JPH05155327A - Electromagnetic automatic air brake method and device - Google Patents

Abstract

PURPOSE:To increase the responsiveness of a normal brake without operating an emergency brake, and to improve the operating property, by providing a valve or an electromagnetic valve in a quick action chamber, carrying out a pressure reduction rapidly in the scope of the normal brake during a normal brake operating time, and reducing the differential pressure necessary for a quick action between the quick action chamber and a brake tube. CONSTITUTION:To a quick action chamber QC 7 to carry out a quick action operation, a valve or an electromagnetic valve QAV 12 to expedite a quick brake, a QAV throttle 13, and a quick brake expediting air reservoir QAC 15 are provided in series. In this braking operation, the pressure reduction speed of the QC 7 approaches to the pressure reduction speed of a brake tube BP 2 by opening the QAV 12 in a normal brake operating time by the excitation of the QAV 12 to expand the compressed air in the QC 7 to the QAC 15 at a specific speed, and the differential pressure necessary for a quick action operation between the QC 7 and the BP 2 is reduced. As a result, the responsiveness of the normal brake is increased without operating an emergency brake.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention speeds up the responsiveness of a service brake of a railway vehicle having an electromagnetic automatic air brake device, and improves the speed, lengthens the formation, and improves the driving operability. A method and its apparatus.

[0002]

2. Description of the Related Art FIG. 12 shows the structure of a conventional electromagnetic automatic air brake (hereinafter referred to as electromagnetic automatic brake) device, FIG. 13 shows the braking action of the conventional electromagnetic automatic brake device, and FIG. 14 shows the conventional electromagnetic automatic brake device. The principle for sudden operation by a brake device is shown. The electromagnetic automatic braking system is compatible with the automatic air braking system (hereinafter referred to as the automatic braking system), which is currently widely used in railway vehicles around the world.
It is a simple and highly secure method. The conventional electromagnetic automatic braking system has a structure in which an electromagnetic valve is simply added to the circuit of the automatic braking BP2. Therefore, the difference in the braking action between the automatic braking system and the electromagnetic automatic braking system is that in the electromagnetic automatic braking system, since the pressure is reduced by AV3 in each car, even if the train lengthens, it will be The same responsiveness as in the case is obtained. The command for the permanent brake of the electromagnetic automatic braking system is AV
The pressure of BP2 is reduced by the excitation of 3, and the pressure is transmitted to the brake control valve 6. The braking force is adjusted by the brake control valve 6 according to the BP pressure reduction amount (hereinafter, referred to as B
It is output as 11 pressure (referred to as C). The type of brake is determined by whether the decompression speed of BP2 is faster or slower than the sudden motion sensitivity. When it is fast, it is an emergency brake for rapid operation, and when it is slow, it is a regular brake. For sudden operation, it means BP
It is the action of releasing the pressure of 2 to the atmosphere all at once and taking an emergency brake. The principle is based on the method of opening and closing the valve by the pressure difference between BP2 and QC7. The structure of the portion for sudden operation is, for example, that between BP2 and QC7 in the brake control valve 6 is partitioned by a rubber membrane plate valve, and BP2 and QC7 are connected via a QC throttle 8. In this configuration, B
When the depressurization speed of P2 is made faster than the speed that the QC throttle 8 can follow, a pressure difference occurs between BP2 and QC7, the valve is opened at a certain pressure difference or more, and the compressed air in BP2 is released all at once to the atmosphere, Apply the emergency brake. Therefore, this BP
A depressurization rate of 2 is defined by a jerk stability test. According to it, the decompression speed of BP2 at the time of regular braking that should not act the emergency brake of Japan is 1.4
It is 5 seconds or more per (kgf / cm ² ). This value is 2.0 (kgf / c
m ² ) The settling time of the maximum working brake for decompression becomes 7 seconds or more.

