JP2010026046A - Defect in brake experiencing apparatus - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To actually experience a defect in brake. <P>SOLUTION: In two brake systems where a primary tank 10 and a secondary tank 12 for storing compressed air and a dual brake valve 14 are connected separately, three-way valves 20 and 22 capable of optionally switching between a first state where brake systems are connected and a second state where, while the brake systems being blocked, the brake systems located between with the dual brake valve 14 are exposed to the atmosphere are arranged respectively. When experiencing a defect in brake, one of the three-way valves 20 and 22 is switched into the second state and the brake system in downstream is exposed to atmosphere, so that a brake actuator 16 or 18 does not operate. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a technique for intentionally and temporarily causing one of a doubled brake system to experience a brake failure.

A large commercial vehicle or the like is equipped with an air brake device that performs braking using compressed air, as described in JP-A-63-13854 (Patent Document 1). In the air brake device, when a part of a brake system that supplies compressed air to a brake actuator is broken, braking cannot be performed. Therefore, a double brake system including a primary and a secondary is employed.
JP-A-63-13854

  By the way, it is preferable for engineers and the like who design and develop an air brake device to actually experience the vehicle behavior caused by a brake failure because it leads to better air brake device design and development. . Also, letting the vehicle driver experience a brake failure at a workshop held to improve vehicle driving skills makes it difficult to panic when a brake failure actually occurs, preventing accidents. From the viewpoint of However, in the current air brake device, it is not easy to intentionally and temporarily fail one of the double brake systems, and it is difficult to experience a brake failure.

  Therefore, in view of the conventional problems as described above, the present invention intentionally and temporarily fails one of the duplicated brake systems by a simple operation so that the brake failure can be actually experienced. The purpose is to provide a brake failure experience device.

  Therefore, in the first aspect of the present invention, the first state in which the tank and the dual brake valve are communicated with two brake systems that separately connect the two tanks storing the compressed air and the dual brake valve; And a three-way valve that can be arbitrarily switched between a second state in which the brake system located between the dual brake valve and the dual brake valve is opened to the atmosphere while shutting off the tank and the dual brake valve. It is characterized by.

  According to a second aspect of the present invention, a first double check valve in which two input ports are respectively connected to two brake systems located between the tank and the three-way valve, the three-way valve and the dual brake valve A second double check valve to which two input ports are respectively connected to two brake systems located between the two and two brake systems located between the connection portion of the second double check valve and the dual brake valve. Third and fourth double check valves respectively disposed in the brake system, and a passage through which compressed air passes from the input port to the output port when the control pressure supplied to the control port exceeds a predetermined value A pressure control valve having an operating characteristic for shutting off, and the output ports of the first and second double check valves are: The third and fourth double check valves are connected to the input port and the control port of the pressure control valve, respectively, and one of the input ports is a three-way valve and the other input port is a pressure control valve. The output port is connected to the dual brake valve, respectively.

  The invention according to claim 3 is characterized in that the pressure control valve comprises a relay emergency valve or an inversion valve.

  According to the first aspect of the present invention, when one of the three-way valves disposed in the two brake systems is switched to the second state when actually experiencing a brake failure, the three-way valve is disposed. While the tank of the brake system and the dual brake valve are cut off, the brake system located between the dual brakes is opened to the atmosphere. In this state, even if the brake pedal attached to the dual brake valve is depressed, the brake system located downstream of the three-way valve is open to the atmosphere, so the brake actuator connected to that brake system does not operate, You can actually experience the brake failure. By actually experiencing the brake failure, it is possible to contribute to the design and development of a better air brake device, and it is possible to prevent accidents without causing a panic even if a brake failure occurs.

  According to the invention described in claim 2, when actually experiencing a brake failure, the three-way valves respectively disposed in the two brake systems are switched to the second state due to human error or the like. Even then, compressed air is supplied from one of the two tanks to the dual brake valve via the first double check valve, the pressure control valve, the third double check valve, and the fourth double check valve. The For this reason, even if the two three-way valves that intentionally create a brake failure state are accidentally switched to the second state, it is possible to prevent the air brake device from becoming inoperable, and safety when experiencing a brake failure Can be secured.

