JPS59192660A - Brake apparatus for train - Google Patents
Brake apparatus for trainInfo
- Publication number
- JPS59192660A JPS59192660A JP58065683A JP6568383A JPS59192660A JP S59192660 A JPS59192660 A JP S59192660A JP 58065683 A JP58065683 A JP 58065683A JP 6568383 A JP6568383 A JP 6568383A JP S59192660 A JPS59192660 A JP S59192660A
- Authority
- JP
- Japan
- Prior art keywords
- pressure
- brake
- brake pipe
- valve
- 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.)
- Granted
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/66—Electrical control in fluid-pressure brake systems
- B60T13/665—Electrical control in fluid-pressure brake systems the systems being specially adapted for transferring two or more command signals, e.g. railway systems
Abstract
Description
【発明の詳細な説明】
本発明は、ブレーキ管に、設けた圧力検出用の空気溜に
よって減圧状態を検出し、該減圧状態に対応して設定さ
れた適正量の高圧空気の直通により。DETAILED DESCRIPTION OF THE INVENTION The present invention detects a reduced pressure state using an air reservoir for pressure detection provided in a brake pipe, and directs an appropriate amount of high-pressure air set corresponding to the reduced pressure state.
前記減圧状態を素早く適正圧に回復させる自動制御機構
を具えたことに特徴を有する列車のブレーキ装置に関す
るものである。The present invention relates to a train brake device characterized in that it includes an automatic control mechanism that quickly restores the reduced pressure to an appropriate pressure.
従来の列車ブレーキ装置は、第１図に示すように機関車
（α）側に設けられたコンプレッサー（１）、コンプレ
ッサーに連設された高圧側空気溜（２）、高圧側空気溜
（２）に連設された圧力調整弁（３）、圧力調整弁（３
）とブレーキ管（５）との間に配設されたブレーキ操作
用のブレーキ弁（４）、ブレーキ管（５）から分岐管（
５α）を介して連設された各連結車両（ｂＲｒｌ・・側
の補助空気溜（６）、補助空気溜（６）に電磁開閉弁（
７）を介して連設された車輪（９）のブレーキシリンダ
（８）などにより構成され１列車走行時には、ブレーキ
管（５）と補助空気溜（６）中に通常５ｋＩＩ／ｃＴｒ
Ｌ３程度の圧力空気が閉込められ、ブレーキ弁（４）を
ブレーキ位置にセット操作すると、第２図忙示すよ・う
にブレーキ管（５）が矢示のように減圧されるとともに
、電磁開閉弁（７）の連動切換によって補助空気溜（６
）内の圧力がブレーキシリンダ（８）に流入し、ブレー
キシリ、ダ（８）の作動によりブレーキがかかり１次に
、ブレーキ弁（４）を運転位−にセット操作すると、第
１図に示すように高圧側空気溜（２）内の高圧空気が圧
力調整弁（３）によって所定圧に低下されたのちブレー
キ管（５）へ流入して増圧し補助空気溜（６）内に圧力
が溜込められ、一方、ブレーキシリンダ（８）内の圧力
は大気へ排気されてブレーキが弛緩される構成になって
いる。As shown in Figure 1, conventional train braking equipment consists of a compressor (1) installed on the locomotive (α) side, a high-pressure side air reservoir (2) connected to the compressor, and a high-pressure side air reservoir (2). Pressure regulating valve (3) connected to pressure regulating valve (3)
) and the brake pipe (5), and a brake valve (4) for brake operation disposed between the brake pipe (5) and the branch pipe (
An electromagnetic on-off valve (
When one train is running, normally 5kII/cTr is contained in the brake pipe (5) and the auxiliary air reservoir (6).
When the pressure air of about L3 is trapped and the brake valve (4) is set to the brake position, the brake pipe (5) is depressurized as shown in the arrow in Figure 2, and the electromagnetic on-off valve is activated. By interlocking switching of (7), the auxiliary air reservoir (6
) flows into the brake cylinder (8), and the brake cylinder (8) is actuated to apply the brake.Next, when the brake valve (4) is set to the operating position -, as shown in Figure 1. After the high pressure air in the high pressure side air reservoir (2) is lowered to a predetermined pressure by the pressure regulating valve (3), it flows into the brake pipe (5) and increases in pressure, causing pressure to accumulate in the auxiliary air reservoir (6). On the other hand, the pressure inside the brake cylinder (8) is exhausted to the atmosphere and the brake is released.
