JPH049249Y2 - - Google Patents
Info
- Publication number
- JPH049249Y2 JPH049249Y2 JP1987007747U JP774787U JPH049249Y2 JP H049249 Y2 JPH049249 Y2 JP H049249Y2 JP 1987007747 U JP1987007747 U JP 1987007747U JP 774787 U JP774787 U JP 774787U JP H049249 Y2 JPH049249 Y2 JP H049249Y2
- Authority
- JP
- Japan
- Prior art keywords
- pressure
- brake
- brake cylinder
- air reservoir
- air
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
- 238000010586 diagram Methods 0.000 description 6
- 230000007423 decrease Effects 0.000 description 4
- 238000001514 detection method Methods 0.000 description 2
- 238000006073 displacement reaction Methods 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 230000000903 blocking effect Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
Landscapes
- Hydraulic Control Valves For Brake Systems (AREA)
- Braking Systems And Boosters (AREA)
- Valves And Accessory Devices For Braking Systems (AREA)
Description
【考案の詳細な説明】
〔産業上の利用分野〕
本考案は、鉄道車両、特にトロツコ車、ホツパ
車、タンク車などの常に完全な空車か又は標記荷
重一ぱいの積車かのいずれかの状態で走行する積
空荷重差の大きい貨車の自動空気ブレーキ装置に
おいて使用され、空車時にはブレーキシリンダへ
の供給空気を容積空気溜に分散させてそのブレー
キシリンダ圧力を積車時よりも低下させる積空ブ
レーキ装置に関する。[Detailed description of the invention] [Field of industrial application] The present invention is applicable to railway vehicles, especially trolley cars, hotspot cars, tank cars, etc., which are always either completely empty or fully loaded with the specified load. Used in the automatic air braking system of freight cars with a large difference in loading and unloading, when the car is empty, the air supplied to the brake cylinder is dispersed into a volumetric air reservoir, reducing the pressure in the brake cylinder compared to when the car is loaded. Regarding equipment.
この種の従来の積空ブレーキ装置として、特公
昭44−6325号公報に開示されたものがあり、これ
にもとづく従来例を第３図〜第６図に示し、以下
に説明する。なお、第３図は全体構成図、第４図
〜第６図は二圧力式制御弁の作動説明図である。
A conventional load/air brake device of this type is disclosed in Japanese Patent Publication No. 44-6325, and a conventional example based on this is shown in FIGS. 3 to 6 and will be described below. Note that FIG. 3 is an overall configuration diagram, and FIGS. 4 to 6 are explanatory diagrams of the operation of the two-pressure control valve.
第３図において、BPは各貨車に引通され図外
のブレーキ弁により加減圧されるブレーキ管、
CVはブレーキ管BPの加減圧に応動するＫ制御
弁、Ａ制御弁、AB制御弁などの二圧力式制御
弁、BCは二圧力式制御弁CVによつて給排気され
るブレーキシリンダ、ARはブレーキシリンダ
BCの空気源となる補助空気溜、VRは空車時の
ブレーキシリンダBCへの供給空気の一部が流入
する容積空気溜、ELVは空車時に連通位置Ｅと
し積車時にブロツク位置Ｌとするコツクなどの手
動式あるいは機械式の２位置を有する積空切換弁
である。 In Figure 3, BP is a brake pipe that is passed through each freight car and is pressurized and depressurized by a brake valve (not shown).
CV is a two-pressure control valve such as the K control valve, A control valve, AB control valve that responds to the pressure increase or decrease in the brake pipe BP, BC is the brake cylinder that is supplied and exhausted by the two-pressure control valve CV, and AR is the brake cylinder
The auxiliary air reservoir is the air source for the BC, the VR is the volumetric air reservoir into which part of the air supplied to the brake cylinder BC flows when the vehicle is empty, and the ELV is the communication position E when the vehicle is empty and the block position L when the vehicle is loaded. This is a 2-position manual or mechanical switching valve.
