JP4303991B2 - Anti-skid brake system anti-skid valve - Google Patents
Anti-skid brake system anti-skid valve Download PDFInfo
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- JP4303991B2 JP4303991B2 JP2003094827A JP2003094827A JP4303991B2 JP 4303991 B2 JP4303991 B2 JP 4303991B2 JP 2003094827 A JP2003094827 A JP 2003094827A JP 2003094827 A JP2003094827 A JP 2003094827A JP 4303991 B2 JP4303991 B2 JP 4303991B2
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2200/00—Type of vehicles
- B60L2200/26—Rail vehicles
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Description
【０００１】
【発明の属する技術分野】
本発明は、主として車両用のアンチロックブレーキシステム(以下、単にＡＢＳという)の制御に使用される滑走防止弁の省電力化に関し、更に詳しくは、電源容量の乏しい車両にあって、蓄電容量や電力変換器容量がコストに比例するＡＢＳ装置の低コスト化や、車輪の滑走に起因する車輪異常摩耗の防止に有用なＡＢＳの滑走防止弁に関する。
【０００２】
【従来の技術】
従来、鉄道車両で使用される滑走防止弁では、基本構成を▲１▼ノーマルオープン型の二方向弁を供給停止弁とし、▲２▼ノーマルクローズ型の二方向弁をゆるめ弁として直列式に配している（例えば、特許文献１参照）。
【特許文献１】
特許第３２０９２８８号公報
【０００３】
【発明が解決しようとする課題】
しかしながら、斯かる従来の直列式な配置では、アクチュエータの圧力を低減させる場合に供給停止弁コイル及びユルメ弁コイルの両方を励磁し、アクチュエータの圧力を保持する場合に供給停止弁コイルのみを励磁する必要があるため、従来の滑走防止弁にあっては、アクチュエータの圧力を保持する場合は供給停止弁コイルを励磁し、アクチュエータの圧力を低減させる場合はゆるめ弁コイル及び供給停止弁コイルの両方を励磁するなど、電力を多用に消費してしまうといった課題がある。
【０００４】
また、この同時励磁がシステム不全で行えない場合、図８(ｂ)に示すように、オールポートオープンという給気と排気が同時に発生することが危惧されている。
【０００５】
更に、電車では、架線から電源を取り入れ可能な車両の場合、電源的なゆとりはあるものの、非電気区間を走る気動車や、近年、急増している電動機駆動のハイブリッド自動車の場合では、消費電力の増大が車両内の電力変換器や蓄電池のコスト増を招く課題があるため、電力消費量の少ない制御システムが切望されている。
【０００６】
本発明はこのような従来の問題点及び要望に鑑みてなされたもので、車両用のＡＢＳにあって、オールポートオープンといった位相が回避される共に、安全で電力消費量の少ない省エネ的駆動ができ、また、既存車両の制御システムにおいても、同等な作動を得ることができるＡＢＳの滑走防止弁の提供を目的としたものである。
【０００７】
【課題を解決するための手段】
上述の如き従来の問題点を解決し、所期の目的を達成するため本発明の要旨とする構成は、車両滑走時にブレーキシリンダの空気圧力を制御する主配管路上の滑走防止弁を構成する供給停止弁とユルメ弁であって、ブレーキ時にブレーキシリンダの圧力を低減させる場合はユルメ弁のコイルのみを励磁し、ブレーキ制御中のブレーキシリンダの圧力を保持する場合には供給停止弁のコイルのみを励磁し、供給停止弁とユルメ弁の出力側に位置するブレーキシリンダの圧力を、供給停止弁とユルメ弁の入力側のブレーキ制御圧まで復帰する場合には、供給停止弁とユルメ弁の双方のコイルを無励磁にするアンチロックブレーキシステムにおいて、前記供給停止弁とユルメ弁の双方の主弁部は、無励磁に上位側の指令圧と下位側のブレーキシリンダ圧とを連通するノーマルオープン式のポペット弁とし、供給停止弁