JPH0413187B2 - - Google Patents

Description

Detailed Description of the Invention [Field of Industrial Application] The present invention is used in a brake system for a railway vehicle, and when a pneumatic command vehicle and an electric command vehicle are combined, the emergency brake commands of both vehicles can be exchanged. It relates to a device that can be read as

[Conventional technology]

As a conventional example of this type of reading device,
There is one disclosed in Japanese Patent No. 55023, which will be explained based on FIGS. 9 and 10.

The examples shown in FIGS. 9 and 10 show a case where a pneumatic command vehicle AC is combined with an electric command vehicle EC, and EC' in the figure is an electric command vehicle assembled into the vehicle EC. Note that a pneumatic command vehicle was also organized, but for the sake of explanation, it is represented by AC.

Electrical command vehicles EC and EC′ each have a reading device.
YK2 and YK2' are installed, and in this mixed example, the reading device YK2 of the electric command vehicle EC is used.

This reading device YK2 consists of a pressure switch PS and a second discharge valve DV2.
Equipped with a solenoid valve MV2 for opening/closing control.

The pressure switch PS uses the air pressure of the brake pipe BP of the pneumatic command vehicle AC to switch the electric command vehicle EC,
It has a contact point that opens and closes the forward line EB3 of the second emergency brake command line of EC'.

The solenoid valve MV2 supplies and exhausts air to and from the pilot chamber of the second discharge valve DV2 by excitation and demagnetization.

The second discharge valve DV2 is opened and closed by supplying and exhausting the pilot chamber.

Note that the other reading conversion device YK2' has the same configuration, so a dash (') is added to the reference numerals of each part, and the explanation thereof will be omitted.

FIG. 9 shows a driving state in which the pneumatic command vehicle AC is the leading vehicle and is traveling in the direction of arrow A.

At this time, in the pneumatic command vehicle AC, the first emergency brake command line EB1 is unpressurized (voltage 0).
Therefore, the solenoid valve MV1 is demagnetized and the brake pipe is
BP communicates with the pilot chamber of the first discharge valve DV1, and when the first discharge valve DV1 closes, the brake pipe BP
In addition, the brake pipe BP is filled with air at a predetermined pressure from the brake valve BV and maintained at this predetermined pressure, and the control valve CV is loosened and operated to exhaust the brake cylinder BC. is,
The brakes are released. This control valve CV, brake cylinder BC, etc. are the first brake device.
Further, the control valve CV is, for example, a three-pressure type control valve disclosed in Japanese Patent Publication No. 59-19866.

In addition, the symbol MR in FIG. 9 indicates the source air reservoir, and SR indicates the supply air reservoir.

In addition, in the operating state shown in Fig. 9, the electric command vehicle EC,
In EC', the front/rear switch 50 is in the front position, the front/rear switch 50' is in the rear position, the connection operator 60 is in the connection position, the connection operator 60' is in the non-connection position, and these contacts 51, 53, 61, 52', 54', 6
2' is closed, and the contacts 52, 54, 62,
51', 53', and 61' are open. Therefore,
The pressurized (power supplied) power line EB2 of the second emergency brake command line is connected to the contact 51, the closed contact of the pressure switch PS, the forward line EB3 of the second emergency brake command line,
Normally closed emergency brake switch EBS, EBS', contacts 62', 52', second emergency brake command line return line
It is connected to an emergency brake solenoid valve EBV as a second brake device via EB4, and this emergency brake solenoid valve EBV is excited and is in a loosening operation, so that the brakes of each vehicle are loosened. Note that symbols C and C' in FIG. 9 are brake controllers.

At this time, the above power line EB is connected to the solenoid valve MV2.
2 through contacts 51, 53, and 61, and the solenoid valve MV2 is energized to open the brake pipe BP.
This pressure air is supplied to the pilot chamber of the second discharge valve DV2, and the second discharge valve DV2 is closed to isolate the brake pipe BP from the atmosphere.

In the driving condition shown in Fig. 9 above, when the brake valve BV of the pneumatic command vehicle AC, which is the leading car, is operated for emergency braking, the brake pipe BP is depressurized to atmospheric pressure, and in response, the control valve CV is activated to apply the emergency brake. Operate. At this time, the first emergency brake command line EB1 is pressurized (power supplied), the solenoid valve MV1 is energized, and the pilot chamber of the first discharge valve DV1 is evacuated.
The first discharge valve DV1 is opened, and the pressure in the brake pipe BP is also reduced from there.