しかし、従来の前記ブレーキ装置は、前記のブレーキ弛
緩動作中にブレーキ弁（４）を介してブレーキ管（５）
から補助空気溜（６）内に圧力が溜込められており、そ
の時に再ブレーキをかけると、補助空気溜（６）内に圧
力が十分に蓄圧されていないため、ブレーキシリンダ圧
が所定値に達してなく所望のブレーキ力が得られない欠
点がある。However, in the conventional brake device, the brake pipe (5) is connected via the brake valve (4) during the brake relaxation operation.
Pressure is accumulated in the auxiliary air reservoir (6), and if the brake is applied again at that time, the brake cylinder pressure will not reach the specified value because there is not enough pressure accumulated in the auxiliary air reservoir (6). There is a drawback that the desired braking force cannot be obtained.
よって、従来では機関士の感と経験に基づくブレーキ弁
（４）の操作によって、ブレーキ管（５）側つまり補助
空気溜（６）に過度の圧力を溜込ませることにより対処
されていたが、前記操作はブレーキの緩解機能不良の事
態を惹起することになり−また。Conventionally, this problem was dealt with by accumulating excessive pressure in the brake pipe (5) side, that is, in the auxiliary air reservoir (6), by operating the brake valve (4) based on the engineer's intuition and experience. Said operation may also cause a brake release failure.
自動運転制御（ＡＴＣ制御）による運行時には前記操作
は期待できない。The above operation cannot be expected when the vehicle is operated under automatic operation control (ATC control).
本発明は、従来の列車ブレーキ装置における前記のよう
な欠点を解消するために開発されたものであって、ブレ
ーキ弁の前後側に連設された高圧側空気溜とブレーキ管
との間に電磁弁を有する高圧空気直通用のバイ／ミス管
路を設けるとともに。The present invention was developed in order to eliminate the above-mentioned drawbacks of conventional train brake systems, and includes an electromagnetic connection between the brake pipe and the high-pressure side air reservoir connected to the front and rear sides of the brake valve. In addition to providing a bi/miss pipe with a valve for direct high-pressure air.
前記ブレーキ管に設けた圧力検出用の空気溜の減圧検出
信号を入力し高圧空気点、…パターンを設定して前記電
磁弁を制御する前記ブレーキ弁に連動された高圧直通制
御機構を設けた点に特徴を有し。A high pressure direct control mechanism linked to the brake valve is provided which inputs a pressure reduction detection signal from an air reservoir for pressure detection provided in the brake pipe and sets a high pressure air point... pattern to control the solenoid valve. It has the characteristics of
その目的とする処は、ブレーキ弁の運転位置へのセット
操作時にブレーキ管側の減圧状態に対応した適正量の高
圧空気がブレーキ管に直通される自動制御機構を設ける
ことにより、ブレーキ管側の減圧状態が素早クコ１＆正
圧に回復され前記のような。The purpose of this is to install an automatic control mechanism that allows the appropriate amount of high-pressure air to flow directly into the brake pipe in response to the reduced pressure on the brake pipe when the brake valve is set to the operating position. The reduced pressure state was quickly restored to 1 & positive pressure as described above.
欠点を解消した列車のブレーキ装置を供する点にある。The object of the present invention is to provide a train brake device that eliminates the drawbacks.
