JPH04122272U - Relay valve for railway vehicles - Google Patents

Abstract

(57) [Summary] [Purpose] To achieve miniaturization, light weight, and simplicity by allowing regular and emergency brake control to be performed even with a single control room for the relay valve RV. [Configuration] One control room 7 receives the output pressure of the electro-pneumatic conversion valve EAV during regular braking, and the variable load valve LV during emergency braking.
The output pressure is switched and input using a solenoid valve MV. As a result, the relay valve RV changes from the conventional two control chamber, two membrane plate, or three membrane plate type to the one control chamber, one membrane plate, or two membrane plate type, and can be made smaller, lighter, and simpler.

Description

[Detailed explanation of the idea]

0001

[Industrial application field]

This invention converts an electric command signal into an air command signal using an electro-pneumatic conversion valve, and converts the electric command signal into an air command signal. A pneumatic brake system for railway vehicles that controls the brakes by inputting a signal to a relay valve. This invention relates to relay valves used in the industry, particularly to making them smaller, lighter, and simpler.

0002

[Conventional technology]

FIG. 3 is a diagram showing an example of the configuration of a conventional relay valve of this type (no literature available). The RV in the diagram is a relay The valve, MV is a solenoid valve, and LV is a variable load valve that receives pressure air from the supply air reservoir, which is the pressure air source. The pressure (vehicle Outputs high pressure air when the load is large, and low pressure air when the load is small. The EAV is an electro-pneumatic conversion valve that acts like a brake controller (not shown) during regular braking. When an electric command signal is input as a service brake command according to the notch, the It converts this into an air command signal and outputs it.

0003 1 is a supply chamber of relay valve RV, which is connected to a supply air reservoir which is a source of pressurized air. 2 is out In the power chamber, it is connected to the brake cylinder. 3 is an exhaust chamber that is open to the atmosphere. 4 is a supply valve seat, which is protruded around the supply chamber side of the supply hole that communicates the supply chamber 1 with the output chamber 2. has been done. 5 is a supply valve, which is biased by a weak valve spring so as to be seated on the valve seat 4; ing. Reference numeral 6 denotes an exhaust valve stem, whose tip faces the supply valve 5 and loosely fits into the supply hole. It has a hollow hole at its tip that opens on one side and opens into the exhaust chamber 3 on the other side.

0004 11 is the first control room (for emergency brake), which connects the output of the variable load valve LV to the solenoid valve MV. Connected to input via. 12 is the second control room (for service brakes); Connected to input the output of the air conversion valve EAV. 13 is the first membrane plate, which is the output chamber 2 and the first control chamber 11, and is connected to the exhaust valve rod 6. 14th is the 1st A two-layer plate is provided between the first control chamber 11 and the second control chamber 12, and is connected to the exhaust valve rod 6. Abutment and separation are possible (normally they are separated, but the second membrane plate 14 is in the valve opening direction of the supply valve 5 ( Only when the membrane plate 14 is displaced beyond the lower end position of the exhaust valve rod 6 in the upward direction in the figure The rod 6 comes into contact with the rod 6 and exerts a force in the direction of opening the supply valve 5.

[0005] With the above configuration, when the brake is released (including during normal train operation), the solenoid valve MV is activated. Magnetize. Then, the first control chamber 11 communicates with the exhaust port EX of the solenoid valve MV, and the exhaust It will be done. Also, at this time, the brake controller (not shown) is in the relaxed position, so the electro-pneumatic variable The brake command to the exchange valve EAV is cut off, and the second control room 12 also exhausts the electro-pneumatic conversion valve EAV. It communicates with the port EX and is exhausted. Therefore, the exhaust valve rod 6 is pushed by the return spring. As the brake cylinder pressure decreases and the exhaust valve opens, the brake cylinder pressure is at the exhaust port EX of the relay valve RV. is exhausted. As a result, the brakes are released.

[0006] Next, during service braking, the solenoid valve MV is kept energized, and the first control room 1 1 remains in the exhaust state. In this state, the brake controller (not shown) Since it is operated to the appropriate notch of the rake, it is connected to the electro-pneumatic conversion valve EAV through the electric command line. A brake electric command signal corresponding to that notch is input, and that signal is sent to the electro-pneumatic conversion valve E. The signal is converted into an air command signal by the AV and sent to the second control room 12.