In addition to the electromagnetic automatic braking, there are several braking systems having a quick response. inside that,
The electric command air brake system and the electromagnetic direct brake system are widely used mainly in electric trains. However, it is expensive, lacks compatibility, and it is necessary to install an automatic brake as a backup brake when there is no power supply or add conversion equipment. Further, when the conventional electromagnetic brake system is modified to another system such as an electric command type air brake system, especially for a locomotive train, a power supply facility for brake control for each train must be additionally provided. The electromagnetic rapid air brake system is relatively close to the electromagnetic automatic brake system, but since the air is supplied to the brake cylinder separately from the pressure reduction of the brake pipe, the visibility of the braking force and the safety during repeated braking are high. And unreliable, it is not used now.

[0004]

[Problems to be Solved by the Invention] In the conventional electromagnetic automatic braking system, the pressure of BP2 is 1.4 kgf / cm ² per 5 decompression of the BP2 determined by the sudden stability test.
s cannot be shortened, and even if there is an electromagnetic brake command, the responsiveness limit of the automatic braking type motorcycle cannot be exceeded. In other words, the settling time for the maximum service brake of 2.0 (kgf / cm ² ) decompression is 7 seconds or more. This long idle time increases the braking distance, making it difficult to increase speed. With the conventional electromagnetic automatic braking system, if the decompression speed of BP2 is increased aiming for idle time equivalent to that of a train, the emergency brake will operate. Once the emergency brake operates, problems such as inability to adjust the braking force, inability to quickly re-power, excessive back-and-forth vibration in the formation, and generation of self-supporting force occur. The conventional electromagnetic automatic braking system has a long dead time and dull response, so the train operation operability is poor compared to the direct electromagnetic braking system, etc. Therefore, in many high-speed trains, it is an obstacle to increasing the operating timetable density. There is a method of modifying to a method other than the electromagnetic automatic braking method in order to improve the response of the brake. However, the electromagnetic automatic braking system and the automatic braking system are simple systems with high compatibility, safety, and reliability, which are widely used in most vehicles in the world at present. Therefore, in addition to the existing electromagnetic automatic air brake system, a new separate brake system is newly provided, which requires a large amount of cost. There is also a method of increasing only the deceleration without changing the responsiveness of the brake, but this method involves changes in the basic braking device, increases the aggression to the wheels, and is difficult and expensive. Requires remodeling and increases maintenance costs. Brake cooperation between the conventional electromagnetic automatic braking system and other systems such as the electric command type air braking system and the electromagnetic direct air braking system is difficult because the dead time and the settling time of the brake are different.

[0005]

The present invention uses the following means to improve the response of the service brake and shorten the idle time. FIG. 11 shows the structure of the portion for rapid operation in the system of the present invention. The electromagnetic automatic brake is a system for controlling the brake by reducing the pressure of BP2 as in the automatic brake. If the pressure reduction rate of 5 s per pressure reduction of 1.4 kgf / cm ² of the BP2 described above is further increased, sudden operation occurs and an emergency brake is activated. The structure of the conventional jerk is BP2 and jerk QC.
7 has a QC diaphragm 8 at one end, and in addition,
There is a membrane plate or a piston at one end that partitions between QC7 and BP2 without going through. The membrane plate or piston is provided with a valve. According to the conventional operation principle of sudden movement, in the structure of this sudden movement, when a sudden pressure reduction occurs in BP2, the pressure of QC7 is a gentle pressure of BP2 limited by the QC throttle 8. A pressure difference is generated between BP2 and the valve plate is opened by the force acting on the membrane plate or the piston, and the pressure of BP2 is released all at once to the atmosphere. Due to the sudden movement, the emergency brake of the automatic braking system is quickly transmitted to the rear portion of the knitting.