図外のブレーキ弁が運転（ユルメ）操作されて
いると、ブレーキ管BPは所定圧力（通常５Kg／
cm2）まで加圧される。このとき、第４図に示す通
り、二圧力式制御弁CVにおいては、ブレーキ管
BPからの圧力空気が釣合ピストン１を図中で右
動させ、この圧力空気が込め溝２を通り補助空気
溜ARに流入し、また、度合弁３および滑り弁４
も図中で右動しているため、ブレーキシリンダ
BCは排気口Exから排気されている。これが空車
時であると、積空切換弁ELVが連通位置Ｅであ
るため、容積空気溜VRもブレーキシリンダBC
と同様に排気されている。 When the brake valve (not shown) is operated, the brake pipe BP will be at a predetermined pressure (normally 5 kg/
cm 2 ). At this time, as shown in Figure 4, in the two-pressure control valve CV, the brake pipe
The pressure air from BP moves the balance piston 1 to the right in the figure, and this pressure air flows into the auxiliary air reservoir AR through the filling groove 2, and also moves the balance piston 1 to the right in the figure.
is also moving to the right in the diagram, so the brake cylinder
BC is exhausted from the exhaust port Ex. If this is the case when the vehicle is empty, the load/air switching valve ELV is in the communication position E, so the volume air reservoir VR is also connected to the brake cylinder BC.
It is also exhausted.
上記運転状態において、ブレーキ弁を常用ブレ
ーキ操作すると、その操作量に応じてブレーキ管
BPが減圧され、第５図に示す通り、二圧力式制
御弁CVにおいては、釣合ピストン１がその両側
の圧力差によつて図中で左動し、込め溝２を閉じ
る。このとき、度合弁３および滑り弁４も図中で
左動し、その給気通路を開いて補助空気溜ARの
圧力空気をブレーキシリンダBCへ給気する。 In the above operating conditions, when the brake valve is operated for service braking, the brake pipe will change depending on the amount of operation.
BP is reduced in pressure, and as shown in FIG. 5, in the two-pressure control valve CV, the balancing piston 1 moves to the left in the figure due to the pressure difference on both sides, closing the filling groove 2. At this time, the joint valve 3 and the slide valve 4 also move to the left in the figure to open their air supply passages and supply pressurized air from the auxiliary air reservoir AR to the brake cylinder BC.
このブレーキシリンダBCへの給気によつて、
補助空気溜ABの圧力が低下し、ブレーキ管BP
の圧力よりもわずかに低くなると、第６図に示す
通り、釣合ピストン１が度合弁３を伴つて図中で
少し右動してブレーキシリンダBCへの給気通路
を閉じ、ブレーキシリンダBCはこのときの圧力
が保持される。このブレーキ保持状態を一般に重
なり状態と称する。 By supplying air to this brake cylinder BC,
The pressure in the auxiliary air reservoir AB decreases, and the brake pipe BP
As shown in Figure 6, when the pressure becomes slightly lower than the pressure of The pressure at this time is maintained. This brake holding state is generally referred to as an overlapping state.
この重なり状態において、ブレーキ管BPをさ
らに減圧すると、二圧力式制御弁CVは再び第５
図のブレーキ状態となり、ブレーキシリンダBC
圧力が上昇し、これに伴つて補助空気溜ARの圧
力が低下してブレーキ管BPの圧力と釣合うと、
再び第６図の重なり状態となる。 In this overlapping state, when the pressure in the brake pipe BP is further reduced, the two-pressure control valve CV again switches to the fifth valve.
The brake state shown in the figure is reached, and the brake cylinder BC
When the pressure increases and the pressure in the auxiliary air reservoir AR decreases to balance the pressure in the brake pipe BP,
The overlapping state shown in FIG. 6 is reached again.
しかし、補助空気溜AR圧力の低下、ブレーキ
シリンダBC圧力の上昇によつて、この２つの圧
力が平衡すると、それ以上ブレーキ管BPを減圧
しても、ブレーキシリンダBCの圧力は上昇しな
い。 However, when these two pressures are balanced due to a decrease in the auxiliary air reservoir AR pressure and an increase in the brake cylinder BC pressure, the pressure in the brake cylinder BC will not increase even if the brake pipe BP is further depressurized.
