JPH0732300Y2 - Emergency braking system for pneumatic command vehicles - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION [Industrial application] The present invention relates to a brake device for a railway vehicle, and more particularly to an emergency brake device for an air pressure command vehicle.

[Conventional technology]

A conventional emergency braking device for a pneumatic command vehicle is usually configured as shown in FIG.

That is, the emergency braking device is provided with a brake pipe 1 which is drawn through the vehicle, a source air reservoir pipe 2 which is connected to a source air reservoir which stores pressure air which is a source of generation of a braking force, a slack position and a regular use. A brake valve 3 capable of taking an emergency braking position, a pressure regulating valve 4 for regulating the pressure of the compressed air taken from the original air reservoir pipe 2 into the brake pipe 1 when the brake valve 3 is in the loose position, and the brake pipe 1. An emergency electromagnetic discharge valve 6 that is connected to the brake valve 3 and operates based on an electric signal sent from the brake valve 3 to the emergency discharge command line 5, and an emergency valve 7 that is connected to the brake pipe 1 and the original air reservoir pipe 2, The emergency limit valve 8 that limits the pressure value of the pressure air output from the emergency valve 7, the higher of the pressure air AC output from the emergency limit valve 8 and the pressure air output from the service brake circuit 9 Double check valve 10 which gives priority to The variable load valve 11 is connected to the output port of the double check valve 10 and the original air reservoir pipe 2 and changes the pressure air according to the passenger ratio (load of the vehicle). Relay valve 12 that amplifies the volume of pressurized air RV to supply the desired pressurized air BC to the brake cylinder 12
It consists of and.

With such a configuration, when the brake handle of the brake valve 3 is set to the emergency braking position, the pressure air in the brake pipe 1 is discharged from the brake valve 3 and the emergency discharge command line from the brake valve 3 is discharged. The pressurized air in the brake pipe 1 is also discharged from the emergency electromagnetic discharge valve 6 on the basis of the predetermined electric signal sent to 5. As a result, a predetermined pressure drop occurs in the brake pipe 1 and the emergency valve 7 operates, and accordingly, pressure air from the original air reservoir pipe 2 is output to the emergency limiting valve 8. In this case, the emergency limiting valve 8 is the emergency valve 7
The pressure value of the pressure air output from is limited to a pressure value higher than that of the pressure air output from the service brake circuit 9. Then, this pressurized air is supplied to the variable load valve 11 via the double check valve 10, and is converted into a pressure value according to the boarding rate by the operation of the variable load valve 11, and further by the operation of the relay valve 12. The capacity is amplified and then supplied to the brake cylinder, so that the desired braking force is obtained.

On the other hand, when releasing the emergency brake operated as described above, the brake handle of the brake valve 3 is set to the slack position so that the pressure air from the source air reservoir pipe 2 is adjusted by the operation of the pressure regulating valve 4. After being pressurized, it is put into the brake pipe 1 via the brake valve 3. At this time, the brake valve 3
Therefore, a predetermined electric signal is not sent to the emergency discharge command line 5, so that the emergency electromagnetic discharge valve 6 is in a state of being disconnected from the atmosphere. When the air pressure value in the brake pipe 1 rises and reaches the set pressure of the emergency valve 7, the pressure air in the passage portion from the emergency valve 7 to the variable load valve 11 is discharged, and at the same time, Variable load valve with pressure drop 11
The pressurized air RV is discharged from the relay valve 12 as the pressure air in the brake cylinder is further reduced as the pressure of the pressurized air RV decreases.
It is discharged from the vehicle, which releases the emergency brake.

[Problems to be solved by the invention]

However, in the emergency brake device configured as described above, the required pressure air is supplied to the brake cylinder after the brake handle of the brake valve 3 is operated to the emergency braking position, that is, after the emergency brake command is issued. It will take a relatively long time to be processed. This means that after the brake valve 3 is set to the emergency braking position, it takes a dead time for the pressure air in the brake pipe 1 to be reduced to a pressure value at which the emergency valve 7 can be operated, and The main cause is that a dead time is required between the actuation and the actuation of the relay valve 12. Due to this, there is a problem that the idling distance from the issuance of the emergency brake command to the supply of the required pressure air to the brake cylinder and the start of deceleration of the vehicle becomes unnecessarily long. .

