JP2012183974A - Yard rail carriage parking brake device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a yard rail carriage parking brake device only requiring compressed air supplied from a locomotive, as power source necessary for a parking brake, without requiring supply of electricity.SOLUTION: This yard rail carriage parking brake device comprises: air pipe passages 3, 4 connecting air pipe couplers 1B, 2A of a slag pan carriage at one side and air pipe couplers 1A, 2B at the other side, and introducing compressed air supplied from a locomotive with the coupling of the locomotive; a parking brake 20 braking a wheel of the slag pan carriage; a brake cylinder 21 releasing the operation of the parking brake 20 by being supplied with the compressed air and operating the parking brake 20 by exhausting the compressed air; and a brake cylinder control circuit 15 connected to the air pipe passages 3, 4, including an air operation switching valve 17 switching the supply/exhaust of the compressed air with the coupling/decoupling of the locomotive, supplying the compressed air to the brake cylinder 21 with the connection of the locomotive, and exhausting the compressed air from the brake cylinder 21 with the decoupling of the locomotive.

Description

  The present invention relates to an on-site rail bogie stopping brake device that is mounted on an on-site rail carriage used for transportation in a factory premises and that pawls the wheels of the on-site rail carriage separated from the locomotive.

  In factories, such as steelworks, transport slabs produced by continuous casting equipment, slag pan trolleys that transport molten slag, as trolley trolleys that are towed by locomotives and run on tracks, for transportation within steelworks. A slab cart, a hot-rolled coil cart that transports a hot-rolled coil produced at a hot-rolled plant, a plank cart that transports a plank produced at a plank plant, and the like are used. These yard rail carriages are equipped with a stop brake device, and the slag pan trolley stop brake device will be described below as a representative of the premises rail car stop brake device.

  The slag pan cart has a hot metal ladle (slag pan) that opens upward and stores molten slag on a vehicle body supported by two sets of two-axis bogies having wheels. At both ends of the vehicle body in the traveling direction, vehicle couplers are provided, and one or more slag pan carts are coupled, and are driven on a track by being pulled by a locomotive equipped with a diesel engine or the like.

  In such a slag pan cart, the molten slag discharged from the converter is received in the hot metal ladle in the vicinity of the converter, and is then pulled by the locomotive and transferred to the steelworks premises. Then, when the slag pan cart arrives at the slag processing facility (exhaust yard), it is disconnected from the locomotive, and its wheels are pawled by the stopping brake device, and then the slag is discharged from the hot metal ladle by the crane. It is.

  As described above, the slag pan cart pulled by the locomotive is equipped with a stationary brake device in order to prevent rolling during the detention. Hereinafter, a conventional slag pan truck stopping brake device (hereinafter also simply referred to as a stopping brake device) will be described. FIG. 5 is a configuration explanatory view showing an overall configuration of a conventional slag pan truck stopping brake device.

  As shown in FIG. 5, a brake 45 is provided for pressing the brake shoe 45a against the wheel of the slag pan carriage to stop it, and when the compressed air is supplied, the operation of the brake 45 is released and compressed. A brake cylinder 46 is provided for operating the stationary brake 45 by exhausting air.

  In addition, two air pipe connector 41, 41 with two air valves attached to one vehicle connector (not shown) of the slag pan carriage and one electric connector 61, 61 are provided. At the same time, the other two air-pipe air pipe connectors 42, 42 and the other two electric connectors 62, 62 attached to the other vehicle connector (not shown) of the slag pan carriage are provided. I have.

  The air pipe connector 41, 41 with one air valve is connected to the air pipe connector 42, 42 with the other air valve, and the air pipe 43 branches. A brake cylinder control circuit 47 is provided which communicates via the air pipe 44 and has an electromagnetic switching valve 49 to control the operation of the brake cylinder 46. The brake cylinder control circuit 47 includes a control base 48, an electromagnetic switching valve 49, a quick exhaust valve 50, and stop valves 51a, 51b, 51c, which are switching valves for switching supply / exhaust of compressed air when the locomotive is connected / disconnected. (Normally, the stop valve 51a is closed and the stop valves 51b and 51c are open).