  According to the invention described in claim 3, by using a relay emergency valve or an inversion valve as the pressure control valve, it is possible to achieve cost reduction while ensuring reliability.

Hereinafter, the present invention will be described in detail with reference to the accompanying drawings.
FIG. 1 shows one embodiment of an air brake device incorporating the present invention.
A primary tank 10 and a secondary tank 12 for storing compressed air as a working fluid are configured through a dual brake valve 14 controlled by a brake pedal 14A so as to constitute a double brake system composed of a primary system and a secondary system. Connected to different brake actuators 16 and 18, respectively. The dual brake valve 14 controls the duplicated brake system simultaneously and separately, and supplies compressed air to the brake actuators 16 and 18 with a pressure corresponding to the depression amount of the brake pedal 14A.

  Two brake systems (primary system and secondary system) for separately connecting the primary tank 10 and the secondary tank 12 and the dual brake valve 14 include manual, electric or compressed air driven three-way valves 20 and 22. Are arranged respectively. The three-way valves 20 and 22 are respectively in a “first state” that allows the primary tank 10 and the secondary tank 12 to communicate with the dual brake valve 14, and the primary tank 10 and the secondary tank 12 and the dual brake valve 14. The “second state” in which the brake system positioned between the dual brake valve 14 and the dual brake valve 14 is opened to the atmosphere can be arbitrarily switched.

  When actually experiencing a brake failure, for example, by switching the three-way valve 22 arranged in the secondary system to the “second state”, as shown in FIG. The brake system located between the three-way valve 22 and the dual brake valve 14 is opened to the atmosphere while shutting off the brake valve 14. Here, in FIG. 2, the air release locations are indicated by thin lines so that the brake system released to the atmosphere can be clearly identified (the same applies hereinafter). Even if the brake pedal 14A is depressed in this state, the brake system located downstream of the three-way valve 22 is open to the atmosphere. You can actually experience it. In order to cancel the experience of the brake failure, the three-way valve 22 may be switched to the “first state”.

For this reason, by actually experiencing the brake failure, it can contribute to the design and development of a better air brake device, and even if a brake failure occurs, it does not panic and can help prevent accidents.
By the way, if the two three-way valves 20 and 22 that intentionally create a brake failure state are switched to the “second state” due to a human error or the like, the primary system and secondary that are located downstream of the two-way valves 20 and 22 are switched. The system is released to the atmosphere, and braking is not performed even if the brake pedal 14A is depressed. For this reason, in order to ensure the safety at the time of brake failure experience, it is desirable to incorporate a safety mechanism as shown in FIG. 3 into the air brake device shown in FIG.

The safety mechanism includes a double check valve that selectively outputs high pressure compressed air supplied to the two input ports from the output port, and a control pressure supplied to the control port as shown in FIG. When the value is equal to or greater than the value, a pressure control valve having an operating characteristic for blocking a passage through which compressed air passes from the input port to the output port is configured.
That is, between the primary system positioned between the primary tank 10 and the three-way valve 20 and between the secondary system positioned between the secondary tank 12 and the three-way valve 22, two inputs are input to these systems. A first double check valve 24 to which the ports 24A and 24B are connected is provided. Between the primary system located between the three-way valve 20 and the dual brake valve 14 and between the secondary system located between the three-way valve 22 and the dual brake valve 14, two input ports are connected to these systems. A second double check valve 26 to which 26A and 26B are connected is provided. In addition, in the primary system and the secondary system located between the connection portion of the second double check valve 26 and the dual brake valve 14, a third double check valve 28 and a fourth double check valve 30 are provided. Is done.

  The output port 24C of the first double check valve 24 is connected to the input port 32A of the pressure control valve 32, and the output port 26C of the second double check valve 26 is connected to the control port 32B of the pressure control valve 32. Is done. The third double check valve 28 and the fourth double check valve 30 have one input port 28A and 30A for the three-way valve 20 and 22, and the other input port 28B and 30B for the pressure control valve 32. The output ports 28C and 30C are connected to the dual brake valve 14 to the output port 32C, respectively.

