JP7011546B2 - Simple snow-resistant brake structure for railway vehicles - Google Patents

Description

The present invention relates to a snow-resistant brake structure that applies fluid pressure from a fluid pressure source to a brake cylinder that drives a brake shoe.

In a general tread brake device of a railroad vehicle, the brake shoe is separated from the wheel tread with a gap during non-braking, and the brake cylinder is operated by air pressure during braking to press the brake shoe against the wheel tread. With this structure, when traveling in a snowy area, snow may enter between the brake shoes and the wheel treads, and the braking force may be weakened. Therefore, a snow-resistant braking device has been proposed in which the brake shoes are lightly brought into contact with the wheel tread with a pressure weaker than the braking pressure even during non-braking to prevent snow from entering (see, for example, Patent Document 1).

JP-A-2015-137028

However, if an attempt is made to add a snow-resistant brake function to an existing railroad vehicle, the entire braking system must be changed, which causes a problem of high cost.

Therefore, an object of the present invention is to provide a low-cost and simple snow-resistant brake structure.

The simple snow-resistant brake structure for a railroad vehicle according to one aspect of the present invention is a simple snow-resistant brake structure that applies fluid pressure from a fluid pressure source to a brake cylinder that drives a wheel control element, and the fluid pressure source is used as the brake cylinder. A first flow path to be connected, an on-off valve for opening and closing the first flow path, a second flow path connected in parallel to the first flow path, and the fluid pressure source side provided in the second flow path. A check valve that allows flow from the brake cylinder to the brake cylinder side, a third flow path connected in parallel to the first flow path, and a relief valve provided in the third flow path are provided.

According to the above configuration, when the on-off valve is open, braking pressure is applied to the brake cylinder from the fluid pressure source via the first flow path during braking, and fluid from the brake cylinder via the first flow path during non-braking. Braking pressure escapes to the pressure source, and the brake shoes leave the wheel tread with a gap. On the other hand, when the on-off valve is closed, braking pressure is applied to the brake cylinder from the fluid pressure source via the second flow path and the check valve during braking.

On the other hand, when the on-off valve is closed, the check valve prevents the braking pressure from escaping from the brake cylinder to the fluid pressure source via the second flow path during non-braking, and the braking pressure of the brake cylinder increases. The relief valve opens and the braking pressure escapes from the brake cylinder to the fluid pressure source via the third flow path. Then, when the braking pressure of the brake cylinder becomes small, the relief valve closes, and the braking pressure is prevented from escaping from the brake cylinder to the fluid pressure source via the third flow path. That is, a weak braking pressure remains in the brake cylinder, the generation of a gap between the brake shoe and the wheel tread during non-braking is suppressed, and snow-resistant braking is realized.

That is, it is possible to add a snow-resistant brake function to a normal tread brake only by changing the piping structure between the fluid pressure source and the brake cylinder. Therefore, a simple snow-resistant brake can be realized at low cost.

According to the present invention, it is possible to provide a simple snow-resistant brake structure at low cost.

It is a drawing explaining the simple snow-resistant brake structure which concerns on 1st Embodiment. It is a drawing explaining the simple snow-resistant brake structure which concerns on 2nd Embodiment. It is a drawing explaining the simple snow-resistant brake structure which concerns on 3rd Embodiment.

Hereinafter, each embodiment will be described with reference to the drawings.

(First Embodiment)
As shown in FIG. 1, the simple snow-resistant brake structure 1 according to the first embodiment is applied to a train formed by connecting a plurality of vehicles to each other, for example, a freight train in which a plurality of freight cars are connected to a locomotive. Applies to. The simple snow-resistant brake structure 1 is configured so that the normal braking function and the snow-resistant braking function can be switched between each other. The brake shoe 2 faces the tread of the wheel 3. In the normal braking function, the brake shoe 2 is separated from the tread surface of the wheel 3 with a gap during non-braking, and the brake cylinder 4 is pneumatically operated to press the brake shoe 2 against the tread surface of the wheel 3 during braking. In the snow-resistant braking function, the brake shoes are lightly brought into contact with the tread surface of the wheel 3 with a pressure weaker than the braking pressure even when the brakes are not applied to prevent snow from entering.

The brake shoe 2 is connected to the brake cylinder 4 via the link mechanism 5, and the brake shoe 2 operates with respect to the tread of the wheel 3 by the driving force of the brake cylinder 4. The brake cylinder 4 is connected to the brake control mechanism 7 via a simple snow-resistant brake module 6. The brake cylinder 4, the simple snow-resistant brake module 6, and the brake control mechanism 7 are mounted on one vehicle (freight car).