とユルメ弁の双方のパイロット弁部は、主配管路の供給停止弁の入力孔から分岐された内部管路が、供給停止弁とユルメ弁の双方のパイロット電磁弁の入力側に連通するノーマルクローズ式のポペット弁とし、前記供給停止弁の主弁部が入力孔と出力孔とを有する２ポジション２ポート弁とし、ユルメ弁の主弁部が入力孔と出力孔と出力側用排気孔とを有する２ポジション３ポート弁とし、ユルメ弁の励磁時には供給側の入力孔を締切り、ブレーキシリンダ側の出力孔と排気孔とを連通してブレーキシリンダ圧を大気へ放出し、供給停止弁とユルメ弁の双方が外部配管レスで一体形状で構成された空圧式複合弁であるアンチロックブレーキシステムの滑走防止弁に存する。
【０００９】
更に、本発明の要旨は、車両滑走時にブレーキシリンダの空気圧力を制御する主配管路上の滑走防止弁を構成する供給停止弁とユルメ弁であって、ブレーキ時にブレーキシリンダの圧力を低減させる場合はユルメ弁のコイルのみを励磁し、ブレーキ制御中のブレーキシリンダの圧力を保持する場合には供給停止弁のコイルのみを励磁し、供給停止弁とユルメ弁の出力側に位置するブレーキシリンダの圧力を、供給停止弁とユルメ弁の入力側のブレーキ制御圧まで復帰する場合には、供給停止弁とユルメ弁の双方のコイルを無励磁にするアンチロックブレーキシステムにおいて、供給停止弁とユルメ弁の双方の主弁部は、無励磁に上位側の指令圧と下位側のブレーキシリンダ圧とを連通するノーマルオープン式のスプール弁とし、供給停止弁とユルメ弁の双方のパイロット弁部は、主配管路の供給停止弁の入力孔から分岐された内部管路が、供給停止弁とユルメ弁の双方のパイロット電磁弁の入力側に連通するノーマルクローズ式のスプール弁とし、前記供給停止弁の主弁部が入力孔と出力孔とを有する２ポジション２ポート弁とし、ユルメ弁の主弁部が入力孔と出力孔と出力側用排気孔とを有する２ポジション３ポート弁とし、ユルメ弁の励磁時には供給側の入力孔を締切り、ブレーキシリンダ側の出力孔と排気孔とを連通してブレーキシリンダ圧を排気管を介して大気へ放出し、供給停止弁とユルメ弁の双方が外部配管レスで一体形状で構成された空気圧式複合弁であるのが良い。
【００１０】
また、前記パイロット弁と主弁部は、スプール弁、ポペット弁の全て又は何れかを選択又は組み合わせても良い。
【００１１】
このように構成される本発明の滑走防止弁にあっては、パイロット電磁弁の供給空気が入口孔より直接的に接続されると共に、供給停止弁及びユルメ弁のパイロットとして直列的に配置され、かつ、前記供給停止弁及びユルメ弁は、供給停止弁がノーマルオープン型２方向弁機能、ユルメ弁がノーマルオープン型３方向弁機能となることによって、従来のオールポートオープンといった位相を回避すべく個々のパイロット電磁弁を独立して制御し得ることとなり、電力消費量の少ない制御システム化並びに制御システムの簡素化が図れる。
【００１２】
また、前記供給停止弁及びユルメ弁は、アクチュエータ部分をダイアフラム式にすることによって、従来のピストン式に比べ、車両の振動などによる偏摩耗を防止し得ることとなる。
【００１３】
【発明の実施の形態】
以下、本発明に係るＡＢＳシステムの制御方法について図１を参照しながら簡単に説明する。図１は鉄道車両に係るＡＢＳシステムの制御方法を示す回路図であり、車両滑走時に後述するブレーキシリンダの圧力を制御するブレーキ圧力制御部Ａと、主配管路Ｂ上に接続される滑走防止弁Ｃと、該滑走防止弁Ｃの下流側に接続されるブレーキシリンダＤとを備える。
【００１４】
前記滑走防止弁Ｃは、供給停止弁Ｃ１ とユルメ弁Ｃ２ とから構成されており、これら供給停止弁Ｃ１ とユルメ弁Ｃ２ としては、例えば、後述する流量増幅弁が挙げられる。
【００１５】
そして、本制御方法にあっては、まず、ブレーキ時のブレーキシリンダＤの圧力を低減させる場合は、ユルメ弁Ｃ２ のコイルのみを励磁するように制御されている。
【００１６】
次いで、ブレーキ制御中のブレーキシリンダＤの圧力を保持する場合は、供給停止弁Ｃ１ のコイルのみを励磁するように制御されている。
【００１７】
次いで、供給停止弁Ｃ１ とユルメ弁Ｃ２ の出力側に位置するブレーキシリンダＤの圧力を入力側のブレーキ制御圧まで復帰する場合は、同供給停止弁Ｃ１とユルメ弁Ｃ２ の双方のコイルを無励磁に制御するように設定している。
【００１８】
