JPH0525977Y2 - - Google Patents

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention relates to a rescue brake system for railway vehicles, and is particularly applicable when the own vehicle and another vehicle are coupled together, where electrical connection between the two vehicles is impossible or extremely difficult. The present invention relates to a technique for reliably operating the emergency brakes of both vehicles while mutually relieving each other by a simple coupling operation even in difficult cases.

[Conventional technology]

Generally, when one vehicle and another vehicle are connected and traveling, if one vehicle is an electric command vehicle and the other vehicle is a pneumatic command vehicle, both vehicles can provide mutual relief. It is a well-known technique to perform this and activate the emergency brakes on both sides (for example, see Japanese Patent Publication No. 62-216858).

Specifically, as shown in FIG. 4, the brake device of the electric command type vehicle includes a former air reservoir pipe ₁₁ ,
Brake pipe 2 ₁ , pressure switch 3, and solenoid valve 4
and a discharge valve 5. When the vehicle is running (when the emergency brake is released), the pressurized air in the brake pipe ₂₁ is maintained at a predetermined pressure, and due to the action of this pressurized air, pressure switch 3
When the contact point of is closed and the pressurized air in the brake pipe ₂₁ is guided to the pilot chamber 5a of the discharge valve 5 through the pressure chamber 4a of the electromagnetic valve 4 which is in an energized state, the discharge valve 5 is closed. The brake pipe ₂₁ is in a state of being cut off from the atmosphere. In addition, the reference numeral 6 in the same figure
indicates a connection part with another vehicle, and the source air reservoir pipe 1 ₁ and brake pipe 2 ₁ are connected to the other vehicle 6.
It is connected to.

On the other hand, as shown in FIG. 5, the brake system for the pneumatic command type vehicle includes a source air reservoir pipe 1 ₂ , a brake pipe 2 ₂ , a solenoid valve 7 , a discharge valve 8 , and a control valve 9 Even when the vehicle is running (when the emergency brake is released), the pressurized air inside the brake pipe ₂₂ is maintained at a predetermined pressure.
The pressure chamber 7a of the solenoid valve 7 in which this pressure air is in a demagnetized state
2 to the pilot chamber 8a of the discharge valve 8, the discharge valve 8 closes and the brake pipe 2 ₂
The brake cylinder BC is in a state where the brake cylinder BC is exhausted by cutting off the air and the atmosphere, and by loosening the control valve 9 and operating it. In addition, the code SR in the same figure
indicates the supply air reservoir.

When both vehicles are connected, the source air reservoir pipe ₁₁ of one vehicle and the source air reservoir pipe ₁₂ of the other vehicle are connected and communicated, and the brake pipe of one vehicle 2 ₁ and the brakes of other vehicles 2 ₂
It is connected to the communication state.

When both vehicles are connected in this way, if the emergency brake is operated on the brake controller (not shown) of the electric command type vehicle shown in Fig. 4 while it is running as the lead vehicle, At the same time, the emergency brake solenoid valve installed in the first electric circuit The solenoid valve 4 is demagnetized by the operation of the second electric circuit Y (the signal line c is connected to the emergency brake lead-in circuit, and the signal line d is connected to the ground line), and the atmosphere opening part Ex and the discharge valve 5 are demagnetized. The pilot chamber 5a is brought into communication, the discharge valve 5 is opened, and the pressure inside the brake pipe ₂₁ is accordingly reduced. If the pressure value in the brake pipe 2 ₁ of the electric command type vehicle decreases in this way, the pressure value in the brake pipe 2 ₂ of the pneumatic command type vehicle shown in FIG. At the same time, the control valve 9 operates the emergency brake to supply the required air to the brake cylinder BC, and as a result, the emergency brake is activated.