As an example, the brake control mechanism 7 is connected to a brake control valve 9 connected to a brake pipe 8 connected to a brake pipe of an adjacent vehicle, an air reservoir 10 connected to the brake control valve 9, and an air reservoir 10. The weight measuring valve 11 is provided with a load-bearing valve 12 connected to the brake control valve 9 and the weight measuring valve 11 to supply air pressure (fluid pressure) according to the load weight to the simple snow-resistant brake module 6. The brake control mechanism 7 has a known configuration. That is, in the snow-resistant brake structure 1, it is possible to add the snow-resistant brake function to the normal braking function by simply adding the snow-resistant brake module 6 described later between the brake cylinder 4 and the brake control mechanism 7 to the existing vehicle. It is supposed to be.

The simple snow-resistant brake module 6 includes a first air pipe 21, a second air pipe 22, a third air pipe 23, an on-off valve 24, a check valve 25, and a relief valve 26. The first air pipe 21 (first flow path) connects the brake control mechanism 7, which is an air pressure source (fluid pressure source), to the brake cylinder 4. In the example of FIG. 1, the first air pipe 21 is interposed between the load-bearing valve 12 and the brake cylinder 4. The second air pipe 22 (second flow path) is connected in parallel to the first air pipe 21. The third air pipe 23 (third flow path) is connected in parallel to the first air pipe 21 and the second air pipe 22. The inlet and outlet of the second air pipe 22 and the third air pipe 23 are connected to the first air pipe 21.

The on-off valve 24 opens and closes the first air pipe 21. The on-off valve 24 may be a valve that is manually operated, or may be a valve that can be opened and closed automatically or by remote control from the driver's cab or the like. For example, it may be automatically opened and closed according to the outside air temperature. Specifically, the on-off valve 24 has a valve body that opens and closes the first air pipe 21 and a valve body drive control unit that operates the valve body, and the valve body drive control unit has an outside air temperature of a predetermined value. When it is less than, the valve body may be closed, and when the outside air temperature is equal to or higher than the predetermined value, the valve body may be opened. Then, the normal braking state and the snow-resistant braking state can be automatically switched without the operator manually opening and closing the on-off valve 24 according to the snow cover information.

Further, the valve body drive control unit that operates the valve body of the on-off valve 24 has a configuration in which the outer shape changes in response to a temperature change, and is arranged so as to operate the valve body in the closing direction as the outside air temperature decreases. It may be the one that has been done. For example, as the on-off valve 24, a known temperature-sensitive automatic on-off valve (see, for example, Japanese Patent Application Laid-Open No. 62-292986 and Japanese Patent Application Laid-Open No. 61-266892) can be used, and the valve of the on-off valve 24. Bimetal can also be used for the body drive control unit. Then, since electric power is not required for the operation of the valve body of the on-off valve 24, it is possible to eliminate the electric power wiring for the snow-resistant brake.

The check valve 25 is provided in the second air pipe 22 and allows the flow from the brake control mechanism 7 side to the brake cylinder 4 side, and blocks the flow from the brake cylinder 4 side to the brake control mechanism 7 side. .. The relief valve 26 is provided in the third air pipe 23, is opened when the pressure on the brake cylinder 4 side exceeds a predetermined value (for example, 50 kPa), and is closed when the pressure is equal to or less than the predetermined value.

During the normal period (non-snowfall period), the on-off valve 24 is opened. Then, at the time of braking, braking pressure by air pressure is applied to the brake cylinder 4 from the brake control mechanism 7 side via the first air pipe 21, and the brake shoe 2 strongly presses the wheel 3. During non-braking, the braking pressure escapes from the brake cylinder 4 to the brake control mechanism 7 side via the first air pipe 21, and the brake shoe 2 separates from the tread surface of the wheel 3 with a gap.

When the snow-resistant brake is activated due to snowfall or the like, the on-off valve 24 is closed automatically or manually, and then when a crew member or the like issues a brake command by a brake controller (not shown), the second air pipe 22 and A braking pressure is applied to the brake cylinder 4 by air pressure from the brake control mechanism 7 side via the check valve 25, and the brake shoe 2 strongly presses the wheel 3. Subsequently, when a crew member or the like issues a brake release command using a brake controller (not shown), a check valve 25 generates residual pressure in the brake cylinder 4, so that the brake shoe 2 does not separate from the wheel 3 and is lightened. It will be in contact. Specifically, during non-braking, the check valve 25 prevents the braking pressure from escaping from the brake cylinder 4 to the brake control mechanism 7 side via the second air pipe 22, and the braking pressure of the brake cylinder 4 is predetermined. When it is larger than the snow-resistant brake pressure, the relief valve 26 opens, and the braking pressure escapes from the brake cylinder 4 to the brake control mechanism 7 side via the third air pipe 23.

