage is exhausted, the holding means holds the emergency brake pressure generated by the supply / discharge valve means.Therefore, the emergency braking operation should be performed appropriately according to the vehicle load when the power supply voltage is exhausted. You can

In the electric variable load valve for a railway vehicle (Claim 1), the holding means has an electric motor whose drive is controlled based on the pressure signal, and the electric motor has a rotor and a stator. It is preferable that either one of them is composed of a permanent magnet (claim 2). In this case, since the permanent magnet of the electric motor can be used to maintain the emergency brake pressure when the power supply voltage is exhausted, the structure of the variable load valve can be simplified and downsized.

Further, it is preferable that the electric variable load valve for a railway vehicle (claim 2) includes a speed reducer connected to the electric motor (claim 3). in this case,
The torque from the electric motor can be easily increased by the speed reducer.

In the electric variable load valve for a railway vehicle (claim 1), the emergency brake pressure generated by the supply / discharge valve means is limited to an emergency brake pressure depending on whether the vehicle is empty or full. It is preferable that an empty vehicle limiter section and a full vehicle limiter section are provided for this purpose (claim 4). In this case, the empty vehicle limiter section and the full vehicle limiter section limit the emergency brake pressure output to the brake cylinder from the supply / discharge valve means to the pressure values corresponding to the empty vehicle and the full vehicle, respectively. Even if the value of the above pressure signal becomes abnormal, the minimum emergency brake pressure can be secured when the vehicle is empty.
Moreover, it is possible to prevent the emergency braking operation from being performed at a pressure higher than the emergency braking pressure when the vehicle is full.

In the electric variable load valve for railway vehicles (claim 4), the state of the electric motor when the control means is limited to the empty vehicle limiter section or the full vehicle limiter section when power is turned on. It is preferable to store the value of a predetermined parameter that indicates as an initial value and initialize the control position of the electric motor (claim 5). in this case,
Each time the power is turned on, the initial value is stored and the control position of the electric motor is initialized, so that the driving accuracy of the electric motor of the control means can be improved.

[0010]

BEST MODE FOR CARRYING OUT THE INVENTION Preferred embodiments of an electric variable load valve for a railroad vehicle of the present invention will be described below with reference to the drawings.

FIG. 1 is a connection diagram showing a structural example of a main part of a brake system in a railway vehicle to which an electric variable load valve according to an embodiment of the present invention is applied. FIG. 2 is a block diagram showing a specific configuration example of the electric variable load valve shown in FIG. The thick lines in FIG. 1 indicate piping for the air circuit, and the other lines indicate electrical control lines. In FIG. 1, in a railway vehicle, for example, a service brake system 1 and an emergency brake system 2 as a backup brake that operates when there is no power supply voltage and is in a no-voltage state are provided for each pair of trucks of the vehicle. ing.

The service brake system 1 includes a brake control device 3, a pair of pressure sensors 4a and 4b, and a three-position solenoid valve 5 and a relay valve 6 provided for each pair of axles of the truck. From the supply air reservoir 7 as an air pressure source to the above 3
Brake cylinder B via position solenoid valve 5 and relay valve 6
The brake is operated by supplying compressed air to C.
The pressure sensors 4a and 4b provided corresponding to the pair of air springs AS provided for each carriage are the air spring pressure corresponding to the load of the front carriage and the air spring corresponding to the load of the rear carriage of one vehicle. Detecting pressure, AS signal (pressure signal)
Is output to the brake control device 3 and the electric variable load valve 8. In the brake control device 3 and the electric variable load valve 8, in order to perform the braking operation in proportion to the average value of both air spring pressures obtained from the AS signals from the pressure sensors 4a and 4b and at that load. Calculates the required compressed air pressure.