[0007] Therefore, the air pressure in the second control chamber 12 acts upward on the second membrane plate 14, Push up the exhaust valve rod 6. Therefore, the upper end of the exhaust valve rod 6 comes into contact with the lower surface of the supply valve 5. After closing the exhaust valve, the supply valve 5 is pushed up to open the supply valve 5. As a result , air is supplied from the supply air reservoir to the brake cylinder via the supply hole and the brake starts to apply. Melt.

[0008] At the same time, the output chamber 2 also has the same pressure as the brake cylinder, so the first membrane plate 13 The downward pressure is also increased, which causes a downward force on the exhaust valve rod 6. And the brake cylinder When the pressure increases and the downward force of the exhaust valve rod 6 balances the upward force of the second membrane plate 14 At this point, both the supply valve 5 and the exhaust valve are closed, and the brake cylinder pressure is stabilized. therefore , the regular brake control is performed to control the braking force according to the notch.

[0009] Next, during emergency braking, the solenoid valve MV is demagnetized. Then, in the first control room 11 The output pressure of the variable load valve LV is stored. The output pressure of this variable load valve LV is the maximum normal vibration. Since the value higher than the key command pressure is taken, the second membrane plate 14 deviates downward and exhausts the air. It is separate from the valve stem 6 and therefore irrelevant. For this reason, the first membrane plate 13 is made upward. The brake cylinder is supplied with air to a pressure that is balanced with the variable load valve LV pressure used, and the brake cylinder is stabilized. . Therefore, an emergency braking force stronger than the maximum service braking force will be applied. .

0010

[Problem that the invention attempts to solve]

Conventional relay valves have two control rooms: the first control room (for emergency brakes) and the second control room (for service brakes). ), it is larger and heavier than a single control room. and expensive. On the other hand, the vehicle is placed in a narrow space, and the vehicle weight is Because of the large size, it is desired to make it as small, lightweight, and simple as possible.

[0011]

[Means to solve the problem]

This invention uses a relay valve with one control room to perform regular brake control and emergency brake control as usual. The purpose is to enable both brake control, and one of the means for achieving this is to Input the normal brake command pressure and emergency brake command pressure into the control room. Make it.

0012

[Effect]

Then, during service braking, the service brake command pressure will be input to the control room. , it is completely unrelated to the emergency brake command pressure, so it can be used normally as in the conventional case. Brake control operation is performed, and during emergency braking, emergency brake command pressure is sent to the control room. is input, but it is completely unrelated to the service brake command pressure, so it is the same as before. An emergency brake control operation is performed. Therefore, one control of the conventional relay valve The chamber can be omitted, making it small, lightweight, and simple.

[0013]

【Example】 FIG. 1 is a longitudinal sectional view showing a first embodiment of the present invention. In this example, conventional The difference from the configuration of FIG. 3 is that the conventional second control chamber 12 and second membrane plate 14 are omitted, and the first The control room 11 and the first membrane plate 13 are used as one control for both regular brakes and emergency brakes. The control room 7, one membrane plate 8, and the output of the variable load valve LV and the output of the electro-pneumatic conversion valve EAV. The only difference is that the power is input to the control room 7 by being switched by a solenoid valve MV.

[0014] With this configuration, when the brake is in service (including when the brake is released and during normal train operation), When the solenoid valve MV is energized, the output of the electro-pneumatic conversion valve EAV is input to the control room 7. Therefore, the brake cylinder pressure corresponds to the electro-pneumatic conversion valve EAV pressure as in the conventional case. death Therefore, the service brake control operation is performed according to the notch of the brake controller (not shown). It will be done.

[0015] Also, during emergency braking, the solenoid valve MV is demagnetized. Then, the control room 7 Since the output of the heavy valve LV is input, the brake is activated according to the variable load valve LV pressure as before. The emergency brake is activated due to xyl cylinder pressure.