When the braking pressure of the brake cylinder 4 becomes equal to or lower than the snow-resistant brake pressure, the relief valve 26 closes, and the braking pressure is prevented from escaping from the brake cylinder 4 to the brake control mechanism 7 side via the third air pipe 23, and the brake is braked. The pressure in the cylinder 4 is maintained at the snow-resistant brake pressure. That is, a weak braking pressure remains in the brake cylinder 4, and it is suppressed that a gap is generated between the brake shoe 2 and the tread surface of the wheel 3 during non-braking, and the snow-resistant braking function is realized.

As described above, by simply adding a simple snow-resistant brake module 6 between the brake cylinder 4 and the brake control mechanism 7 and changing the piping structure, it is possible to easily add a snow-resistant brake function to a normal brake at low cost. Is possible.

(Second Embodiment)
As shown in FIG. 2, in the simple snow-resistant brake structure 101 according to the second embodiment, the check valve 125 and the relief valve 126 in the simple snow-resistant brake module 106 are integrated to form one valve unit 127. The same reference numerals are given to the configurations common to those of the first embodiment, and detailed description thereof will be omitted.

The simple snow-resistant brake module 106 includes a first air pipe 21, a second air pipe 129, an on-off valve 24, and a valve unit 127. The first air pipe 21 (first flow path) connects the brake control mechanism 7, which is an air pressure source, to the brake cylinder 4. The second air pipe 129 is connected in parallel to the first air pipe 21. The on-off valve 24 opens and closes the first air pipe 21.

The valve unit 127 is provided in the middle of the second air pipe 129. The valve unit 127 has a second flow path 122 and a third flow path 123 connected in parallel with each other. The entrances and exits of the second flow path 122 and the third flow path 123 merge with each other and communicate with the second air pipe 129. That is, the second flow path 122 corresponds to the second air pipe 22 of the first embodiment, and the third flow path 123 corresponds to the third air pipe 23 of the first embodiment.

The valve unit 127 has a check valve 125 provided in the second flow path 122 and a relief valve 126 provided in the third flow path 123. The check valve 125 allows the flow from the brake control mechanism 7 side to the brake cylinder 4 side in the second flow path 122, and blocks the flow from the brake cylinder 4 side to the brake control mechanism 7 side in the second flow path 122. do. More specifically, the check valve 125 is opened when the differential pressure obtained by subtracting the pressure on the brake cylinder 4 side from the pressure on the brake control mechanism 7 side exceeds a very small pressure (for example, 5 kPa), and becomes lower than the pressure. Then it closes. The relief valve 126 is opened when the differential pressure obtained by subtracting the pressure on the brake control mechanism 7 side from the pressure on the brake cylinder 4 side in the third flow path 123 exceeds a predetermined value (for example, 50 kPa), and is equal to or less than the predetermined value. Close to. That is, in the present embodiment, the valve unit 127 is an asymmetric differential pressure valve, and the check valve 125 and the relief valve 126 are differential pressure valves having opposite directions and different operating pressures.

During the normal period (non-snowfall period), the on-off valve 24 is opened. Then, at the time of braking, braking pressure by air pressure is applied to the brake cylinder 4 from the brake control mechanism 7 side via the first air pipe 21, and the brake shoe 2 strongly presses the wheel 3. During non-braking, the braking pressure escapes from the brake cylinder 4 to the brake control mechanism 7 side via the first air pipe 21, and the brake shoe 2 separates from the tread surface of the wheel 3 with a gap.

When the snow-resistant brake is activated due to snowfall or the like, the on-off valve 24 is closed automatically or manually, and then when a crew member or the like issues a brake command by a brake controller (not shown), the second air pipe 129, Braking pressure is applied to the brake cylinder 4 by air pressure from the brake control mechanism 7 side via the second flow path 122 and the check valve 125, and the brake shoe 2 strongly presses the wheel 3. Subsequently, when a crew member or the like issues a brake release command using a brake controller (not shown), the check valve 125 generates residual pressure in the brake cylinder 4, so that the brake shoe 2 does not separate from the wheel 3 and comes into light contact. It will be in the state of. Specifically, during non-braking, the check valve 125 prevents the braking pressure from escaping from the brake cylinder 4 to the brake control mechanism 7 side via the second air pipe 129 and the second flow path 122, and the brake cylinder. When the braking pressure of 4 is larger than the predetermined snow-resistant brake pressure, the relief valve 126 opens, and the braking pressure escapes from the brake cylinder 4 to the brake control mechanism 7 side via the second air pipe 129 and the third flow path 123.