This pressure reduction of the brake pipe BP in the pneumatic command vehicle AC (emergency brake command) is read as follows by the reading device YK2 and transmitted to the electric command vehicles EC, EC'.

In other words, when the brake pipe BP is depressurized, the contact point of the pressure switch PS opens, so that the outbound line EB3 and the return line EB, which are routed back and forth, of the second emergency brake command line are
4 becomes unpressurized, the emergency brake solenoid valve EBV is demagnetized, and the emergency brake is activated.

Figure 10 shows the electric command vehicle, contrary to Figure 9.
This shows a driving state in which the vehicle is traveling in the direction of arrow B with EC' as the lead vehicle.The difference from FIG. The only difference is that the pressurization system paths of the solenoid valve MV2 and the emergency brake solenoid valve EBV are slightly different.

In the operating state shown in Fig. 10, when the emergency brake is operated on the brake controller C' of the electric command vehicle EC', which is the lead vehicle, the power line EB2, outbound line EB3, and return line EB4, which are the second emergency brake command lines, are activated. No pressure is applied, the emergency brake solenoid valve EBV is demagnetized, and the emergency brake is activated.

The non-pressure (emergency brake command) on the second emergency brake command line in the electric command vehicles EC' and EC is read as follows by the reading device YK2 and transmitted to the pneumatic command vehicle AC.

In other words, the second emergency brake command line EB2, EB
Due to no pressurization in step 3, solenoid valve MV2 is demagnetized and the second
In order to exhaust the pilot chamber of the discharge valve DV2, the second discharge valve DV2 opens to release the brake pipe BP to the atmosphere, and the brake pipe BP is depressurized and the control valve CV
The emergency brake is activated.

[Problem that the invention seeks to solve]

The conventional emergency brake command reading device described above has the following problems.

When driving the pneumatic command vehicle AC as the lead vehicle as shown in Fig. 9, the electric command vehicle EC,
If a train separation occurs between EC′ or the conductor opens the emergency brake switch EBS′ in the last electric command vehicle EC′, the return line EB4 of the second emergency brake command line becomes unpressurized. In the electric command vehicles EC and EC', the emergency brake solenoid valve EBV is demagnetized to activate the emergency brake, but this emergency brake command is not transmitted to the pneumatic command vehicle AC, causing the control valve CV to not activate the emergency brake.

This is because even if the outbound line EB3 and return line EB4 of the second emergency brake command line become non-pressurized due to the train separation or the opening of the emergency brake switch EBS' by the conductor, in the electric command vehicle EC,
Brake controller C, power line EB2, contacts 51, 5
3 and 61, the solenoid valve MV2 is energized and the second
The discharge valve DV2 remains closed,
This is because the brake pipe BP of the air pressure command vehicle AC is not depressurized.

In addition, in the operating state shown in Fig. 9, if the second emergency brake command line is pressurized from the brake controller C' of the last electric command vehicle EC', the solenoid valve is connected from the power line EB2 due to the train separation. Since the power supply to MV2 is cut off, the second discharge valve DV2 reduces the pressure in the brake pipe BP, and the emergency brake is also activated in the pneumatic command vehicle AC, but when the emergency brake switch EBS' is opened, the above-mentioned Similarly, the emergency brake does not operate on the pneumatic command vehicle AC.

In addition, when the electric command vehicle EC' is operated as the lead car as shown in Fig. 10, the brake controller C' of the lead car can be operated as an emergency brake so that all the cars
There is a problem in that the emergency brake of the pneumatic command vehicle AC cannot be released even if the brake controller C' is released after the emergency brake is activated by EC', EC, and AC.

This is because when the brake controller C' of the electric command vehicle EC', which is the leading vehicle, is loosened and the second emergency brake command line is pressurized, the emergency brake solenoid valve EBV is activated in the electric command vehicle EC', EC. is energized and loosens, but in this case, the brake valve BV of the pneumatic command vehicle AC is in a state where the handle is removed and the brake pipe BP cannot be supplied or discharged, and the reading device YK
The brake pipe is depressurized to atmospheric pressure because 2 does not have a supply mechanism for the brake pipe BP.
BP cannot be boosted.