また、本制御方法を実施するための滑走防止弁Ｃは、前記供給停止弁Ｃ１ とユルメ弁Ｃ２ の主弁部（図示せず）をポペット弁としている。このポペット弁は、無励磁に上位側の指令圧（ブレーキ圧力制御部Ａからの指令圧）と下位側のブレーキシリンダＤとを連通せしめるものである（以下、単にノーマルオープン式という）。
【００１９】
反対に、供給停止弁Ｃ１ とユルメ弁Ｃ２ 双方のパイロット弁部（図示せず）は、反対にノーマルクローズ式のポペット弁となっている。換言すれば、このポペット弁は、主配管路Ｂの供給停止弁Ｃ１ の入力孔から分岐された内部管路が、供給停止弁Ｃ１ とユルメ弁Ｃ２ 双方の入力側に連通している（以下、単にノーマルクローズ式という）。
【００２０】
更に、供給停止弁Ｃ１ の主弁部としては、例えば、入力孔と出力孔とを有する２ポジション２ポート弁が挙げられ、ユルメ弁Ｃ２ の主弁部としては、入力孔と出力孔と出力側用排気孔とを有する２ポジション３ポート弁が挙げられる。
【００２１】
従って、ユルメ弁Ｃ２ の励磁時に供給側の入力孔を締切り、ブレーキシリンダ側の出力孔と排気孔とを連通してブレーキシリンダ圧を大気へ放出し、供給停止弁Ｃ１ とユルメ弁Ｃ２ の双方が外部配管レスで一体形状で構成されることにより、空圧式複合弁となっている。
【００２２】
尚、本発明による滑走防止弁Ｃは、これに限定されることなく、前記供給停止弁Ｃ１ とユルメ弁Ｃ２ の双方の主弁部に使用するスプール弁をノーマルオープン式にし、パイロット弁部のスプール弁をノーマルクローズ式にしても良い。また、本滑走防止弁Ｃは、空圧（空気圧）式に限定されるものではなく、油圧式のシステムでも可能であることは云うまでもない。
【００２３】
以下、本発明に係るＡＢＳシステムの制御方法とその滑走防止弁について更に具体的に図２乃至図７を参照しながら説明する。図２は鉄道車両に係るＡＢＳシステムの制御回路図であり、一対のパイロット電磁弁１，１と、供給停止弁Ｃ１及びユルメ弁Ｃ２ として流量増幅弁２ａ，２ｂとを備えている。
【００２４】
パイロット電磁弁１，１は、ノーマルクローズ式の３方向弁からなり、その各々にＯＮ／ＯＦＦ制御される流量増幅弁２ａ，２ｂを有し、同パイロット電磁弁１，１への供給空気はＩＮポート３より直接的に接続されている。
【００２５】
また、流量増幅弁２ａ，２ｂは、アクチュエータ部分がダイアフラム式で、弁構造部分がエアバック方式のものを使用するのが良い。例示として、ダイアフラム式２位置２ポート弁及びダイアフラム式２位置３ポート弁が挙げられる。
【００２６】
更に、この流量増幅弁２ａ，２ｂは、アクチュエータ部分がダイアフラム式になっており、図４に示すように、一対のダイアフラム４，４を内設してなる弁本体５，５と、同ダイアフラム４，４に対応すべくボンネット１４（図３参照）下に前記一対のパイロット電磁弁１，１を付設している。
【００２７】
弁本体５は、図４に示すように、前記ダイアフラム４，４に連動するロッドキャップ６，６と、該ロッドキャップ６，６の上位に組み付けられたバルブ（ＡＶ，ＲＶ）７，７とを内設している。
【００２８】
また、バルブ（ＡＶ，ＲＶ）７，７は、弁バネ８，８と、該弁バネ８，８を受けるバネ受け９，９と、前記弁バネ８，８を囲繞するバルブシート１０，１０とを備えている。
【００２９】
更に、バルブ（ＡＶ，ＲＶ）７，７の上位には、プラグ１１，１１が組み付けられ、カバー１２，１２で被装されている。尚、図３中１３，１３はフランジである。
【００３０】
また、パイロット電磁弁１，１は、各々のポートを流量増幅弁２ａ，２ｂのパイロットとして直列に配置されている。換言すれば、パイロット電磁弁１，１は、ＩＮポート３から分岐されたパイロット路Ｅに並列配置され、流量増幅弁２，２はＩＮポート３に直列的に配置されている。
【００３１】
因に、斯かる流量増幅弁２，２は、上流側がノーマルオープン型２方向弁機能、下流側がノーマルオープン型３方向弁機能のものを使用している。
【００３２】
このように構成される本発明のＡＢＳシステムの滑走防止弁は、図６(ｂ)に示すように、バルブ（ＡＶ，ＲＶ）７，７が、仮令、ＯＦＦ、ＯＮのタイミングであっても、従来の如きオールポートオープンといった位相が惹起することがないため（図２(ｂ)及び図７参照）、安全で電力消費量の少ない省エネ的駆動ができるのである。
【００３３】
しかも、既存車両のＡＢＳ制御システムにも簡単に付設できて同等な作動を得ることができる他、車両の振動などによる偏摩耗の防止も図れるため、特に滑走防止弁として有用である。
【００３４】
