JP6846731B2 - Rail brake system for rail vehicles - Google Patents

Description

The present invention relates to a rail braking system for rail vehicles that can apply a brake between the rail and the rail vehicle.

As a braking device for decelerating and stopping a railway vehicle, a wheel braking system is adopted in which a braking force such as a frictional force is applied to the wheels. In order to decelerate and stop the railcar in a shorter time in an emergency, in addition to the wheel brake method, a method to increase the area of wind pressure applied to the vehicle body, friction brake between the railcar and the rail, or A rail brake system that uses an eddy current brake has been proposed.

For example, in Cited Document 1, as a rail brake device, a magnetic pole and a magnetic pole are wound around a frame that can be raised and lowered from a bogie frame supported by wheels via an elevating device composed of a hydraulic cylinder or a pneumatic cylinder. The configuration in which the exciting coil is attached is described. A brake shoe facing the rail is attached to the magnetic pole, and when the rail brake is operated, the frame can be lowered by an elevating device to energize the exciting coil to generate magnetic flux. This magnetic flux enters the rail via the brake shoe, and a braking force due to an eddy current is generated on the rail as a function of the product of the relative velocity between the rail car and the rail and the magnetic flux.

Japanese Unexamined Patent Publication No. 2000-203426

A gas having a predetermined pressure is supplied from the gas pressure supply source to the gas pressure cylinder used for lowering the elevating device in the rail brake system. For example, if the gas supply from the gas pressure supply source is hindered for some reason, the operation of the rail brake may be hindered. Therefore, there is a demand for a rail brake system for railway vehicles that can self-start the rail brake even if the gas supply from the gas pressure supply source is hindered.

The rail brake system for a railroad vehicle according to the present invention has a magnetic flux including a frame that can be raised and lowered from a carriage frame supported by wheels via an elevating device, magnetic poles attached to the frame, and an exciting coil wound around the magnetic poles. It is provided with a generating unit, a brake shoe attached to a magnetic pole facing the rail, and a control device for controlling the brake between the brake shoe and the rail by controlling the raising and lowering of the elevating device and the excitation of the exciting coil. The elevating device is a gas pressure cylinder provided between the gas pressure supply source and the frame and the carriage frame, and is provided by a piston in a first gas chamber on the piston rod side and a second gas chamber on the opposite side of the piston rod. a gas pressure cylinder is partitioned, and the gas pressure supply passage that will be connected to the first gas chamber of the gas pressure cylinder from the gas pressure source via a check valve, a first port connected to a gas pressure supply passage, the air It has a second port to be opened and a third port connected to the second gas chamber of the gas pressure cylinder, and when the brake control is in a dormant state, the third port is communicated with the second port, and the brake control is operated. It is characterized by including a three-way valve for connecting the third port to the first port when in the state.

According to the rail brake system of the railway vehicle having the above configuration, when the brake control is in the operating state, the first gas chamber and the second gas chamber of the gas pressure cylinder communicate with each other via a three-way valve. The pressure receiving area on the first gas chamber side of the piston is smaller than the pressure receiving area on the second gas chamber side by the cross-sectional area of the piston rod. Even if the pressure in the first gas chamber and the second gas chamber is the same, the piston moves in the direction from the second gas chamber side to the first gas chamber side due to the difference in the pressure receiving area.

Here, even if the gas supply from the gas supply request is lost, the gas pressure state in the communication state via the three-way valve between the first gas chamber and the second gas chamber of the gas pressure cylinder is maintained by the check valve. Will be done. Due to the maintained gas pressure, the movement due to the above area difference occurs in a self-starting manner, so that the frame can be moved to the rail side with respect to the bogie frame, and the rail brake operates.

Further, in the rail brake system of a railway vehicle according to the present invention, it is preferable that the elevating device includes a buffer tank provided at a connection point between the first port of the three-way valve and the gas pressure supply path.

According to the rail brake system of the railway vehicle having the above configuration, even if the gas supply from the gas pressure supply source is cut off, the piston is moved to the frame side, which is the first gas chamber side, due to the difference in the pressure receiving areas on both sides of the piston. Moves on its own. Since there is a volume difference between the volume of the first gas chamber and the volume of the second gas chamber, the self-activated movement of the piston causes the communication state through the three-way valve between the first gas chamber and the second gas chamber. The gas pressure in is slightly fluctuating. By providing a buffer tank, it is possible to compensate for this slight fluctuation in gas pressure, and the operation of the rail brake is stable.

Further, in the rail brake system of a railway vehicle according to the present invention, it is preferable that the pressure receiving area on the first gas chamber side of the piston is 80% or less and 10% or more of the pressure receiving area on the second gas chamber side.

According to the rail brake system of the railway vehicle having the above configuration, even if the gas supply from the gas pressure supply source is cut off, the piston is moved from the second gas chamber side to the first gas chamber due to the difference in the pressure receiving area on both sides of the piston. It moves in a self-activating direction toward the side. The self-starting movement becomes faster as the difference in the pressure receiving area increases, but it is desirable to avoid excessive braking operation in consideration of the impact on the user and the like. In the above configuration, the pressure receiving area on the second gas chamber side of the piston is 100% as a reference, and the pressure receiving area of the first gas chamber is in the range of 80% to 10%. Therefore, the difference in the pressure receiving area is the second gas chamber. It can be set in the range of 20% to 90% of the pressure receiving area according to the specifications of the rail brake.

Further, in the rail brake system of a railway vehicle according to the present invention, it is preferable that the axial direction of the gaseous pressure cylinder is parallel to the elevating direction of the frame.

According to the rail brake system of the railway vehicle having the above configuration, even if the gas supply from the gas pressure supply source is cut off, the piston is moved from the second gas chamber side to the first gas chamber due to the difference in the pressure receiving areas on both sides of the piston. It moves in a self-activating direction toward the side. By making the axial direction of the gas pressure cylinder parallel to the elevating direction of the frame, self-starting movement due to the weight of the piston is added, and the operation of the rail brake becomes more reliable.

Further, in the rail brake system of a railroad vehicle according to the present invention, the gas pressure cylinder has an end flow path connected between the gas pressure supply path and the end of the first gas chamber via a predetermined orifice, and a first. It is preferable to have a bypass flow path connected to the gas pressure supply path on the second gas chamber side of the end flow path in one gas chamber.

According to the rail brake system of the railway vehicle having the above configuration, even if the gas supply from the gas pressure supply source is cut off, the piston is moved from the second gas chamber side to the first gas chamber due to the difference in the pressure receiving area on both sides of the piston. It moves in a self-activating direction toward the side. The self-activating speed of movement depends on the speed at which the gas escapes from the first gas chamber. According to the above configuration, when the position of the piston does not block the bypass flow path, the gas in the first gas chamber escapes to the second gas chamber side via both the bypass flow path and the end flow path. When the position of the piston moves toward the first gas chamber side and blocks the bypass flow path, the gas in the first gas chamber escapes to the second gas chamber side only through the orifice of the end flow path. Therefore, as the piston moves toward the first gas chamber side, the amount of gas in the first gas chamber that escapes to the second gas chamber side can be reduced, so that the moving speed of the piston can be slowed down and the rail brake can be used. The impact due to operation can be mitigated.