[Means for solving problems]

Therefore, the present invention includes an emergency brake command using a normal brake controller and brake valve, and includes an emergency brake command operated by a conductor, train separation,
When an emergency brake command is issued by opening the pressure switch, the second emergency brake command line, especially the return line, always changes from pressurized to non-pressurized. When commanding to release the emergency brake after activation, the second discharge valve is closed under the conditions of pressurization of the return line of the second emergency brake command line and non-pressurization of the first emergency brake command line. In the conventional device, the second discharge valve has an inlet, an outlet connected to the brake pipe, and an outlet opened to the atmosphere. and has a configuration in which when the valve is closed, the discharge port is closed and the inlet is communicated with the outlet, and when the valve is opened, the communication between the inlet and the outlet is cut off and the outlet is communicated with the discharge port, and the second It has an output port that connects to the inlet of the discharge valve and an input port that connects to the air source, and when the pneumatic command vehicle is the leading vehicle among the two vehicles in the mix, the valve is closed to connect the input and output ports. A switching valve is provided that opens to communicate the input port with the output port when the communication is cut off and the electric command vehicle is set as the lead vehicle, and a first relay is connected to the first emergency brake command line, and the first relay is connected to the first emergency brake command line. 2 Connect a second relay to the return line of the emergency brake command line, excite and self-hold by energizing the first relay and demagnetizing the second relay, and release the self-holding and demagnetize by energizing the second relay. A third relay is provided, and the second relay is controlled by demagnetizing the first relay and energizing the third relay, or by energizing the second relay.
The discharge valve is closed, the second relay is demagnetized and the third
The reason is that a logic section is provided that opens the second discharge valve by demagnetizing the relay.

[Effect]

According to this technical means, when the pneumatic command vehicle is the leading vehicle, the first relay connected to the first emergency brake command line is demagnetized, and
Since the second relay connected to the return line of the second emergency brake command line is energized, the logic part closes the second discharge valve, and the first discharge valve also closes due to no pressurization of the first emergency brake command line. I'm talking. At this time, in the pneumatic command vehicle, the brake pipe is held at a predetermined pressure and the first brake device is loosened, and in the electric command vehicle, the second emergency brake command line is pressurized. 2 The brake system is loosened and activated. Note that at this time, the switching valve is closed.

In this driving state, the emergency brake switch of the electric command vehicle that is the tail vehicle is opened,
Alternatively, if a train separation occurs between the electric command vehicles, the return line of the second emergency brake command line becomes unpressurized and the second relay is demagnetized, and at this time, the first emergency brake command line is unpressurized. Since the first relay is demagnetized, the third relay is demagnetized, and due to the demagnetization of the second relay and the demagnetization of the third relay, the second discharge valve opens and the brake pipe BP is released to the atmosphere. Then, the first brake device operates the emergency brake by reducing the pressure in the brake pipe. At this time, in the electric command vehicle, the second brake device is operating the emergency brake due to non-pressurization of the return line of the second emergency brake command line.

That is, in a driving state where the pneumatic command vehicle is the lead vehicle, if the emergency brake switch is opened or the train separates on the electric command vehicle side, this emergency brake command causes the second brake device of the electric command vehicle to operate the emergency brake. Of course, the reading device of the present invention transmits the emergency brake command to the pneumatic command vehicle, and the first brake device operates the emergency brake. In this operating state, the operation at the time of an emergency brake command by normal brake pipe pressure reduction is the same as the conventional one.

In addition, in the driving state with the electric command vehicle as the lead vehicle, the first emergency brake command line is not pressurized, the first discharge valve is closed, the brake pipe is at a predetermined pressure, and the first brake device is released and activated. , the first relay is demagnetized, the second relay is energized, the third relay is demagnetized, the second discharge valve is closed, and the switching valve is opened to connect the air source to the brake pipe, and the second relay is demagnetized. The return line of the emergency brake command line is pressurized and the second brake device is released.