したがつて、ブレーキ弁を非常ブレーキ操作し
た場合は、ブレーキ管BPが大気圧まで減圧され
るため、二圧力式制御弁CVは、第５図の通り、
補助空気溜ARをブレーキシリンダBCに連通し
たままとなる。 Therefore, when the emergency brake is operated on the brake valve, the pressure in the brake pipe BP is reduced to atmospheric pressure, so the two-pressure control valve CV is operated as shown in Figure 5.
The auxiliary air reservoir AR remains in communication with the brake cylinder BC.
以上のブレーキ作動が積車時であると、積空切
換弁ELVがブロツク位置Ｌにあるため、ブレー
キシリンダBCに対してのみ給気され、また、上
記ブレーキ作動が空車時であると、積空切換弁
ELVが連通位置Ｅにあるため、ブレーキシリン
ダBCと共に容積空気溜VRへも給気される。し
たがつて、空車時のブレーキシリンダBC圧力は
積車時よりも低くなつている。 If the above brake operation is when the vehicle is loaded, the load/unload switching valve ELV is in the block position L, so air is supplied only to the brake cylinder BC. switching valve
Since the ELV is in the communication position E, air is supplied to the volumetric air reservoir VR together with the brake cylinder BC. Therefore, the brake cylinder BC pressure when the vehicle is empty is lower than when the vehicle is loaded.
このブレーキ管BPの減圧量（ブレーキ指令）
に対するブレーキシリンダBCの圧力特性を第２
図に実線で示す。第２図において、Plの実線が積
車時のブレーキシリンダBC圧力、Peの実線が空
車時のブレーキシリンダBC圧力である。 Amount of pressure reduction in this brake pipe BP (brake command)
The pressure characteristics of brake cylinder BC for
Shown in the figure as a solid line. In FIG. 2, the solid line Pl is the brake cylinder BC pressure when the vehicle is loaded, and the solid line Pe is the brake cylinder BC pressure when the vehicle is empty.
第２図に示す通り、一般に、この種の積空ブレ
ーキ装置においては、空車時の常用ブレーキ帯
（ブレーキ管BPの減圧量が1.4Kg／cm2までの領域）
でのブレーキシリンダBC圧力Peが積車時の常用
ブレーキシリンダBC圧力Plに対して約５割に設
定されるため、容積空気溜VRはブレーキシリン
ダBCとほぼ同じ容積を必要とする。
As shown in Figure 2, in general, in this type of loading and unloading brake system, the service brake band when the car is empty (area where the brake pipe BP depressurization amount is up to 1.4Kg/cm 2 )
Since the brake cylinder BC pressure Pe is set to about 50% of the service brake cylinder BC pressure Pl when the vehicle is loaded, the volumetric air reservoir VR requires approximately the same volume as the brake cylinder BC.
この基本的条件を満足する場合、空車時の非常
ブレーキシリンダBC圧力Pe＝P3は、積車時の非
常ブレーキシリンダBC圧力Pl＝P4の約８割まで
上昇する。第２図の例では、P3＝2.9Kg／cm2、P4
＝3.6Kg／cm2である。 When this basic condition is satisfied, the emergency brake cylinder BC pressure Pe=P3 when the vehicle is empty increases to about 80% of the emergency brake cylinder BC pressure Pl=P4 when the vehicle is loaded. In the example in Figure 2, P3=2.9Kg/cm 2 , P4
=3.6Kg/ cm2 .
このため、空車時に非常ブレーキが作動する
と、過大なブレーキ力が作用することとなり、車
輪が滑走してその車輪踏面にフラツト部を生じ
る。 For this reason, if the emergency brake is activated when the vehicle is empty, an excessive braking force will be applied, causing the wheels to slide and creating a flat portion on the wheel tread.
