JP4435727B2 - Brake control device - Google Patents

Description

  The present invention relates to a brake control device for a railway vehicle.

  Conventionally, a brake control device for a railway vehicle includes a pressure control unit that outputs a brake command signal (electrical signal), an electromagnetic valve that outputs a brake command pressure (air pressure) corresponding to the brake command signal, and the electromagnetic valve. The brake command pressure to be output is used as a control pressure, and a relay valve that performs capacity amplification based on the brake command pressure and outputs it to the brake cylinder is provided as a service brake system. Some include a variable load valve that changes pressure according to weight and provides the output to the relay valve (see, for example, Patent Document 1).

In the brake control device disclosed in Patent Document 1, as shown in FIG. 6, an electromagnetic valve 104 is disposed above the valve body 102 of the relay valve 101, and a pressure control unit 106 is disposed above the solenoid valve 104. It is configured. The pressure control unit 106 is attached to an attachment member 108 attached to the valve body 102 of the relay valve 101.
JP 2000-272501 A

  In the brake control device disclosed in Patent Document 1, since the pressure control unit 106 is disposed above the electromagnetic valve 104, the pressure control unit 106 must first be removed during maintenance of the electromagnetic valve 104. There is a problem that becomes complicated. On the other hand, if the pressure control unit 106 is arranged on the side of the electromagnetic valve 104 so that the pressure control unit 106 does not have to be removed during maintenance of the electromagnetic valve 104, the brake control device becomes larger. Problem arises.

  Therefore, the present invention has been made in view of the above points, and an object of the present invention is to suppress the maintenance work from being complicated while downsizing the brake control device.

  To achieve the above object, the present invention is based on the premise of a brake control device that performs control to supply compressed air for service brake and compressed air for safety brake to a brake cylinder. Passed through the first inflow port, a pipe seat block provided with an inflow port, a second inflow port through which the compressed air for the safety brake flows, a supply port through which the compressed air supplied to the brake cylinder flows. A relay valve block provided with a relay valve to which compressed air for service brake is supplied; a service solenoid valve block provided with a service solenoid valve for controlling the relay valve; compressed air for service brake from the relay valve; (2) A compound reverse check valve provided with a compound check valve for selectively circulating the compressed brake brake air from the inflow port to the supply port. And the valve block, and a control board that controls the conventional solenoid valve, the tube seat block, the double check valve block, the relay valve block and the conventional solenoid valve blocks are stacked in this order.

  In this invention, it arrange | positions from a pipe seat block in an order with a low maintenance frequency. In other words, a double check valve block with a double check valve with the lowest maintenance frequency, a relay valve block with a relay valve with a higher maintenance frequency than the double check valve, and a regular solenoid valve with a higher maintenance frequency than that Are disposed in this order from the tube seat block side. For this reason, when only the maintenance of the service solenoid valve is performed, it is only necessary to remove the service solenoid valve block, so that the maintenance work can be reduced. That is, by laminating these blocks, the piping connection between them becomes simple and the brake control device can be configured in a compact manner, but maintenance work can be performed by arranging each block in the order described above. It is possible to suppress complication.

  Here, the brake control device may include a variable load valve block provided with a variable load valve and an emergency electromagnetic valve block provided with an emergency solenoid valve. In this case, the double check valve block is provided. Separately from the stacked rows of the relay valve block and the electromagnetic valve block, it is preferable that the variable load valve block and the emergency electromagnetic valve block are stacked in this order on the pipe seat block.

  In this aspect, since the load-bearing valve block and the emergency solenoid valve block are stacked, the piping connection is simplified, and a compact brake control device is provided even if the load-bearing valve and the emergency solenoid valve are provided. Can do. Moreover, the load-bearing valve blocks are stacked separately from the stacked rows of relay valve blocks, etc., and the load-bearing valves and emergency solenoid valves are arranged from the pipe seat block side in ascending order of maintenance frequency. Even if the control device is compact, maintenance work can be prevented from becoming complicated.

  When two relay valves are provided, each of the relay valves may be provided in two relay valve blocks configured separately.