尚、本発明に斯かるＡＢＳシステムの制御方法及びその滑走防止弁は、本実施例に限定されることなく、本発明の目的の範囲内で自由に設計変更し得るものであり、本発明はそれらの全てを包摂するものである。
【００３５】
例えば、本発明の滑走防止弁は、主に鉄道車両用のＡＢＳシステムの制御に使用されるものであるが、これに限定されることなく、他車両のＡＢＳシステムにも転用できることは云うまでもない。
【００３６】
また、前記パイロット弁と主弁部は、本実施例に限定されることなく、必要に応じてスプール弁、ポペット弁の全て又は何れかを選択又は組み合わせて使用しても良い。
【００３７】
【発明の効果】
本発明は上述のように構成され、省エネ的駆動が出来るだけではなく、従来の制御システムすなわち二個のパイロット電磁弁による同時励磁であっても、同等な作動を得ることができる滑走防止弁を供給することができ、また、従来の問題点であったオールポートオープンという位相が存在しなくなるため、安全面も考慮されるといった効果を奏するものである。
【００３８】
このように本発明は、車両にあって電力消費量の少ないＡＢＳシステムの制御方法とその滑走防止弁を提供できるものであり、更に、滑走防止弁のアクチュエータ部分をダイアフラム式にすることで、従来のピストン式に比べ車両の振動などによる偏摩耗を防止できる他、構成が単純であるため大量生産に適し、価格も低廉なものとして需要者に供給できる等、本発明を実施することはその実益的価値が甚だ大である。
【図面の簡単な説明】
【図１】 本発明に係るアンチロックブレーキシステムを示す説明図である。
【図２】 図２(ａ)は同アンチロックブレーキシステムの制御方法を示す回路図、図２(ｂ)は同パイロット式電磁弁の位相を示す説明図である。
【図３】 図３(ａ)は本実施例で使用する滑走防止弁の正面図、図３(ｂ)は同側面図、図３(ｃ)は同背面図である。
【図４】 パイロット電磁弁を除いた同滑走防止弁の拡大縦断面図である。
【図５】 図５(ａ)はＲＶがＯＦＦ、ＡＶがＯＮ状態を示す説明図、図５(ｂ)はＲＶがＯＦＦ，ＡＶがＯＦＦ状態を示す説明図である。
【図６】 図６(ａ)はＲＶがＯＮ、ＡＶがＯＮ状態を示す説明図、図６(ｂ)はＲＶがＯＮ，ＡＶがＯＦＦ状態を示す説明図である。
【図７】 図７(ａ)は本発明によるアンチロックブレーキシステムの制御方法を示す作動説明図、図７(ｂ)は従来技術による同作動説明図、図７(ｃ)は本発明のパイロット電磁弁を従来技術の制御方法で使用した場合の作動説明図である。
【図８】 図８(ａ)は従来のアンチロックブレーキシステムの制御方法を示す回路図、図８(ｂ)は同回路で使用するパイロット式電磁弁の位相を示す説明図である。[0001]
BACKGROUND OF THE INVENTION
The present invention is primarily an anti-lock braking system for a vehicle (hereinafter, simply referred to as ABS) relates power saving control slide valve used your in the, more particularly, in the poor vehicle power capacity, electricity storable capacity and cost and the ABS device power converter capacity is proportional to the cost, to smooth running valve useful ABS to prevent the wheels abnormal wear due to the sliding of the wheel.
[0002]
[Prior art]
Conventional anti-skid valves used in railway vehicles have a basic configuration of (1) a normally open two-way valve as a supply stop valve and (2) a normally closed two-way valve as a release valve in series. (For example, refer to Patent Document 1).