The part for sudden operation in the present invention for solving the above problem is to have a structure in which the inside of QC7 and the inside of BP2 are connected by a bypass via QAV12. In the case of this structure, the pressure difference acting on the film plate and the piston between QC7 and BP2 is eliminated by opening QAV12 during the normal braking with electromagnetic force. Therefore, even if the pressure reduction of BP2 is accelerated during the regular braking with electromagnetic force, it is possible to eliminate the need for the sudden operation. Further, the decompression of the BP2 can be accelerated by increasing the size of the conventional AV diaphragm 4 or by expanding the compressed air in the BP2 via the QAV12. In order to avoid unnecessary pressure reduction of BP2, the excitation time to QAV12 and the QA on the discharge side
It becomes possible by selecting the volume of C7. By these means, it is possible to accelerate the decompression of BP2 during regular braking without applying the emergency brake. Regarding the command line of the QAV 12, the new electromagnetic brake command line 20 is provided or the existing electromagnetic brake command line 1 is processed and used. For example, when the command line of the QAV 12 is the same as the conventional electromagnetic brake command line 1, the open / close switch 1 of the QAV 12 is attached to each vehicle.
9 or by means of providing a deadline cock. Q
When the AV does not function, the decompression speed of QC7 and BP2 becomes gentle as in the conventional electromagnetic automatic braking system.
Therefore, when the conventional electromagnetic automatic brake and the electromagnetic automatic brake of the present invention are mixed, the new electromagnetic brake command line 20 to the QAV 12 or the QAV open / close switch 19 at the time of the electromagnetic brake command to the AV 3 or the shutoff cock of the QAV 12 is used. The operation can be easily switched to the conventional electromagnetic automatic braking system.

[0007]

1 to 9 show the structure of the electromagnetic automatic braking device of the present invention, and FIG. 10 shows the operation of the brake by the electromagnetic automatic braking device of the present invention. In addition to the conventional excitation of AV3, QAV1 is added when operating the regular brake with electromagnetic field.
By exciting No. 2, the decompression of the compressed air in QC7 is accelerated. Then, the air pressure in QC7 quickly approaches the pressure reducing rate of BP2, and it becomes possible to reduce the differential pressure required for a sudden operation between QC7 and BP2. QAV12
When the QAC 15 is filled with compressed air from the inside of BP2 due to the excitation of the above, or when the excitation of the QAV12 ends, the pressure reducing speed of BP2 becomes the pressure reducing speed of only AV3 of the related art. In the case of an emergency brake, since the QAV 12 is not excited, the operation is the same as the conventional one. When the QAV 12 is not excited, the decompression speed of the QC 7 becomes a gentle pressure change by the QC throttle 8. In addition, since the pressure reduction rate of BP2 is only the exhaust of AV3, the pressure changes slowly as in the conventional case. That is, it is a conventional electromagnetic automatic braking system or automatic braking system. As a result, the braking action of the braking device of the present invention is as fast as that of the conventional emergency brake during service braking with electromagnetic waves and within the range of service maximum decompression.

[0008]

1 to 9 show the construction of a concrete embodiment of the electromagnetic automatic braking device of the present invention, FIG. 10 shows the regular braking action of the electromagnetic automatic braking device of the present invention, and FIG. 11 shows the present invention. The principle of the sudden operation part of the method is shown. FIG. 1 shows the configuration of the invention of claim 2. A valve or QAV 12 (hereinafter referred to as QAV 12), a QAV throttle 13 and a QAC 15 are provided in series with respect to the QC 7 which performs a sudden operation. The braking action by this configuration is that, during the normal braking operation by exciting the QAV 12, the QAV 12 opens and the compressed air in the QC 7 expands to the QAC 15 at a specific speed, so that the decompression speed of the QC 7 approaches the decompression speed of BP 2. Since the differential pressure required for the sudden operation between QC7 and BP2 is reduced, the responsiveness of the service brake is increased without operating the emergency brake. FIG. 2 shows the configuration of the invention of claim 3. A QAV 12 and a QAV diaphragm 13 are provided in parallel to the QC diaphragm 8 of the QC 7 for the sudden operation. The operation of this configuration is that during normal service braking operation by exciting the QAV 12, the QAV 12 is opened to allow compressed air in the QC 7 to flow into the BP in the brake control valve 6.
QC7 by releasing quickly on the circuit of
Decompression speed approaches that of BP2, and QC7 and BP
By reducing the differential pressure required for the sudden operation between the two, the responsiveness of the service brake can be accelerated without operating the emergency brake. FIG. 3 shows the configuration of the invention of claim 4. QAV12 and QAV diaphragm 1 for QC7 for sudden operation
3 is provided in series and connected to BP2. The effect of this configuration is that, during the normal brake operation by exciting the QAV 12, the QAV 12 is opened so that the pressure in the QC 7 quickly follows the pressure of the BP 2, and the differential pressure required for the sudden operation between the QC 7 and the BP 2 is small. By doing so, the responsiveness of the service brake can be accelerated without operating the emergency brake. FIG. 4 shows the configuration of the invention of claim 5. A QAV 12 and a QAV diaphragm 13 are provided in series with respect to the QC 7 which is used for sudden operation, and is open to the atmosphere. The function of this configuration is that, during the normal braking operation by the excitation of the QAV 12, the compressed air in the QC 7 is released to the atmosphere at a specific speed, so that the decompression speed of the QC 7 approaches the decompression speed of the BP 2, and the QC 7 and the BP 2 are separated. By reducing the differential pressure required for the sudden operation during the period, the responsiveness of the service brake is accelerated without operating the emergency brake.