The brake control device 3 is provided with a brake command from the driver's cab of the railway vehicle, an AS signal indicating the air spring pressure (vehicle load) from the pressure sensors 4a and 4b, and a vehicle speed sensor and BC pressure sensor (not shown). A speed detection signal and a BC pressure detection signal indicating the detected vehicle speed and the air pressure in the brake cylinder BC, respectively, are input. When the brake command is input, the brake control device 3 calculates the required brake pressure corresponding to the brake command by substituting the vehicle load, the speed, and the air pressure into a predetermined arithmetic expression. Brake control device 3
Outputs a valve command based on the calculated brake pressure to the 3-position solenoid valve 5. The brake command is input to the brake control device 3 from a brake setter operated by a driver or the like. For example, a regular brake command set in 7 stages and an emergency brake command used for emergency stop, etc. Including and

The 3-position solenoid valve 5 controls the pressure of the compressed air from the supply air reservoir 7 and outputs it to the relay valve 6 in accordance with a valve command from the brake control device 3. This relay valve 6
The output pressure from the 3-position solenoid valve 5 is capacity-amplified and supplied to the brake cylinder BC to generate a required air pressure (brake pressure) in the brake cylinder BC. Further, when the power supply voltage is exhausted, the output pressure (emergency brake pressure) from the emergency brake system 2 is input to the relay valve 6, and the emergency brake pressure corresponding to the load of the vehicle is applied to the brake cylinder BC. Occurs within.

The emergency brake system 2 is provided with an electric variable load valve 8 of the present invention and an emergency electromagnetic valve 9 connected thereto, and the emergency electromagnetic valve 9 is connected to a brake cylinder via a relay valve 6. It is connected to BC. The electric variable load valve 8 is supplied with AS signals from the pressure sensors 4a and 4b and is supplied with compressed air from the supply air reservoir 7. The electric variable load valve 8 adjusts the pressure of the compressed air from the supply air reservoir 7 on the basis of the AS signal so as to adjust the emergency brake pressure according to the vehicle load.
Output to.

As shown in FIG. 2, the electric variable load valve 8 is used.
Drives the supply / discharge valve means 10 and the supply / discharge valve means 10 for generating the emergency brake pressure by using the compressed air from the supply air reservoir 7, and at the time when the power supply voltage disappears, the supply / discharge valve means 10 The holding means 11 for holding the emergency brake pressure generated by the above-mentioned means and the control means 12 for receiving the AS signal and controlling the holding means 11 based on the AS signal are provided. The supply / discharge valve means 10
Is a cylindrical container 13 having an inlet 13a connected to the supply air reservoir 7 and an outlet 13b connected to the brake cylinder BC via the emergency electromagnetic valve 9 and the relay valve 6,
Valve chambers 16a, 16b provided in upper and lower two stages in this container 13 for generating an emergency brake pressure, and air supply for regulating compressed air supplied from the inlet 13a into these valve chambers 16a, 16b. A valve 17 and an exhaust valve 18 that restricts compressed air exhausted from the inside of the valve chambers 16a and 16b to the outside via the exhaust port EX are provided.

The valve chambers 16a and 16b are formed so as to communicate with each other, and the inner peripheral surface of the container 13 and the annular partition plate 14 and the membrane plate 15 whose peripheral edges are fixed to the inner peripheral surface.
And the lower end is fixed to the central hole of the membrane plate 15,
Along with the exhaust valve 18 formed of a cylindrical valve body that is vertically movable together with the exhaust valve 18, the exhaust valve 18 is formed in the container 13, and the emergency solenoid valve 9 is provided with an emergency brake from the outlet 13b provided in the valve chamber 16a. It is configured to output pressure. In addition, the air supply valve 17 has a valve chamber 1 by a spring 19.
The valve body 17a is biased toward the 6a side (the lower side in the figure), and the valve body 17a is the partition plate 14 and the exhaust valve 1.
A valve seat V composed of the upper end of the valve 8 and the inlet 13a
The compressed air from the inside is restricted from being introduced into the valve chambers 16a and 16b.

The holding means 11 has a driving portion provided with a stepping motor 20 as an electric motor which is drive-controlled on the basis of the AS signal, and a speed reducer 21 connected to a rotary shaft 20a of the motor 20. is doing. Further, the holding means 11 is connected to the output shaft 21a of the speed reducer 21, and an operating plate 22 that moves in the vertical direction in the drawing according to the rotation of the output shaft 21a, the operating plate 22 and the film plate 15 described above.
And a compression spring 23 attached to each of the valve chambers 16a, 1c.
Adjust the pressure of the compressed air in 6b (emergency brake pressure).