  In this aspect, both relay valve blocks are removed separately even if the two-axis independent brake system is integrated into one brake control device to reduce the size of the brake control device. Therefore, the relay valve can be easily maintained.

  Furthermore, the common solenoid valve block may be fastened to the relay valve block with a bolt that is separate from a bolt that fastens the double check valve block and the relay valve block to the pipe seat block.

  In this aspect, even if the bolt for fixing the common solenoid valve block is removed, the other blocks are held fixed, so that the maintenance work for the regular solenoid valve can be simplified.

  Furthermore, a casing having an opening is provided, and the common solenoid valve block, the relay valve block, the double check valve block, and the pipe seat block are arranged in this order from the opening toward the inside of the casing. May be.

  In this aspect, since the common solenoid valve block is disposed at the position closest to the opening, it is possible to suppress deterioration of the maintainability even when each block is disposed in the casing.

  As described above, according to the present invention, it is possible to suppress the maintenance work from being complicated while downsizing the brake control device.

  Hereinafter, the best mode for carrying out the present invention will be described in detail with reference to the drawings.

  1 and 2 are perspective views showing an embodiment of a brake control device according to the present invention. The brake control device 10 is a control device for braking a railway vehicle, and controls the flow of compressed air supplied to brake cylinders 12 and 12 (see FIG. 3) provided for each axle. In the present brake control device 10, two axles provided on one carriage are braked, so that the flow control of the compressed air to the two brake cylinders 12, 12 is performed individually.

  As shown in FIG.1 and FIG.2, this brake control apparatus 10 is provided with the casing 14 formed in the square cylinder shape. The opening 16 on the front side of the casing 14 can be opened and closed by an opening / closing lid 17 (see FIG. 5). Hereinafter, the side where the opening 16 is formed in the casing 14 is referred to as the near side, and the side facing the opening 16 is referred to as the back side.

  The casing 14 is provided with a suspension part 18 so as to extend from the near side to the far side. The suspension portion 18 is provided on both sides of the upper surface of the casing 14, and can be fixed to the vehicle by fastening the suspension portion 18 to a frame or the like of the vehicle (not shown) with a fastener. Yes.

  Various valve blocks and the like are disposed in the casing 14. Each valve block is formed with a valve for adjusting the flow of compressed air. As shown in FIG. 3, this compressed air is supplied to both the brake cylinders 12 and 12 through a compressed air circuit 24 from a tank 20 as a compressed air source. First, the configuration of the compressed air circuit 24 will be described.

  The compressed air circuit 24 includes a first inflow port 26 into which compressed air (compressed air for service brakes) from the tank 20 flows, a second inflow port 28 into which compressed air for safety brakes flows, and compressed air to the brake cylinder 12. , 12, supply ports 30 and 30 are provided. Further, the compressed air circuit 24 includes response load ports 34 and 34 through which compressed air as a response load signal pressure flows from the air springs 32 and 32.

  The compressed air circuit 24 is provided with two relay valves 36, double check valves 38, and two regular solenoid valves 40 so as to correspond to the number of brake cylinders. The relay valve 36 adjusts the amount of compressed air (compressed air pressure) supplied to the corresponding brake cylinder 12. In each relay valve 36, the compressed air flowing into the first inflow port 26 is used as a regular inflow passage 42. Supplied through.

  The regular solenoid valve 40 generates a pilot pressure for moving the valve body of the relay valve 36 and is provided for each relay valve 36. The service solenoid valve 40 and the relay valve 36 are connected through a first connection path 44.

  The double check valve 38 is connected to the second inflow port 28 through the safety inflow passage 46 and is connected to the relay valve 36 through the second connection path 48. The double check valve 38 is connected to the supply port 30 through the outflow passage 50. The double check valve 38 selectively distributes the compressed air for the safety brake and the compressed air from the relay valve 36 to the supply port 30.

  The compressed air circuit 24 is provided with a variable load valve 52, a pressure increasing solenoid valve 54, an emergency solenoid valve 56, and a switching solenoid valve 58, respectively. The variable load valve 52 is connected to the variable load ports 34 and 34 through the variable load passages 60 and 60. The variable load valve 52 outputs an emergency control pressure in accordance with a variable load signal pressure from the air spring 32 indicating a pressure change according to the total weight of the vehicle including the weight of the passenger. The pressure increasing solenoid valve 54 is connected to the variable load valve 52 to amplify the emergency control pressure.