According to the rail brake system of a railroad vehicle according to the present invention, the rail brake can be operated in a self-starting manner even if the gas supply from the gas pressure supply source is hindered.

It is a block diagram of the rail brake system of the railroad vehicle in embodiment which concerns on this invention. It is a block diagram of the lifting device of the rail brake system of a railroad vehicle in embodiment which concerns on this invention. Here, the time when the brake control is in the hibernation state is shown. It is a figure which shows the elevating device when the brake control is an operation state corresponding to FIG. It is a figure which shows the state change of the elevating device when the brake control shifts between the hibernation state and the operation state about the rail brake system of the railroad vehicle in the embodiment which concerns on this invention. FIG. 4A shows the state of hibernation, FIG. 4B shows the transient state when switching from the hibernation state to the operation state, FIG. 4C shows the state of operation, and FIG. 4D shows the state of operation. It is a figure which shows the transient state at the time of switching to a hibernation state. FIG. 4 is a diagram showing a state change of the elevating device when the gas supply from the gas pressure supply source is stopped. (A) to (d) of FIG. 5 correspond to (a) to (d) of FIG. 4, respectively. It is a figure which shows the state change of the elevating device when the brake control shifts between a hibernation state and an operation state in the rail brake system of a railroad vehicle in the prior art. 6 (a) to 6 (d) correspond to (a) to (d) of FIG. 4, respectively. FIG. 6 is a diagram showing a state change of the elevating device when the gas supply from the gas pressure supply source is stopped. (A) to (d) of FIG. 7 correspond to (a) to (d) of FIG. 6, respectively. It is a figure which shows the modification of the gas pressure cylinder about the lifting device of the rail brake system of a railroad vehicle in the embodiment which concerns on this invention.

Hereinafter, embodiments according to the present invention will be described in detail with reference to the drawings. In the following, when the elevating device is mounted on a railroad vehicle, the first gas chamber side of the gas pressure cylinder of the elevating device is arranged on the frame side for the rail brake, and the second gas chamber side is arranged on the bogie frame side. However, this is an example for explanation. On the contrary, the first gas chamber side of the gas pressure cylinder may be arranged on the bogie frame side, and the second gas chamber side may be arranged on the frame side.

In the following, the moving direction of the piston of the gas pressure cylinder is parallel to the elevating direction of the frame, but this is an example for explanation, and by using an appropriate elevating direction conversion device, the piston of the gas pressure cylinder The moving direction of the frame can be tilted with respect to the elevating direction of the frame. For example, when the tip of the piston rod and the frame are connected by an appropriate rope by utilizing the weight of the frame, the ascending / descending direction can be changed via the pulley.

In the following, air, which is the atmosphere, will be described as a gas applied to the gas pressure supply source. However, air here has a broad meaning, and is a gas having a component composition similar to that of air, which is the atmosphere. For example, dry air, nitrogen gas, or the like may be used.

The dimensions, numerical values, etc. described below are examples for explanation, and can be changed as appropriate according to the specifications of the rail brake system of the railway vehicle. In the following, similar elements will be designated by the same reference numerals in all drawings, and duplicate description will be omitted.

FIG. 1 is a configuration diagram of a rail brake system 10 for a railroad vehicle. The rail brake system 10 of a railroad vehicle is a system related to a rail brake that applies braking between the rail 4 and the railroad vehicle by using an eddy current in addition to the wheel brake in the railroad vehicle (not shown). Hereinafter, unless otherwise specified, the rail brake system 10 of a railway vehicle is simply referred to as a rail brake system 10. The rail brake system 10 includes a frame 12, an elevating device 20, and a control device 120. In FIG. 1, although the elements do not constitute the rail brake system 10, the rail 4, the wheels 6 running on the rails, and the bogie frame 8 supported by the wheels 6 are shown.

The frame 12 is a member that can be raised and lowered with respect to the bogie frame 8 via the lifting device 20. A magnetic pole 15 and an exciting coil 16 wound around the magnetic pole 15 are attached to the frame 12 as a magnetic flux generating portion 14 for generating an eddy current on the rail 4. The brake shoe 18 is an iron piece attached to a magnetic pole and facing the rail 4. The rail brake is an eddy current braking force generated in the rail 4 as a function of the product of the relative velocity and the magnetic flux between the rail vehicle and the rail 4 when the magnetic flux enters the rail 4 through the brake shoe 18.

Further, since an electromagnetic attraction force is generated between the rail 4 and the magnetic pole 15 by the magnetic flux, when the rail 4 and the brake shoe 18 come into contact with each other due to this electromagnetic attraction force, it is generated by the friction coefficient between the electromagnetic attraction force and the brake shoe 18. the friction braking force can be used. When the friction braking force is used, it is preferable to provide an appropriate refrigerant supply mechanism in order to suppress heat generation due to friction. Therefore, the rail brake in a broad sense means a braking force obtained by combining the eddy current braking force and the friction braking force of the rail 4, but in the following, the eddy current braking force in a narrow sense is referred to as a rail brake.

The elevating device 20 includes a gas pressure cylinder 22 and an elevating gas pressure circuit 24. Pneumatic cylinder 22 is provided between the bogie frame 8 and the frame 12, a gas having a predetermined pressure P _S (see FIG. 2) supplied from the gas pressure supply source 70 included in the lift gas pressure circuit 24 It is a thrust generation mechanism that operates by using it. The details of the elevating device 20 and its operation will be described in FIG. 2 and below.

The control device 120 is a device mounted on a railroad vehicle and controls the entire running of the railroad vehicle. Here, in particular, a function of controlling the rail brake will be described. The control device 120 includes an exciting circuit 122 that supplies a predetermined exciting current to the exciting coil 16, an elevating gas pressure circuit 24 that forms a part of the elevating device 20, and a brake control unit 124. The brake control unit 124 performs brake control in order to decelerate and stop the railway vehicle in a short time in an emergency or the like. The brake control includes operation control of the gas pressure cylinder 22 via the elevating gas pressure circuit 24 and excitation control of the exciting coil 16 via the exciting circuit 122. When the brake control is in the hibernation state, the exciting circuit 122 does not output the exciting current, the gas pressure cylinder 22 is in the reduced state, and the elevating device 20 pulls the frame 12 toward the bogie frame 8. When the brake control is in the operating state, the exciting circuit 122 outputs an exciting current, the gas pressure cylinder 22 is in the extended state, and the elevating device 20 moves the frame 12 to the rail 4 side.

