JPH04109801A - Brake system for rolling stock - Google Patents

Abstract

PURPOSE:To reduce the time and cost required for maintenance and inspection considerably by converting a brake command for a pneumatic brake system into an electrical amount and generating an electrical brake force corresponding to thus converted electrical amount. CONSTITUTION:When the handle of its valve 4 is operated to a normal brake band, a command operating section 5 provides a command C for switching from normal brake to electric brake to an electric brake controller 2 whereas a brake force operating section 6 provides a brake force command A representing the magnitude of brake force to the controller 2. The electric brake controller 2 then makes a judgment whether the vehicle speed is within an effective range of electric brake and if the vehicle speed is within the normal operating range of electric brake, an electric brake generating system 3 is operated effectively thus braking the vehicle. Since the electric brake controller 2 transmits an effective command B of electric brake to the brake force operating section 6, the operating section 6 interrupts provision of brake generating command to the pneumatic brake generating system 7 for its vehicle.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a brake device for a railway vehicle, and in particular to a brake for a railway vehicle suitable for use in controlling a railway vehicle that uses both an air brake and an electric brake. Regarding equipment.

[Prior Art] Examples of conventional technologies related to brake devices for railway vehicles include Japanese Utility Model Application Publication No. 162609/1983 and Japanese Utility Model Application Publication No. 1983-162-
A technique described in Japanese Patent No. 143208 and the like is known.

Brake devices based on this type of conventional technology are used for both own vehicle and other vehicles (
The air brakes of passenger freight cars are controlled by operating the automatic brake valve, which is an air brake setting device, and the air brakes of the own vehicle are controlled by operating the handle of the individual brake valve. The force was controlled by operating a handle on a master controller that acted as an electric brake setting device.

In the prior art, the electric brake cannot be controlled even by operating the air brake valve handle.

Hereinafter, such a conventional brake device will be explained with reference to the drawings.

FIG. 3 is a block diagram showing an example of the prior art. Third
In the figure, 1 is the main controller, 2 is the electric brake control device, 3 is the electric brake force generator, 4 is the automatic brake valve, 7 is the own vehicle's air brake generator, 8 is the other vehicle's air brake control device, and 9 is the other vehicle's air brake control device. It is an independent brake valve.

Usually, locomotives that pull other cars are equipped with an air brake system and an electric brake system (some locomotives do not have air brakes).

In order to operate the air brake, an automatic brake valve (hereinafter referred to as self-valve) 4, which is an air brake setting device, is required.
It was necessary to operate two handles: the handle of the brake valve and the handle of the independent brake valve (hereinafter referred to as the single valve) 9.

That is, when the handle of the self-valve 4 is operated, the braking device is operated via the self-vehicle (locomotive) air brake generator 7 and the other vehicle air brake control device 8 for the connected passenger freight car. The system is designed to apply air brakes to the entire train, and is primarily used to slow down, decelerate, and stop the entire train.

In addition, when the handle of the single valve 9 is operated, the brake system applies air brake only to the own vehicle (locomotive) via the own vehicle air brake generator 7, and to the passenger freight car. The brake is not applied and is mainly used to prevent backward movement when starting on a slope and to fine-tune the stopping position.

In addition, the electric brake is applied only to the own vehicle (locomotive) via the electric brake control device 2 and the electric brake force generator 3 by operating the handle of the master controller (mascon) 1 that acts as an electric brake. It is used to reduce train speed when operating on a downhill slope. This electric brake is hardly used for stopping or decelerating, and it hardly acts as a brake when the vehicle speed is about 20 km/h or less.

The above-mentioned air brake device and electric brake device are each provided independently, and the electric brake force cannot be applied by operating the handle of the self-valve 4 or single valve 9 of the air brake system, and vice versa. The air brake force cannot be applied by operating the handle of the master controller 1 of the electric brake system.

Further, as a prior art related to a brake device that uses both electric force and pneumatic force, for example, the technique described in Japanese Patent Application Laid-Open No. 63-48105 is known.

This prior art relates to a method for using pneumatic braking force to compensate for the lack of electrical braking force in the total required braking force.

Further, as another conventional technique related to a brake device that uses both electric force and pneumatic force, for example, the technique described in Japanese Patent Application Laid-Open No. 5,611,0404 is known. This conventional technology is
The present invention relates to a control method for equalizing the burden rate of air brake force on one's own vehicle and another vehicle when electric brake force has expired.