In other words, when the electric command vehicle is the lead vehicle, if the emergency brake is released after activation,
By pressurizing the return line of the second emergency brake command line, the second brake device is loosened, and the logic unit closes the second discharge valve based on the excitation of the second relay, so the pressure air from the air source is is supplied to the brake pipe through the inlet and outlet of the second discharge valve, and the increase in pressure in the brake pipe causes the first brake device to be released, and eventually the emergency brake of the pneumatic command vehicle is also released from the electric command vehicle side. be able to. Note that a description of the emergency braking in this operating state will be omitted.

〔Example〕

Embodiments of the present invention will be described below with reference to FIGS. 1 to 8. 1 to 7 show the first embodiment, and FIG. 8 shows the second embodiment. Note that explanations of the same constituent parts as in the prior art will be omitted.

In FIG. 1, YK2 and YK2' are the first embodiment of the reading device of the present invention, YK1 and YK1' are auxiliary reading devices, and in the mixed state of FIG. 1, YK1 and YK2 are used. Based on these explanations, explanations for YK1' and YK2' are based on YK1 and YK2'.
A dash (') is added to the same code as each part of YK2.
It will be omitted with .

The reading device YK2 uses the same pressure switch as the conventional one.
PS, a second discharge valve DV2 with a different configuration from the conventional one, a newly added switching valve TV, a first relay R1 connected to the first emergency brake command line EB1 via an auxiliary reading device YK1, a second emergency brake command line return line
A second relay R2 connected to EB4, a third relay R3 which is excited and demagnetized by these first relay R1 and second relay R2, and a normally closed contact R1b of the first relay R1.
The main configuration is a logic section in which the normally open contact R2a of the second relay R2 is connected in parallel to the series circuit of the normally open contact R3a of the third relay R3.

A solenoid valve MV2 is provided to transmit the opening/closing command of the logic section to the second discharge valve DV2, and a solenoid valve MV2 is provided to control the opening/closing of the switching valve TV.
MV3 and a fourth relay R4 are provided.

In addition, 10 and 10' in the figure are switching devices, which are conventional front and rear switching devices 50 and 50' and a connecting operation device 6.
It has both functions of 0 and 60', and has contacts 11 to 15 and 11' to 15' respectively, and when operated to each position, only the contact with the trapezoid mark closes and the other contacts open. . For example, when the switch 10 is in the front position, only the contact 12 is closed and the other contact 1 is closed.
1, 13-15 are open.

FIG. 1 shows the preparation state when using the reading device YK2, and the auxiliary switches S1 to S4, S5'
and close the auxiliary switches S5, S1' to S
4' is open. In addition, in this preparation state, the brake valve BV of the pneumatic command vehicle AC is in the handle removal state after emergency braking, and the brake controllers C and C' of the electric command vehicles EC and EC' are also in the emergency braking state.

At this time, since the selection switch SS is open, in the auxiliary reading device YK1, the auxiliary relay R7 is demagnetized, its normally open contact R7a is opened, and its normally closed contact R7b is closed. Due to the opening of the normally open contact R7a and the non-pressurization of the power line EB2 of the second emergency brake command line, the auxiliary relay R6 is demagnetized and its normally closed contact R6b is closed. Therefore, auxiliary switch S3 and normally closed contacts R7b, R
6b, auxiliary relay R5 is energized to open its normally closed contact R5b and its normally open contact R5a.
is closed.

At the same time as this auxiliary relay R5 is energized, the first emergency brake command line is activated in the pneumatic command vehicle AC.
EB1 is pressurized again and solenoid valve MV1 is excited, but since brake pipe BP is already exposed to the atmosphere, first discharge valve DV1 is closed.

In addition, in this figure 1, electric command vehicle EC,
In EC′, power line EB2, outbound line EB3, return line
EB4 is unpressurized.