On the other hand, while the pneumatic command type vehicle shown in Fig. 5 is running as the leading vehicle, the brake valve of the vehicle is
When the emergency brake is operated on the BV, the pressure value in the brake pipe ₂₂ decreases, and in response, the control valve 9 operates the emergency brake, and at the same time, the first emergency brake command line EB is pressurized (power supplied). At the same time, the solenoid valve 7 is energized, the pilot chamber 8a of the discharge valve 8 is evacuated, and the discharge valve 8 is opened.
The pressure inside the brake pipe ₂₂ is also reduced from this valve open position. In this way, if the pressure value inside the brake pipe 2 ₂ of the pneumatic command type vehicle decreases, the pressure value inside the brake pipe 2 ₁ of the electric command type vehicle shown in FIG. 4 also decreases.
Along with this, the contacts of pressure switch 3 open and the first
The emergency brake solenoid valve installed in the electric circuit X is demagnetized and the emergency brake is activated. Although the first circuit It is something.

As described above, the emergency brake operation is mutually relieved between the electric command type vehicle and the pneumatic command type vehicle.

[The problem that the idea attempts to solve]

However, according to the configuration of the conventional vehicle connection part, the brake pipe and the source air reservoir pipe are located at a predetermined fixed position at the connection end even if the vehicle model is different. By simply connecting one vehicle to another, the brake pipes and source air reservoir pipes of both vehicles can be easily connected at the joint, but when it comes to electrical wiring, if the vehicle models are different, Since the locations of the two vehicles are also completely different, it is impossible or extremely difficult to electrically connect both vehicles at the joint. Therefore, even if the electric command type vehicles shown in Figure 4 (different models) are connected, if there is no electric waving wire between both vehicles and they are not electrically connected,
Only the brake pipe and the source air reservoir pipe are connected, and under such conditions the following problems arise.

In other words, when the emergency brake is operated on the brake controller of one electric command vehicle, the pressure value in the brake pipes of one and the other electric command vehicle decreases, and the emergency brake of the other vehicle is also activated. However, at this point, there was no means to raise the air in the brake pipe to a predetermined pressure in order to close the contacts of the pressure switch, which was in the open state. This results in the inconvenience of not being able to switch. Therefore, it can be said that it is virtually impossible to connect electric command type vehicles with conventional structures.

The present invention was made in view of the above points, and it is possible to operate the emergency brakes of both vehicles reliably and well while mutually relieving each other when electric command type vehicles are connected. It is an object of the present invention to provide a rescue brake device for a railway vehicle that can effectively rescue each other even when connected to a command type vehicle as in the past.

[Means to solve the problem]

The specific means for achieving the above technical problem is that the brake pipes of the own vehicle and the brake pipes of other vehicles can be connected, and that when an emergency brake command is issued, the pressure air in the brake pipes can be A rescue brake device for a railway vehicle configured to operate an emergency brake by operating a pressure switch when the pressure value of At the same time, an opening/closing control means is installed in the communication passage, which can change the state of permitting the supply of pressurized air from the source air reservoir pipe to the brake pipe and the state of stopping the supply of the pressurized air.

In this case, when connecting with a pneumatic command type vehicle, a pressure value adjusting means for adjusting the pressure value of the pressurized air supplied from the source air reservoir pipe to the brake pipe may be installed in the communication path. preferable.

[Effect]

According to the above means, when both the self-vehicle and the other vehicle connected to each other are electric command type vehicles, when the self-vehicle issues an emergency brake command, the self-vehicle's emergency brake operates simultaneously. , the pressure value in the brake pipe of the own vehicle, and by extension the other vehicle, decreases, causing the other vehicle's pressure switch to operate, and the other vehicle's emergency brake to operate accordingly, but when this emergency brake is activated,
A state in which the opening/closing control means installed in the communication path that communicates both pipes stops the supply of pressurized air from the source air reservoir pipe to the brake pipe so that pressurized air does not flow into the brake pipe from the source air reservoir pipe. I take the.