  In addition, electrical wiring cables 71 and 71 for connecting the one electrical coupler 61 and 61 to the control base 48 of the brake cylinder control circuit 47 are provided, and the other electrical coupler 62 and 62 and the control base 48 are provided. Are provided with electrical wiring cables 72, 72 for connecting the two. Furthermore, an electric wiring cable 73 for connecting the control board 48 and the electromagnetic switching valve 49 is provided.

  The air valve couplers 41 and 42 with an air valve are composed of a conductive body having a space for passing compressed air, a spring, an air valve, and the like. The electrical couplers 61 and 62 are composed of a cylinder having a piston rod urged forward by a spring in the cylinder, and a contact attached to the tip of the piston rod. The electrical wiring cables 71, 71 are connected to the contacts of one electrical coupler 61, 61, and the electrical wiring cables 72, 72 are connected to the contacts of the other electrical coupler 62, 62. Yes.

  Next, the operation of the stationary brake device configured as described above will be described.

  When a vehicle connector of a locomotive is connected to, for example, one vehicle connector of this slag pan carriage, at the same time, one of the air pipe connectors 41, 41 with an air valve of the slag pan carriage and the vehicle connector of the locomotive is connected. The two attached air pipe connectors with air valves are connected, and one electric connector 61, 61 of the slag pan carriage and two electric connectors attached to the vehicle connector of the locomotive are connected. Connected.

  That is, as the vehicle couplers are connected to each other, the heads of the conductors of the air pipe couplers 41 and 41 with the air valves and the heads of the conductors of the air pipe couplers with the air valves of the locomotives. When abutting, each air pipe connector 41, 41 with air valve of the slag pan carriage is opened by moving the air valve in the same direction by pushing the conducting body against the spring in the right direction in FIG. Opened state. Similarly, the air pipe couplers with air valves of the locomotive are opened. Thereby, the compressed air from the locomotive is introduced into the air pipe 43 through the air pipe couplers 41 and 41 with air valves. In this example, since no other slag pan carriage is connected to the other vehicle coupler of this slag pan carriage, the other air pipe connector with air valve 42, 42 is in a non-open state. The compressed air supplied from the locomotive is prevented from being discharged from the air pipe connectors 42 and 42 with the other air valve through the air pipe 43.

  Further, as the vehicle couplers are connected to each other, the contacts of the electric couplers 61 and 61 and the contacts of the electric couplers of the locomotive (the locomotive that supplies control electric power (DC24V) to the contacts). Side electrical wiring cable is connected). Thereby, electricity from the locomotive is supplied to the control board 48 by the electric wiring cables 71, 71.

  Along with the connection of the locomotive, the compressed air supplied from the locomotive is guided to the brake cylinder control circuit 47 through one of the air pipe connectors 41, 41 with air valve, the air pipe 43, and the branch air pipe 44. . At the same time, electricity supplied from the locomotive is given to the electromagnetic switching valve 49 of the brake cylinder control circuit 47 via one of the electric couplers 61 and 61, the electric wiring cables 71 and 71, the control board 48, and the electric wiring cable 73. . As a result, the electromagnetic switching valve 49 is operated from the illustrated valve position, compressed air is supplied to the air chamber of the brake cylinder 46 via the electromagnetic switching valve 49 and the quick exhaust valve 50, and the rod of the brake cylinder 46 resists the spring. Then, the stopping brake 45 is released by moving forward. Thus, when the slag pan carriage is connected to the locomotive, the stop brake 45 is released while being connected.

  Next, when the locomotive is disconnected from the slag pan carriage, the supply of compressed air from the locomotive to the slag pan carriage stops. That is, with the separation of the locomotive, when the air pipe couplers 41, 41 with air valves are separated from the air pipe couplers with air valves of the locomotive, the air pipe couplers 41, 41 with air valves are When the conducting body returns to the left in FIG. 5 by the force of the spring, the air valve is closed and is not opened (similarly, the air pipe connector with the air valve of the locomotive away from the slag pan carriage is also not opened) Becomes).