本発明は、前記の構成になっており、ブレーキ弁の前後
側に連設された高圧側空気溜とブレーキ管との間に電磁
弁を有する高圧空気直通用のバイ／ミス管路を設けると
ともに、前記ブレーキ管に設けた圧力検出用の空気溜の
減圧検出信号を入力し高圧空気直通パターンを設定して
前記電磁弁を制御する前記ブレーキ弁に連動された高圧
直通制御機構を設けているので、ブレーキ作動時におけ
るブレーキ管側の減圧状態からブレーキ弁を運転位置に
セット操作すると、前記操作に連動する高圧空気直通制
御機構により前記電磁弁が制御され。The present invention has the above-mentioned configuration, and includes a bi/miss pipe for direct high-pressure air having a solenoid valve between the high-pressure side air reservoir and the brake pipe, which are connected to the front and rear sides of the brake valve. A high pressure direct communication control mechanism linked to the brake valve is provided, which inputs a pressure reduction detection signal from an air reservoir for pressure detection provided in the brake pipe, sets a high pressure air direct communication pattern, and controls the solenoid valve. When the brake valve is set to the operating position from a reduced pressure state on the brake pipe side when the brake is applied, the solenoid valve is controlled by a high-pressure air direct control mechanism that is linked to the operation.
ブレーキ管側の減圧状態に対応した適正量の高圧空気が
高圧側空気溜からブレーキ管側に初期に直通され、ブレ
ーキ管側が素早く所定圧に回復されるとともに補助空気
溜内の蓄圧が著しく早められることになり、早期に再ブ
レーキ操作をしても補助空気溜内の蓄圧が略満足し得る
までに高められており、ブレーキ力不足が解消されブレ
ーキ性能−信頼性が著しく向上される。An appropriate amount of high-pressure air corresponding to the reduced pressure state on the brake pipe side is initially passed directly from the high-pressure side air reservoir to the brake pipe side, and the brake pipe side is quickly restored to the specified pressure, and the pressure accumulation in the auxiliary air reservoir is significantly accelerated. Therefore, even if the brake is operated again at an early stage, the accumulated pressure in the auxiliary air reservoir is increased to a level that is almost satisfactory, the lack of braking force is resolved, and braking performance and reliability are significantly improved.
さらに１本発明においては、ブレーキ管に圧力検出用の
空気溜を設けて、その減圧検出信号を入力し高圧空気直
通パターンが設定されるので、ブレーキ管側の減圧検出
が正確となり高圧空気直通、！ターンの設定とともに、
電磁弁の制御性能が高められ、さらには、前記空気溜が
ブレーキ管側の急激な圧力増減を緩和し、また蓄圧の増
加をもたらしブレーキ性能がさらに向上される。Furthermore, in the present invention, an air reservoir for pressure detection is provided in the brake pipe, and the pressure reduction detection signal is inputted to set a high pressure air direct flow pattern, so that the pressure reduction on the brake pipe side is accurately detected, and the high pressure air is directly connected to the brake pipe. ! Along with setting the turn,
The control performance of the electromagnetic valve is improved, and furthermore, the air reservoir alleviates sudden pressure increases and decreases on the brake pipe side, and increases the accumulated pressure, further improving brake performance.
以下、本発明の実施例を図示について説明する。Hereinafter, embodiments of the present invention will be described with reference to the drawings.
第６図に本発明の一実施例を示しており１図中（α１は
機関車−（ｂｌ（ｃｌ・・は連結車両、（１）はコンプ
レッサー、（２）は高圧イ５！１１空気溜、（３）は圧
力調整弁、（４）はブレーキ操作用のブレーキ弁、（５
）はブレーキ管。Fig. 6 shows an embodiment of the present invention. , (3) is a pressure regulating valve, (4) is a brake valve for brake operation, (5
) is the brake pipe.
（５α）は連結車両（α）（ｂ）・・ごとに設けた分岐
管、（６）は補助空気溜、（７）は電磁開閉弁、（８）
は補助空気溜（６）に電磁切換弁（７）を介して連設さ
れた車輪（９）のブレーキシリンダ（８）であって１本
実施例においては。(5α) is a branch pipe installed for each connected vehicle (α), (b)..., (6) is an auxiliary air reservoir, (7) is an electromagnetic on-off valve, (8)
In this embodiment, the brake cylinder (8) of the wheel (9) is connected to the auxiliary air reservoir (6) via the electromagnetic switching valve (7).