[Means for solving problems]

In view of the above situation, the present invention adds a new circuit configuration to the conventional emergency brake device for a pneumatic command vehicle, so that the time from when the emergency brake command is issued until the required pressure air is supplied to the brake cylinders. Was made as a technical problem to shorten the free running distance of the vehicle appropriately, and the means to do so is to use the brake pipes drawn into the vehicle and the brakes. A source air reservoir pipe connected to a source air reservoir that stores pressure air that is a source of force, and a brake that discharges the pressure air in the brake pipe during an emergency brake and sends a predetermined electric signal to an emergency discharge command line. A valve, and an emergency electromagnetic discharge valve that discharges the pressure air in the brake pipe when a predetermined electric signal sent from the brake valve is input via the emergency discharge command line, An emergency valve that operates when a predetermined pressure drop occurs in the brake pipe, an emergency limiting valve that limits the pressure value of the pressure air output from the emergency valve, and the pressure air output from the emergency limiting valve An emergency braking device for a pneumatic command vehicle, comprising: a variable load valve that changes according to a rate, and a relay valve that amplifies the volume of pressure air output from the variable load valve and supplies the amplified pressure air to a brake cylinder. A second compound check valve is provided between the load valve and the relay valve, and an output port of the second compound check valve is connected to the relay valve and one input port is connected to the variable load valve. And the other input port is connected to the original air reservoir pipe via a communication passage, and in the communication passage, a solenoid valve that opens and closes based on an electric signal sent from the brake valve to the emergency discharge command line, and a pressure. Where the adjustment valve and That. In this case, a second variable load valve may be provided instead of the pressure adjusting valve.

[Operation] According to the above means, when an emergency brake is applied, that is, when the brake valve is set to the emergency braking position, a predetermined electric signal is sent from the brake valve to the emergency discharge command line, and based on the predetermined electric signal. As a result of the opening operation of the electromagnetic valve, the communication passage that connects the original air reservoir pipe and the second double check valve is opened. When the communication passage is in the open state in this way, the pressure air from the main air reservoir pipe is regulated by the pressure adjusting valve provided in the communication passage, and then the second compound check valve is provided. Is supplied to the relay valve via
The capacity is amplified by the relay valve and supplied to the brake cylinder. The above-described operation is based on the electric signal, after the emergency brake command is issued, until the communication passage is opened to supply the compressed air from the original air reservoir pipe to the relay valve. Therefore, the operation from setting the brake valve to the emergency braking position until the required pressure air is supplied to the brake cylinder is performed in an extremely short time, and the idling distance of the vehicle is shortened. In parallel with this, the same operation as the conventional one is performed as shown below. That is, when the brake valve is set to the emergency position as described above, the compressed air in the brake pipe is discharged from the brake valve and the emergency electromagnetic signal is sent based on the predetermined electric signal sent to the emergency discharge command line. The pressure air in the brake pipe is also discharged from the discharge valve, and as a result, a predetermined pressure drop occurs in the brake pipe, which activates the emergency valve, and the pressure air from the original air reservoir pipe is further limited by the emergency limit valve. Is supplied to the variable load valve. The pressurized air from the variable load valve is supplied to one input port of the second double check valve, but at this time, is supplied to the other input port of the second double check valve. Since the pressure air from the communicating passage is adjusted to a desired pressure value by the pressure adjusting valve,
At this time point, the pressure air from the variable load valve supplied to one input port of the second double check valve is preferentially supplied to the relay valve, and further supplied from the relay valve to the brake cylinder. . Therefore, as described above, the pressurized air is supplied to the relay valve from the original air reservoir pipe through the communication passage.
Immediately after the emergency brake command is issued, it is limited to a predetermined period until the pressurized air is supplied to the relay valve through the same path as the conventional one.

Further, if a second variable load valve is provided in the communication passage instead of the pressure regulating valve, the pressure air supplied from the original air reservoir pipe to the relay valve via the communication passage depends on the boarding rate. This is a pressure value, which effectively prevents variations in free running distance due to changes in the boarding rate.

〔Example〕

 An embodiment of the present invention will be described below with reference to the drawings.

1 and 2 show an embodiment of the present invention, the same components as those of the prior art are designated by the same reference numerals as those in FIG. 3 and their explanations are omitted.

FIG. 1 shows a first embodiment of the present invention. The difference between the first embodiment and the conventional one is that the variable load valve 11 and the relay valve are different.
A second double check valve 15 is installed between the second check valve 15 and the second check valve 15, the output port 15a of the second double check valve 15 is the relay valve 12, one input port 15b is the variable load valve 11, The other input port 1
5c are connected to the original air reservoir pipe 2 via the communication passage 16, and the solenoid valve 17, the capacity reservoir 18, and the pressure adjusting valve 19 are connected to the communication passage 16.
That is to say. The solenoid valve 17 is configured to be opened and closed based on an electric signal sent from the brake valve 13 to the emergency discharge command line 5, and the capacity storage
18 serves to prevent the response delay of the command pressure to the relay valve 17 by accumulating a predetermined volume of pressure air, and the pressure regulating valve 19 has a predetermined function with respect to the pressure air passing through the communication passage 16. The pressure regulating action of is performed.

According to the first embodiment, when the brake valve 3 is in the slack position, the solenoid valve 17 on the communication passage 16 is closed, so that the original air reservoir pipe 2 moves to the communication passage 16. The pressured air that has flowed in is pressure-regulated by the pressure regulating valve 19 to, for example, a pressure value required when the vehicle is empty, and then is accumulated in the volume reservoir 18.