FIG. 5 shows the configuration of the invention of claim 6. In addition to the device according to any one of claims 2 to 5, a QC7 for sudden operation is provided with a QAV12, a QAV diaphragm 13, and a QAC15 in series in the BP2. The effect of this configuration is that, during the normal brake operation by the excitation of QAV12, the differential pressure between QC7 and BP2 becomes small, and at the same time, the compressed air in BP2 expands into the atmosphere through QAV12 at a specific speed to reduce the pressure of BP2. The acceleration speeds up the responsiveness of the service brake without activating the emergency brake. FIG. 6 shows the configuration of the invention of claim 7. In addition to the device according to any one of claims 2 to 5, a QP 7 for sudden operation is provided with a QAV 12 and a QAV diaphragm 13 in the BP 2. The effect of this configuration is that, during the normal brake operation by the excitation of QAV12, the differential pressure between QC7 and BP2 becomes small, and at the same time, the compressed air in BP2 expands into the atmosphere through QAV12 at a specific speed to reduce the pressure of BP2. The acceleration speeds up the responsiveness of the service brake without activating the emergency brake. FIG. 7 shows the configuration of the invention of claim 8.
In addition to the device according to any one of claims 2 to 5, a check valve or a double check valve 17 (hereinafter, referred to as a double check valve) is provided in the BP2 for the QC7 that performs the sudden operation. Q
The AV 12, the QAV diaphragm 13, and the QAC 15 are provided in series. The function of this configuration is that the QC7 and BP2 are operated during the normal brake operation by the excitation of the QAV12.
At the same time that the differential pressure of the
Inflating the QAC 15 via the AV 12 at a specific speed to accelerate the decompression of the BP 2 speeds up the responsiveness of the service brake without operating the emergency brake. FIG. 8 shows the configuration of the invention of claim 9. In addition to the device according to any one of claims 2 to 5, for the QC7 that performs a sudden operation, the BP2 includes a double check valve 17, a QAV12, and a QA.
The V diaphragm 13 is provided. The effect of this configuration is that the differential pressure between QC7 and BP2 is reduced and BP is reduced at the same time as the normal brake operation by the excitation of QAV12.
By opening the QAV 12 with compressed air of 2 and expanding it to the atmosphere at a specific speed to accelerate the decompression of BP2, the responsiveness of the service brake is accelerated without operating the emergency brake. FIG. 9 shows the configuration of the invention of claim 10. In addition to the device of claim 8, in addition to the device of claim 8, for the QC7 for sudden operation, the BP2 has a double check valve 17, a QAV 12, a QAV throttle 13, and a QAC.
15, the check valve 18 and the QSC 9 are provided in series. The function of this configuration is that, during the normal braking operation by exciting the QAV12, the differential pressure between QC7 and BP2 becomes small, and at the same time, the compressed air of BP2 opens QAV12 and quickly expands to QSC9 and QAC15, which causes a sudden braking effect. By accelerating the pressure reduction of the BP2 pressure at the same time as the above, the responsiveness of the service brake is accelerated without operating the emergency brake.