In order to release the emergency brake after the emergency brakes of both vehicles have been activated, the opening/closing control means installed in the communication passage that communicates the source air reservoir pipe and the brake pipe in the host vehicle must be able to release the source air. It allows the supply of pressurized air from the storage pipe to the brake pipe, and along with this, pressurized air is also supplied into the brake pipe of the own vehicle and also into the brake pipe of another vehicle, and the pressurized air in the brake pipes of both vehicles is maintained at a predetermined pressure. rises to. As a result, the pressure switches of both vehicles return to an operable state, and both vehicles are in a state where they can operate the emergency brakes again, waiting until the next emergency brake command is issued.

In this case, if the own vehicle is an electric command type vehicle and the other vehicle is a pneumatic command type vehicle, in addition to the opening/closing control means, a pressure If a value adjustment means is installed, the pressure value of the pressure air in the source air reservoir pipe (e.g. 8 kg/cm ² ) can be adjusted to the optimum pressure value on the brake pipe of the air pressure command type vehicle (e.g. 5 kg/cm 2 ).
Kg/cm ² ), it can be supplied to the brake pipes of both vehicles.

〔Example〕

DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of a rescue brake device for a railway vehicle according to the present invention will be described below with reference to FIGS. 1 to 3. Note that FIG. 1 shows a pneumatic circuit according to the first embodiment of the present invention, and in FIG. Therefore, the explanation will be omitted.

The main difference between the pneumatic circuit of the first embodiment of the present invention shown in FIG. 1 and the conventional pneumatic circuit shown in FIG. 4 is that the main air reservoir pipe 1 ₁ and the brake pipe 2 ₁ are connected The provision of a communication path 10,
An opening/closing solenoid valve (opening/closing control means) 11 is provided in the communication path 10.
The point is that the Specifically, part e of the original air reservoir pipe ₁₁ and the pressure chamber 11a of the on-off solenoid valve 11 are communicated via the upstream communication path 10a, and
The f section of the brake pipe ₂₁ and the intermediate chamber 11b of the on-off solenoid valve 11 are communicated via a downstream communication passage 10b, and a throttle 12 is installed in the downstream communication passage 10b. And the opening/closing solenoid valve 11
is a state in which the supply of pressurized air from the source air reservoir pipe 1 ₁ to the brake pipe 2 ₁ is permitted by the operation of the control circuit described later, that is, a state in which the pressure chamber 11a of the on-off solenoid valve 11 and the intermediate chamber 11b are communicated with each other. , in one of two states: a state in which the supply of pressurized air from the source air reservoir pipe ₁₁ to the brake pipe ₂₁ is stopped, that is, a state in which the pressure chamber 11a and the intermediate chamber 11b of the on-off solenoid valve 11 are cut off. Can be switched as appropriate.

Next, the configuration of a control circuit (electric circuit) that controls the pneumatic circuit having the above configuration will be explained based on FIG. 2.

That is, FIG. 2 shows a case where three vehicles W ₁ , W ₂ , W ₃ are formed, and the middle vehicle
For convenience, illustration of W ₂ is omitted, and
The vehicle W ₃ on the right end has the same circuit configuration as the vehicle W ₁ on the left end, so only a part of it is illustrated.

First, the electric circuit shown in FIG. 2 will be explained in relation to each component of the pneumatic circuit described above.
A control switch 20 is provided on this signal line Ez, and the control switch 20 is activated depending on whether a vehicle (not shown) connected to this vehicle is a pneumatic command type or an electric command type. It is possible to use it by turning it ON or OFF. Also,
The solenoid valve 4 is connected to a signal line via a changeover switch 21.
Ec, and this signal line Ec includes an emergency solenoid valve 22 for operating the emergency brake and a solenoid 2 for switching the changeover switch 21.
3 are connected in parallel. Further, the pressure switch 3 is connected in parallel with the on-off solenoid valve 11, and as the pressure switch 3 turns on and off, the pressure switch auxiliary relay 24 turns on and off. Further, a relay 25 is connected in parallel with the solenoid valve 4, and this relay 25 operates after a certain period of time has passed via a time delay 26.
5a is arranged on a signal line Ez leading to the original power source E. In addition, the code|symbol 27 in the same figure is a driver's cab switch, and by operating and moving a triangular mark, any two of the contacts 28-31 will be in an ON state. For example, when the driver's cab switch 27 is in the forward position, the contacts 28 and 30 whose triangular marks match are in the ON state, and the contacts 29 and 31 are in the OFF state. Also,
Similarly, when the driver's cab switch 32 in the rightmost vehicle W ₃ is set to the rear position, the contact 33 is
It is in the OFF state and the contact 34 is in the ON state.
In this embodiment, the traveling direction of the vehicle is the direction of arrow A, and the leftmost vehicle corresponds to this.
The following explanation will be given assuming that the driver's cab switch 27 of W ₁ is in the front position and the driver's cab switch 32 of the rightmost vehicle W ₃ is in the rear position.