FIG. 1 shows three directions orthogonal to each other with respect to a railroad vehicle. The front-rear direction is the traveling direction of the railway vehicle, and is the direction in which the rail 4 extends. The width direction is the width direction of the railway vehicle. The vertical direction is the vertical direction of the railcar, and for the frame 12, the bogie frame 8 side is the upward direction and the rail 4 side is the downward side.

2 and 3 are block diagrams of the elevating device 20. FIG. 2 shows the state of the elevating device 20 when the brake control is in the hibernation state, and FIG. 3 shows the state of the elevating device 20 when the brake control is in the operating state. The gas pressure cylinder 22 constituting the elevating device 20 includes a cylinder portion 26 and a piston portion 28. The elevating gas pressure circuit 24 constituting the elevating device 20 includes a gas pressure supply source 70, a check valve 72, a gas pressure supply path 80, and a three-way valve 100. In FIGS. 2 and 3, the operating state of the three-way valve 100 and the position of the piston portion 28 with respect to the cylinder portion 26 are different in response to the different brake control states. Although both the cylinder portion 26 and the piston portion 28 include a plurality of components, each component of the cylinder portion 26 is shown in a relatively easy-to-understand manner in FIG. 2, and each configuration of the piston portion 28 is relatively shown in FIG. The elements are shown in an easy-to-understand manner. Therefore, each component of the elevating device 20 will be described with reference to FIGS. 2 and 3.

The gas pressure cylinder 22 is a linear movement mechanism in which the piston portion 28 slides along the axial direction of the cylinder portion 26 due to the gas pressure. The axial direction of the gas pressure cylinder 22 is parallel to the elevating direction of the frame 12 described in FIG. The internal space of the cylinder portion 26 of the gas pressure cylinder 22 is partitioned into a first gas chamber 30 and a second gas chamber 32 by a piston 50 constituting the piston portion 28. The space on the rail 4 side is the first gas chamber 30 and the space on the bogie frame 8 side is the second gas chamber 32 along the elevating direction of the frame 12 which is the axial direction of the gas pressure cylinder 22. The gas pressure cylinder 22 is provided with a rod-side port 34 communicating with the first gas chamber 30 and a head-side port 36 communicating with the second gas chamber 32. Hereinafter, regarding the vertical direction of the elevating device 20, the direction on the bogie frame side is referred to as the direction on the second gas chamber 32 side, and the direction on the rail side is referred to as the direction on the first gas chamber 30 side.

As shown in FIG. 2, the cylinder portion 26 of the gaseous pressure cylinder 22 includes a cylinder tube 38, a head cover 40, a first rod cover 42, and a second rod cover 44.

The cylinder tube 38 is a cylindrical member having an inner peripheral wall on which the outer peripheral wall of the piston 50 of the piston portion 28 slides. The inner peripheral wall of the cylinder tube 38 is smoothly machined with high accuracy, and the inner diameter dimension is controlled with a predetermined accuracy.

The head cover 40 is a cover member that closes the opening of the cylinder tube 38 on the second gas chamber 32 side. The head cover 40 is attached to the bogie frame 8, whereby the cylinder portion 26 is integrated with the bogie frame 8 and fixed. The first rod cover 42 and the second rod cover 44 are cover members that close the opening of the cylinder tube 38 on the first gas chamber 30 side.

A sliding seal ring 46 is arranged on the inner diameter side of the first rod cover 42. The sliding seal ring 46 is a cylindrical member having an inner peripheral wall on which the outer peripheral wall of the piston rod 52 of the piston portion 28 slides. The inner peripheral wall of the sliding seal ring 46 is smoothly processed with high accuracy, and the inner diameter dimension is controlled with a predetermined accuracy. The sliding seal ring 46 has an appropriate axial length in order to guide the piston rod 52 so as not to tilt along the axial direction. An appropriate number of rod support rings 48 are arranged on the sliding seal ring 46 according to the length in the axial direction. In the examples of FIGS. 2 and 3, two rod support rings 48 are arranged. The rod support ring 48 is an annular seal member that prevents gas from leaking between the sliding seal ring 46 and the piston rod 52. The second rod cover 44 is a cover member that is connected to the first rod cover 42, holds the end of the sliding seal ring 46, and has a through hole through which the piston rod 52 can slide.

As shown in FIG. 3, the piston portion 28 of the gas pressure cylinder 22 includes a piston 50, a piston rod 52, a connecting rod sleeve 54, a connecting rod 56, a piston holding ring 58, and a stopper 60.

The piston 50 is a disk-shaped member that is guided by the inner peripheral wall of the cylinder tube 38 of the cylinder portion 26 and moves in the axial direction. A sliding ring 62 is arranged on the outer peripheral wall of the piston 50. The sliding ring 62 is a ring-shaped member that slides on the inner peripheral wall of the cylinder tube 38. The outer peripheral wall of the sliding ring 62 is smoothly processed with high accuracy, and the outer diameter dimension is controlled with a predetermined accuracy. The piston ring 64 provided at a substantially central portion along the axial direction of the sliding ring 62 is an annular sealing member that prevents gas from leaking from between the cylinder tube 38 and the sliding ring 62. The internal space of the cylinder tube 38 is partitioned by the piston 50 into a first gas chamber 30 and a second gas chamber 32.

The piston rod 52 is a columnar member having one end attached to the first gas chamber 30 side of the piston 50 and the other end protruding toward the first gas chamber 30 side of the cylinder portion 26. In the state of being assembled as the piston portion 28, the piston 50 has a disc shape protruding in the radial direction in a brim shape with respect to the piston rod 52, but the piston 50 in the state before being assembled as the piston portion 28 is annular. It is a member of. One end of the piston rod 52 is inserted into the annular inner diameter hole, and the piston 50 and the piston rod 52 are integrated and fixed by the piston holding ring 58.

The connecting rod sleeve 54 is fitted on the inner diameter side of the piston rod 52, and the connecting rod 56 is fitted on the inner diameter side of the connecting rod sleeve 54. The connecting rod sleeve 54 and the connecting rod 56 are integrated and fixed by the stopper 60. The tip of the connecting rod 56 is attached to the frame 12 for the rail brake, whereby the piston rod 52 and the frame 12 are integrated and fixed.

As described above, the head cover 40 of the cylinder portion 26 is integrated and attached to the bogie frame 8, and the connecting rod 56 of the piston portion 28 is integrated and attached to the frame 12. When the piston portion 28 moves toward the first gas chamber 30 with respect to the cylinder portion 26 in the gas pressure cylinder 22, the frame 12 moves downward with respect to the bogie frame 8 fixed to the axle. As the frame 12 moves downward, the exciting coil 16 provided on the frame 12 is excited, and the brake shoe 18 interacts with the rail 4 via the magnetic pole 15 to act as a rail brake.