  Further, along with the disconnection of the locomotive, at the same time, the supply of electricity from the locomotive to the slag pan carriage is stopped. As a result, the electromagnetic switching valve 49 returns to the illustrated valve position, the compressed air in the quick exhaust valve 50 is exhausted from the electromagnetic switching valve 49, and the compressed air in the air chamber of the brake cylinder 46 is exhausted from the exhaust port ( The air is rapidly exhausted from (A) in the figure. As a result, the stop brake 45 is actuated by the rod of the brake cylinder 46 being retracted by the force of the spring. As described above, when the locomotive is disconnected, the slag pan truck is applied with the stop brake 45 while being disconnected.

  The operation of the stationary brake device accompanying the connection / disconnection of the locomotive on the side of the other vehicle coupler to which the air pipe couplers 42, 42 and the electric couplers 62, 62 are attached is described above. Since it is the same as the operation | movement in the side of the one vehicle connector which did, it abbreviate | omits here.

  Thus, the conventional slag pan truck stationary brake device requires electricity to operate the electromagnetic switching valve 49 of the brake cylinder control circuit 47 in addition to the compressed air as a power source necessary for its operation control. In addition to the air pipeline, it was equipped with an electrical circuit using electrical wiring cables.

  Patent Document 1 (Japanese Patent Laid-Open No. 2001-341638), which will be described later, relates to a kneading vehicle used for transporting hot metal from a blast furnace to a converter in an ironworks premises, so that air piping is not damaged. Such a chaotic vehicle is disclosed.

JP 2001-341638 A

  As represented by the above-described slag pan trolley parking brake device, the conventional trolley rail parking brake device needs to be provided with an electric circuit using an electric wiring cable. For this reason, maintenance such as inspection and replacement of electrical wiring cables is necessary. In particular, in the slag pan truck stopping brake device, the electric wiring cable may be deteriorated or burnt due to the scattering of the molten slag, and maintenance such as frequent inspection and replacement of the electric wiring cable is necessary.

  Therefore, the subject of the present invention is that only compressed air supplied from the locomotive is required as a power source necessary for operation control of the stationary brake, and it is not necessary to install an electric wiring cable for supplying electricity from the locomotive. Thus, it is an object of the present invention to provide a trolley parking brake device for a yard rail that can greatly reduce a maintenance load.

  In order to solve the above problems, the present invention takes the following technical means.

  The invention of claim 1 is provided in an on-site rail bogie used for transportation in a factory premises, and is used to stop a wheel of the on-site rail carriage separated from a locomotive. One air pipe connector attached to one vehicle coupler of the yard rail carriage, the other air pipe coupler attached to the other vehicle coupler of the premises rail carriage, and the one air pipe An air pipe that communicates the coupler with the other air pipe coupler and guides the compressed air supplied from the locomotive when the locomotive is connected, and a stationary brake that pawls the wheels of the yard rail carriage And the operation of the stop brake is released when compressed air is supplied, the brake cylinder that operates the stop brake when exhausted by compressed air, and the air line connected to the locomotive.・An air operated switching valve is provided as a switching valve for switching supply / exhaust of compressed air in accordance with separation, and compressed air is supplied to the brake cylinder as the locomotive is connected, and the brake cylinder is disconnected as the locomotive is disconnected. And a brake cylinder control circuit for exhausting compressed air from the yard rail car brake device.