On the other hand, when the brake valve 3 is in the emergency braking position,
A predetermined electric signal is sent from the brake valve 3 to the emergency discharge command line 5, and the solenoid valve 17 is operated based on this electric signal.
Is opened, and the pressure air accumulated in the volume reservoir 18 is supplied to the relay valve 12 via the second double check valve 15, and the pressure air BC is further supplied from the relay valve 12 to the brake cylinder. To provide the desired braking force.
When a predetermined time elapses from such a state, the amount of supply from the capacity reservoir 18 to the second double check valve 15 is limited, while the emergency valve 7 is activated to operate the variable load valve.
Pressure air is supplied from 11 to the second double check valve 15, and at this time, the pressure air supplied from the variable load valve 11 has priority and is relayed via the second double check valve 15 to the relay valve 12. By being supplied to the brake cylinder, the required pressure air is continuously supplied to the brake cylinder.

As a mode of sending an electric signal from the brake valve 3 to the emergency discharge command line 5, a constant depressurizing type, that is, a type in which an electric signal is turned on during an emergency brake may be used. It may be turned off. When the constant pressure type is used, the solenoid valve 17 that opens when the electric signal is ON may be used.When the constant pressure type is used, the solenoid valve 17 opens when the electric signal is OFF. It suffices to use the solenoid valve 17 of the operating type, but in order to avoid problems caused by disconnection of the emergency discharge command line 5, etc., it is preferable to adopt the constant pressure type.

FIG. 2 shows a second embodiment of the present invention. The difference between the second embodiment and the first embodiment is that the pressure adjusting valve 19 shown in FIG. The load valve 20 is provided. Therefore, according to the second embodiment, the pressure value of the compressed air supplied to the relay valve 12 via the communication passage 16 at the time of emergency braking is in accordance with the occupancy rate of the vehicle, which changes the occupancy rate. Variations in running distance due to

[Effect of device]

As described above, according to the present invention, a communication passage is added between the original air reservoir and the relay valve in the conventional emergency brake device, and the electric power sent from the brake valve to the emergency discharge command line is added to the communication passage. A solenoid valve that opens and closes based on a signal,
Since the pressure adjusting valve or the variable load valve is provided, when the brake valve is set to the emergency braking position, desired pressure air is supplied to the relay valve and the brake cylinder through the communication passage in an extremely short time. As a result, the response of the emergency braking device is improved, and the idling distance is effectively shortened. Moreover, even if a failure occurs in each component of the conventional emergency brake device, a required braking force can be obtained by operating the separately added circuit configuration, and safety is improved.

[Brief description of drawings]

FIGS. 1 and 2 show an embodiment of the present invention. FIG. 1 is an overall schematic configuration diagram showing the first embodiment, and FIG.
It is the whole schematic structure figure showing an example. Further, FIG. 3 is an overall schematic configuration diagram showing a conventional example. 1 ... Brake pipe, 2 ... Original air reservoir pipe, 3 ... Brake valve, 4 ... Pressure adjusting valve, 5 ... Emergency discharge command line, 6 ... Emergency electromagnetic discharge valve, 7 ... Emergency valve, 8 ... … Emergency restriction valve, 9 ……
Service brake circuit, 10 ... Double check valve, 11 ... Variable load valve, 12 ... Relay valve, 15 ... Second double check valve, 16 ... Communication passage, 17 ... Solenoid valve, 19 ... … Pressure adjusting valve, 20 …… Second variable load valve.

Claims (2)

[Scope of utility model registration request] 1. A brake pipe drawn through a vehicle, a source air reservoir pipe connected to a source air reservoir for accumulating pressure air that is a source of generation of a braking force, and a pressure air inside the brake pipe during emergency braking. A brake valve that discharges and sends a predetermined electric signal to the emergency discharge command line, and discharges the pressure air in the brake pipe when the predetermined electric signal sent from the brake valve is input through the emergency discharge command line. An emergency electromagnetic discharge valve, an emergency valve that operates when a predetermined pressure drop occurs in the brake pipe, an emergency limiting valve that limits the pressure value of the pressure air output from the emergency valve, and an emergency limiting valve An air pressure command vehicle including a variable load valve that changes the output pressure air according to the riding ratio, and a relay valve that amplifies the volume of the pressure air output from the variable load valve and supplies the amplified pressure air to the brake cylinder. In the emergency braking device, the second compound check valve is provided between the variable load valve and the relay valve, and the output port of the second compound check valve is connected to the relay valve and one of the input ports is provided. Is connected to the variable load valve and the other input port is connected to the original air reservoir pipe via a communication passage, and the communication passage is based on an electric signal sent from the brake valve to the emergency discharge command line. An emergency brake device for a pneumatic command vehicle, comprising an electromagnetic valve that opens and closes and a pressure control valve. 2. The emergency braking device for a pneumatic command vehicle according to claim 1, wherein a second variable load valve is provided in place of the pressure regulating valve.