The outer diameter of the piston 50 is D, the outer diameter of the piston rod 52 is d, the pressure receiving area A ₂ of the second gas chamber 32, A ₂ = represented by (πD ^2/4), the first gas chamber 30 receiving area a ₁ of, a ₁ = - represented by ^{{(πD 2/4) (} πd 2/4)}. The difference ΔA of the pressure receiving area at (A ₂ -A _1), the cross-sectional area of the piston rod 52 (πd ^2/4). When the pressure receiving area of the second gas chamber 32 A ₂ = a ([pi] D ^2/4) is 100% of the reference, the difference in pressure receiving area is given by ^{ΔA = (d / D) 2} × 100%.

Here, when the pressure of the first gas chamber 30 is the same as the pressure of the second gas chamber 32, the pressure as P _A, {(difference between pressure receiving _{area) P A ×} = {P} A × (d / D) ^{A thrust with a magnitude of 2} x 100%} is generated. It thrusts when P _A is larger positive pressure than the atmospheric pressure, resulting from the second gas chamber 32 side in the direction of the first gas chamber 30 side. This will be described later as an effect of the lifting device 20 in FIG. 4 and below.

The step-up / down gas pressure circuit 24 includes a gas pressure supply source 70, a check valve 72, a filter 74, a throttle portion 76, a gas pressure supply path 80, and a three-way valve 100.

Gas pressure supply source 70, a gas having a predetermined pressure P _S, a high pressure gas source to be supplied to pneumatic cylinder 22. As the gas pressure supply source 70, a compressor that can be mounted on a railway vehicle is used. In some cases, a high pressure tank may be used.

The gas pressure supply path 80 is a high-pressure flow path connecting the gas pressure supply source 70 and the rod-side port 34 of the gas pressure cylinder 22. In the gas pressure supply path 80, a check valve 72 for preventing backflow of high-pressure gas from the gas pressure supply source 70 side toward the rod side port 34, a filter 74 for removing dust and the like contained in the supplied gas, The throttle portion 76 and the buffer tank 78 that appropriately suppress the flow velocity are sequentially arranged.

The three-way valve 100 is an electromagnetic valve that operates under the control of the brake control unit 124 of the control device 120 and has three gas input / output ports of a first port 106, a second port 108, and a third port 110. The first port 106 is connected to the first port side flow path 82. The first port side flow path 82 is connected to the gas pressure supply path 80 at the connection point 84. The second port 108 is connected to the second port side flow path 86, and the second port side flow path 86 is opened to the atmosphere via the throttle portion 90 and the silencer 92. The third port 110 is connected to the head side port 36 of the gaseous pressure cylinder 22 via the third port side flow path 88.

In the three-way valve 100, a sleeve having a large-diameter land and a small-diameter shaft portion is arranged in a sleeve having three ports of a first port 106, a second port 108, and a third port 110 on a peripheral wall portion. Has a structure. The three-way valve 100 moves the sleeve in the axial direction by the actuator 102 to switch the communication relationship between the three ports of the first port 106, the second port 108, and the third port 110. The return means 104 is a urging means for returning the sleeve to the initial state when the actuator 102 is not driven. Here, gas pressure is used as the return means 104.

In the three-way valve 100, when the brake control of the brake control unit 124 is a command of "pause state", the actuator 102 is not driven and the spool position is in the initial state by the return means 104. This state of the three-way valve 100 is referred to as a "pause state" of the three-way valve 100, assuming that it is the same as a brake control command. When the brake control is commanded to be in the "operating state", the actuator 102 is in the driving state, and the position of the spool moves from the initial state to the moving state against the urging force of the returning means 104. This state of the three-way valve 100 is referred to as an "operating state" of the three-way valve 100, assuming that it is the same as a brake control command.

In FIGS. 2 and 3, the communication state between the ports in the two states of the three-way valve 100 in the hibernation state and the operating state is shown by two frames. Of the two frames, the frame 100A on the return means 104 side indicates the communication state of each port when the three-way valve 100 is in a dormant state. Of the two frames, the frame 100B on the actuator 102 side indicates the communication state of each port when the three-way valve 100 is in the operating state.

FIG. 2 is a diagram showing a state in which the brake control and the three-way valve 100 are in a dormant state. Hereinafter, the first port 106, the second port 108, and the third port 110 in the hibernation state will be referred to as the first port 106A, the second port 108A, and the third port 110A, respectively. In the hibernation state of the three-way valve 100, the first port 106A does not communicate with any other port and is in a closed state, and the second port 108A communicates with the third port 110A. Due to this communication state, the second gas chamber 32 of the gas pressure cylinder 22 passes through the head side port 36, the third port side flow path 88, the third port 110A, the second port 108A, and the second port side flow path 86. Open to the atmosphere. _{The pressure P 0} of the second gas chamber 32 is atmospheric pressure. The first gas chamber 30 of the gas pressure cylinder 22 is connected to the gas pressure supply source 70 via the gas pressure supply path 80 without passing through the three-way valve 100. The pressure of the first gas chamber 30 is a pressure P _S of the gas pressure source 70. Therefore, the piston 50 moves to the second gas chamber 32 side due to this pressure difference. Note that FIG. 2 shows a state in which the piston 50 has moved to the stroke limit, and the second gas chamber 32 is not displayed. As a result, the frame 12 is pulled up toward the bogie frame 8.

FIG. 3 is a diagram showing a state in which the brake control and the three-way valve 100 are in the operating state. Hereinafter, the first port 106, the second port 108, and the third port 110 in the operating state will be referred to as the first port 106B, the second port 108B, and the third port 110B, respectively. In the operating state of the three-way valve 100, the second port 108B is in a closed state without communicating with any other port, and the first port 106B communicates with the third port 110B. This communication state, connecting the second gas chamber 32 of the pneumatic cylinder 22 has a head-side port 36 and third port-side channel 88 and the third port 110B and the first port 106B and the first port side flow passage 82 It is connected to the gas pressure supply source 70 via the point 84 and the gas pressure supply path 80. The pressure of the second gas chamber 32 is a pressure P _S of the gas pressure source 70. The first gas chamber 30 of the gas pressure cylinder 22 is connected to the gas pressure supply source 70 via the gas pressure supply path 80 without passing through the three-way valve 100. The pressure of the first gas chamber 30 is a pressure P _S of the gas pressure source 70.

When the brake control and the three-way valve 100 is in operational state, the pressure of the first gas chamber 30 is also the pressure in the second gas chamber 32 are both P _S. In this case, the difference in pressure receiving area of the second gas chamber 32 side and the pressure receiving area of the first gas chamber 30 side of the piston 50, {(difference between pressure-receiving _{area) P S ×} = {P} S × (d / D ) ^{A thrust of the magnitude of 2} x 100%} is generated. D is the outer diameter of the piston 50, and d is the outer diameter of the piston rod 52. Since P _S is a greater pressure than the P ₀ is atmospheric pressure, thrust results from the second gas chamber 32 side in the direction of the first gas chamber 30 side. Therefore, the piston 50 moves to the first gas chamber 30 side by the thrust due to the difference in the pressure receiving area. Note that FIG. 3 shows a state in which the piston 50 has moved to the stroke limit, and the first gas chamber 30 is not displayed. As a result, the frame 12 descends toward the rail 4.