  The switching solenoid valve 58 is connected to the variable load valve 52 through the emergency solenoid valve 56 and communicated with the first inflow port 26 through the third connection path 62. The switching solenoid valve 58 switches between the emergency control pressure from the variable load valve 52 and the normal control pressure from the first inflow port 26 by an external signal. The pilot pressure by the service solenoid valve 40 is controlled.

  The compressed air circuit 24 is formed by assembling various valve blocks, pipe seat blocks 66 and the like in a predetermined position in the casing 14 described above.

  As shown in FIGS. 1 and 2, as various valve blocks, there are a double check valve block 68 provided with a double check valve 38, a relay valve block 70 provided with a relay valve 36, and a regular solenoid valve 40. A normal solenoid valve block 72 provided, a variable load valve block 74 provided with a variable load valve 52, an emergency solenoid valve block 76 provided with an emergency solenoid valve 56, and a pressure increasing solenoid valve 54 are provided. A pressure increasing electromagnetic valve block 78 and a switching electromagnetic valve block 80 provided with a switching electromagnetic valve 58 are provided. Each of the double check valve block 68, the relay valve block 70, and the regular solenoid valve block 72 is provided two by one, and the other blocks are provided one by one. The switching solenoid valve block 80, the emergency solenoid valve block 76, and the pressure-increasing solenoid valve block 78 are arranged in this order from the left side of FIG. 4, but are not limited to this order.

  The said tube seat block 66 is formed in the block shape formed in the rectangular shape seeing from the front, and is arrange | positioned so that the opening part of the back | inner side of the casing 14 may be plugged up. As shown in FIG. 4, the pipe seat block 66 is not provided with the double check valve block 68 or the like, and the first inlet port 26, the second inlet port 28, the supply ports 30 and 30, and the variable load are provided on the back side. Ports 34 and 34 are provided, and are connected to the tank 20, the air springs 32 and 32, and the brake cylinders 12 and 12 on the far side by piping not shown.

  A plurality of bolts are fixed to the tube seat block 66 as shown in FIGS. These bolts are arranged so as to extend toward the front side, and are provided below the first bolt group and a bolt 82 constituting a first bolt group provided at an intermediate height position of the tube seat block 66. It is divided into bolts 83 constituting the second bolt group. The first bolt group is for holding the double check valve block 68 and the relay valve block 70. That is, in the double check valve block 68 and the relay valve block 70, bolt insertion holes penetrating between the front side surface and the back side surface are formed at corresponding positions. As shown in FIG. 5, the bolt 82 constituting the first bolt group is inserted into the bolt insertion hole, and the double check valve block 68 and the relay valve block 70 are stacked in this order from the pipe seat block 66. These blocks 68 and 70 are assembled to the tube seat block 66 by overlapping and screwing the nut 84.

  The normal solenoid valve block 72 is fastened to the relay valve block 70 by a bolt 85 that is separate from the bolt 82 and is thinner than the bolt 82, without affecting the fastening state of the relay valve block 70, etc. The service solenoid valve block 72 can be removed. In this way, the service solenoid valve block 72, which is lighter in weight than the relay valve block 70 and the like, can be configured compactly. Specifically, a bolt fastening hole is formed in the front side surface of the relay valve block 70, and a bolt insertion hole penetrating between the front side surface and the back side surface is formed in the regular electromagnetic valve block 72. The normal solenoid valve block 72 and the relay valve block 70 are fastened by screwing the bolt 85 penetrating the bolt insertion hole into the bolt fastening hole of the relay valve block 70. Accordingly, the service solenoid valve block 72 is disposed on the front side of the relay valve block 70. As a result, the double check valve block 68, the relay valve block 70, and the service solenoid valve block 72 are stacked in this order on the pipe seat block 66. Will be. These are referred to as a first stacked row for convenience.