  And when actually experiencing the brake failure, when the three-way valves 20 and 22 respectively disposed in the primary system and the secondary system are erroneously switched to the “second state”, as shown in FIG. The primary system located between the three-way valve 20 and the third double check valve 28 and the secondary system located between the three-way valve 22 and the fourth double check valve 30 are opened to the atmosphere. At this time, since the compressed air of the primary tank 10 and the secondary tank 12 is supplied to the input ports 24A and 24B of the first double check valve 24, respectively, the output port 24C to the input port 32A of the pressure control valve 32 is supplied. Is supplied with high-pressure compressed air. Further, since atmospheric pressure is supplied to the input ports 26A and 26B of the second double check valve 26, atmospheric pressure is supplied from the output port 26C to the control port 32B of the pressure control valve 32. For this reason, the pressure control valve 32 supplies compressed air from the output port 32 to the other input ports 28 </ b> B and 30 </ b> B of the third double check valve 28 and the fourth double check valve 30. Since the atmospheric pressure is supplied to one of the input ports 28A and 30A of the third double check valve 28 and the fourth double check valve 30, the pressure is supplied to the dual brake valve 14 from these output ports 28C and 30C. The compressed air supplied from the output port 32C of the control valve 32 is supplied.

  When the brake pedal 14A is depressed in this state, the primary tank 10 or the secondary tank 20 is passed through the first double check valve 24, the pressure control valve 32, the third double check valve 28, and the fourth double check valve 30. Then, compressed air is supplied to the brake actuators 16 and 18 to perform braking. For this reason, even if the two three-way valves 20 and 22 that intentionally create a brake failure state are switched to the “second state” due to human error or the like, the air brake device does not operate. Can be avoided, and safety can be ensured when experiencing a brake failure.

  As the pressure control valve 32, a relay emergency valve described in JP-A-4-92758 or an inversion valve described in Japanese Utility Model Laid-Open No. 59-35155 can be used. . In this way, cost reduction can be achieved while ensuring reliability. Further, the primary tank 10 and the secondary tank 12 are not limited to those constituted by one tank, but may be constituted by a plurality of tank groups.

Configuration diagram of an air brake device incorporating the present invention Explanatory drawing of the state where the secondary system has failed Configuration diagram of an air brake device incorporating a safety mechanism Operating characteristics explanatory diagram of pressure control valve Explanatory drawing of operating state of safety mechanism

Explanation of symbols

10 Primary tank 12 Secondary tank 14 Dual brake valve 20 Three-way valve 22 Three-way valve 24 First double check valve 24A Input port 24B Input port 24C Output port 26 Second double check valve 26A Input port 26B Input port 26C Output Port 28 Third double check valve 28A Input port 28B Input port 28C Output port 30 Fourth double check valve 30A Input port 30B Input port 30C Output port 32 Pressure control valve 32A Input port 32B Control port 32C Output port

Claims (3)

  A first state in which the tank and the dual brake valve are communicated with two brake systems that separately connect the two tanks for storing the compressed air and the dual brake valve, and the tank and the dual brake valve are disconnected. On the other hand, a brake defect experience device characterized in that a three-way valve capable of arbitrarily switching between a second state in which a brake system located between the dual brake valves is opened to the atmosphere is provided. A first double check valve in which two input ports are respectively connected to two brake systems located between the tank and the three-way valve;
A second double check valve having two input ports respectively connected to two brake systems located between the three-way valve and the dual brake valve;
A third and a fourth double check valve respectively disposed in two brake systems located between the connection portion of the second double check valve and the dual brake valve;
A pressure control valve having an operating characteristic for blocking a passage for allowing compressed air to pass from the input port to the output port when the control pressure supplied to the control port becomes a predetermined value or more;
And further comprising
The output ports of the first and second double check valves are respectively connected to the input port and control port of the pressure control valve, and one input port of the third and fourth double check valves is 2. The brake failure experience device according to claim 1, wherein the other input port is connected to the output port of the pressure control valve, and the output port is connected to the dual brake valve.   3. The brake failure experience device according to claim 2, wherein the pressure control valve comprises a relay emergency valve or an inversion valve.

Images