The descent of the piston 50 in FIG. 3 is not based on the difference between the pressure of the first gas chamber 30 and the pressure of the second gas chamber 32, and is the pressure receiving area of the first gas chamber 30 and the pressure receiving area of the second gas chamber 32. since based on the difference, regardless of the control pressure P _S of the gas pressure source 70, resulting in a self-starting manner based on the mechanism. The difference in the pressure receiving area plays an important role in the self-activating lowering operation of the elevating device 20. The lowering speed of the elevating device 20 becomes faster as the difference in the pressure receiving area becomes larger, but it is desirable to avoid too abrupt rail braking operation in consideration of the impact on the users of railway vehicles and the like. For example, the pressure receiving area on the second gas chamber 32 side of the piston 50 is set to 100% as a reference, and the pressure receiving area on the first gas chamber 30 side is in the range of 80% to 10%. In other words, the difference in the pressure receiving area can be set in the range of 20% to 90% of the pressure receiving area of the second gas chamber 32 according to the specifications of the rail brake.

The operation and effect of the elevating device 20 having the above configuration will be described in more detail with reference to FIGS. 4 and 5. Figure 4 shows the gas pressure supply source 70 to the gas pressure supply passage 80 of the state of the gas pressure cylinder 22 when the gas pressure P _S is supplied properly. Figure 5 shows the state of the gas pressure cylinder 22 when the gas pressure supply passage 80 from the gas pressure supply source 70 for some reason is not supplied gas pressure P _S. The three-way valve 100 operates normally under the control of the brake control unit 124 of the control device 120. In these figures, (a) shows the state of the gas pressure cylinder 22 when the brake control and the three-way valve 100 are in the dormant state, and (b) shows the state of the three-way valve 100 from the dormant state of (a) to the operating state. The transient state of the gas pressure cylinder 22 after switching is shown. (C) shows the state when the gas pressure cylinder 22 is stable after (b), and (d) is the gas pressure cylinder after the three-way valve 100 is switched from the operating state of (c) to the hibernation state. The transient state about 22 is shown.

In FIG. 4, FIG. 4A is a diagram in the same state as in FIG. 2 when the three-way valve 100 is in a dormant state and the gas pressure cylinder 22 is in a stable state. This condition, in the gas pressure cylinder 22, the pressure of the first gas chamber 30 at a pressure P _S of the gas pressure source 70, the pressure P ₀ in the second gas chamber 32 is at atmospheric pressure. The piston 50 is on the second gas chamber 32 side, the frame 12 is pulled up to the bogie frame 8 side, and the rail brake is not applied.

(B) In so three-way valve 100 is switched to the operating state, the pressure of the second gas chamber 32 side is increased from P ₀ to P _S. The pressure of the first gas chamber 30 remains at P _S, the difference between the first gas chamber 30 side pressure-receiving area and the pressure receiving area of the second gas chamber 32 side of the piston 50, the piston 50 is first gas It starts moving to the room 30 side in a self-activated manner.

(C) is the same state as in FIG. 3 when a certain amount of time has passed from (b), the three-way valve 100 is in the operating state, and the gas pressure cylinder 22 is in the stable state. Here, the position of the piston 50 is stably settled on the first gas chamber 30 side due to the difference between the pressure receiving area on the first gas chamber 30 side of the piston 50 and the pressure receiving area on the second gas chamber 32 side. As a result, the frame 12 descends to the rail 4 side, the exciting coil 16 is excited, and the rail brake works.

In (d), since the three-way valve 100 is switched to dormant, pressure of the second gas chamber 32 side is reduced from P _S to P _0. The pressure of the first gas chamber 30 remains at P _S, this pressure difference, the piston 50 begins to move to the second gas chamber 32 side. In the example of FIG. 4, after (d), the state shifts to the state (a), and then the change of the above state is repeated.

Figure 5 is a diagram showing a state of the gas pressure cylinder 22 when the gas pressure supply passage 80 from the gas pressure supply source 70 for some reason is not supplied gas pressure P _S. Here, the gas pressure supply passage 80 between the gas pressure supply source 70 and the check valve 72 and broken at X marks show that the gas pressure P _S in the gas pressure supply passage 80 is not supplied.

FIG. 5A is a diagram showing a state in which the three-way valve 100 is in a dormant state and the gas pressure cylinder 22 is in a stable state. Here, the gas pressure supply path 80 is not supplied with gas from the gas pressure supply source 70, but in the process of the operating state before that, the gas pressure supply path 80 on the downstream side of the check valve 72 is pressured P _S or Gas with a pressure close to that remains. _{Further, a gas having a pressure PS} or a pressure close to the pressure PS is also accumulated in the buffer tank 78. These high gas pressure in the first gas chamber 30 is maintained at a pressure P _S or high pressure close thereto. _{The pressure P 0} of the second gas chamber 32 is atmospheric pressure. Therefore, the piston 50 is on the second gas chamber 32 side, the frame 12 is pulled up to the bogie frame 8 side, and the rail brake is not applied.

In (b), since the three-way valve 100 is switched to the operating state, the second gas chamber 32, the pressure P _S or gas pressure close to that of the gas pressure supply passage 80 and the buffer tank 78 is supplied, the second gas The pressure on the chamber 32 side _{rises from P 0} to P _S or close to it. The pressure of the first gas chamber 30 remains at P _S or a pressure close thereto, the difference between the first gas chamber 30 side of the pressure receiving area and the pressure receiving area of the second gas chamber 32 side of the piston 50, the piston 50 is , Starts to move to the first gas chamber 30 side in a self-activated manner.

In the process (b), since there is a volume difference between the volume of the first gas chamber 30 and the volume of the second gas chamber 32, the self-activated movement of the piston 50 causes the first gas chamber 30 and the second gas to move. The gas pressure in the state of communication via the three-way valve 100 between the chambers 32 fluctuates slightly. Since the buffer tank 78 compensates for this slight fluctuation in gas pressure, it can stably move to the next operating state of the rail brake (c).

(C) is a time when a certain amount of time has passed from (b), the three-way valve 100 is in the operating state, and the gas pressure cylinder 22 is in the stable state. Here, as in (b), the position of the piston 50 is set to the first gas chamber 30 side due to the difference between the pressure receiving area on the first gas chamber 30 side of the piston 50 and the pressure receiving area on the second gas chamber 32 side. Stable and calm. As a result, the frame 12 descends to the rail 4 side, the exciting coil 16 is excited, and the rail brake works.

In the next (d), since the three-way valve 100 is switched to dormant, pressure of the second gas chamber 32 side is reduced from P _S to P _0. When there are still enough gas in the buffer tank 78, P _S, or the pressure of the gas close to the buffer tank 78 is supplied to the first gas chamber 30. The piston 50 starts moving toward the second gas chamber 32 due to the pressure difference between the pressure in the first gas chamber 30 and the pressure P _{0 in the second gas chamber 32.} When sufficient gas does not remain in the buffer tank 78, the operation of (d) cannot be performed, the state of (c) remains, and recovery work or the like is awaited.