When the vehicle is normally running, the contacts 25a of the pressure switch auxiliary relay 24, the changeover switch 21, the pressure switch 3, and the relay 25 are in the state shown in the second diagram (the control switch 20 is also in the state shown in the diagram),
Therefore, power is supplied from the original power source E to the signal line Ec via the signal line Ea, the contact 28, the signal line Eb, and the contact 34, and the emergency solenoid valve 22 is energized and the emergency brake is maintained in the released state. be done. At this time, the solenoid valve 4 is in an energized state and the opening/closing control valve 11 is also in an energized state, so that the pneumatic circuit is maintained in the state shown in FIG.

On the other hand, when the brake command device 40 shown in FIG. 2 is operated as an emergency brake, the signal lines Ea, Eb,
Power is no longer supplied to Ec, and as a result, the emergency solenoid valve 22 is demagnetized and the emergency brake is activated, and the solenoid 23 is also demagnetized and the changeover switch 21 is switched to the other position. As a result, the solenoid valve 4 is demagnetized and exhaust is performed from the discharge valve 5, the pressure value in the brake pipe ₂₁ decreases, and the pressure switch 3
is in the OFF state. At the same time, the relay 25 is demagnetized and its contact 25a is turned OFF, and the on-off control valve 11 is demagnetized and the pressure air is transferred from the source air reservoir pipe 1 ₁ to the brake pipe 2 ₁ as shown in FIG. The supply will be stopped. In this case, if the vehicle shown above is connected to an electric command type vehicle (not shown), the pressure value in the brake pipe of the vehicle not shown will also decrease and the pressure switch will be turned off.
OFF state, and as a result, the emergency brake of the vehicle (not shown) is also activated.

If the brake command device 40 shown in FIG. 2 is loosened and operated after the emergency brake of the vehicle shown above and the vehicle not shown in the drawing is operated in this way, the pressure value in the brake pipe ₂₁ is still low. Due to this, the pressure switch 3 and pressure switch auxiliary relay 24
It is in the OFF state, and therefore, power is supplied from the main power source E to the time delay 26 via the signal line Ea, the contacts 28, 30, and the changeover switch 21. Then, the relay 25 is energized after a predetermined period of time has elapsed due to the operation of the time delay 26, and accordingly, the contact 25a is turned on and the on-off solenoid valve 11 is energized. By energizing the on-off solenoid valve 11 in this way, the source air reservoir pipe 1 ₁
Pressure air is supplied to the brake pipe 2 ₁ through the throttle 12 , and the pressure inside the brake pipe 2 ₁ rises to a predetermined pressure.
returns to the ON state, and the pressure switch auxiliary relay 24 also returns to the ON state, and as a result, power is supplied from the original power source E to the signal line Ec via the signal line Ea, the contact 28, the signal line Eb, and the contact 34. The emergency solenoid valve 22 is energized and the emergency brake is maintained in a relaxed state. In this case, the pressure value in the brake pipe of the electric command vehicle (not shown) connected to the vehicle shown above also rises to a predetermined pressure, the pressure switch returns to the ON state, and the emergency brake is released. We will have to wait for the next emergency brake command.