  The invention of claim 2 is provided in an on-site rail bogie parking brake device that is mounted on an on-site rail carriage used for transportation in a factory premises and that pawls the wheels of the on-site rail carriage separated from a locomotive. Attached to one of the vehicle couplers of the yard rail carriage and connected to the first air valve-less air pipe coupler that is always open and the other vehicle coupler of the yard rail carriage, the vehicle coupler The first air pipe connector with an air valve that is opened when the vehicle connector is in the connected state and the second air connector that is attached to the one vehicle connector and is in the open state when the vehicle connector is in the connected state. From the air pipe connector with an air valve, the second air pipe connector without air valve, which is attached to the other vehicle connector and is always open, and the first air valve connector with air valve 1st air valveless air tube A first check valve for blocking the passage of compressed air to the vessel, and communicating the first air valve-less air pipe connector and the first air valve-equipped air pipe connector. And a second check valve for preventing passage of compressed air from the air pipe connector with the second air valve to the air pipe connector without the second air valve. A second air line connecting the second air valve-less air pipe connector and the second air valve-equipped air pipe connector, and a stationary brake for pawling the wheels of the on-site rail carriage When the compressed air is supplied, the operation of the stationary brake is released, and when the compressed air is exhausted, the brake cylinder is operated, and the compressed air is supplied / discharged when the locomotive is connected / disconnected. It has an air operated switching valve as a switching valve for switching, engine A brake cylinder control circuit for supplying compressed air to the brake cylinder with the connection and exhausting the compressed air from the brake cylinder with disconnection of the locomotive; and the first air in the first air line A branch from between the valveless air pipe connector and the first check valve is connected to the brake cylinder control circuit, and the locomotive is connected with the locomotive on the one vehicle connector side. A first branch for supplying and discharging compressed air as an air pressure signal for switching supply and discharge of the air operated switching valve in accordance with connection and disconnection of the locomotive while guiding the supplied compressed air to the air operated switching valve Branching between the air line, the second air valve-less air line connector in the second air line and the second check valve and communicating with the brake cylinder control circuit; The compressed air supplied from the locomotive is connected to the air operated switching valve when the locomotive is connected to the other vehicle coupler, and the air operated switching valve is connected to the locomotive. A trolley parking brake device for a yard rail, comprising: a second branch air pipe for supplying and discharging compressed air as an air pressure signal for switching between supply and discharge.

  According to a third aspect of the present invention, in the trolley parking brake device for the on-premise rail according to the first or second aspect, the brake cylinder control circuit includes the air operated switching valve, a double check valve, and a quick exhaust valve. It is characterized by.

  The trolley parking brake device for the on-site rail according to the present invention is not an electromagnetic switching valve as a switching valve for switching the supply / exhaust of compressed air when the locomotive is connected / disconnected in the brake cylinder control circuit for controlling the operation of the stopping brake. An air operated switching valve is provided. Therefore, only the compressed air from the locomotive is required as the power source necessary for controlling the operation of the stop brake. Unlike conventional devices, it is not necessary to install an electric wiring cable for supplying electricity from the locomotive. Inspection and replacement of the wiring cable is not required, and the maintenance load can be greatly reduced.

BRIEF DESCRIPTION OF THE DRAWINGS It is a structure explanatory drawing which shows the whole structure of the slag pan truck stop brake apparatus by one Embodiment of this invention. It is sectional drawing which shows the structure of the air pipe coupler with an air valve in FIG. It is a figure for demonstrating operation | movement of the air pipe coupler with an air valve of FIG. It is sectional drawing which shows the structure of the air pipe connector without an air valve in FIG. It is composition explanatory drawing which shows the whole structure of the conventional slag bread trolley | bogie stop brake apparatus.

  Embodiments of the present invention will be described below with reference to the drawings. Here, a slag pan bogie stop brake device will be described as an example of a yard trolley stop brake device. FIG. 1 is a configuration explanatory view showing the overall configuration of a slag pan truck stopping brake device according to an embodiment of the present invention.

  As shown in FIG. 1, the stationary brake device according to the present embodiment includes a stationary brake 20 that presses a brake shoe 20 a against a wheel of a slag pan carriage to apply pawls, and compressed air is supplied to an air chamber. The brake cylinder 21 which operates the stop brake 20 by releasing the operation of the stop brake 20 and exhausting the compressed air in the air chamber is provided.

  In addition, in order to control the operation of the brake cylinder 21, the brake cylinder 21 supplies compressed air to the brake cylinder 21 when the locomotive is connected, and exhausts the compressed air from the brake cylinder 21 when the locomotive is disconnected. A control circuit 15 is provided. The brake cylinder control circuit 15 includes a double check valve 16, an air operated switching valve 17, a quick exhaust valve 18, and stop valves 19a, 19b, 19c (normally, the stop valves 19a, 19b are open and the stop valve 19c is closed). They are connected as shown in the figure. The air operated switching valve 17, which is a switching valve for switching supply / exhaust of compressed air in accordance with connection / disconnection of the locomotive, is switched by air pressure (air pressure signal) from the double check valve 16.

  In addition, when the locomotive is connected to the left side vehicle connector (not shown) side of the slag pan carriage, the stationary brake device guides compressed air supplied from the locomotive. When the locomotive is connected to the first air pipe 3 and the first branch air pipe 5 to be used and the other vehicle coupler (not shown) on the right side in the drawing of the slag pan carriage, A second air conduit 4 and a second branch air conduit 8 through which compressed air supplied from the locomotive is guided are provided.