一方、容積空気溜VRの容積をブレーキシリン
ダBCの約4.5倍と設定すると、空車時の非常ブレ
ーキシリンダBC圧力Peを積車時のPl＝P4に対し
て約５割まで低下することができ、上記非常ブレ
ーキ作動時の滑走を防止できるものの、空車時の
常用ブレーキシリンダBC圧力Peが積車時の常用
ブレーキシリンダBC圧力Plに対して約2.5割まで
低下するため、ブレーキ力として不足すると共
に、空車時のユルメ作動において、ブレーキシリ
ンダBCおよびその約4.5倍の大きな容積空気溜
VRの大容量の圧力空気を１つの二圧力式制御弁
CVから排気するため、そのブレーキユルメ時間
が長時間となる。 On the other hand, if the volume of the volumetric air reservoir VR is set to about 4.5 times that of the brake cylinder BC, the emergency brake cylinder BC pressure Pe when the car is empty can be reduced to about 50% of Pl = P4 when the car is loaded. Although it is possible to prevent skidding when the emergency brake is activated, as the service brake cylinder BC pressure Pe when the vehicle is empty is approximately 2.5% lower than the service brake cylinder BC pressure Pl when the vehicle is loaded, the braking force is insufficient and When operating the vehicle when the vehicle is empty, the brake cylinder BC and its large volume air reservoir approximately 4.5 times
VR's large capacity pressure air is transferred to one dual-pressure control valve.
Since the exhaust is exhausted from the CV, the braking time will be long.
これらの問題を解決する従来の手段として、特
公昭46−20522号公報に開示されたものがある。
この公報中の符号を用いて簡単に説明すると、こ
の手段は、容積空気溜を空車時の常用ブレーキ用
の第１容積空気溜１２および空車時の非常ブレー
キ用の第２容積空気溜１２ａの２つとし、検知弁
（積空切換弁）１１を排気孔を有する機械−空気
パイロツト併用式の３位置切換弁とするものであ
る。 A conventional means for solving these problems is disclosed in Japanese Patent Publication No. 46-20522.
Briefly explained using the reference numerals in this publication, this means divides the volumetric air into two volumetric air reservoirs: a first volumetric air reservoir 12 for service braking when the vehicle is empty, and a second volumetric air reservoir 12a for emergency braking when the vehicle is empty. The detection valve (load/air switching valve) 11 is a mechanical/pneumatic pilot combined type three-position switching valve having an exhaust hole.
そして、この手段においては、積車時に、車体
変位によつてレバー３８の動きをロツクすること
により、積空切換弁１１をブロツク位置とし、上
記２つの容積空気溜１２，１２ａをブレーキシリ
ンダ６と遮断し、同時にこれら空気溜１２，１２
ａを排気している。 In this means, when loading a vehicle, the movement of the lever 38 is locked by the displacement of the vehicle body, so that the loading/unloading switching valve 11 is placed in the blocking position, and the two volumetric air reservoirs 12, 12a are connected to the brake cylinder 6. At the same time, these air reservoirs 12, 12
Exhausting a.
また、空車時には、車体変位によつてレバー３
８の動きがフリーとなり、常用ブレーキ帯のブレ
ーキシリンダ６圧力が低圧であることを検知し、
積空切換弁１１が第１連通位置へ切換わり、ブレ
ーキシリンダ６を第１容積空気溜１２のみに連通
し、さらに、非常ブレーキ時のブレーキシリンダ
圧力が高圧であることを検知し、積空切換弁１１
が第２連通位置へ切換わり、第１容積空気溜１２
に加えて第２容積空気溜１２ａもブレーキシリン
ダ６に連通させ、常用と非常での変位容積に差を
もたせている。 In addition, when the car is empty, the lever 3 is
8 becomes free and detects that the brake cylinder 6 pressure in the service brake band is low,
The load/air switching valve 11 switches to the first communication position, communicates the brake cylinder 6 only with the first volume air reservoir 12, detects that the brake cylinder pressure during emergency braking is high, and switches the load/air to the empty position. valve 11
is switched to the second communication position, and the first volumetric air reservoir 12
In addition, the second volume air reservoir 12a is also communicated with the brake cylinder 6 to provide a difference in displacement volume between normal use and emergency use.