[Problems to be solved by 1 Ming] The aforementioned brake devices for railway vehicles mostly use the frictional force between the wheels and brake shoes as a means of obtaining air braking force. As a result, the brake shoes, wheels, etc. are subject to significant wear, resulting in problems in that maintenance and inspection for replacement etc. of these requires a lot of time and cost.

The purpose of the present invention is to solve the problems of the prior art described above,
Even when the air brake activation handle is operated, braking force can be secured without relying on frictional force, reducing wear on brake shoes, wheels, etc., and significantly reducing the time and cost required for maintenance and inspection. An object of the present invention is to provide a brake device for a railway vehicle that can perform the following functions.

"Means for Solving the Problems" According to the present invention, the object is to convert a brake command to an air brake device into an electric quantity, and to generate an electric brake force according to the converted electric quantity. That is, it includes a brake command calculation section that converts the amount of electricity generated according to the handle operation position of the air brake setting device into a brake pattern, and transmits this brake pattern as an electric brake force command to the electric brake force control device. This is achieved by converting the air braking force applied to the own vehicle into an equivalent electric braking force.

[Operation] When the co-brake command calculation unit receives a command for the air brake, it converts the command into a brake cover turn,
This pattern is given to the electric brake control device by the brake force calculation section as a brake force command for the electric brake. Based on this brake command, the electric brake control device generates an electric brake force in place of the air brake, and controls the vehicle speed. When the vehicle speed becomes slow and the electric brake no longer works effectively, the electric brake control device notifies the brake force calculation unit to that effect. When the electric brake stops working effectively, the brake force calculation unit controls the own vehicle's air brake generator by turning the brake cover to generate a brake force based on frictional force.

This makes it possible to control the vehicle by using only the minimum necessary amount of frictional braking force from the air brake command, reducing wear on brake shoes, wheels, etc.
The time and cost required for maintenance and inspection can be significantly reduced.

[Example] Hereinafter, an example of the brake device for a railway vehicle according to the present invention will be described in detail with reference to the drawings.

FIG. 1 is a block diagram showing the configuration of an embodiment of the present invention, and FIG. 2 is a diagram illustrating the operating state of each brake during vehicle deceleration control by operating the own valve handle. In FIG. 1, 5 is a command calculation section, 6 is a brake force calculation section,
Other symbols are the same as in FIG. 3.

In the embodiment of the present invention shown in FIG. 1, the master controller l is a controller that issues control commands for the electric braking force of the own vehicle, as in the case of the prior art, and the amount of operation is determined according to the operation of the steering wheel. is converted into an electric quantity, and the electric brake control device 2
Output to.

The electric brake control device 2 receives the amount of electricity given from the master controller 1 as an electric brake force command, and controls the electric brake force generation device 3.

The own valve 4 controls and commands the air brake force of the own vehicle and other vehicles (passenger freight cars, etc.), and converts operating quantities such as the steering wheel position and steering angle into electrical quantities according to the steering wheel operation. Then, an amount of electricity corresponding to the operation amount is output to the command calculation section 5.

The command calculation section 5 receives the amount of electricity given from the self-valve 4, generates a brake force pattern, and outputs the pattern to the brake force calculation section 6.

The brake force calculation unit 6 receives the brake force pattern generated by the command calculation unit 5, converts it into an amount of electricity for controlling the brake force, and transmits this amount of electricity to the electric brake control device 2 as an electric brake force command A. do.

The electric brake control device 2 receives this electric brake force command A.
In response to this, the electric brake force generator 3 is controlled to generate electric brake force. Further, while the electric brake force is working effectively, this fact is transmitted to the brake force calculation unit 6 as a brake force effective signal B.

As a result, the brake force calculation unit 6 stops the operation of the air brake force generator 7 of the own vehicle while the electric brake is working effectively, and when the electric brake becomes ineffective, The force generating device 7 is started to perform braking using the air brake.

It should be noted that the air brake control device 8 of the other vehicle (passenger freight vehicle) is controlled by a command from the command calculation section 5 by a single operation of the steering wheel 9, and therefore operates independently of the electric brake of the own vehicle.

Next, according to the embodiment of the present invention configured as described above,
The handling of the brakes and the generation state of each brake force when stopping or decelerating a train will be explained with reference to FIG. 2.

(1) Until time L1 when the vehicle speed is in a steady state,
When the steering wheel of the master controller 1 is operated, the electric braking force is controlled to be applied only to the own vehicle, as in the past, and, for example, the vehicle speed is controlled to be constant.

(2) At time t, in order to decelerate the vehicle, when the handle of the self-valve valve 4 is operated to the service brake band, the command calculation s5 is
The brake force calculation unit 6 issues a command C for switching the service brake to the electric brake, and a brake force command A indicating the magnitude of the brake force to the electric brake control device 2.