  As described above, when the double check valve block 68 is joined to the pipe seat block 66, the security inflow passage 46 and the outflow passage 50 shown in FIG. When the relay valve block 70 is joined to the double check valve block 68, the second connection path 48 is formed between the relay valve 36 and the double check valve 38. When the double check valve block 68 and the relay valve block 70 are joined to the pipe seat block 66 in this order, the regular inflow passage 42 is formed between the relay valve 36 and the first inflow port 26. When the relay valve block 70 and the regular electromagnetic valve block 72 are joined, the first connection path 44 is formed between the relay valve 36 and the regular electromagnetic valve 40.

  As shown in FIG. 3, each relay valve 36 and the service solenoid valve 40 are each provided with a discharge path 79. The discharge passage 79 is connected to the pipe seat block 66 through the double check valve block 68. The tube block 66 is provided with a silencer 73 (see FIG. 2), and the exhaust air from the discharge path 79 is discharged to the outside through the silencer 73.

  On the other hand, the second bolt group is for holding the variable load valve block 74. That is, the variable load valve block 74 includes a block main body 74a and a flat plate-like extending portion 74b extending upward from the block main body 74a. The block main body 74a of the variable load valve block 74 is formed with a bolt insertion hole penetrating between the front side surface and the back side surface, and the bolt 83 constituting the second bolt group is inserted into the bolt insertion hole. The variable load valve block 74 can be joined to the front side surface of the tube seat block 66 by screwing the nut 86. A bolt fastening hole is formed in the extension portion 74b of the variable load valve block 74, and a bolt insertion hole penetrating between the front side surface and the back side surface is formed in the emergency solenoid valve block 76. The variable load valve block 74 and the emergency solenoid valve block 76 are fastened by screwing the bolt 87 penetrating the bolt insertion hole into the bolt fastening hole of the extending portion 74b. As a result, the load-bearing valve block 74 and the emergency solenoid valve block 76 are laminated on the tube seat block 66 in this order separately from the first laminated row. This stacked row is referred to as a second stacked row for convenience. Similarly to the emergency solenoid valve block 76, the pressure increasing solenoid valve block 78 and the switching solenoid valve block 80 are fastened to the extending portion 74b of the variable load valve block 74 by a bolt 87 thinner than the bolt 83.

  When the variable load valve block 74 is joined to the tube seat block 66, the first inflow port 26 and the variable load valve 52 shown in FIG. 3 are communicated with each other. Variable load passages 60, 60 are formed between the load valves 52.

  Then, the pressure increasing electromagnetic valve block 78 is joined to the variable load valve block 74, whereby the variable pressure valve 52 and the pressure increasing electromagnetic valve 54 are communicated with each other. The emergency solenoid valve 56 and the switching solenoid valve 58 are connected to the variable load valve 52 by joining the emergency solenoid valve block 76 and the switching solenoid valve block 80 to the variable load valve block 74. At this time, a passage is formed between the switching electromagnetic valve block 80 and the pipe seat block 66 so that the switching electromagnetic valve 58 is in communication with the first inflow port 26 and the regular electromagnetic valve 40. It has become. Thus, the compressed air circuit 24 is formed in the casing 14 by assembling the valve blocks 68, 70, 72, 74, 76, 78, 80 to the pipe seat block 66.

  A discharge passage 79 is provided in the pressure increasing solenoid valve 54 and the emergency solenoid valve 56, and the exhaust air from the discharge passage 79 is discharged to the outside through the silencer 73 of the tube seat block 66. ing.

  Sensors and a control panel 94 are arranged in the casing 14. The sensors include pressure sensors 88, 89, 90 and the like provided in the compressed air circuit 24. As pressure sensors, there are a first sensor 88 for detecting the pressure in the outflow passage 50, a second sensor 89 for detecting the pressure in the first connection passage 44, and a third sensor 90 for detecting the pressure in the variable load passage 60. Arranged. These pressure sensors 88, 89, 90 are fixed in the casing 14 by mounting members 92 (see FIG. 4).