Furthermore, at this time, in the reading device YK2,
Since the brake pipe BP is at atmospheric pressure, the contacts of the pressure switch PS open, and when the selection switch SS is opened, the fourth relay R4 is demagnetized, its normally closed contact R4b is closed, and the auxiliary switch S1 is also closed. , power is supplied from the power supply E to the solenoid valve MV3, this solenoid valve MV3 is energized and exhausts the pilot chamber of the switching valve TV, the switching valve TV is opened to communicate its input port with the output port, and , the first relay R1 is energized from the power supply E through the auxiliary switch S3 of the auxiliary reading device YK1 and the normally open contact R5a of the auxiliary relay R5, and the normally open contact R1a closes and the normally closed contact R1b opens. 2 No pressure is applied to the return line EB4 of the emergency brake command line, and the 2nd relay R is activated.
2 is demagnetized, its normally open contact R2a opens and its normally closed contact R2b closes, and the third relay R3 is energized by the closing of this normally closed contact R2b and the normally open contact R1a, and its normally open contact R3a is closed and the third
Relay R3 is self-holding, solenoid valve MV2 is demagnetized by the opening of normally open contact R2a and normally closed contact R1b, the pilot chamber of second discharge valve DV2 is evacuated, and second discharge valve DV2 is opened. I'm talking. At this time, the second discharge valve DV2 blocks the inlet and the outlet, and communicates the outlet with the discharge outlet. Note that the symbol PV indicates that the primary side is the original air reservoir.
This is a pressure regulating valve (pressure reducing valve) that is connected to the MR and serves as an air source that sends air at a predetermined pressure to the secondary side of the MR.

In the preparation state shown in Figure 1 above, if the lead car (driving side) is to be the pneumatic command vehicle AC, first,
Close the selection switch SS and close the brake valve.
Loosen and manipulate BV. As a result, as shown in FIG. 2, in the auxiliary reading device YK1, the auxiliary relay R7 is energized, its normally open contact R7a closes, and its normally closed contact R7b opens, and the auxiliary relay R5
is demagnetized to open its normally open contact R5a and close its normally closed contact R5b, and by closing these normally open contacts R7a and normally closed contact R5b, auxiliary relay R6
is energized and opens its normally closed contact R6b.

Therefore, in the pneumatic command vehicle AC, as shown in FIG. 2, the power supply from the auxiliary reading device YK1 is cut off, the first emergency brake command line EB1 becomes unpressurized, and the solenoid valve MV1 is demagnetized. 1st discharge valve
DV1 remains closed and begins filling the brake pipe BP.

Also, in this Figure 2, electric command vehicle EC,
At EC', the power line EB2 of the second emergency brake command line is pressurized via the auxiliary reading device YK1, but the brake pipe BP has not reached the specified pressure and the contacts of the pressure switch PS are closed. Since it is open, the return line EB4 of the second emergency brake command line is not pressurized.

Therefore, in the reading device YK2 of FIG. 2, the second relay R2 remains demagnetized, its normally open contact R2a opens, and the auxiliary relay R5
When the normally open contact R5a opens, the first relay R1 is demagnetized and its normally open contact R1a opens, but since the third relay R3 is self-holding, its normally open contact R3
a and the normally closed contact R1 of the first relay R1.
By closing b, the solenoid valve MV2 is energized and the air at a predetermined pressure from the pressure regulating valve PV is transferred to the second discharge valve DV.
The second discharge valve DV2 is closed. At this time, the above selection switch
When the SS is closed, the fourth relay R4 is energized and its normally closed contact R4b is opened, so the solenoid valve MV3 is demagnetized, air is supplied to the pilot chamber of the switching valve TV, the switching valve TV is closed, and the pressure Adjustment valve PV and second discharge valve
The switching valve TV is kept closed when the pneumatic command vehicle AC is the leading vehicle.

When the air pressure in this brake pipe BP reaches a predetermined pressure, the control valve CV is loosened and operated, and the third
As shown in the figure, since the contact point of the pressure switch PS closes, the return line EB4 of the second emergency brake command line is pressurized, the emergency brake solenoid valve EBV is energized and released, and the return line EB4 is pressurized. The second relay R2 is energized, its normally closed contact R2b is opened, the self-holding of the third relay R3 is released, and its normally open contact R3a is opened, but at the same time, the second relay R2 is energized.
Since the normally open contact R2a of is closed, the solenoid valve MV2 continues to be excited, and the second discharge valve DV2 maintains the closed state.

FIG. 4 shows a state in which the brake valve BV is operated as an emergency brake while driving in the direction of arrow A in the state shown in FIG. 3. In the pneumatic command vehicle AC, the first emergency brake command line EB1 is pressurized, so the solenoid valve MV1 is energized, the first discharge valve DV1 is opened when its pilot chamber is exhausted, and the brake pipe BP is opened. 1 The pressure is reduced to atmospheric pressure by the discharge valve DV1 and the brake valve BV, and the control valve CV operates the emergency brake.