Based on this command, the electric brake control device 2 checks whether the vehicle speed is within the range in which the electric brake can effectively operate, and if the vehicle speed is within the range in which the electric brake can operate normally, it activates the electric brake force generator 3. Then, the electric brake control device 2 transmits the electric brake enable B command to the brake force calculation section 6, so the brake force calculation section 6 activates the air brake generation device 7 of the own vehicle. Stops the brake generation command for Meanwhile, during this time, the other vehicle air brake control device 8 is controlled by the command calculation unit 5 to generate a braking force corresponding to the steering operation of the own valve 4, thereby controlling the braking of the other vehicle.

(3) When the speed of the vehicle decreases and the electric brake no longer works effectively, at time t shown in FIG. 2, the command for the electric brake enable signal B from the electric brake control device 2 disappears, so the brake force is calculated. The unit 6 controls the vehicle air brake generator 7 to apply air brake force to the vehicle. In this case as well, the other vehicle air brake control device 8 operates in the same manner as described above.

(4) From the time immediately before the stop to the stop time,
Control is performed to stop the vehicle at a predetermined position, as in the case of the prior art, by operating the handles of the single stop 9 and the own valve 4.

As described above, in the embodiment of the present invention, even when the handle of the own valve 4 is operated, the braking force of the own vehicle can be controlled using the converted electric braking force instead of the air brake force. . In the embodiment of the present invention, even in this case, the other vehicle air brake control device can apply the air brake to the passenger freight car under the control of the command calculation section.

In addition, in the embodiment of the present invention, even while the electric brake is being generated by operating the handle of the self-valve 4, the electric brake can be released by moving the handle 9 to the release position.

Further, in the embodiment of the present invention, when the brake is applied by a single handle operation 9, the self-operated regular brake command C is not output from the command calculation unit 5, so that the air brake force is not converted to the electric brake. , the air brake acts only on the own vehicle. In this case, as in the prior art, the air brake control system of the other vehicle is not activated.

According to the above-described embodiment of the present invention, a brake command calculation unit is provided which converts the amount of electricity generated according to the handle operation position of the air brake setting device into a brake pattern, and this brake pattern is used as an electric brake force command to generate electricity. The air brake force applied to the own vehicle is transmitted to the brake force control device, converting the air brake force against the own vehicle into an equivalent electric brake force, and braking with electric brake force is performed. Therefore, the friction brake force due to the air brake command is reduced to the minimum necessary amount. It can be used to control the vehicle, reduce wear on brake shoes, wheels, etc., and significantly reduce the time and cost required for maintenance and inspection.

[Effects of the Invention] As explained above, according to the present invention, when the air brakes of the own vehicle and other vehicles are controlled by operating the automatic brake valve handle, the air brakes of the own vehicle are converted to electric brakes. This eliminates contact between the wheels and the brake shoes while electric braking force is being generated, reducing wear due to abrasion and significantly reducing the time and cost required for maintenance and inspection. can.

[Brief explanation of the drawing]

FIG. 1 is a block diagram showing the configuration of an embodiment of the present invention, FIG. 2 is a diagram explaining the operating state of each brake during vehicle deceleration control by operating the own valve handle, and FIG. FIG. 2 is a block diagram showing an example. 1... Master controller, 2... Electric brake control device, 3... Electric brake force generator,
4... Automatic brake valve, 5... Command calculation unit, 6... Brake force calculation unit, 7...
- Self-vehicle air brake generator, 8...Other vehicle air brake control device, 9...Independent brake valve. Figure 2 Figure 3

Claims (1)

[Scope of Claims] 1. An air brake setting device and an electric brake setting device are provided independently, and a command calculation for converting the operation of the handle of the air brake setting device into an amount of electricity corresponding to the operation. A railway vehicle brake system comprising: an electric brake force control calculation section that converts the output amount of the command calculation section into electric brake force, and generates electric brake force in place of air brake force. Brake equipment for vehicles. 2. The braking device for a railway vehicle according to claim 1, further comprising means for releasing the air braking force of the own vehicle after the electric braking force is generated. 3. Claims 1 or 2 further comprising means for releasing the electric brake force and restoring the air brake force when the speed of the vehicle is below a predetermined speed.
Brake device for railway vehicles as described in . 4. The operation of the handle of the air brake setting device is characterized in that the operation position or the operation angle is given to the command calculation unit as the operation amount. The brake device for a railway vehicle according to item 3.