  The control panel 94 receives signals from sensors and controls the electromagnetic valves 40, 54,. The control panel 94 is disposed on the right side in the casing 14 when viewed from the front side and does not hinder the removal of the components of the first and second stacked rows, and is fixed in the casing 14 by the bracket 96. Yes. The wiring is drawn into the casing 14 through the lead-in portion 97 shown in FIGS. The control panel 94 may be on the left side, the upper side, the lower side, or the near side as long as it does not affect the removal of the components of the first and second stacked rows.

  In the brake control device 10 as described above, the operation solenoid valves 40 and 40 are operated by the operation of a brake actuator (not shown) provided in the driver's seat, and the compressed air that has passed through the first inflow port 26 is relayed. The brake cylinders 12 and 12 are operated by adjusting at 36 and 36. In response to an emergency brake command, the responsive load valve 52 is operated in response to the responsive load signal pressure generated by the air springs 32 and 32 when the brake operating device is operated. Then, the emergency solenoid valves 40 and 40 are operated by the emergency control pressure from the variable load valve 52, and the compressed air is adjusted by the relay valves 36 and 36 to operate the brake cylinders 12 and 12. When the safety brake command is received, the safety brake compressed air flows in through the second inflow port 28 to operate the brake cylinders 12 and 12.

  At the time of maintenance of the brake control device 10, for example, when only the service solenoid valve 40 is maintained, first, the opening / closing lid 17 is opened, and then the bolt 85 fixing the service solenoid valve block 72 is removed. At this time, since only the regular solenoid valve block 72 has to be removed, the maintenance work of the regular solenoid valve 40 becomes easy. When maintenance is also performed on the relay valve 36, the regular solenoid valve block 72 is removed and the bolt 82 constituting the first bolt group fixing the relay valve block 70 is removed.

  On the other hand, at the time of maintenance of the pressure increasing solenoid valve 54, the emergency solenoid valve 56, the switching solenoid valve 58, etc., only the solenoid valve blocks 78, 76, 80 of these solenoid valves 54, 56, 58 may be removed. Valve maintenance is not complicated either.

  As described above, according to the present embodiment, the pipe seat blocks 66 are arranged in ascending order of maintenance frequency. That is, the double check valve block 68 provided with the double check valve 38 having the lowest maintenance frequency, the relay valve block 70 provided with the relay valve 36 having a higher maintenance frequency than the double check valve 38, and the maintenance frequency higher than that. The normal solenoid valve block 72 provided with the high common solenoid valve 40 is arranged in this order from the tube seat block 66 side. For this reason, when only the maintenance of the regular solenoid valve 40 is performed, it is only necessary to remove the regular solenoid valve block 72, so that the maintenance work can be reduced. Moreover, since these blocks 78, 76, and 80 are stacked, the piping connection between them is simplified, and the brake control device 10 can be configured compactly. By arranging in this order, the maintenance work can be prevented from becoming complicated.

  In the present embodiment, the load valve block 74 and the emergency solenoid valve block 76 are stacked in this order separately from the first stack, so that the piping connection is simplified, and the load valve 52 and the emergency solenoid valve are stacked. Even if the valve 56 is provided, a compact brake control device can be provided. Moreover, since the variable load valve 52 and the emergency solenoid valve 56 are arranged from the tube seat block 66 side in ascending order of maintenance frequency, the maintenance work can be prevented from becoming complicated.

  In this embodiment, the two brake control devices are integrated into one brake control device by integrating two independent brake systems into one brake control device, thereby reducing the size. Since 36 and 36 are provided in separate relay valve blocks 70 and 70, respectively, both relay valve blocks 70 and 70 can be removed separately, thereby facilitating maintenance of the relay valves 36 and 36. be able to.

  In this embodiment, a bolt 85 for fastening the service solenoid valve block 72 and the relay valve block 70 is used as a first bolt group for fastening the double check valve block 68 and the relay valve block 70 to the pipe seat block 66. Therefore, even if the bolt 85 that fixes the service solenoid valve block 72 is removed, the other blocks 68 and 70 are held fixed. As a result, the maintenance work of the regular solenoid valve 40 can be simplified.

  In the present embodiment, the service solenoid valve block 72, the relay valve block 70, the double check valve block 68 and the pipe seat block 66 are arranged in this order from the opening 16 toward the inside of the casing 14. That is, since the regular solenoid valve block 72 is disposed at a position closest to the opening 16, even if each of the blocks 72, 70, 68 is disposed in the casing 14, it is possible to suppress deterioration in maintainability. be able to.