[0016] FIG. 2 is a longitudinal sectional view showing a second embodiment of the present invention. In this example, Figure 1 shows the output This is an embodiment in which the present invention is applied to a relay valve in which the balancing chamber of chamber 2 is provided at the bottom of exhaust chamber 3. In contrast, the balance chamber of the output chamber 2 is provided above the exhaust chamber 3, and the This is applied to a relay valve equipped with a lever mechanism.

[0017] This embodiment differs from the configuration of FIG. 1 in that an exhaust chamber is provided between the balance chamber and the control chamber 7. 3, the membrane plate 9 receives only 2 pressures in the output chamber and the membrane plate 1 receives only 7 pressures in the control chamber. The function of membrane plate 8 in Figure 1 is separated into two membrane plates of 0, and a lever mechanism is provided between the two membrane plates. They are designed to exert power on each other through the .

[0018] This lever mechanism uses a setting rod (not shown) to move the rollers shown in circles in the center to appropriate positions on the left and right. By setting it to , the force transmitted from the membrane plate 10 to the exhaust valve rod 6 can be kept constant by changing the lever ratio. It is designed to increase or decrease in proportion. In other words, move the roller to the right in the diagram. The force transmitted to the exhaust valve rod 6 will increase if the exhaust valve rod 6 moves to the left, and decrease if it moves to the left. Other structures The configuration and operation are exactly the same as in FIG. 1, so detailed explanation will be omitted.

[0019] In addition, in the above first and second embodiments, the service brake command pressure and the emergency brake command pressure Although only the case where a solenoid valve is used as a means of switching between the It is not limited to switching only by a valve, for example, the output pressure of a variable load valve LV can be Input to one input port of the double check valve via the magnetic valve, and the input of the electro-pneumatic conversion valve EAV. The output pressure is input to the other input port of the double check valve, and the double check valve increases the input pressure. The other air pressure may be automatically switched and input to the control room 7.

[0020]

【effect】

As is clear from the above explanation, the present invention is applicable to one control room of the relay valve of the prior art. Since the service brake command and emergency brake command are switched and input, Previously, the 2 control room, 2 membrane plate or 3 membrane plate type was replaced with 1 control room, 1 membrane plate or 2 membrane plate type. It is a plate type, which has the excellent effect of being small, lightweight, and simple. .

[Brief explanation of drawings]

FIG. 1 is a longitudinal sectional view showing a first embodiment of a relay valve according to the present invention.

FIG. 2 is a longitudinal cross-sectional view of a second embodiment of the present invention.

FIG. 3 is a vertical cross-sectional view of a conventional relay valve.

[Explanation of symbols]

1 Supply room 2 Output room 3 Exhaust chamber 7 Control room 4 Supply valve seat 5 Supply valve 6 Exhaust valve stem 8 Membrane plate RV Relay valve for railway vehicles EAV electro-pneumatic conversion valve LV variable load valve

Claims (1)

[Scope of utility model registration request] 1. A supply chamber connected to a pressure air source, an output chamber connected to a brake cylinder, an exhaust chamber open to the atmosphere, a control chamber into which a control command pressure is input, and an output chamber from which the supply chamber is output. A supply valve seat protruding around the supply chamber side of a supply hole communicating with the chamber, a supply valve biased by a spring so as to be seated on the supply valve seat, and a tip of the supply valve facing the supply valve. a hollow exhaust valve rod that loosely fits into the supply hole and has one side opened at its tip and the other side opened to the exhaust chamber; and a hollow exhaust valve rod that receives the output chamber pressure and applies a force in the closing direction of the supply valve. The control chamber further includes a membrane plate that receives the control chamber pressure and transmits a force in the opening direction of the supply valve to the exhaust valve rod, and controls the supply chamber and the output chamber according to the displacement of the membrane plate. In this relay valve for a railway vehicle, the output pressure of the electro-pneumatic conversion valve is supplied to the control room during service braking, and the output pressure of the electro-pneumatic conversion valve is supplied to the control room during service braking. A relay valve for a railway vehicle, characterized in that the output pressure of the variable load valve is switched and inputted during emergency braking.