[Patent Document 1]
Japanese Patent No. 3209288 [0003]
[Problems to be solved by the invention]
However, in such a conventional series arrangement, both the supply stop valve coil and the Urume valve coil are excited when the pressure of the actuator is reduced, and only the supply stop valve coil is excited when the pressure of the actuator is maintained. Therefore, in the conventional anti-skid valve, when the actuator pressure is maintained, the supply stop valve coil is excited, and when the actuator pressure is reduced, both the release valve coil and the supply stop valve coil are There is a problem that power is consumed extensively, such as excitation.
[0004]
Further, when this simultaneous excitation cannot be performed due to a system failure, as shown in FIG. 8B, there is a fear that all-port open air supply and exhaust will occur simultaneously.
[0005]
Furthermore, in the case of a train that can take in power from an overhead line, although there is room for power supply, in the case of a pneumatic vehicle that runs in a non-electric section or a hybrid vehicle that is driven by an electric motor in recent years, the power consumption Since there is a problem that the increase leads to an increase in the cost of power converters and storage batteries in the vehicle, a control system with low power consumption is eagerly desired.
[0006]
The present invention has been made in view of such conventional problems and demands . In an ABS for vehicles , a phase such as an all-port open is avoided, and an energy-saving drive that is safe and consumes less power. it can, also in the control system of an existing vehicle, is intended to provide a smooth run valve of the ABS that it is possible to obtain the same operation.
[0007]
[Means for Solving the Problems]
To solve the conventional problems such as described above, configured to subject matter of the present invention for achieving the intended purpose constitutes a sliding valve of the main pipe path for controlling the air pressure in the brake cylinder when the vehicle sliding feed When the brake cylinder pressure is reduced during braking, only the coil of the valve valve is energized and only the coil of the supply stop valve is used to maintain the pressure of the brake cylinder during brake control. When the pressure of the brake cylinder located on the output side of the supply stop valve and the Urume valve is restored to the brake control pressure on the input side of the supply stop valve and the Urume valve, both the supply stop valve and the Urume valve Oite the anti-lock brake systems you a coil not excited, both the main valve of the supply stop valve and release valve is of the command pressure and lower side of the upper side to the non-excited brake cylinder It is a normally open type poppet valve that communicates with the pressure, and the pilot valve part of both the supply stop valve and the Urume valve has an internal pipe branched from the input hole of the supply stop valve of the main pipe line. It is a normally closed type poppet valve that communicates with the input side of both pilot solenoid valves, and the main valve part of the supply stop valve is a two-position two-port valve having an input hole and an output hole. The valve part is a 2-position 3-port valve with an input hole, an output hole, and an output-side exhaust hole. When the Urume valve is excited, the supply-side input hole is shut off, and the brake cylinder-side output hole and the exhaust hole are connected. Thus, the brake cylinder pressure is released to the atmosphere, and both the supply stop valve and the Yurume valve exist in the anti-skid brake system anti- skid brake system, which is a pneumatic compound valve in which the external valve is not required and is integrally formed .
[0009]
Furthermore, the gist of the present invention is a supply stop valve and a yuleme valve that constitute a slip prevention valve on the main pipeline that controls the air pressure of the brake cylinder when the vehicle slides, and the brake cylinder pressure is reduced when braking. To excite only the coil of the Urume valve and maintain the pressure of the brake cylinder during brake control, excite only the coil of the supply stop valve and increase the pressure of the brake cylinder located on the output side of the supply stop valve and the Yurmé valve. When the brake control pressure on the input side of the supply stop valve and the Ulme valve is restored, both the supply stop valve and the Urume valve are used in an anti-lock brake system in which the coils of both the supply stop valve and the Ulme valve are de-energized. main valve part of, the command pressure and lower sides of the brake cylinder pressure of the upper and normal open type spool valve communicating with the non-excited, the supply stop valve The pilot valve part of both lume valves is a normally closed type in which the internal pipe branched from the input hole of the supply stop valve of the main pipe line communicates with the input side of the pilot solenoid valve of both the supply stop valve and the yurme valve Spool valve, the main valve part of the supply stop valve is a two-position two-port valve having an input hole and an output hole, and the main valve part of the Urume valve has an input hole, an output hole, and an output side exhaust hole. A 2-
[0010]
The pilot valve and the main valve portion may be selected or combined with all or any of a spool valve and a poppet valve.