ブレーキ弁（４）の前後側に連設されている高圧側空気
溜（２）と低圧側のブレーキ管（５）との間に、電磁弁
・圓を有する冒圧空気直通用のバイパス管路（１０）を
連結して設けるとともに、ブレーキ管（５）に圧力検出
用の空気溜０渇を設け、空気溜（１２１の減圧状態を検
出して減圧検査信号を発するセンサーＱ３）と、前記減
圧検出信号を入力し高圧空気直通パターンを設定して前
記電磁弁０Ｄを開閉制御する前記ブレーキ弁（４）に連
動されたマイコンＩを設け、前記空気溜αり。A bypass pipe for direct passage of pressurized air having a solenoid valve/circle between the high pressure side air reservoir (2) and the low pressure side brake pipe (5) which are connected to the front and rear sides of the brake valve (4). (10) are connected and provided, and an air reservoir for pressure detection is provided in the brake pipe (5), and the air reservoir (sensor Q3 that detects the reduced pressure state of 121 and issues a reduced pressure inspection signal) and the reduced pressure A microcomputer I connected to the brake valve (4) is provided to input a detection signal and set a high-pressure air direct flow pattern to control opening and closing of the solenoid valve 0D, and the air reservoir α is closed.
センサーＵおよびマイコン（１４）によって高圧空気直
通パターンが構成されている。なお、−前記減圧は所定
の閉込圧に対する比較値として得られる。The sensor U and the microcomputer (14) constitute a high-pressure air direct communication pattern. Note that - the reduced pressure is obtained as a comparison value with respect to a predetermined confinement pressure.
また、前記高圧空気直通制御機構のマイコンＩは、ブレ
ーキ作動時におけるブレーキ管（５）側の減圧の程度を
空気溜Ｃ１，２＋内の静圧によって検出したセンサー（
１３１による減圧検出信号が入力されるとともに、さら
には１機関士による列車の編成車両数が適宜の機構によ
り入力され、また、センサーαつによるブレーキ管（５
）内の減圧検出信号も入力され、それらの入力に対応し
たブレーキ管（５）への高圧空気取入れの適正量を算出
して電磁弁（１１）の開タイムを定める高圧空気直通・
ξターンを設定し、ブレーキ弁（４）の運転位置へのセ
ット操作に連動して電磁弁Ｑｌｌを同時に開に切換えた
のち、前記高圧空気直通・ξターンに基づく設定タイム
経過により閉に切換える電磁弁的）の制御機能を有する
構成になっており、ブレーキ弁（４）の運転位置へのセ
ット操作によ′き って、高圧側空気溜（２）
から圧力調整弁（３）によって所定圧に低下されてブレ
ーキ管（５）へ圧力空気が流入されるほかに−その流入
の当初において高圧側空気溜（２）の高圧空気の適当量
がブレーキ管（５）へ直通されろことになり、前記の高
圧空気直通量は。The microcomputer I of the high-pressure air direct control mechanism also uses a sensor (
In addition to inputting the depressurization detection signal by 131, the number of cars in the train made up by one engineer is inputted by an appropriate mechanism, and the brake pipe (5
) is also input, and the high-pressure air direct connection system calculates the appropriate amount of high-pressure air intake to the brake pipe (5) corresponding to these inputs and determines the opening time of the solenoid valve (11).
After setting the ξ turn and simultaneously switching the solenoid valve Qll to open in conjunction with the setting operation of the brake valve (4) to the operating position, the solenoid valve Qll is switched to close when the set time elapses based on the high-pressure air direct connection and the ξ turn. The high-pressure side air reservoir (2) is controlled by setting the brake valve (4) to the operating position.
In addition to the pressure air being lowered to a predetermined pressure by the pressure regulating valve (3) and flowing into the brake pipe (5), at the beginning of the inflow, an appropriate amount of high pressure air in the high pressure side air reservoir (2) is transferred to the brake pipe. (5) The above-mentioned high-pressure air flow rate is as follows.
ブレーキ管（５）内の減圧状態さらには編成車両数も加
味され、過度の圧力増加を生じない最適量に制御される
構成になっている。The pressure reduction state in the brake pipe (5) and the number of vehicles in the train are taken into account, and the pressure is controlled to an optimum amount that does not cause an excessive increase in pressure.