At this time in FIG. 4, in the auxiliary reading device YK1, the auxiliary relay R5 is energized and its normally open contact R
5a and opens its normally closed contact R5b.

Therefore, in the electric command vehicles EC and EC', the auxiliary reading device is activated by opening the normally closed contact R5b.
Since the power supply from YK1 is cut off, the second emergency brake command lines EB2 to EB4 are not pressurized, the emergency brake solenoid valve EBV is demagnetized, and the emergency brake is activated.

In this case of FIG. 4, in the reading device YK2, the first relay R is closed by closing the normally open contact R5a.
1 is energized, closes its normally open contact R1a and opens its normally closed contact R1b, and the return line EB4 of the second emergency brake command line is not pressurized, so that the second relay R
2 is demagnetized to open its normally open contact R2a and close its normally closed contact R2b, the third relay R3 is energized and self-holding and closes its normally open contact R3a, and the normally closed contact R1b is opened and normally open. By opening the contact R2a, the solenoid valve MV2 is demagnetized, and the second discharge valve DV
2 is opened, and the brake pipe BP pressure is also reduced from here. After the emergency brake is activated, the operation when the brake valve BV is released is the same as that shown in FIGS. 2 and 3 above.

Further, FIG. 5 shows a case where the conductor opens the emergency brake switch EBS' in the electric command vehicle EC', which is the last vehicle, while driving in the direction of arrow A in the state shown in FIG. In this case, the return line EB4 of the second emergency brake command line becomes unpressurized, and the electric command vehicle EC,
In EC′, the emergency brake solenoid valve EBV is demagnetized and the emergency brake is activated.

Due to the non-pressurization of the return line EB4, the reading device YK
2, the second relay R2 is demagnetized to open its normally open contact R2a and close its normally closed contact R2b, the first relay R1 and the third relay R3 remain demagnetized, and the normally open contact of this third relay R3 is Open contact R
3a remains open, the solenoid valve MV2 is demagnetized by the opening of the normally open contact R2a, and the second
Discharge valve DV2 opens.

Therefore, in the pneumatic command vehicle AC,
Since the brake pipe BP is depressurized by the second discharge valve DV2, the control valve CV operates the emergency brake.

In order to release this emergency brake, it is sufficient to reset the emergency brake switch EBS', operate the emergency brake once on the brake valve BV in the lead car, and then release the brake valve BV, and the explanation of its operation will be omitted.

In addition, even if a train separation occurs between electric command vehicles EC and EC' while driving in the direction of arrow A in Figure 3, the return line EB4 of the second emergency brake command line will be unpressurized, so the above-mentioned The operation is the same as that shown in FIG.

In addition, while driving in the direction of arrow A in Figure 3, if train separation occurs between pneumatic command vehicles AC or between pneumatic command vehicles AC and electric command vehicles EC, the control valve CV will be activated by reducing the pressure in the brake pipe BP. When the emergency brake is activated, the contact point of the pressure switch PS is opened and the return line EB4 of the second emergency brake command line becomes unpressurized, so the emergency brake solenoid valve EBV activates the emergency brake. The operation of the reading device YK2 at this time is the same as that shown in FIG. 5 above.

Next, contrary to the above description, a case will be described in which the electric command vehicle EC' is set as the leading vehicle from the preparation state shown in FIG. 1.

When the electric command vehicle EC' is the leading vehicle, the selection switch SS is left open, so the condition shown in FIG. 1 is the basic condition. In this state, when the brake controller C' is loosened, as shown in Fig. 6,
Power line from the controller C' to the second emergency brake command line
Since EB2 is pressurized and auxiliary relay R6 is energized via auxiliary switch S4, its normally closed contact R
6b opens, auxiliary relay R5 is demagnetized, its normally open contact R5a opens and its normally closed contact R5b closes.

By opening the normally closed contact R6b, the solenoid valve MV1 is demagnetized in the pneumatic command vehicle AC, and the first
Discharge valve DV1 remains closed.