[0011]
Thus in the present onset Ming sliding valve configured, along with the supply air of the pilot solenoid valve is directly connected from the inlet holes, are arranged in series as a pilot outage valve and release valve In addition, the supply stop valve and the Urume valve should avoid a phase such as a conventional all-port open by having the supply stop valve function as a normally open two-way valve function and the Urume valve as a normally open three-way valve function. Individual pilot solenoid valves can be controlled independently, so that a control system with low power consumption and a simplified control system can be achieved.
[0012]
In addition, the supply stop valve and the Urume valve can prevent uneven wear due to vehicle vibration or the like as compared with the conventional piston type by making the actuator part a diaphragm type.
[0013]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, the control method of the ABS system according to the present invention will be briefly described with reference to FIG. FIG. 1 is a circuit diagram showing a control method of an ABS system related to a railway vehicle. A brake pressure control unit A for controlling the pressure of a brake cylinder, which will be described later, when the vehicle slides, and a slip prevention valve connected on the main pipeline B C and a brake cylinder D connected to the downstream side of the anti-skid valve C.
[0014]
It said slide valve C is composed of a supply stop valve C 1 and release valve C 2 Prefecture, as these supply stop valve C 1 and release valve C 2, for example, described later flow amplification valve.
[0015]
Then, in the present control method, first, the case of reducing the pressure in the brake cylinder D during braking, are controlled so as to excite only the coil of the release valve C 2.
[0016]
Then, when maintaining the pressure of the brake cylinder D in the brake control is controlled so as to excite only the coils of the outage valve C 1.
[0017]
Then, when returning the pressure in the brake cylinder D which is located on the output side of the supply stop valve C 1 and release valve C 2 until the brake control pressure on the input side, the supply stop valve C 1 and both release valve C 2 The coil is set to be de-energized.
[0018]
Also, sliding valve C for carrying out the control method, the main valve of the supply stop valve C 1 and release valve C 2 (not shown) are poppet valves. This poppet valve communicates the upper command pressure (command pressure from the brake pressure control unit A) and the lower brake cylinder D in a non-excited manner (hereinafter simply referred to as a normal open type).
[0019]
Conversely, the supply stop valve C 1 and release valve C 2 both the pilot valve portion (not shown) has a normally closed type of the poppet valve opposite. In other words, the poppet valve is the main distribution line internal conduit which is branched from the input hole of the supply stop valve C 1 and B communicates with the supply stop valve C 1 and release valve C 2 both the input side (Hereafter, simply referred to as a normally closed type).
[0020]
Furthermore, the main valve of the supply stop valves C 1, for example, it includes two-position two-port valve having an input hole and an output hole, the main valve of the release valve C 2, an input hole and an output hole A two-position three-port valve having an exhaust port for the output side can be mentioned.
[0021]
Therefore, the supply-side input hole is cut off when the Urume valve C 2 is excited, the brake cylinder-side output hole and the exhaust hole are communicated to release the brake cylinder pressure to the atmosphere, and the supply stop valve C 1 and the Urume valve C 2. Both of these are constructed in an integral shape without external piping, thereby forming a pneumatic composite valve.
[0022]
Incidentally, the sliding valve C according to the present invention, without having to be limited to this, and the spool valve to be used in the main valve portion of both of the supply stop valve C 1 and release valve C 2 to normally open type, the pilot valve portion The spool valve may be normally closed. Needless to say, the anti-skid valve C is not limited to the pneumatic (pneumatic) type, and can be a hydraulic system.
[0023]
Hereinafter, the control method of the ABS system and its anti-skid valve according to the present invention will be described in more detail with reference to FIGS. Figure 2 is a control circuit diagram of the ABS system according to the railway vehicle, and a pair of
[0024]
The
[0025]
The flow
[0026]
Further, in the flow
[0027]
As shown in FIG. 4, the
[0028]
The valves (AV, RV) 7 and 7 include valve springs 8 and 8,
[0029]
Further, plugs 11, 11 are assembled above the valves (AV, RV) 7, 7 and are covered with
[0030]
The
[0031]
For this reason, the flow
[0032]
As shown in FIG. 6 (b), the anti-skid valve of the ABS system of the present invention configured as described above has the valves (AV, RV) 7 and 7 at the timing of provisional command, OFF, ON, Since a phase such as all-port open as in the prior art does not occur (see FIG. 2B and FIG. 7), safe and energy-saving driving with low power consumption can be performed.