[0010]

According to the electromagnetic automatic braking method of the present invention, even if the pressure reduction of BP2 is accelerated, the emergency brake does not operate within the range of the service brake. That is, within the range of the regular decompression by handling the regular brake, it is possible to speed up the response to that of a train or emergency brake. By the electromagnetic automatic braking system of the present invention, the idle time of the service brake can be shortened to the level of the emergency brake, so that the speed of the train can be improved. By the electromagnetic automatic braking system of the present invention, the dead time of the service brake can be shortened, the responsiveness is also improved, and the operability of the train is improved. By improving the braking performance and the driving operability of the electromagnetic automatic braking system of the present invention, it becomes possible to increase the driving timetable density. The modification from the conventional electromagnetic automatic braking system to the electromagnetic automatic braking system of the present invention is extremely simple and inexpensive compared to other braking systems. The electromagnetic automatic braking system of the present invention is simple and compatible with the automatic braking system widely used in railway vehicles and the conventional electromagnetic automatic braking system. By the electromagnetic automatic braking system of the present invention, it is possible to improve the responsiveness of the brake to the emergency brake level, and the brake coordination with the electric command type air brake, which was conventionally difficult to perform the coordinated operation of the brake, is effective in It is possible at the responsiveness level.

[0011]

[Brief description of drawings]

FIG. 1 is a configuration diagram of an electromagnetic automatic air brake device (serial connection system of QC, QAV, and QAC) of claim 2.

FIG. 2 is a configuration diagram of an electromagnetic automatic air brake device (parallel connection system of a QC throttle and a QAV) of claim 3;

FIG. 3 is a configuration diagram of an electromagnetic automatic air brake device (serial connection system of QC, QAV, and BP) of claim 4;

FIG. 4 is a configuration diagram of an electromagnetic automatic air brake device (serial connection system of QC, QAV and atmosphere) of claim 5;

FIG. 5 is a configuration diagram of an electromagnetic automatic air brake device of claim 6 (in addition to claims 2 to 5, a series connection system of BP, QAV, and QAC).

FIG. 6 is an electromagnetic automatic air brake system according to claim 7 (in addition to claims 2 to 5, BP, QAV, and atmosphere are connected in series).
It is a block diagram of.

FIG. 7 is a configuration diagram of an electromagnetic automatic air brake device according to claim 8 (in addition to claims 2 to 5, a BP, a double check valve, a QAV and a QAC connected in series).

FIG. 8 is a configuration diagram of an electromagnetic automatic air brake device of claim 9 (in addition to claims 2 to 5, a BP, a check valve, a QAV, and the atmosphere are connected in series).

FIG. 9 is an electromagnetic automatic air brake device according to claim 10 (in addition to claim 8, a QAV, a check valve, and a QSC are connected in series).
It is a block diagram of.

FIG. 10 is a service brake operation diagram of the electromagnetic automatic air brake device according to the present invention.

FIG. 11 is a principle view of a portion for sudden operation of the electromagnetic automatic air brake device according to the present invention.

FIG. 12 is a configuration diagram of a conventional electromagnetic automatic air brake device.

FIG. 13 is a service brake operation diagram of a conventional electromagnetic automatic air brake device.

FIG. 14 is a principle diagram of a portion for sudden operation of a conventional electromagnetic automatic air brake device.

[0012]

[Explanation of symbols]

 1 ………… Electromagnetic brake command line 2 ………… BP (brake pipe) 3 ………… AV (brake solenoid valve) 4 ………… AV throttle 5 ………… AV exhaust port 6 ………… Brake control valve 7 …… … QC (quick motion chamber) 8 ………… QC throttle 9 ………… QSC (quick brake chamber) 10 ………… Brake control valve exhaust port 11 ………… BC (brake cylinder) 12 ………… QAV (prompt rapid braking Solenoid valve) 13 ………… QAV throttle 14 ……… QAV exhaust port 15 ……… QAC (quick braking acceleration air reservoir) 16 ……… QAC exhaust throttle 17 ……… Double check valve 18 ……… Check valve 19 ………… QAV open / close switch 20 ………… New electromagnetic brake command line

Claims (10)