Specifically, in FIG. 2, when the operating plate 22 is moved to the upper side of the drawing, the membrane plate 15 and the exhaust valve 18 are
The lower end portion of the intake valve 17 is pushed upward by the compression spring 22, and the valve body 17a of the air supply valve 17 is pushed upward by the internal pressure of the valve chambers 16a and 16b and the upper end portion of the exhaust valve 18 against the biasing force of the spring 19. . As a result, the air supply valve 17 is opened, the compressed air from the inlet 13a is introduced into the valve chambers 16a and 16b, and the emergency brake pressure in the valve chambers 16a and 16b increases. After that, the valve chamber 1 acting on the membrane plate 15
When the emergency brake pressures in 6a and 16b are balanced with the urging force from the compression spring 23, the exhaust valve 18 is lowered downward, and the valve body 17a of the air supply valve 17 is urged by the spring 19 so that The air valve 17 is closed and the valve chamber 1
The emergency brake pressure generated in 6a and 16b is maintained.

On the other hand, when the operating plate 22 is moved to the lower side in the figure, the lower ends of the membrane plate 15 and the exhaust valve 18 are compressed spring 2.
3, the upper end of the exhaust valve 18 separates from the valve body 17a of the air supply valve 17. As a result, the exhaust valve 18 is opened, the compressed air in the valve chambers 16a and 16b is discharged to the outside through the exhaust valve 18 and the exhaust port EX, and the emergency brake pressure in the valve chambers 16a and 16b decreases. To do. Then, the valve chambers 16a, 16 acting on the membrane plate 15
When the emergency brake pressure in b and the urging force from the compression spring 23 are balanced, the upper end portion of the exhaust valve 18 contacts the valve body 17a of the air supply valve 17, and the exhaust valve 18 is closed.
The emergency brake pressure generated in the valve chambers 16a and 16b is maintained.

In the stepping motor 20, the rotor integrally rotatably connected to the rotary shaft 20a is composed of a permanent magnet, and a stator having a winding is arranged around the permanent magnet. Here, when the power supply voltage supplied to the stator winding is exhausted, the magnetic field due to the stator winding is lost. Further, the output shaft 21a, which receives the biasing force of the compression spring 23, has a torque T1 that tends to rotate in a direction to release the compression spring 23.
1 tries to rotate the rotary shaft 20a while weakening the torque T2 through the speed reducer 21. However, at this time, the rotor of the permanent magnet in the stepping motor 20 attracts the stator to resist the torque T2 and maintains the stationary state. Therefore, the rotary shaft 20a and the output shaft 21a do not rotate, and the operating plate 22 is held at the current position. That is, the stepping motor 2 having such a permanent magnet
By using 0, the holding means 11 can hold the emergency brake pressure generated in the valve chambers 16a and 16b at that time even when the power supply voltage is exhausted. Further, by using the speed reducer 21, the torque from the stepping motor 20 can be easily increased.

The operating plate 22 is restricted in vertical movement by an empty vehicle limiter section 24 and a full vehicle limiter section 25. These empty vehicle limiters 2
4 and the full vehicle limiter section 25 are provided with support plates 24a and 25a provided at predetermined positions in the container 13 and limit switches (not shown) attached thereto, respectively. 24 and the full vehicle limiter section 25 output an empty vehicle limiter signal and a full vehicle limiter signal, respectively, when the operating plate 22 contacts the limit switch. As a result, the emergency brake pressure in the valve chambers 16a and 16b can be limited to the pressure values corresponding to when the vehicle is empty and when the vehicle is full.

The control means 12 has a CPU 26 which controls the stepping motor 20 and a stepping motor drive unit 2 which constitutes a drive circuit for the motor 20.
Equipped with 7. The CPU 26 includes a pressure sensor 4
AS signals are input from a and 4b (FIG. 1), and based on the AS signals, a forward rotation signal or a reverse rotation signal for rotating the stepping motor 20 in the forward or reverse direction is output to the stepping motor drive unit 27. The stepping motor drive unit 27 outputs a motor drive signal (pulse signal) to the stepping motor 20 according to the input forward rotation signal or reverse rotation signal, and the operating plate 2
Move 2 up or down.