[0033]
In addition, it can be easily attached to an ABS control system of an existing vehicle to obtain an equivalent operation, and can prevent uneven wear due to vibrations of the vehicle, so that it is particularly useful as a skid prevention valve.
[0034]
The control method of the ABS system and its anti-skid valve according to the present invention are not limited to this embodiment, and can be freely modified within the scope of the object of the present invention. All of them are included.
[0035]
For example, the anti-skid valve of the present invention is mainly used for controlling an ABS system for a railway vehicle, but is not limited to this, and can be diverted to an ABS system for other vehicles. Absent.
[0036]
Further, the pilot valve and the main valve portion are not limited to the present embodiment, and all or any of the spool valve and the poppet valve may be selected or combined as necessary.
[0037]
【The invention's effect】
The present invention is configured as described above, and is not only capable of energy-saving drive, but also has a non-skid valve that can obtain an equivalent operation even with a conventional control system, that is, simultaneous excitation by two pilot solenoid valves. In addition, since the phase of all-port open, which has been a problem in the prior art, does not exist, there is an effect that safety is also taken into consideration.
[0038]
Thus, the present invention can provide a control method of an ABS system with low power consumption in a vehicle and its anti-skid valve, and further, the actuator part of the anti-skid valve is made a diaphragm type so far. It is possible to prevent uneven wear due to vibration of the vehicle compared to the piston type of this type, and because it is simple in structure, it is suitable for mass production and can be supplied to consumers as a low price. The target value is enormous.
[Brief description of the drawings]
FIG. 1 is an explanatory view showing an antilock brake system according to the present invention.
FIG. 2 (a) is a circuit diagram showing a control method of the anti-lock brake system, and FIG. 2 (b) is an explanatory diagram showing phases of the pilot-type solenoid valve.
3A is a front view of the anti-skid valve used in this embodiment, FIG. 3B is a side view thereof, and FIG. 3C is a rear view thereof.
FIG. 4 is an enlarged longitudinal sectional view of the anti-skid valve excluding the pilot solenoid valve.
FIG. 5A is an explanatory diagram showing that RV is OFF and AV is ON, and FIG. 5B is an explanatory diagram showing that RV is OFF and AV is OFF.
FIG. 6A is an explanatory diagram showing that RV is ON and AV is ON, and FIG. 6B is an explanatory diagram showing that RV is ON and AV is OFF.
7A is an operation explanatory view showing a control method of the antilock brake system according to the present invention, FIG. 7B is an operation explanatory view according to the prior art, and FIG. 7C is a pilot of the present invention. It is operation | movement explanatory drawing at the time of using a solenoid valve with the control method of a prior art.
FIG. 8A is a circuit diagram showing a control method of a conventional antilock brake system, and FIG. 8B is an explanatory diagram showing a phase of a pilot type electromagnetic valve used in the circuit.
Claims (2)
前記供給停止弁とユルメ弁の双方の主弁部は、無励磁に上位側の指令圧と下位側のブレーキシリンダ圧とを連通するノーマルオープン式のポペット弁とし、
供給停止弁とユルメ弁の双方のパイロット弁部は、主配管路の供給停止弁の入力孔から分岐された内部管路が、供給停止弁とユルメ弁の双方のパイロット電磁弁の入力側に連通するノーマルクローズ式のポペット弁とし、
前記供給停止弁の主弁部が入力孔と出力孔とを有する２ポジション２ポート弁とし、
ユルメ弁の主弁部が入力孔と出力孔と出力側用排気孔とを有する２ポジション３ポート弁とし、
ユルメ弁の励磁時には供給側の入力孔を締切り、ブレーキシリンダ側の出力孔と排気孔とを連通してブレーキシリンダ圧を大気へ放出し、供給停止弁とユルメ弁の双方が外部配管レスで一体形状で構成された空圧式複合弁であること、
を特徴とするアンチロックブレーキシステムの滑走防止弁。A supply stop valve and release valve which constitutes the sliding valve of the main pipe path for controlling the air pressure in the brake cylinder when the vehicle sliding, when reducing the pressure of the brake cylinder when the brake is energized only coils of release valve When maintaining the pressure of the brake cylinder during brake control, only the coil of the supply stop valve is excited, and the pressure of the brake cylinder located on the output side of the supply stop valve and the Urume valve is changed between the supply stop valve and the Urume valve. when returning to the brake control pressure on the input side, Oite the anti-lock brake system you both coils outage valve and release valve in non-excited,
The main valve portions of both the supply stop valve and the Yurume valve are normally open type poppet valves that communicate the upper command pressure and the lower brake cylinder pressure in a non-excited manner,
The pilot valve part of both the supply stop valve and the Urume valve is connected to the input side of the pilot solenoid valve of both the supply stop valve and the Urume valve. A normally closed poppet valve
The main valve portion of the supply stop valve is a two-position two-port valve having an input hole and an output hole,
The main valve part of the Yurume valve is a 2-position 3-port valve having an input hole, an output hole, and an output side exhaust hole.