The following can be seen by comparing FIGS. 4 and 5. In the elevating device 20 having the configurations shown in FIGS. 2 and 3, even if there is a problem such as the gas supply from the gas pressure supply source 70 being cut off, when the brake control unit 124 issues a command for the operating state, the piston 50 Due to the difference in the pressure receiving area on both sides, the piston 50 autonomously moves in the direction from the second gas chamber 32 side to the first gas chamber 30 side. As a result, the railroad vehicle can reliably operate the rail brake when it is desired to operate the rail brake in an emergency or the like.

Further, the axial direction of the gas pressure cylinder 22 is parallel to the elevating direction of the frame 12. As a result, in addition to the self-starting movement based on the difference in the pressure receiving area, the self-starting movement due to the weight of the piston 50 is added, so that the operation of the rail brake becomes more reliable.

6 and 7 are diagrams showing the configuration of the conventional lifting device 130 and its operation and effect for comparison. The lifting device 130 of the prior art differs from the lifting device 20 of FIGS. 2 and 3 in four points. The gas pressure cylinder 132 of the prior art has a small outer diameter of the piston rod 134. Further, the four-way valve 140 is used to change the communication state by brake control. Also, it does not have a buffer tank 78. Further, the gas pressure supply path 136 is only connected to the four-way valve 140, not to the rod side port 34 of the gas pressure cylinder 132.

Figure 6 is a view corresponding to FIG. 4, showing the state of the gas pressure cylinder 132 when the gas pressure P _S from the gas pressure supply source 70 to the gas pressure supply passage 80 is normally supplied. Figure 7 is a view corresponding to FIG. 5, showing the state of the gas pressure cylinder 132 when the gas pressure supply passage 80 from the gas pressure supply source 70 for some reason is not supplied gas pressure P _S. The four-way valve 140 operates normally under the control of the brake control unit 124 of the control device 120. 6 (a) to 6 (d) correspond to FIGS. 4 (a) to 4 (d), respectively, and FIGS. 7 (a) to 7 (d) correspond to FIGS. 5 (a) to 5 (d), respectively.

First, the contents of the gas pressure cylinder 132 and the four-way valve 140 will be described with reference to FIG. 6A. The cylinder portion 26 of the gas pressure cylinder 132 is the same as the cylinder portion 26 of the gas pressure cylinder 22. The piston 50 is also the same as the piston 50 of the gaseous pressure cylinder 22. The outer diameter of the piston rod 134 is smaller than that of the piston rod 52 of the gas pressure cylinder 22. Assuming that the pressure receiving area on the first gas chamber 30 side of the piston 50 of the gas pressure cylinder 22 is in the range of 80% or less and 10% or more of the pressure receiving area on the second gas chamber 32 side, the first gas chamber 30 in the gas pressure cylinder 132 The pressure receiving area on the side is 90% or more of the pressure receiving area on the second gas chamber 32 side. For example, when the piston rod 134 has a thickness of 20% with respect to the outer diameter of the piston 50, the pressure receiving area on the first gas chamber 30 side is 96 % of the pressure receiving area on the second gas chamber 32 side. In the prior art, a piston rod 134 having such a thickness is used.

The actuator 102 and the return means 104 in the four-way valve 140 are the same as the actuator 102 and the return means 104 in the three-way valve 100. The four-way valve 140 has four ports, a first port 142, a second port 144, a third port 146, and a fourth port 148. The first port 142 is connected to the gas pressure supply path 136. The second port 144 is opened to the atmosphere through the throttle portion 90 and the silencer 92, similarly to the second port 108 of the three-way valve 100. The third port 146 is connected to the head side port 36 of the gaseous pressure cylinder 132. The fourth port 148 is connected to the rod side port 34 of the gaseous pressure cylinder 132.

The communication state between each port in the two states of the four-way valve 140 in the hibernation state and the operating state is shown by two frames. Of the two frames, the frame 140C shown on the return means 104 side indicates the communication state of each port when the four-way valve 140 is in the hibernation state. Of the two frames, the frame 140D shown on the actuator 102 side indicates the communication state of each port when the four-way valve 140 is in the operating state.

Here, regarding the first port 142, the second port 144, the third port 146, and the fourth port 148, when in hibernation, the first port 142C, the second port 144C, the third port 146C, and the fourth port 148C, respectively. And. Similarly, in the operating state, the first port 142D, the second port 144D, the third port 146D, and the fourth port 148D are used, respectively. As shown in FIG. 6A, when the four-way valve 140 is in a dormant state, the first port 142C and the fourth port 148C communicate with each other, and the second port 144C and the third port 146C communicate with each other. As shown in FIG. 6B, when the four-way valve 140 is in the operating state, the first port 142D and the third port 146D communicate with each other, and the second port 144D and the fourth port 148D communicate with each other.

In FIG. 6A, the four-way valve 140 is in a dormant state and the gas pressure cylinder 22 is in a stable state. In the four-way valve 140 dormant, gas pressure P _S from the gas pressure supply 70 from the first port 142C through the gas pressure supply passage 136 communicates with the fourth port 148C, the rod side of the pneumatic cylinder 132 It is supplied from the port 34 to the first gas chamber 30. On the other hand, the second gas chamber 32 communicates with the third port 146C to the second port 144C from the head side port 36 and is opened to the atmosphere. Therefore, the piston 50 maintains a stable position on the second gas chamber 32 side by the pressure difference between _{the pressure P S} of the first gas chamber 30 and the pressure P _{0 of the second gas chamber 32.}

In (b), four-way valve 1 4 0 is switched to the operating state. In the four-way valve 140 of the operation state, the gas pressure P _S from the gas pressure supply 70 from the first port 142D via a gas pressure supply passage 136 communicates with the third port 146D, the head side of the pneumatic cylinder 132 It is supplied from the port 36 to the second gas chamber 32. On the other hand, the first gas chamber 30 communicates with the fourth port 148D to the second port 144D from the rod side port 34 and is opened to the atmosphere. Therefore, the piston 50 starts moving toward the first gas chamber 30 due to the pressure difference between _{the pressure P S} of the second gas chamber 32 and the pressure P _{0 of the first gas chamber 30.} Since there is a pressure difference between the second gas chamber 32 and the first gas chamber 30, the thrust due to the difference between the pressure receiving area on the first gas chamber 30 side and the pressure receiving area on the second gas chamber 32 side of the piston 50 is taken into consideration. It doesn't have to be.

(C) is a when certain time elapses from (b), four-way valve 1 4 0 the operation state, the gas pressure cylinder 22 is in a stable state. Here, the position of the piston 50 is stably settled on the side of the first gas chamber 30 by the pressure difference between _{the pressure P S} of the second gas chamber 32 and the pressure P _{0 of the first gas chamber 30, thereby.} The frame 12 descends to the rail 4 side, the exciting coil 16 is excited, and the rail brake works.