Further, the CPU 26 outputs a stop signal for stopping the stepping motor 20 to the stepping motor drive unit 27 when the empty vehicle limiter signal or the full vehicle limiter signal is input from the empty vehicle limiter section 24 or the full vehicle limiter section 25. Furthermore, this CPU
A data storage unit (not shown) including a non-volatile memory such as a flash memory is connected to the CPU 26, and a CPU
The number 26 of output pulses to the motor 20 fed back from the stepping motor 20 via the stepping motor drive unit 27, that is, the number of motor revolutions is counted and stored in the data storage section. As a result, the CPU 26 controls the motor rotation speed using the motor rotation speed stored in the data storage unit and the value of a predetermined parameter such as the rotation angle of the rotation shaft 20a of the stepping motor 20 calculated using the motor rotation speed. can do.

The emergency solenoid valve 9 is provided between the input port 9a connected to the outlet 13b, the output port 9b connected to the brake cylinder BC (FIG. 1), and between the input port 9a and the output port 9b. The valve body 9c is provided. The valve body 9c includes a switching portion 9d and a spring 9e.
Is configured so that it can be moved up and down in the figure, and when the switching portion 9d is in the ON state, it is pressed downward in the figure against the biasing force of the spring 9e, and the emergency solenoid valve 9 is shown in the figure. It is in the closed state shown. The switching unit 9d is configured to be in the OFF state when the power supply voltage is exhausted and the brake command is input from the driver's cab, and thus the switching unit 9d is in the OFF state. At this time, the valve body 9c is moved upward by the urging force of the spring 9e, and the emergency electromagnetic valve 9 is opened so that the valve chamber 16 can be opened.
The emergency brake pressure in a and 16b is the brake cylinder B.
It is output to C. By switching the state of the emergency electromagnetic valve 9 using the switching unit 9d, the emergency braking operation is unnecessarily performed against the intention of the driver even when the power supply voltage is lost during power running or coasting of the vehicle. It can be prevented from being performed, and the operation of the vehicle can be prevented from being hindered.

Now, the control operation of the CPU 26 will be specifically described with reference to the flow charts shown in FIGS. 1 and 2. In the electric variable load valve 8 of the present embodiment, the CPU 26 refers to the data storage section and indicates the state of the stepping motor 20 when the power is turned on and the stepping motor 20 is limited to the empty vehicle limiter section 24 or the full vehicle limiter section 25. The value of the predetermined parameter is stored as an initial value, and the control position of the stepping motor 20 (that is,
It is determined whether or not initialization has been performed in which the operating plate 22 stop position inside the container 13 defined by the rotation angle of the rotation shaft 20a of the motor 20 is initialized (step S1). When it is determined that the initial setting is performed, the CPU 26 performs the operation of step S5 described later.

When it is determined that the initial setting has not been performed, the CPU 26 outputs a reverse rotation signal to the stepping motor drive unit 27, for example, and performs an initial stroke process for rotating the stepping motor 20 in the reverse direction (step S2). This initial stroke processing is repeatedly performed until the empty vehicle limiter signal is input to the CPU 26 from the empty vehicle limiter unit 24. When the empty vehicle limiter signal is input, the CPU 26 resets the counting pulse number (motor rotation number) of the motor drive signal to zero, sets the rotation angle of the rotary shaft 20a to 0 °, and sets the same. The control position of 20 is set to the empty position and initialized (step S3).

Next, the CPU 26 sets the empty vehicle position set in step S3 as the current motor position (step S4), and then A from the pressure sensors 4a and 4b.
Stepping motor 20 required to generate an emergency brake pressure according to the latest vehicle load based on the S signal
Is calculated to obtain the latest motor position (target rotation angle of the rotary shaft 20a) (step S5). Subsequently, the CPU 26 compares the empty vehicle position set in step S3 with the latest motor position obtained in step S5 (step S6). Then, if the latest motor position is less than or equal to the empty vehicle position, the CPU 26 sets the empty vehicle position as the latest motor position (step S7). Also,
If the latest motor position is larger than the empty position, the CPU 26 proceeds to the subsequent step S8.