  First, the first air pipe 3 and the first branch air pipe 5 will be described. As shown in FIG. 1, this stationary brake device is attached to one of the vehicle couplers, and the first air valveless air pipe coupler 1B that is always open, and the other vehicle coupler of the slag pan carriage. And the first air pipe connector with air valve 1A that is opened when the vehicle connector is in the connected state, and the first air pipe connector with air valve 1A A first check valve 11 for blocking the passage of compressed air to the first air valveless air pipe connector 1B, and the first air valveless air pipe connector 1B and the first air A first air pipe 3 is provided to communicate with the valved air pipe connector 1A.

  The first air pipe 3 branches from between the first air valve-less air pipe connector 1B and the first check valve 11, and includes the check valve 13 to provide the brake cylinder. A first air supply air line 6 communicating with the air operated switching valve 17 of the control circuit 15 is provided. Further, the first air pipe 3 branches from between the first air valveless air pipe connector 1B and the first check valve 11, and the brake cylinder control circuit 15 performs the double check. A first air pressure signal air line 7 communicating with the valve 16 is provided.

  The first air supply line 6 and the first air pressure signal air line 7 are connected to the first air valveless air pipe connector 1B in the first air line 3 and the first reverse. It branches from the stop valve 11 and communicates with the brake cylinder control circuit 15, and the compressed air supplied from the locomotive with the connection of the locomotive on the one vehicle coupler side is supplied to the air operated switching valve 17. On the other hand, a first branch air line 5 is provided for supplying and discharging compressed air as an air pressure signal for switching supply and discharge of the air operated switching valve 17 in accordance with connection and disconnection of the locomotive.

Next, the second air pipe 4 and the second branch air pipe 8 will be described.
As shown in FIG. 1, this stationary brake device is attached to the one vehicle coupler, and the second air valve-equipped air pipe coupler 2 </ b> A that is opened when the vehicle coupler is in a connected state; And the second air connector without air valve 2B, which is attached to the other vehicle connector and is always open, and the second air from the air tube connector with second air valve 2A. A second check valve 12 for blocking the passage of compressed air to the valveless air pipe connector 2B, the second air valveless air pipe connector 2B and the air with the second air valve; A second air line 4 is provided to communicate with the pipe connector 2A.

  The second air pipe 4 branches from between the second air valve-less air pipe connector 2B and the second check valve 12, and has a check valve 14 and includes the brake cylinder. A second air supply air line 9 communicating with the air operated switching valve 17 of the control circuit 15 is provided. Further, the second air pipe 4 branches from between the second air valve-less air pipe connector 2B and the second check valve 12, and the brake cylinder control circuit 15 performs the double check. A second air pressure signal air line 10 communicating with the valve 16 is provided.

  By the second air supply air line 9 and the second air pressure signal air line 10, the second air valve-less air pipe connector 2B in the second air line 4 and the second reverse It branches from the stop valve 12 and communicates with the brake cylinder control circuit 15, and the compressed air supplied from the locomotive with the connection of the locomotive on the other vehicle coupler side is supplied to the air operated switching valve 17. On the other hand, a second branch air line 8 is provided for supplying and discharging compressed air as an air pressure signal for switching supply and discharge of the air operated switching valve 17 in accordance with connection and disconnection of the locomotive.

  Next, the air pipe couplers 1A and 2A with the air valve will be described. FIG. 2 is a cross-sectional view showing the configuration of the air valve couplers 1A and 2A with air valves in FIG.

  In FIG. 2, 101 is a cylindrical metal conductor receiver. An annular metal valve seat 105 is fixed to the leading end (right side in the figure) of the conductor receiver 101. And the metal modified cheese 102 is couple | bonded with the conductor receiver 101. FIG.

  Reference numeral 104 denotes a hard rubber conductive body having a multi-level step and having a cylindrical shape. The conducting body 104 has a compressed air conducting space 104a having a circular cross section extending in the axial direction therein. The compressed air conducting space 104a opens at the base end large diameter portion (left side in the figure) of the conducting body 104 and extends to the vicinity of the distal end small diameter portion (right side in the figure) of the conducting body 104 along the axial direction.