By opening the above normally open contact R5a, the reading device YK
In No. 2, the first relay R1 is demagnetized and its normally open contact R1a is opened and its normally closed contact R1b is closed, and the third relay R3 is self-holding and its normally open contact R3a is closed. By closing R1b and the normally open contact R3a, the solenoid valve MV2 is energized and the second discharge valve DV2 is closed. Therefore, the air delivered from the pressure regulating valve PV as an air source is
It begins to be supplied to the brake pipe BP via the input port and output port of the switching valve in the open state, and further via the inlet port and outlet port of the second discharge valve DV2.

At the beginning of this pressure increase in the brake pipe BP, the control valve CV is loosened and does not operate, and the pressure switch is not activated.
Since the PS contact is open, the return line EB4 of the second emergency brake command line is not pressurized, the emergency brake solenoid valve EBV is not loosened, and the second relay R2
remains demagnetized.

As shown in Fig. 7, when the brake pipe BP reaches a predetermined pressure, the control valve CV is loosened and the pressure switch is activated in the pneumatic command vehicle AC.
By closing the PS contact, the second emergency brake command line EB4 is activated in the electric command vehicles EC and EC'.
is pressurized, and the emergency brake solenoid valve EBV is released and activated.

At this time, due to the pressurization of the return line EB4, the second
Relay R2 is energized, its normally closed contact R2b opens, and third relay R3 releases self-holding and demagnetizes,
The normally open contact R3a opens, but at the same time, the normally open contact R2a of the second relay R2 closes, so the solenoid valve
MV2 remains energized and the second discharge valve DV2 remains closed.

While driving in the direction of arrow B in the state shown in Fig. 7, if the emergency brake is operated on the brake controller C' of the leading car, the state will be the same as in Fig. 1, and all cars will have AC, EC,
EC' activates the emergency brake. This detailed explanation will be omitted.

In addition, during operation in Figure 7, electric command vehicle EC,
The case where a train separation occurs between EC' is also the same as the case where the emergency brake is operated by the brake controller C' described above, and a detailed explanation thereof will be omitted.

Furthermore, during operation in Figure 7, the air pressure command vehicle AC
When handling the conductor valve on the side, if train separation occurs between pneumatic command vehicles AC or between pneumatic command vehicles AC and electric command vehicles EC, the control valve CV activates the emergency brake by reducing the pressure in the brake pipe BP. , by opening the contact of the pressure switch PS, the second
Return line EB4 of the emergency brake command line becomes unpressurized,
The emergency brake solenoid valve EBV operates the emergency brake. The explanation of the operation of each part at this time will also be omitted. Note that for subsequent release, it is sufficient to return the conductor valve, connect the separated trains, operate the emergency brake once on the brake controller C', and then release the brake again, and the details thereof will be omitted.

In the above first embodiment, the first discharge valve DV
1. The second discharge valve DV2 and the switching valve TV may be replaced by solenoid valves. In this case, the solenoid valves MV1, MV2,
MV3 is no longer required.

Further, in the first embodiment, the electric command vehicle EC,
This is an example where EC' is not equipped with a third emergency brake command line that is normally unpressurized and is pressurized during emergency braking, and is equipped with auxiliary reading devices YK1 and YK1'. Some vehicles are equipped with this third emergency brake command line, and an example of this case is shown in FIG. 8 as a second embodiment.

In FIG. 8, EB5 is the third emergency brake command line that is normally unpressurized and is pressurized during emergency braking, and the auxiliary reading device YK1 of the first embodiment,
YK1' is not required. Reading device YK2, YK2'
is the same as in the first embodiment, so the preparation state is shown in the same manner as in FIG. 1, and the explanation thereof will be omitted.

In addition, in the first and second embodiments, the reading device YK2 of the present invention operates normally even if the front and back positions of the switching devices 10 and 10' are reversed.
There is no need to operate the switching devices 10, 10' during return operation.

〔effect〕

As is clear from the above descriptions, according to the reading device of the present invention, when the pneumatic command vehicle is operated as the lead vehicle and the emergency brake switch is opened on the electric command vehicle side or when trains separate, , it is possible to reliably operate the emergency brake not only on the electric command vehicle but also on the pneumatic command vehicle, and conversely, after the electric command vehicle is driven as the lead vehicle and the emergency brake is activated by the brake controller, By the release operation of the brake controller, the pressure of the brake pipe of the pneumatic command vehicle can be increased and released.