Next, the CPU 26 compares the latest motor position obtained in step S5 with a preset full vehicle position (step S8). When the latest motor position is larger than the full position, the CPU 2
6 sets the full vehicle position to the latest motor position (step S
9). If the latest motor position is below the full vehicle position, the CPU 26 proceeds to the subsequent step S10. Subsequently, the CPU 26 obtains the difference between the latest motor position and the current motor position, calculates the amount of change in the motor position (step S10), and based on the calculated amount of change in the motor, up to the target rotation angle. The number of pulses required to rotate the rotary shaft 20a is obtained (step S1).
1). After that, the CPU 26 outputs a normal rotation signal according to the obtained pulse number to the stepping motor drive unit 27 to rotate the stepping motor 20 (step S12).

As described above, in the electric variable load valve 8 for a railway vehicle according to this embodiment, the holding means 11 is controlled based on the AS signal (pressure signal) input by the control means 12 to supply / discharge valve means. 10 generates an emergency brake pressure according to the vehicle load. Therefore, unlike the pneumatic variable load valve in the above-mentioned conventional example, the air piping between the air spring AS can be omitted, and compressed air is introduced from the air piping to detect the air spring pressure. There is no need to install a detection mechanism inside the valve. As a result, the outfitting of the vehicle can be simplified and the variable load valve 8 can be made compact. Moreover, since the holding means 11 holds the emergency brake pressure generated by the supply / discharge valve means 12 when the power supply voltage is exhausted, the emergency brake operation is appropriately performed according to the vehicle load when the power supply voltage is exhausted. Can be done. Therefore, it is possible to avoid sudden braking and ensure safety for passengers.

Further, in this embodiment, since the rotor of the stepping motor 20 is made of a permanent magnet, the emergency brake pressure can be maintained even when the power supply voltage is lost, and the variable load valve 8 is constructed. Can be simplified and downsized. Further, in this embodiment,
By using the speed reducer 21, it is possible to easily increase the torque from the stepping motor 20 (the driving torque and the holding torque of the permanent magnet when the power is not supplied), so that the motor 20 can be downsized. Therefore, it is possible to obtain the force required to hold the emergency brake pressure by the holding means 11 without increasing the size of the variable load valve 8.

Further, in this embodiment, the empty vehicle limiter unit 2
4 and the full vehicle limiter 25 can limit the emergency brake pressure generated by the supply / discharge valve means 10 to pressure values (emergency brake pressure) corresponding to when the vehicle is empty and when the vehicle is full, so that the air spring AS is damaged. Even if the value of the AS signal becomes abnormally small due to disconnection of the control line or the like, or even if the value is zero, the minimum emergency brake pressure when the vehicle is empty can be secured. Further, even when the value of the AS signal becomes abnormally large due to the influence of external noise or the like, it is possible to prevent the emergency brake operation from being performed at a pressure higher than the emergency brake pressure when the vehicle is full. As a result, the emergency braking operation can be performed more reliably and safely without being affected by the signal abnormality caused by the failure of the air spring AS or the control line.

Further, in this embodiment, the initial value is stored and the control position of the stepping motor 20 is initialized every time the power is turned on, so that the driving accuracy of the stepping motor 20 of the control means 12 can be improved. it can.

In the above description, the case in which the holding means 11 is configured by using the stepping motor 20 has been described, but the present invention is not limited to this, and when the power supply voltage is exhausted, it is at that time. Any device that can hold the emergency brake pressure generated by the supply / discharge valve means 10 may be used. For example, it is possible to use a linear actuator that can move the operating plate 22 and maintain the position of the operating plate 22 at the time when the power supply voltage disappears. Further, in the above description, the case where the stepping motor 20 is used has been described, but any electric motor that can hold the output torque even when the power supply voltage is lost may be used. For example, the synchronous motor is replaced with the stepping motor 20. Can also be used. Furthermore, in the above description, the case where the rotor is made of a permanent magnet has been described, but the stator may be made of a permanent magnet.

[0035]

The present invention constructed as described above has the following effects. According to the electric variable load valve for a railroad vehicle of claim 1, the air piping between the air spring and the air spring can be omitted, so that the outfitting of the vehicle can be simplified and the air spring pressure can be detected. Since it is not necessary to provide a detection mechanism inside the valve, the variable load valve can be made compact. Moreover, since the emergency braking operation can be appropriately performed according to the vehicle load when the power supply voltage is exhausted, the variable load function that appropriately performs the braking operation according to the vehicle load even in the non-voltage state is provided. It is possible to secure the safety for passengers.