  104 c is a conductive cap made of hard rubber that is attached to the base end large-diameter portion of the conductive body 104. The center hole which penetrates the center part of the conductor cap 104c and the compressed air conduction | electrical_connection space part 104a of the conductor 104 have made the centerline correspond.

  The conductive body 104 to which the conductive body cap 104c is attached is connected to the deformed cheese 102 in a state in which a spring 108 is attached to the outside of the conductive body 104 and a gap space is formed between the conductive body 104 and the inner peripheral surface of the valve seat 105. Is accommodated in the conducting body receiver 101. Reference numeral 109 denotes an O-ring attached to the conductive body 104. Further, at a position corresponding to the valve seat 105 in the conductive body 104, a conductive hole 104 b that communicates the compressed air conductive space portion 104 a and the gap space between the conductive body 104 and the valve seat 105 is provided. .

  And the air valve 106 is inserted in the small diameter part of the front-end | tip of the conductor 104 accommodated in this way, and it fixes with the two nuts 107. FIG. Thereafter, a plug (rear lid) 103 is attached to the opening end on the right side of the figure of the modified cheese 102. In addition, the air piping 110 which forms an air pipe line is couple | bonded with the opening end of the center of the odd-shaped cheese 102. FIG. The air valve 106 is made of metal and has an annular shape with a center hole for insertion into the small diameter portion of the conducting body 104. The air valve 106 is in close contact with the valve seat 105 by the force of the spring 108 that urges the conductive body 104 in the left direction in the figure, so that a gap space between the conductive body 104 and the valve seat 105 is formed. It is closed and communication between the compressed air conduction space 104a of the conductor 104 and the air pipe 110 is prevented.

  Next, the operation of the air valve couplers 1A, 2A configured as described above will be described. With the connection of the counterpart vehicle (locomotive or other slag pan carriage), the conductor cap of the conductor of the air pipe connector of the counterpart vehicle and the conductor 104 of the air pipe connector with an air valve of the slag pan carriage When the conductive body cap 104c comes into contact, as shown in FIG. 3, the conductive body 104 is pushed rightward in the drawing against the spring 108, so that the air valve 106 moves in the same direction and the air valve 106 And the valve seat 105 are released.

  As a result, as shown in FIG. 3, the compressed air conducting space 104a of the conducting body 104 and the air pipe 110 communicate with each other, and the air pipe connector with an air valve is opened, and the compressed air supplied from the locomotive is opened. Passes through the air pipe connector with the air valve. When the connection with the counterpart vehicle is released, the conductive body 104 is returned to the left in the figure by the force of the spring 108, so that the air valve 106 moves in the same direction and the air valve 106 and the valve seat 105 are moved. And the air pipe connector with the air valve is in a non-open state (FIG. 2).

  Next, the air pipe couplers 1B and 2B without the air valve will be described. 4 is a cross-sectional view showing the configuration of the air valve-less air pipe couplers 1B and 2B in FIG.

  As shown in FIG. 4, the air valve couplers 1B and 2B without the air valve do not include the air valve 106, and the compressed air conducting space 104a of the conducting body 104 and the air pipe 110 are always in communication with each other. Regardless of whether the side vehicle is connected or disconnected, it is always open.

  Hereinafter, the operation of the stationary brake device according to the present embodiment configured as described above will be described with reference to FIG.

  When the locomotive vehicle coupler is connected to, for example, one of the vehicle couplers of this slag pan carriage, at the same time, (1) the conductor cap 104c of the first air valveless air pipe coupler 1B and the locomotive The conductor cap of the air pipe connector with one air valve attached to the vehicle coupler comes into contact with (2) the conductor cap 104c of the second air pipe connector with air valve 2A and the locomotive. The conductor cap of another air pipe connector with an air valve attached to the vehicle connector comes into contact.

  According to (2), the compressed air supplied from the locomotive is guided to the second air pipe 4 through the second air valve-equipped air pipe connector 2A that has been opened. The second check valve 12 provided in the air pipe 4 is prevented from progressing.