In addition, the applicant's earlier application, Japanese Patent Application No. 60-94090,
According to No. 1, the brake pipe of the pneumatic command vehicle can be inserted from the electric command vehicle side, but in this case, since it does not have the first and second relays, etc., it is necessary to open the emergency brake switch on the electric command vehicle side. There remains a problem that the emergency brake on the pneumatic command vehicle side is not able to adequately respond during operation or train separation.
The present invention also solves this problem.

[Brief explanation of drawings]

FIG. 1 shows a first embodiment of the present invention, and FIGS.
FIG. 7 is an explanatory diagram of the operation of the first embodiment;
The figure shows the second embodiment, and FIGS. 9 and 10 show the conventional example. AC...Pneumatic command vehicle, EC, EC'...Electric command vehicle, EB1...1st emergency brake command line, BP
...Brake pipe, DV1...1st discharge valve, CV...
...Control valve (first brake device), EB3...Outbound line of second emergency brake command line, EB4...Return line of second emergency brake command line, EBS, EBS'...Emergency brake switch, EBV...Emergency brake Solenoid valve (second brake device), YK2, YK2'... Reading device, PS, PS'... Pressure switch, DV2, DV
2'...Second discharge valve, TV, TV'...Switching valve,
PV, PV'...Pressure regulating valve (air source), R1, R
1'...First relay, R2, R2'...Second relay, R3, R3'...Third relay, [R1b, R2
a, R3a, R1b', R2a', R3a']...logic section, BV...brake valve, C, C'...brake controller.

Claims (1)

[Claims] 1. A first emergency brake command line that is always unpressurized and pressurized during emergency braking, a brake pipe that is always maintained at a predetermined pressure and is depressurized to atmospheric pressure during emergency braking, and the first emergency brake command line. a first discharge valve that closes when the line is not pressurized to isolate the brake pipe from the atmosphere, and opens when the first emergency brake command line is pressurized to release the brake pipe to the atmosphere; The first air pressure command type that responds to air pressure.
a pneumatic command vehicle having a brake device; a second emergency brake command line that is routed reciprocally between each vehicle and is pressurized at all times and unpressurized during emergency braking;
an electric command vehicle having a normally closed emergency brake switch disposed on the forward line of the second emergency brake command line, and an electric command type second brake device connected to the return line of the second emergency brake command line; It is a device that mutually reads the emergency brake commands of both vehicles when the two vehicles are mixed, and a contact point that closes when the air pressure in the brake pipe reaches a predetermined pressure is placed on the forward line of the second emergency brake command line. a pressure switch, and the valve is closed by pressurization of the second emergency brake command line to isolate the brake pipe from the atmosphere, and the valve is opened by no pressure of the second emergency brake command line to release the brake pipe to the atmosphere; In the emergency brake command reading device, the second discharge valve has an inlet, an outlet connected to the brake pipe, and a discharge outlet that opens to the atmosphere, and When the discharge port is closed, the inlet is communicated with the communication outlet, and when the valve is opened, the communication between the inlet and the outlet is cut off and the outlet is communicated with the discharge outlet, and the inlet of the second discharge valve is connected to the inlet of the second discharge valve. It has an output port to be connected and an input port to be connected to the air source, and when the pneumatic command vehicle is the leading vehicle among the two vehicles in the mix, the valve is closed to cut off communication between the input port and the output port, and the electric power is A switching valve is provided that opens when the commanded vehicle is the lead vehicle and communicates the input port with the output port, and a first relay is connected to the first emergency brake command line, and a switching valve is connected to the second emergency brake command line. A second relay is connected to the return line, and a third relay is provided, which is energized and self-holding by energizing the first relay and demagnetizing the second relay, and releasing the self-holding and demagnetizing by energizing the second relay, The second relay is demagnetized by demagnetizing the first relay and energizing the third relay, or by energizing the second relay.
The discharge valve is opened, and the second relay is demagnetized and the third relay is demagnetized.
An emergency brake command reading device comprising a logic section that opens a second discharge valve by demagnetizing a relay.