In (d), a four-way valve 1 4 0 is switched to the dormant state. Here, the gas pressure P _S from the gas pressure supply 70, gas passes through the pressure supply passage 136 communicates from the first port 142C to the fourth port 148C, the first gas from the rod-side port 34 of the pneumatic cylinder 132 It is supplied to the room 30. Thus, the pressure of the first gas chamber 30 rises from P ₀ to P _S. On the other hand, the second air chamber 32 is communicated with the second port 144C from the third port 146C of the head-side port 36, because it is open to the atmosphere, the pressure of the second gas chamber 32 is lowered from P _S to P ₀ .. Therefore, the piston 50 starts moving toward the second gas chamber 32 due to the pressure difference between _{the pressure P S} of the first gas chamber 30 and the pressure P _{0 of the second gas chamber 32.} In the example of FIG. 6, after (d), the state shifts to the state (a), and then the change of the above state is repeated.

Figure 7 is a diagram showing a state of the gas pressure cylinder 132 when the gas pressure supply passage 136 from the gas pressure supply source 70 for some reason is not supplied gas pressure P _S. Here, the gas pressure supply passage 136 between the gas pressure supply source 70 and the check valve 72 and broken at X marks show that the gas pressure P _S is not supplied to the gas pressure supply passage 136.

7 (a) is a four-way valve 1 4 0 hibernate, when the gas pressure cylinder 132 is in a stable state, and the gas pressure supply passage 136 is no longer in the gas supplied from the gas pressure source 70 Show the case. In this case, by the action of the check valve 72, the gas in the first gas chamber 30 is substantially without leaking to the outside, the pressure of the first gas chamber 30, like the FIG. 6 (a), a P _S maintain. Since the second gas chamber 32 is open to the atmosphere, its pressure is P ₀ . Therefore, the piston 50 is on the second gas chamber 32 side, the frame 12 is pulled up to the bogie frame 8 side, and the rail brake is not applied.

(B) shows a case where the four-way valve 140 is switched to the operating state by the command of the brake control unit 124 of the control device 120 after the gas is no longer supplied from the gas pressure supply source 70 to the gas pressure supply path 136. .. At this time, since there is no gas supply from the gas pressure supply path 136 in the second gas chamber 32, _{the state of P 0} of the pressure before that is maintained. Since the first gas chamber 30 is open to the atmosphere , the pressure is _{P 0.}

As described above, the pressure of the first gas chamber 30 and the pressure of the second gas chamber 32 are both _{the same pressure of P 0} , but the piston rod 134 protruding from the cylinder portion 26 is the atmospheric pressure outside the gas pressure cylinder 132. Under atmospheric pressure. Therefore, the pressure receiving area on the first gas chamber 30 side of the piston 50 is substantially the same as the pressure receiving area on the second gas chamber 32 side. Therefore, the thrust due to the difference in the pressure receiving area as described in FIGS. 4 and 5 is not generated. That is, the piston 50 maintains the state of (a) and does not move. Therefore, although the brake control unit 124 issues a command for the operating state and the four-way valve 140 is switched to the operating state, the piston 50 is on the second gas chamber 32 side and the frame 12 is pulled up to the bogie frame 8 side. In the state, the rail brake is not applied.

(C) is after a certain period of time from (b), a four-way valve 1 4 0 operation state, is when the gas pressure cylinder 22 is in a stable state. Here, there is no change from (a) and (b), the second gas chamber 32 _{maintains the state of the pressure P 0} , and the first gas chamber 30 is opened to the atmosphere, so that the pressure is _{P 0.} .. Therefore, the piston 50 maintains the states (a) and (b), does not move, and remains in a state where the rail brake is not applied.

In the next (d), four-way valve 1 4 0 is switched to the dormant state. As a result, the second gas chamber 32 is opened to the atmosphere again, but since it has already been opened to the atmosphere in (a), the state does not change and the pressure remains _{P 0.} Therefore, the piston 50 remains in the state of (c).

The following can be seen from FIGS. 6 and 7. That is, in prior art lifting apparatus 130, when the gas pressure supply source 70 to the gas pressure supply passage 136 gas pressure P _S is supplied, similarly to FIG. 3, the brake control unit in an emergency such as a railway vehicle When 124 issues a command for the operating state, the rail brake is applied. On the other hand, when gas is not supplied from the gas pressure supply source 70 to the gas pressure supply path 136, the rail brake is not applied even if the brake control unit 124 issues a command of the operating state in an emergency of a railway vehicle or the like.

On the other hand, in the elevating device 20 having the configurations of FIGS. 2 and 3, when the brake control unit 124 issues an operation state command even if gas is not supplied from the gas pressure supply source 70 to the gas pressure supply path 136, The piston 50 moves to the first gas chamber 30 side in a self-starting manner, and the rail brake is applied. This difference in action is based on the difference in the connection relationship between the gas pressure supply paths 80 and 136, the difference in the configurations of the three-way valve 100 and the four-way valve 140, the difference in the presence or absence of the buffer tank 78, and the like. Since the three-way valve 100 is used instead of the four-way valve in the configurations of FIGS. 2 and 3, it is also different that the leakage in the switching valve is less than that of the four-way valve.

According to the configuration of the elevating device 20 of FIGS. 2 and 3, even if the gas supply from the gas pressure supply source 70 is exhausted, the piston 50 has the second gas chamber 32 due to the difference in the pressure receiving area on both sides of the piston 50. It moves in a self-activating manner from the side toward the first gas chamber 30 side. The self-activated moving speed depends on the speed at which the gas escapes from the first gas chamber 30. FIG. 8 is a diagram showing a gas pressure cylinder 150 in which the speed at which gas escapes from the first gas chamber 30 side can be changed according to the descending position of the piston 50 as a modification of the gas pressure cylinder 22 in FIGS. 2 and 3. Is.

FIG. 8 is a cross-sectional view of the gaseous pressure cylinder 150 corresponding to the state of FIG. 4B. In the state of FIG. 4B, the piston 50 is in the process of moving from the second gas chamber 32 side to the first gas chamber 30 side. In the gas pressure cylinder 150, the flow path between the rod-side port 34 from the first first gas chamber 30 of the rod cover 15 2, and the end channel 154, are provided and the bypass passage 156.

The end flow path 154 is a flow path that connects the rod-side port 34 connected to the gas pressure supply path 80 and the opening 158 at the end of the first gas chamber 30 via a predetermined orifice 160. Is. The opening 158 at the end of the end flow path 154 on the first gas chamber 30 side is provided on the bottom surface of the first gas chamber 30. The position of the opening 158 of the end flow path 154 in the gas pressure cylinder 150 along the vertical direction is the position of the bottom surface of the first gas chamber 30 of the gas pressure cylinder 150. This position is indicated _{as H 28.} The orifice 160 is a throttle portion that throttles the flow of gas passing through the rod side port 34 from the first gas chamber 30, and by setting the throttle diameter or the like to a predetermined value, the flow rate flowing through the end flow path 154 can be adjusted to the orifice 160. The flow rate is smaller than the flow rate of the gas when is not provided.