しかしながら、この手段の場合、常用の第１容
積空気溜１２の他に非常用の第２容積空気溜１２
ａが必要であり、しかも、この第２容積空気溜１
２ａは第１容積空気溜１２の数倍〜十数倍の容積
が必要であつて大型化し、また、積空切換弁１１
は機械−空気パイロツト併用式の３位置切換弁で
あつてその構成が複雑であり、このため、単純な
コツクなどの２位置切換弁ELVとする第３図の
従来例に比べて非常に高コストになる。 However, in the case of this means, in addition to the first volume air reservoir 12 for regular use, there is also a second volume air reservoir 12 for emergency use.
a is required, and this second volumetric air reservoir 1
2a needs to have a volume several times to more than ten times that of the first volume air reservoir 12, making it large in size.
is a 3-position switching valve that uses both a mechanical and pneumatic pilot, and its configuration is complicated. Therefore, it is much more expensive than the conventional example shown in Figure 3, which is a simple 2-position switching valve such as ELV. become.
そこで、本考案は、簡単な構成および低コスト
で上記従来の諸問題を解決するものであり、その
技術的手段は、上記第３図の如き従来の積空ブレ
ーキ装置において、
上記容積空気溜に安全弁を設け、この安全弁の
設定圧力を空車時の常用全ブレーキシリンダ圧力
あるいはそれよりも少し高くした
ことである。
Therefore, the present invention solves the above-mentioned conventional problems with a simple configuration and low cost, and its technical means is to provide the above-mentioned volumetric air reservoir in the conventional volumetric air brake system as shown in Fig. 3 above. A safety valve is provided, and the set pressure of this safety valve is set to the normal full brake cylinder pressure when the vehicle is empty, or slightly higher than that.
この手段の作用を第１図，第３図の符号を引用
して説明すれば次の通りである。
The operation of this means will be explained below with reference to the reference numerals in FIGS. 1 and 3.
まず、積車時においては、積空切換弁ELVが
ブロツク位置Ｌにあり、容積空気溜VRがブレー
キシリンダBCから遮断されているため、二圧力
式制御弁CVからブレーキシリンダBCに対する給
排すなわちブレーキおよびそのユルメ作動は従来
と同一に行なわれる。 First, when a vehicle is loaded, the load/air switching valve ELV is in the block position L, and the volumetric air reservoir VR is cut off from the brake cylinder BC. And its lifting operation is performed in the same manner as before.
空車時においては、積空切換弁ELVが連通位
置Ｅにあり、容積空気溜VRがブレーキシリンダ
BCに連通しており、安全弁SVの設定圧力が空車
時の常用全ブレーキシリンダ圧力あるいはそれよ
りも少し高い値であるため、常用ブレーキ帯では
従来と同一に行なわれ、また、ブレーキシリンダ
BC圧力（＝容積空気溜VR圧力）が前記設定圧
力に達すると、安全弁SVが排気作動して二圧力
式制御弁CVからの供給空気を大気中へ排気する
ため、ブレーキシリンダBC圧力は前記設定圧力
に制限されることになる。 When the vehicle is empty, the volume/empty switching valve ELV is in the communication position E, and the volumetric air reservoir VR is connected to the brake cylinder.
BC, and the set pressure of the safety valve SV is the full service brake cylinder pressure when the vehicle is empty or a value slightly higher than that, so in the service brake band, the pressure is the same as before, and the brake cylinder
When the BC pressure (=volume air reservoir VR pressure) reaches the set pressure, the safety valve SV operates to exhaust the air supplied from the two-pressure control valve CV to the atmosphere, so the brake cylinder BC pressure is set as above. It will be limited by pressure.