なお、前記機能を有する高圧空気直通制御機構。In addition, a high pressure air direct control mechanism having the above function.
該機構とブレーキ弁（４）との連動機構は、公知技術に
て各種の設計に容易に実施可能であってさらに詳細な具
体例は省略する。The interlocking mechanism between this mechanism and the brake valve (4) can be easily implemented in various designs using known techniques, and further detailed examples will be omitted.
図示の実施例は、前記のような構成になっているので、
ブレーキ弁（４）をブレーキ位置にセット操作してブレ
ーキをかけると、補助空気溜（６）とともにブレーキ管
（５）中が減圧状態となり、その減圧状態は空気溜（１
２）にて静圧として把握でき、センサーαりによって前
記減圧状態が正確に検出され減圧検出信号が出力され、
マイコン（Ｉ４）が−前記減圧検出信号を入力し、さら
には、編成車両数、ブレーキ管（５）内の減圧状態も加
味されて、それらに対応した高圧空気直通、６ターンを
設定するとともに、ブレーキ弁（４）を運転位置にセッ
ト操作すると、マイコンＩが連動され電磁弁αＤが直ち
に開に制御されるので、高圧側空気溜（２）の高圧空気
がブレーキ管（５）へ直通し始め、前記設定の高圧空気
直通ノミターンによる設定タイ°ム経過後に電磁弁Ｃ１
１ｌが閉に制御され−ブレーキ管（５）への圧力空気流
入の初期において適正量の高圧空気がブレーキ管（５）
側に付加されることになり、ブレーキ管（５）が素速く
所定圧力に回復されるとともに補助空気溜（６）に所定
圧力が早く溜込められ、早期に再ブレーキ操作をしても
補助空気溜（８）内の蓄圧が略満足し得る状態に達して
おり十分なブレーキ力が得られる。Since the illustrated embodiment has the above-mentioned configuration,
When the brake valve (4) is set to the brake position and the brakes are applied, the pressure inside the brake pipe (5) is reduced together with the auxiliary air reservoir (6), and this reduced pressure state is caused by the air reservoir (1)
2), the static pressure can be grasped, the reduced pressure state is accurately detected by the sensor α, and a reduced pressure detection signal is output.
The microcomputer (I4) inputs the depressurization detection signal, and also takes into consideration the number of vehicles in the train set and the depressurization state in the brake pipe (5), and sets the direct high-pressure air flow and 6 turns corresponding to these, and When the brake valve (4) is set to the operating position, the microcomputer I is interlocked and the solenoid valve αD is immediately controlled to open, so the high pressure air in the high pressure side air reservoir (2) begins to flow directly to the brake pipe (5). , after the set time has elapsed due to the high-pressure air direct flow set above, the solenoid valve C1
1l is controlled to be closed - at the beginning of the inflow of pressurized air into the brake pipe (5), an appropriate amount of high pressure air flows into the brake pipe (5).
As a result, the brake pipe (5) is quickly restored to the predetermined pressure, and the predetermined pressure is quickly stored in the auxiliary air reservoir (6), so that even if the brake is operated again early, the auxiliary air The accumulated pressure in the reservoir (8) has reached a substantially satisfactory state, and sufficient braking force can be obtained.
また−前記空気溜Ｑりは一圧力検出用のほかに、ブレー
キ管（５）内の急激な圧力の増減を緩和して円滑となし
、−ｊ：た蓄圧の補充としての役割をなし得るものであ
る。In addition, the air reservoir Q is used not only for detecting pressure, but also for smoothing the sudden pressure increase and decrease in the brake pipe (5), and for replenishing the accumulated pressure. It is.
前記では、主としてブレーキ弁（４）の手操作の場合に
ついて説明したが、自動運転制御（ＡＴＣ制御）におけ
るブレーキ指令によるブレーキ弁（４）の自動制御時に
おいても前記作用効果を同様に自動制御によって得るこ
とができる。In the above, the case where the brake valve (4) is manually operated has been mainly explained, but the above-mentioned effects can be similarly achieved by automatic control when the brake valve (4) is automatically controlled by a brake command in automatic operation control (ATC control). Obtainable.