According to the electric variable load valve for a railway vehicle of claim 2, since the permanent magnet of the electric motor can be used to hold the emergency brake pressure when the power supply voltage is lost, the variable load valve of the variable load valve can be maintained. The configuration can be simplified and downsized.

According to the electric variable load valve for a railroad vehicle of claim 3, the torque from the electric motor can be easily increased by the speed reducer, so that the variable load valve is not increased in size. The holding means can obtain the force required to hold the emergency brake pressure.

According to the electric variable load valve for a railroad vehicle of the fourth aspect, even when an abnormality occurs in the pressure signal, the minimum emergency brake pressure can be secured when the vehicle is empty and the emergency load valve when the vehicle is fully loaded. Since it is possible to prevent the emergency braking operation from being performed at a pressure higher than the brake pressure, it is possible to eliminate the influence of a signal abnormality or the like and perform the emergency braking operation more reliably and safely.

According to the electric variable load valve for a railroad vehicle of the fifth aspect, the initial value is stored and the control position of the electric motor is initialized every time the power is turned on, so that the electric motor of the control means is driven. The accuracy can be improved.

[Brief description of drawings]

FIG. 1 is a connection diagram showing a configuration example of a main part of a brake system in a railway vehicle to which an electric variable load valve according to an embodiment of the present invention is applied.

FIG. 2 is a block diagram showing a specific configuration example of the electric variable load valve shown in FIG.

FIG. 3 is a flowchart showing a control operation of the CPU shown in FIG.

[Explanation of symbols]

7 Supply Air Reservoir (Air Pressure Source) 8 Electric Variable Load Valve 10 Supply / Discharge Valve Means 11 Holding Means 12 Control Means 13a Inlet 13b Outlet 20 Stepping Motor (Holding Means) 21 Reducer (Holding Means) 24 Empty Vehicle Limiter 25 Full Vehicle Limiter Part 26 CPU (control means) 27 Stepping motor drive unit (control means)

─────────────────────────────────────────────────── ─── Continuation of front page (51) Int.Cl. ⁷ Identification code FI theme code (reference) B60T 15/18 B60T 15/18 A 15/36 15/36 A B61H 13/00 B61H 13/00 F term ( (Reference) 3D045 AA07 BB05 BB33 CC05 EE01 EE03 EE26 FF02 FF31 FF41 FF42 GG11 GG23 3D046 AA07 BB01 BB15 CC03 HH11 HH29 JJ02 JJ21 LL22 LL29 LL29 MM04 3D049 AA04 BB02 H25H15H02 HBBH BB31 H15H03H03BB03

Claims (5)

[Claims] 1. An electric variable load valve for a railway vehicle for outputting an emergency brake pressure supplied to a brake cylinder according to a load of the vehicle, the inlet being connected to an air pressure source, and the brake cylinder. And an outlet connected to the side, supply and discharge valve means for generating the emergency brake pressure using compressed air from the air pressure source, while driving the supply and discharge valve means, when the power supply voltage is no longer, At that time, a holding means for holding the emergency brake pressure generated by the supply / discharge valve means, and a pressure signal indicating an air spring pressure according to the load of the vehicle are input, and the holding is performed based on the pressure signal. An electric variable load valve for a railway vehicle, comprising: a control means for controlling the means. 2. The holding means has an electric motor that is driven and controlled based on the pressure signal, and in the electric motor, one of a rotor and a stator of the electric motor is composed of a permanent magnet. The electric variable load valve for a railway vehicle according to claim 1. 3. The electric variable load valve for a rail vehicle according to claim 2, wherein the holding means includes a speed reducer connected to the electric motor. 4. An empty vehicle limiter section and a full vehicle limiter section are provided for limiting the emergency brake pressure generated by the supply / discharge valve means to the emergency brake pressure corresponding to when the vehicle is empty and when the vehicle is full. Claim 1 characterized by
The electric variable load valve for railway vehicles described. 5. The control means stores, as an initial value, a value of a predetermined parameter indicating a state of the electric motor when the power is turned on and the electric motor is limited to the empty vehicle limiter section or the full vehicle limiter section. The electric variable load valve for railway vehicles according to claim 4, wherein the control position of the motor is initialized.