  In addition, although this embodiment demonstrated the structure in which the opening part 16 is formed in the side surface of the casing 14, it is not restricted to this, It installs so that the opening part 16 may become the upper surface or lower surface of the casing 14. It may be a thing.

  Moreover, although this embodiment demonstrated the example in which the casing 14 was comprised by the cylinder shape, it replaces with this and while a casing is comprised by the box-shaped shape which one side opens, it is in the back side surface. The structure by which the tube seat block 66 is arrange | positioned along may be sufficient. In this configuration, a hole for drawing the pipe is formed in the inner surface of the casing 14.

  In the present embodiment, the first stacked row is arranged above the second stacked row so that the silencer 73 does not protrude from the casing 14 when viewed from the front. However, the present invention is not limited to this. For example, the arrangement may be reversed, or may be arranged so as to be arranged in the left-right direction.

  In the present embodiment, the two relay valves 36 and 36 are connected in parallel to the first inflow port 26, but instead, one relay valve 36 is connected to the first inflow port 26. At the same time, a passage for communicating the one relay valve 36 and the other relay valve 36 may be provided.

  Further, both relay valve blocks 70 may be integrated.

  Further, the casing 14 may be omitted.

It is a perspective view showing a brake control device concerning an embodiment of the present invention. It is a perspective view which decomposes | disassembles and shows the said brake control apparatus for every component. It is a systematic diagram which shows the compressed air circuit provided in the said brake control apparatus. It is a front view of the brake control device in a state where an opening / closing lid is removed. It is a side view of the brake control device. It is sectional drawing which shows the conventional brake control apparatus.

Explanation of symbols

DESCRIPTION OF SYMBOLS 12 Brake cylinder 26 1st inflow port 28 2nd inflow port 30 Supply port 36 Relay valve 38 Double check valve 40 Regular solenoid valve 52 Resistive load valve 56 Emergency solenoid valve 66 Pipe seat block 68 Double check valve block 70 Relay valve Block 72 Regular solenoid valve block 74 Responsible load valve block 76 Emergency solenoid valve block 82 bolt 85 bolt

Claims (5)

A brake control device that performs control to supply compressed air for service brakes and compressed air for safety brakes to a brake cylinder,
A pipe seat provided with a first inflow port through which the compressed air for the service brake flows, a second inflow port through which the compressed air for the safety brake flows, and a supply port through which the compressed air supplied to the brake cylinder flows. Block,
A relay valve block provided with a relay valve to which compressed air for service braking that has passed through the first inflow port is supplied;
A service solenoid valve block provided with a service solenoid valve for controlling the relay valve;
A double check valve block provided with a double check valve for selectively flowing compressed air for service brake from the relay valve and compressed air for safety brake from the second inflow port to the supply port;
A control panel for controlling the common solenoid valve,
The double check valve block, the relay valve block and the service solenoid valve block are laminated in this order on the pipe seat block,
The said control panel is a brake control apparatus arrange | positioned at the side of the said laminated | stacked nonreturn valve block, the said relay valve block, and the said regular solenoid valve block. A variable load valve block provided with a variable load valve;
An emergency solenoid valve block provided with an emergency solenoid valve,
The variable load valve block and the emergency solenoid valve block are stacked in this order on the pipe seat block separately from the stacked row of the double check valve block, the relay valve block, and the electromagnetic valve block. Item 4. The brake control device according to item 1. Two relay valves are provided,
The brake control device according to claim 1 or 2, wherein each relay valve is disposed in two relay valve blocks configured separately.   The said regular solenoid valve block is fastened to the said relay valve block by the volt | bolt different from the volt | bolt which fastens the said double check valve block and the said relay valve block to the said pipe seat block. The brake control device according to item 1. A casing having an opening is provided;
Any one of Claim 1 to 4 in which the said regular solenoid valve block, the said relay valve block, the said composite type check valve block, and the said pipe seat block are arrange | positioned in this order toward the back in the said casing from the said opening part. The brake control device according to item.

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