以上本発明を実施例について説明したが、勿論本発明は
このような実施例にだけ局限されるものではなく５本発
明の精神を逸脱しない範囲内で種々の設計の改変を施し
うるものである。Although the present invention has been described above with reference to embodiments, it goes without saying that the present invention is not limited to these embodiments, and that various design modifications can be made without departing from the spirit of the present invention. .
第１図は従来の列車ブレーキ装置を示す機構図。
第２図は洩１図のブレーキ作動状態図、勇３図は本発明
の一実施例を示す列車ブレーキ装置の機構図である。
２：高圧側空気溜 ３：圧力調整弁 ４ニブレーキ弁
５ニブレーキ管 ６：補助空気溜７；電磁開始弁 ８：
ブレーギシリンダ′１０：バイノにス管路 １１：電磁
弁 １２：空気溜 １３，１５ ：センサー １４：マ
イコン復代理人 弁理士 岡 本 爪 文
外２名FIG. 1 is a mechanical diagram showing a conventional train brake device. FIG. 2 is a diagram of the brake operation state shown in FIG. 1, and FIG. 3 is a mechanical diagram of a train brake system showing an embodiment of the present invention. 2: High pressure side air reservoir 3: Pressure adjustment valve 4 Ni brake valve
5 Brake pipe 6: Auxiliary air reservoir 7; Solenoid start valve 8:
Breagi cylinder '10: Vino gas pipe 11: Solenoid valve 12: Air reservoir 13, 15: Sensor 14: Microcomputer sub-agent Patent attorney Tsume Okamoto 2 other people
Claims (1)
キ管との間に電磁弁を有する高圧空気直通用のバイノξ
ス管路を設けるとともに、前記ブレーキ管に設けた圧力
検出用の空気溜の減圧検出信号を入力し高圧空気直通・
ξターンを設定して前記電磁弁を制御する前記ブレーキ
弁に連動された高圧直通制御機構を設けたことを特徴と
する列車のブレーキ装置。Binoξ for direct high-pressure air communication with a solenoid valve between the high-pressure side air reservoir connected to the front and rear sides of the brake valve and the brake pipe.
At the same time, a depressurization detection signal from the air reservoir for pressure detection provided in the brake pipe is inputted, and high-pressure air is directly connected.
1. A train brake system, characterized in that a high-voltage direct control mechanism is provided that is linked to the brake valve and controls the solenoid valve by setting a ξ turn.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58065683A JPS59192660A (en) | 1983-04-15 | 1983-04-15 | Brake apparatus for train |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58065683A JPS59192660A (en) | 1983-04-15 | 1983-04-15 | Brake apparatus for train |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS59192660A true JPS59192660A (en) | 1984-11-01 |
| JPH0420823B2 JPH0420823B2 (en) | 1992-04-07 |
Family
ID=13294049
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP58065683A Granted JPS59192660A (en) | 1983-04-15 | 1983-04-15 | Brake apparatus for train |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS59192660A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH04372453A (en) * | 1991-06-21 | 1992-12-25 | Railway Technical Res Inst | Automatic electromagnetic pneumatic brake device |
| EP0941904A3 (en) * | 1998-03-10 | 2002-04-17 | Westinghouse Air Brake Company | Computer control of railroad train brake system operation |
-
1983
- 1983-04-15 JP JP58065683A patent/JPS59192660A/en active Granted
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH04372453A (en) * | 1991-06-21 | 1992-12-25 | Railway Technical Res Inst | Automatic electromagnetic pneumatic brake device |
| JP2603772B2 (en) * | 1991-06-21 | 1997-04-23 | 財団法人鉄道総合技術研究所 | Electromagnetic automatic air brake device |
| EP0941904A3 (en) * | 1998-03-10 | 2002-04-17 | Westinghouse Air Brake Company | Computer control of railroad train brake system operation |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0420823B2 (en) | 1992-04-07 |
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