したがつて、上記本考案の手段によれば、積空
切換弁ELVが排気孔をもたないコツクなどの簡
単な２位置切換弁そのままで済むと共に、唯一付
加する安全弁SVも汎用のもので良く、上記特公
昭46−20522号公報に示される大型の第２の容積
空気溜１２ａが不要であり、しかも、構成が複雑
で特殊な３位置制御の積空切換弁（検知弁）１１
に変更する必要がないため、非常に低コストであ
る。
Therefore, according to the above-mentioned means of the present invention, the load/air switching valve ELV can be a simple two-position switching valve such as a Kotoku without an exhaust hole, and the only added safety valve SV can be a general-purpose one. , the large-sized second volumetric air reservoir 12a shown in the above-mentioned Japanese Patent Publication No. 46-20522 is unnecessary, and the structure is complicated and special 3-position control volume/air switching valve (detection valve) 11 is used.
It is very low cost as there is no need to change it.
また、安全弁SVの設定圧力を空車時の常用全
ブレーキシリンダBC圧力あるいはそれよりも少
し高い程度としており、空車時のブレーキシリン
ダBC圧力の最大値が前記設定圧力に制限される
ため、第３図の従来例において問題となる空車非
常ブレーキ時の車輪の滑走も完全に防止できる。 In addition, the set pressure of the safety valve SV is set to the normal all-brake cylinder BC pressure when the car is empty, or a little higher than that, and the maximum value of the brake cylinder BC pressure when the car is empty is limited to the above set pressure. It is also possible to completely prevent wheel slippage during emergency braking of an empty vehicle, which is a problem in the conventional example.
さらに、容積空気溜VRはブレーキシリンダ
BCと同等の容積で良く、第３図従来のものを使
用でき、その排気（ユルメ）時間が延びることも
ない。 In addition, the volumetric air reservoir VR is the brake cylinder
It requires the same volume as the BC, the conventional one shown in Figure 3 can be used, and the evacuation time will not be extended.
以下、本考案の一実施例を第１図および第２図
により説明する。なお、従来と同一構成部分につ
いては、第３図と同一符号を付してその説明を省
略する。
An embodiment of the present invention will be described below with reference to FIGS. 1 and 2. Components that are the same as those in the prior art are designated by the same reference numerals as in FIG. 3, and their explanation will be omitted.
第１図の実施例が従来と異なる点は、積空切換
弁ELVと容積空気溜VRとの間に安全弁SVを設
けたことである。この安全弁SVの設定圧力は、
第２図に示す通り、空車時の常用全ブレーキシリ
ンダBC圧力P1（＝1.8Kg／cm2）よりも少し高いP2
（＝2.0Kg／cm2）としている。なお、この設定圧力
P2はP2＝P1であつても良いが、好ましくはP2＞
（P1＋0.1〜0.2）である。 The embodiment shown in FIG. 1 differs from the conventional one in that a safety valve SV is provided between the volume air switching valve ELV and the volume air reservoir VR. The set pressure of this safety valve SV is
As shown in Figure 2, P2 is slightly higher than the BC pressure P1 (=1.8Kg/cm 2 ) of all brake cylinders in regular use when the vehicle is empty.
(=2.0Kg/cm 2 ). Note that this set pressure
P2 may be P2=P1, but preferably P2>
(P1+0.1-0.2).
第１図実施例において、積車時は、積空切換弁
ELVがブロツク位置Ｌにあるため、従来と同一
のブレーキ作動となる。 In the embodiment shown in Fig. 1, when loading vehicles, the loading/unloading switching valve
Since the ELV is in the block position L, the brake operation is the same as before.
また、積空切換弁ELVが連通位置Ｅとなる空
車時においては、常用ブレーキ作動が従来と同一
であるが、ブレーキシリンダBC圧力Peの最大値
が第２図に一点鎖線で示す通り安全弁SVの設定
圧力P2に制限される。 In addition, when the vehicle is empty and the loading/unloading switching valve ELV is in the communication position E, the service brake operation is the same as before, but the maximum value of the brake cylinder BC pressure Pe is the same as that of the safety valve SV, as shown by the dashed line in Fig. 2. Limited to set pressure P2.