[Claims] 1. An electromagnetic automatic air brake system for a railway vehicle, wherein: (A) a valve or an electromagnetic valve is provided in the rush chamber. (B) The outlet side of the valve or solenoid valve is connected to an air chamber or an air reservoir, or is made an opening to the brake pipe or the atmosphere side. (C) At the time of operating the service brake, the valve or the solenoid valve is opened to expand the compressed air in the jerk chamber within the range of the decompression amount of the service brake to reduce the pressure. (D) The pressure in the rapid chamber is quickly reduced to approach the pressure reduction rate of the brake pipe to reduce the differential pressure required for the rapid operation between the rapid chamber and the brake pipe. (E) Depressurize the brake pipe more quickly than with a conventional service brake. The electromagnetic automatic air brake system characterized by accelerating the response of the service brake without operating the emergency brake by the above method. 2. An electromagnetic automatic air brake system for a railroad vehicle, wherein a valve or a sudden braking promoting solenoid valve (hereinafter referred to as QAV) excited by a regular brake command is provided in a sudden movement chamber (hereinafter referred to as QC), and the valve is provided. Or the above Q
An electromagnetic automatic air brake device characterized in that a sudden braking promoting air chamber (hereinafter referred to as QAC) is provided in the AV, and QC, QAV, and QAC are connected in series. 3. An electromagnetic automatic air brake system for a railway vehicle, wherein a QC throttle is provided between a brake control valve and QC, and a QAV which is excited by a valve or a regular brake command is provided, and the QC throttle and the QAV are connected to each other. An electromagnetic automatic air brake device characterized by being connected in parallel. 4. In an electromagnetic automatic air brake system for a railway vehicle, a QC is provided with a valve or a QAV excited by a regular brake command and connected to a brake pipe (hereinafter referred to as BP) to connect the QC, QAV and BP in series. Electromagnetic automatic air brake device characterized by connecting. 5. An electromagnetic automatic air brake system for a railway vehicle, wherein QC is provided with a valve or a QAV excited by a service brake command, and the outlet side of the valve or the QAV excited by the service brake command is opened to atmospheric pressure. An electromagnetic automatic air brake device characterized in that QC, QAV, and an atmospheric pressure release port are connected in series. 6. The electromagnetic automatic air brake system according to any one of claims 2 to 5, further comprising a valve or a QAV and a QV in the BP in addition to the respective brake systems.
AC is installed in series and a valve or Q
An electromagnetic automatic air brake device characterized by opening the AV port to reduce the pressure difference between QC and BP and at the same time rapidly expanding the compressed air in BP to QAC via QAV to reduce the BP pressure. .. 7. The electromagnetic automatic air brake system according to any one of claims 2 to 5, further comprising a valve or a QAV in the BP in addition to each brake system, and the outlet of the valve or the QAV is large. As an opening to atmospheric pressure,
BP, QAV and atmospheric pressure release port are connected in series to open the valve or QAV port during normal braking operation to reduce the pressure difference between QC and BP, and at the same time, transfer compressed air in BP to the atmosphere through QAV. An electromagnetic automatic air brake device characterized by rapidly expanding to reduce the BP pressure. 8. The electromagnetic automatic air brake system according to claim 2, further comprising a brake valve, a check valve, a QAV and a QA.
C is connected in series and a valve or QA
An electromagnetic automatic air brake device characterized by opening the V port to reduce the differential pressure between QC and BP, and at the same time, rapidly expanding the compressed air in BP to QAC via QAV to reduce the BP pressure. .. 9. The method according to any one of claims 2 to 5.
In the electromagnetic automatic air brake device according to the item 1, in addition to the respective brake devices, a check valve and a valve or a QAV and an atmospheric pressure release port are connected in series to the BP, and the valve or the QAV of the valve or the QAV is operated at the time of the normal brake operation by the excitation of AV. An electromagnetic automatic air brake device characterized by opening a port to reduce the pressure difference between QC and BP and at the same time rapidly expanding the compressed air in BP to the atmosphere to reduce the BP pressure. 10. The electromagnetic automatic air brake system according to claim 8, wherein in addition to the brake system, a check valve is provided in series between BP, a check valve, QAV and QSC, and a QAC and a check valve. Installed in series with the valve and QSC, open the valve or QAV port during normal brake operation to reduce the differential pressure between QC and BP, and at the same time, quickly expand the compressed air in BP to QSC and QAC to increase BP pressure. An electromagnetic automatic air brake device characterized by decompressing.