When the Urume valve is energized, the supply-side input hole is shut off, the brake cylinder-side output hole and the exhaust hole communicate with each other, and the brake cylinder pressure is released to the atmosphere. Both the supply stop valve and the Urume valve are integrated without external piping. A pneumatic compound valve composed of a shape ,
Anti-skid brake system anti-skid valve characterized by
供給停止弁とユルメ弁の双方の主弁部は、無励磁に上位側の指令圧と下位側のブレーキシリンダ圧とを連通するノーマルオープン式のスプール弁とし、
供給停止弁とユルメ弁の双方のパイロット弁部は、主配管路の供給停止弁の入力孔から分岐された内部管路が、供給停止弁とユルメ弁の双方のパイロット電磁弁の入力側に連通するノーマルクローズ式のスプール弁とし、
前記供給停止弁の主弁部が入力孔と出力孔とを有する２ポジション２ポート弁とし、ユルメ弁の主弁部が入力孔と出力孔と出力側用排気孔とを有する２ポジション３ポート弁とし、
ユルメ弁の励磁時には供給側の入力孔を締切り、ブレーキシリンダ側の出力孔と排気孔とを連通してブレーキシリンダ圧を排気管を介して大気へ放出し、供給停止弁とユルメ弁の双方が外部配管レスで一体形状で構成された空気圧式複合弁であること、
を特徴とするアンチロックブレーキシステムの滑走防止弁。 Supply stop valve and urume valve that constitute a slip prevention valve on the main pipeline that controls the air pressure of the brake cylinder when the vehicle is sliding. When reducing the brake cylinder pressure during braking, only the coil of the urume valve is excited. When maintaining the pressure of the brake cylinder during brake control, only the coil of the supply stop valve is excited, and the pressure of the brake cylinder located on the output side of the supply stop valve and the Urume valve is changed between the supply stop valve and the Urume valve. When returning to the brake control pressure on the input side, in the anti-lock brake system in which the coils of both the supply stop valve and the Urume valve are de-energized,
The main valve part of both the supply stop valve and the Yurume valve is a normally open spool valve that communicates the upper command pressure and the lower brake cylinder pressure without excitation.
The pilot valve part of both the supply stop valve and the Urume valve is connected to the input side of the pilot solenoid valve of both the supply stop valve and the Urume valve. A normally closed spool valve that
The main valve part of the supply stop valve is a two-position two-port valve having an input hole and an output hole, and the main valve part of the Urume valve is a two-position three-port valve having an input hole, an output hole, and an output side exhaust hole. age,
When the Urume valve is excited, the input hole on the supply side is shut off, the output hole on the brake cylinder side and the exhaust hole are communicated to release the brake cylinder pressure to the atmosphere via the exhaust pipe, and both the supply stop valve and the Urume valve are It is a pneumatic compound valve that is configured in an integral shape without external piping,
Anti-skid brake system anti-skid valve characterized by
Priority Applications (4)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2003094827A JP4303991B2 (en) | 2003-03-31 | 2003-03-31 | Anti-skid brake system anti-skid valve |
| US10/649,375 US7040716B2 (en) | 2002-08-29 | 2003-08-27 | Anti-lock brake system for vehicles |
| US11/348,396 US7405922B2 (en) | 2002-08-29 | 2006-02-06 | Double layer capacitor |
| US11/348,436 US7350880B2 (en) | 2002-08-29 | 2006-02-06 | Anti-lock brake system for vehicles |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2003094827A JP4303991B2 (en) | 2003-03-31 | 2003-03-31 | Anti-skid brake system anti-skid valve |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JP2004299533A JP2004299533A (en) | 2004-10-28 |
| JP4303991B2 true JP4303991B2 (en) | 2009-07-29 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2003094827A Expired - Fee Related JP4303991B2 (en) | 2002-08-29 | 2003-03-31 | Anti-skid brake system anti-skid valve |
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| Country | Link |
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| JP (1) | JP4303991B2 (en) |
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