第１図は本考案の一実施例の全体構成図、第２
図は第１図実施例および第３図従来例のブレーキ
管BP減圧量に対するブレーキシリンダBC圧力の
特性説明図、第３図は従来例の全体構成図、第４
図〜第６図は二圧力式制御弁CVのそれぞれ異な
る作動説明図である。
BP……ブレーキ管、AR……補助空気溜、BC
……ブレーキシリンダ、ELV……積空切換弁、
CV……二圧力式制御弁、VR……容積空気溜、
SV……安全弁、P2……安全弁SVの設定圧力。
Figure 1 is an overall configuration diagram of one embodiment of the present invention, Figure 2
The figures are an explanatory diagram of the characteristics of the brake cylinder BC pressure with respect to the amount of brake pipe BP depressurization in the embodiment shown in Fig. 1 and the conventional example shown in Fig. 3.
6 to 6 are explanatory diagrams of different operations of the two-pressure control valve CV. BP...brake pipe, AR...auxiliary air reservoir, BC
... Brake cylinder, ELV ... Load/air switching valve,
CV...Two-pressure control valve, VR...Volume air reservoir,
SV...Safety valve, P2...Setting pressure of safety valve SV.
Claims (1)
に給気すると共にブレーキシリンダを排気し、常
用ブレーキ時に補助空気溜圧力がブレーキ管圧力
と釣合うまで補助空気溜の圧力空気をブレーキシ
リンダへ給気し、非常ブレーキ時に補助空気溜を
ブレーキシリンダに連通させたままとする二圧力
式制御弁と、 空車時に容積空気溜を上記ブレーキシリンダに
連通すると共に、この連通を積車時に遮断する２
位置を有する積空切換弁と、 を備えた積空ブレーキ装置において、 上記容積空気溜に安全弁を設け、この安全弁の
設定圧力を空車時の常用全ブレーキシリンダ圧力
あるいはそれよりも少し高くした ことを特徴とする積空ブレーキ装置。[Scope of Claim for Utility Model Registration] Pressurized air from the brake pipe is supplied to the auxiliary air reservoir during brake operation, and the brake cylinder is exhausted, and during regular braking, the pressure in the auxiliary air reservoir is increased until the auxiliary air reservoir pressure balances the brake pipe pressure. A two-pressure control valve that supplies air to the brake cylinder and keeps the auxiliary air reservoir in communication with the brake cylinder during emergency braking, and a two-pressure control valve that communicates the volumetric air reservoir with the brake cylinder when the vehicle is empty and also maintains this communication with the brake cylinder. Shut off when driving 2
In a load/air brake system equipped with a load/air switching valve having a position, and a safety valve provided in the volumetric air reservoir, the set pressure of this safety valve is set to the normal full brake cylinder pressure when the vehicle is empty or slightly higher than that. A special feature of the loading and unloading brake system.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1987007747U JPH049249Y2 (en) | 1987-01-22 | 1987-01-22 |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1987007747U JPH049249Y2 (en) | 1987-01-22 | 1987-01-22 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS63114873U JPS63114873U (en) | 1988-07-23 |
| JPH049249Y2 true JPH049249Y2 (en) | 1992-03-09 |
Family
ID=30791489
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP1987007747U Expired JPH049249Y2 (en) | 1987-01-22 | 1987-01-22 |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH049249Y2 (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR102424773B1 (en) * | 2021-10-18 | 2022-07-25 | 유진기공산업주식회사 | Control valve for freight trains using in a super low temperature environment |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS51143213A (en) * | 1975-06-04 | 1976-12-09 | Japanese National Railways<Jnr> | Air break apparatus to actas break pipe and air reservoir pipe |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS60152569U (en) * | 1984-03-23 | 1985-10-11 | 日立建機株式会社 | Brake circuit of work vehicle |
-
1987
- 1987-01-22 JP JP1987007747U patent/JPH049249Y2/ja not_active Expired
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS51143213A (en) * | 1975-06-04 | 1976-12-09 | Japanese National Railways<Jnr> | Air break apparatus to actas break pipe and air reservoir pipe |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS63114873U (en) | 1988-07-23 |
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