Then, when the braking pressure of the brake cylinder 4 becomes equal to or lower than the snow-resistant brake pressure, the relief valve 126 closes, and the braking pressure escapes from the brake cylinder 4 to the brake control mechanism 7 side via the second air pipe 129 and the third flow path 123. This is prevented, and the pressure in the brake cylinder 4 is maintained at the snow-resistant brake pressure. That is, a weak braking pressure remains in the brake cylinder 4, and it is suppressed that a gap is generated between the brake shoe 2 and the tread surface of the wheel 3 during non-braking, and the snow-resistant braking function is realized.

(Third Embodiment)
As shown in FIG. 3, in the simple snow-resistant brake structure 201 according to the third embodiment, the simple snow-resistant brake module 206 is provided with a buffer tank 230 for accumulating pressure. The configurations common to the first and second embodiments are designated by the same reference numerals and detailed description thereof will be omitted.

The simple snow-resistant brake module 206 includes a first air pipe 21, a second air pipe 229, a switching valve 224, a valve unit 127, and a buffer tank 230. The second air pipe 229 is connected in parallel to the first air pipe 21 that connects the brake control mechanism 7 to the brake cylinder 4. The valve unit 127 and the buffer tank 230 are provided in the middle of the second air pipe 229. The buffer tank 230 is arranged on the brake cylinder 4 side with respect to the valve unit 127. The switching valve 224 is provided in the middle of the first air pipe 21 at the confluence of the first air pipe 21 and the second air pipe 229. The switching valve 224 switches between a first position in which the second air pipe 229 is closed and the first air pipe 21 is opened, and a second position in which the first air pipe 21 is closed and the second air pipe 229 is opened. .. That is, the switching valve 224 has a function of an on-off valve that opens and closes the first air pipe 21.

When the switching valve 224 is switched to the first position during the normal period (non-snowfall period), the air pressure from the brake control mechanism 7 is applied to the brake cylinder 4 via the first air pipe 21 and the second air pipe 229. It is also supplied to the buffer tank 230 via the valve unit 127. When the switching valve 224 is switched to the second position during the snowfall period, the air pressure accumulated in the buffer tank 230 can be applied to the brake cylinder 4, so that during the first braking after the switching valve 224 is switched. Can also realize quick braking.

The configuration of each of the above embodiments is not limited, and for example, the buffer tank 230 of the third embodiment may be applied to the first and second embodiments. Further, the switching valve 224 of the third embodiment may be applied instead of the on-off valve 24 of the first and second embodiments, and can be appropriately changed.

1,101,201 Simple snow-resistant brake structure 2 Brake shoes 3 Wheels 4 Brake cylinders 6,106,206 Simple snow-resistant brake modules 7 Brake control mechanism 21 1st air pipe (1st flow path)
22 Second air pipe (second flow path)
23 Third air pipe (third flow path)
24 On-off valve 25,125 Check valve 26,126 Relief valve 122 Second flow path 123 Third flow path 224 Switching valve (on-off valve)

Claims (4)

A simple snow-resistant brake structure that applies fluid pressure from a fluid pressure source to the brake cylinder that drives the brake shoes.
A first flow path connecting the fluid pressure source to the brake cylinder,
An on-off valve that opens and closes the first flow path,
The second flow path connected in parallel to the first flow path and
A check valve provided in the second flow path that allows flow from the fluid pressure source side to the brake cylinder side.
With the third flow path connected in parallel to the first flow path,
A simple snow-resistant brake structure for a railroad vehicle, comprising a relief valve provided in the third flow path. When the on-off valve is closed and the fluid pressure is applied to the brake cylinder,
The relief valve discharges the fluid pressure from the brake cylinder through the third flow path until the snow-resistant brake pressure is reached.
The simple snow-resistant brake structure for a railway vehicle according to claim 1, wherein the check valve blocks the flow from the brake cylinder side to the fluid pressure source side to maintain the snow-resistant brake pressure in the brake cylinder. The on-off valve has a valve body that opens and closes the first flow path, and a valve body drive control unit that operates the valve body.
The railway vehicle according to claim 1 or 2, wherein the valve body drive control unit closes the valve body when the outside air temperature is less than a predetermined value, and opens the valve body when the outside air temperature is equal to or higher than the predetermined value. Simple snow resistant brake structure. The third aspect of the present invention, wherein the valve body drive control unit has a structure in which the outer shape changes in response to a temperature change, and is arranged so as to operate the valve body in the closing direction as the outside air temperature decreases. Simple snow-resistant brake structure for railway vehicles.

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