  On the other hand, according to the above (1), the compressed air supplied from the locomotive is led to the first air duct 3 through the first air valveless air pipe connector 1B which is always open, Through the check valve 11 to the first air pipe connector with air valve 1A. When no other slag pan carriage is connected to the other vehicle coupler of this slag pan carriage, the first air valve coupler with air valve 1A is in a non-open state, and therefore the first air valve is attached. Compressed air is not released from the air pipe connector 1A. On the other hand, when other slag pan carriages are connected, the first air pipe connector with air valve 1A is opened, and the compressed air that has passed through the first air pipe 3 is connected to the air pipe 110 → conduction. The air provided in the other slag pan carriage passes through the first air pipe connector with air valve 1A in the order of the clearance space between the body 104 and the valve seat 105, the conduction hole 104b, and the compressed air conduction space portion 104a. It will be led to the 1st air line via a valveless air pipe connector.

  The compressed air led to the first air pipe 3 passes through the first air pressure signal air pipe 7 and passes from the port (a) of the double check valve 16 to the port (b) to switch the air operation. Air pressure is applied to the valve 17 (note that the double check valve 16 passes the compressed air from the first air pressure signal air conduit 7 from the port (a) to the port (b) and the second air pressure signal air. (This is a valve that allows compressed air from the pipe 10 to pass from the port (c) to the port (b)). As a result, the air operated switching valve 17 is operated from the illustrated valve position, and the compressed air that has passed through the first air supply air line 6 passes through the air operated switching valve 17 and the quick exhaust valve 18 to the brake cylinder 21. Air is supplied to the air chamber.

  As a result, the stop brake 20 is released by the rod of the brake cylinder 21 moving forward against the spring. Thus, when the slag pan carriage is connected to the locomotive, the stop brake 20 is released while being connected.

  Next, when the connection between the one vehicle connector of the slag pan carriage and the vehicle connector of the locomotive is released, the supply of the compressed air from the locomotive to the first air pipe 3 stops, Compressed air in the check valve 16 is exhausted from the first air valve-less air pipe connector 1B through the first air pressure signal air pipe 7 and the first air pipe 3.

  As a result, the air pressure (air pressure signal) to the air operated switching valve 17 by the double check valve 16 is turned off, so that the air operated switching valve 17 returns to the illustrated valve position, and the compressed air in the quick exhaust valve 18 The exhaust air from the air operated switching valve 17 is thereby closed, and the port leading to the air operated switching valve 17 in the quick exhaust valve 18 is closed, and the compressed air in the air chamber of the brake cylinder 21 is discharged from the exhaust port (not shown in FIG. )) Is exhausted rapidly.

  As a result, the stop brake 20 is actuated by the rod of the brake cylinder 21 being retracted by the force of the spring. As described above, when the locomotive is disconnected, the slag pan truck is applied with the stopping brake 20 while being disconnected.

  In addition, this stopping brake device accompanying the connection / disconnection of the locomotive on the side of the other vehicle connector provided with the first air valve connector with air valve 1A and the second air valve connector without air valve 2B. Since this operation is the same as the operation on the one vehicle coupler side described above, it is omitted here.

  As described above, the slag pan truck stopping brake device according to the present embodiment is a switching valve that performs supply / exhaust switching of compressed air when the locomotive is connected / disconnected in the brake cylinder control circuit 15 that controls the operation of the stopping brake 20. An air operated switching valve 17 is provided instead of the electromagnetic switching valve. Accordingly, only the compressed air from the locomotive is required as a power source necessary for controlling the operation of the stationary brake 20, and unlike the conventional device, it is not necessary to install an electric wiring cable for supplying electricity from the locomotive, and melting Frequent maintenance of the electric wiring cable that may be deteriorated or burnt out due to the scattering of slag becomes unnecessary, and the maintenance load can be greatly reduced.

  In addition, although this embodiment demonstrated the slag pan trolley | bogie stop brake apparatus, the trolley trolley | bogie stop brake apparatus by this invention is not limited to a slag pan trolley, Of course, a slab trolley | bogie, a hot-rolled coil trolley | bogie, a plank trolley | bogie It can also be applied to other on-site rail carriages.