The above embodiment describes the case where an electric command type vehicle (not shown) is connected to an electric command type vehicle having a pneumatic circuit shown in FIG. When connecting an electric command type vehicle (see FIG. 5), it is preferable that the pneumatic circuit of the electric command type vehicle has the configuration shown in FIG. 3. That is, the pneumatic circuit shown in FIG.
A pressure value control means 50 is installed in the upstream communication path 10a of the communication path 10 that communicates the original air reservoir pipe 1 ₁ and the brake pipe 2 ₁ . This pressure value control means 50 controls the pressure value (for example _, 8
Kg/cm ² ) to the optimum pressure value (for example, 5 Kg/cm ² ) in the brake pipe of a pneumatic command type vehicle. If the pneumatic circuit shown in Fig. 3 is used, it will always be possible to deal with the pneumatic command type or the electric command type, and the control switch of the electric circuit shown in Fig. 2 can be used. 2
0 becomes unnecessary.

[Effect of idea]

As described above, according to the rescue brake system for a railway vehicle according to the present invention, a communication path is provided that communicates the source air reservoir pipe and the brake pipe in the host vehicle, and an opening/closing control means is installed in the communication path. Since the structure is configured to allow or stop the supply of pressurized air from the source air reservoir pipe to the brake pipe by appropriately controlling the opening/closing control means, there is no need to make an electrical connection when connecting electric command type vehicles. In either case, by simply connecting the brake pipe (and the original air reservoir pipe), emergency brake operation relief between both vehicles can be performed satisfactorily and reliably. Therefore, the connection of electric command type vehicles, which has heretofore been considered impossible or extremely difficult, can be realized with an extremely simple operation.

In addition, if pressure value adjustment means is installed in addition to the opening/closing control means in the communication path that communicates the source air reservoir pipe and the brake pipe, when a pneumatic command type vehicle is connected to an electric command type vehicle, which is the own vehicle, In this case, emergency brake operation relief between the two parties will be carried out smoothly without any problems.

[Brief explanation of the drawing]

Figures 1 and 2 show a first embodiment of the present invention, with Figure 1 being a schematic configuration diagram showing a pneumatic circuit of a relief brake system for railway vehicles (for electric command type vehicles), and Figure 2 being FIG. 2 is a schematic configuration diagram showing an electric circuit for controlling each component of the pneumatic circuit.
Further, FIG. 3 shows a second embodiment of the present invention, and is a schematic configuration diagram showing a pneumatic circuit of a relief brake device for a railway vehicle (for an electric command type vehicle).
Furthermore, FIGS. 4 and 5 show conventional examples,
Figure 4 is a schematic configuration diagram showing the pneumatic circuit of the rescue brake system for railway vehicles (for electric command type vehicles);
The figure is a schematic configuration diagram showing a pneumatic circuit of a relief brake device for a railway vehicle (for a pneumatic command type vehicle). 1 ₁ ... Original air reservoir pipe, 2 ₁ ... Brake pipe, 3 ...
...Pressure switch, 10... Communication path, 11... Opening/closing control means (opening/closing solenoid valve), 50... Pressure value adjusting means.

Claims (1)

[Scope of claim for utility model registration] (1) The brake pipe of the own vehicle and the brake pipe of another vehicle can be connected, and the pressure value of the pressurized air in the brake pipe decreases when an emergency brake command is issued. The relief brake device for a railway vehicle is configured such that a pressure switch is operated to operate an emergency brake accordingly, and the relief brake system is provided with a communication passage that communicates the source air reservoir pipe and the brake pipe, and the communication passage. A relief brake device for a railway vehicle, characterized in that an opening/closing control means is installed that can switch between a state of allowing the supply of pressurized air from the source air reservoir pipe to the brake pipe and a state of stopping the supply of the pressurized air. . (2) The relief brake for a railway vehicle according to claim (1), wherein a pressure value adjusting means for adjusting the pressure value of the pressurized air supplied from the source air reservoir pipe to the brake pipe is installed in the communication passage. Device.