The bypass flow path 156 includes a rod-side port 34 connected to the gas pressure supply path 80 and an opening that opens into the inner peripheral wall of the cylinder tube 38 on the second gas chamber 32 side of the opening 158 of the end flow path 154. It is a flow path connecting to 162. The bypass flow path 156 is not provided with a flow rate limiting means such as an orifice. _{The position H 28} of the opening 158 of the end flow path 154 is set as a reference position, and the position of the lower end of the opening 162 measured from the reference position on the first gas chamber 30 side is indicated _{as H 156.}

_{In FIG. 8, the position H 28} of the opening 158 of the end flow path 154 is set as a reference position, and the position of the pressure receiving surface on the first gas chamber 30 side of the piston 50 is set to H ₅₅ . The state of FIG. 8 is H ₅₅ > H ₁₅₆ , and the piston 50 does not block the opening 162 of the bypass flow path 156. Therefore, the flow rate of the gas flowing from the first gas chamber 30 to the rod side port 34 side is the sum of the _{flow rate Q 154 flowing through the end flow path 154 and the flow rate Q 156} flowing through the bypass flow path 156. Since the orifice 160 is provided in the end flow path 154, Q ₁₅₄ <Q ₁₅₆ . Assuming that the flow rate of the gas flowing from the first gas chamber 30 to the rod side port 34 side is Q ₂₈ , in the range of _{H 55} > H ₁₅₆ where the piston 50 does not completely block the opening 162 of the bypass flow path 156 _{, Q 28.} = (Q ₁₅₄ + Q ₁₅₆ )> Q ₁₅₄ .

When the piston 50 further descends to the first gas chamber 30 side and completely closes the opening 162 of the bypass flow path 156, the flow rate of the gas flowing from the first gas chamber 30 to the rod side port 34 side is the end flow. Only the _{flow rate Q 154} flowing through the road 154 is available. That is, in the range _{(0 ≤ H 55} ≤ H ₁₅₆ ) after the piston 50 completely closes the opening 162 of the bypass flow path 156 _{, Q 28} = Q ₁₅₄ <(Q ₁₅₄ + Q ₁₅₆ ). As a result, as the piston 50 moves toward the first gas chamber 30, the amount of gas that escapes from the first gas chamber 30 to the second gas chamber side decreases, so that the moving speed of the piston 50 can be slowed down. The impact caused by the operation of the rail brake can be mitigated.

Above, the flow path between the first rod cover 15 2 of the first gas chamber 30 from the rod-side port 34, the two channels of the end portion passages 154 of different flown flow and bypass flow passage 156 are connected in parallel Was configured. In order to further finely slow down the moving speed of the piston 50 in multiple stages, a plurality of flow paths having different flow rates are connected in parallel, and the position of the opening of each flow path is set on the inner peripheral wall of the cylinder tube 38. It may be sequentially arranged in the vertical direction along the line.

4 rails, 6 wheels, 8 undercarriage frames, 10 rail brake system (for railroad vehicles), 12 frames, 14 magnetic flux generators, 15 magnetic poles, 16 exciting coils, 18 brake shoes, 20,130 lifts, 22,132,150 Gas pressure cylinder, 24 lifting gas pressure circuit, 26 cylinder part, 28 piston part, 30 first gas chamber, 32 second gas chamber, 34 rod side port, 36 head side port, 38 cylinder tube, 40 head cover, 42 first Rod cover, 44 2nd rod cover, 46 sliding seal ring, 48 rod support ring, 50 piston, 52,134 piston rod, 54 conrod sleeve, 56 conrod, 58 piston retainer ring, 60 stopper, 62 sliding ring, 64 Piston ring, 70 gas pressure supply source, 72 check valve, 74 filter, 76, 90 throttle, 78 buffer tank, 80, 136 gas pressure supply path, 82 1st port side flow path, 84 connection point, 86 2nd Port side flow path, 88 3rd port side flow path, 92 silencer, 100 three-way valve, 100A, 140C (indicating the communication state in the hibernation state) frame, 100B, 140D (indicating the communication state in the operating state) frame, 102 Actuator, 104 return means, 106, 106A, 106B, 142, 142C, 142D 1st port, 108, 108A, 108B, 144, 144C, 144D 2nd port, 110, 110A, 110B, 146, 146C, 146D 3rd port , 120 control device, 122 excitation circuit, 124 brake control unit, 140 four-way valve, 148, 148C, 148D fourth port, 154 end flow path, 156 bypass flow path, 158, 162 opening, 160 orifice.

Claims (5)

A frame that can be raised and lowered from a bogie frame supported by wheels via an elevating device,
A magnetic flux generator including a magnetic pole attached to the frame and an exciting coil wound around the magnetic pole,
Brake shoes attached to the magnetic poles facing the rails,
A control device that controls the brake between the brake shoe and the rail by controlling the lifting of the lifting device and the excitation of the exciting coil.
With
The lifting device is
Gas pressure source and
A gas pressure cylinder provided between the frame and the carriage frame, which is partitioned by a piston into a first gas chamber on the piston rod side and a second gas chamber on the opposite side of the piston rod.
A gas pressure supply passage from the gas pressure source via a check valve Ru is connected to the first gas chamber of the gas pressure cylinder,
It has a first port connected to the gas pressure supply path, a second port open to the atmosphere, and a third port connected to the second gas chamber of the gas pressure cylinder, and is the first when the brake control is in a dormant state. A three-way valve that connects the 3rd port to the 2nd port and connects the 3rd port to the 1st port when the brake control is in operation.
A rail brake system for rail vehicles, characterized by including. In the rail brake system of the railway vehicle according to claim 1.
The elevating device is a rail brake system for railway vehicles, which includes a buffer tank provided at a connection point between a first port of a three-way valve and a gas pressure supply path. In the rail brake system of the railway vehicle according to claim 1 or 2.
The piston is
A rail brake system for a railway vehicle, wherein the pressure receiving area on the first gas chamber side is 80% or less and 10% or more of the pressure receiving area on the second gas chamber side. In the rail brake system for a railroad vehicle according to any one of claims 1 to 3.
A rail brake system for railroad vehicles, characterized in that the axial direction of the gaseous pressure cylinder is parallel to the elevating direction of the frame. In the rail brake system for a railroad vehicle according to any one of claims 1 to 4.
Gas pressure cylinder
An end flow path connecting the gas pressure supply path and the end of the first gas chamber via a predetermined orifice,
A bypass flow path connected to the gas pressure supply path on the second gas chamber side of the end flow path in the first gas chamber,
A rail brake system for railroad vehicles, characterized by having.

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