DESCRIPTION OF SYMBOLS 1A ... Air pipe coupler with 1st air valve 1B ... Air pipe coupler without 1st air valve 2A ... Air pipe coupler with 2nd air valve 2B ... Air pipe coupler without 2nd air valve 3 ... 1st air pipe 4 ... 2nd air pipe 5 ... 1st branch air pipe 6 ... 1st air supply air line 7 ... 1st air pressure signal air line 8 ... 2nd Branch air line 9 ... Second air supply line 10 ... Second air pressure signal line 11 ... First check valve 12 ... Second check valve 13, 14 ... Check valve 15 Brake cylinder control circuit 16 Double check valve 17 Air-operated switching valve 18 Quick exhaust valve 19a, 19b, 19c Stop valve 20 Stop brake 20a Brake shoe 21 Brake cylinder 101 Conductor receiver 102 Variant Cheese 103 ... Plug 104 ... Conductor 104a ... Compressed air conduction empty Part 104b ... through hole 104c ... conductive body cap 105 ... valve seat 106 ... air valve 107 ... Nut 108 ... spring 109 ... O-ring 110 ... air pipe

Claims (3)

In the on-site rail bogie parking brake device, which is equipped on the on-site rail carriage used for transportation in the factory premises and pawls the wheels of the on-site rail carriage separated from the locomotive,
One air pipe connector attached to one vehicle connector of the yard rail carriage;
The other air pipe coupler attached to the other vehicle coupler of the yard rail carriage;
An air conduit that communicates the one air pipe connector and the other air pipe connector and guides the compressed air supplied from the locomotive when the locomotive is connected;
A stopping brake that pawls the wheels of the yard rail carriage;
A brake cylinder that releases the operation of the stationary brake by supplying compressed air, and that operates the stationary brake by exhausting compressed air;
It has an air operated switching valve as a switching valve that communicates with the air pipe and switches supply / exhaust of compressed air when the locomotive is connected / disconnected. And a brake cylinder control circuit for exhausting compressed air from the brake cylinder when the locomotive is disconnected. In the on-site rail bogie parking brake device, which is equipped on the on-site rail carriage used for transportation in the factory premises and pawls the wheels of the on-site rail carriage separated from the locomotive,
A first air valve-less air pipe connector attached to one of the vehicle couplers of the yard rail carriage, and being always open;
An air pipe connector with a first air valve that is attached to the other vehicle coupler of the trolley carriage and is in an open state when the vehicle coupler is in a connected state;
An air pipe connector with a second air valve, which is attached to the one vehicle connector and is opened when the vehicle connector is in a connected state;
A second air valve-less air pipe connector that is attached to the other vehicle connector and is always open;
A first check valve for preventing passage of compressed air from the air pipe connector with the first air valve toward the air pipe connector without the first air valve; A first air line connecting the none air pipe connector and the first air valved air pipe connector;
A second check valve for preventing passage of compressed air from the air pipe connector with the second air valve to the air pipe connector without the second air valve; A second air line connecting the air pipe connector and the second air valve-equipped air pipe connector;
A stopping brake that pawls the wheels of the yard rail carriage;
A brake cylinder that releases the operation of the stationary brake by supplying compressed air, and that operates the stationary brake by exhausting compressed air;
An air-operated switching valve is used as a switching valve for switching supply / exhaust of compressed air when the locomotive is connected / disconnected. Compressed air is supplied to the brake cylinder when the locomotive is connected to And a brake cylinder control circuit for exhausting compressed air from the brake cylinder,
Branching between the first air valve-less air pipe connector and the first check valve in the first air line and communicating with the brake cylinder control circuit; Air pressure for guiding the compressed air supplied from the locomotive to the air operated switching valve when the locomotive is connected on the side, and for switching the supply and discharge of the air operated switching valve when the locomotive is connected and disconnected A first branch air line for supplying and discharging compressed air as a signal;
Branching between the second air valve-less air pipe connector and the second check valve in the second air line and communicating with the brake cylinder control circuit; Air pressure for guiding the compressed air supplied from the locomotive to the air operated switching valve when the locomotive is connected on the side, and for switching the supply and discharge of the air operated switching valve when the locomotive is connected and disconnected And a second branch air conduit for supplying and discharging compressed air as a signal.   The trolley parking brake device for an on-site rail according to claim 1 or 2, wherein the brake cylinder control circuit includes the air operated switching valve, a double check valve, and a quick exhaust valve.