JPS5932349B2 - Vehicle brake device - Google Patents

Description

Detailed Description of the Invention The present invention relates to a service brake system used for normal control, an additional brake system that performs more advanced control than the service brake system, and an automatic train control device (hereinafter referred to as an ATC device).
The present invention relates to a brake system for a railway vehicle that is equipped with an ATC brake system that performs control based on the operation of the brake system, and that improves brake reliability, safety, control performance, and provides control margin.

A conventional vehicle brake device of this type will be explained based on FIG. 1.

In FIG. 1, SB1. SB2. SB3. SB4 is a first brake command line to which a first brake command is given from the brake controller 1 or the ATO device in the form of a combined binary signal, and in the following description.

In particular, the first brake command line SB1. SB2. SB3 is used as a regular brake command line, and the first brake command line SB is used as an additional brake command line.

Further, ATC-B is an ATC brake command line to which a second brake command is given by the operation of the ATC device.

The service brake command line SB1. SB2. A plurality of first solenoid valves 2, 3.4 are connected to SB3, one additional solenoid valve 5 is connected to additional brake command line SB4, and one ATC solenoid valve 6 is connected to ATC brake command line ATC-B. .

Each of these electromagnetic valves 2, 3, 4, 5, and 6 is connected to the pressure air source 7 at its input side, and to the duplex relay valve 8 at its output side.

The multiple relay valve 8 includes a plurality of first membrane plate pistons S1. S2. S3, and one second diaphragm piston S4 that is provided to be able to come into contact with and separate from one end side (lower end side in the figure) of the first diaphragm piston group via a partition wall 8a having a through hole;
one third diaphragm piston S5 which is provided opposite to the other end side (upper end side in the figure) of the first diaphragm piston group so as to be able to come into contact with and separate from the first diaphragm piston S1. S2. The first solenoid valves 2, 3 . -4
Pressure air is supplied and discharged from the second membrane plate piston S4.
Pressure air is supplied and discharged from the additional solenoid valve 5 to the membrane plate chamber C4, and the ATC solenoid valve 6 is supplied to the third membrane plate chamber C5 of the third membrane plate piston S5.
Pressure air is supplied and discharged from the diaphragm pistons S1. B
2. B3. B4. The air pressure from the pressurized air source 9 is controlled in multiple stages according to a large number of combinations in which B5 receives pressurized air, and is supplied to the brake cylinder 10.

The above service brake command line SB1. SB2. SB3 and 1st
Solenoid valve 2, 3.4 and first membrane plate piston S.

B2. B3 constitutes a regular brake system, additional brake command line SB4, additional solenoid valve 5, and second membrane plate piston S4 constitute an additional brake system, and ATC brake command line ATC-
B, ATC solenoid valve 6, third membrane plate piston S, and ATC
It forms the brake system.

In the vehicle brake system configured as described above, the operations of the regular brake system and the additional brake system will be explained first. Each brake command line SB1. SB2゜SB3. When the first brake command is given to SB4, each of the brake command lines SB1
．． SB2. SB3. The solenoid valves 2, 3, 4, and 5 respectively connected to the SB4'' operate in response to the first brake command and send out pressurized air from the pressurized air source 7. Each membrane plate chamber C1, C2, C3
, C4, and each of these membrane chambers C1, C2, C3,
The duplex relay valve 8 is actuated by the air pressure of C4, and the pressurized air from the pressurized air source 9 is controlled to a predetermined notch pressure corresponding to the first brake command and sent out, and this pressurized air is supplied to the brake cylinder 10. Air brakes are activated.

An example of the control pressure supplied to the brake cylinder 10 at this time is shown in Table 1.

However, the effective area ratio of each membrane plate piston is Sl:S2'
B3: 54=7:6:4:3.

Further, in Table 1, the display "1" in the column of the solenoid valve indicates excitation, and the display "0" indicates demagnetization, and the excitation and demagnetization correspond to the first brake command based on the combined binary signal.

Furthermore, in Table 1, the symbol "○" in the membrane plate chamber column indicates the supply of pressurized air, and the symbol "x" indicates the discharge of pressure air.

In Table 1, the first to seventh notches are the brake operations of the regular brake system, and the eighth to tenth notches, where the additional solenoid valve 5 operates, are the brake operations of the additional brake system.

In this additional brake system, a second membrane plate piston S4 with an area ratio of 3 is provided to provide three notches (8th to 10th notches).
Although an example is shown in which the second membrane plate piston S
By changing the area ratio of 4 and the number of additional notches, the maximum notch can be arbitrarily selected, and this additional brake system improves the control performance of the brake and provides a control margin.

Next, regarding the ATC brake system, the ATC system controls the train speed according to the distance between the train and the preceding train.
When a second brake command is given to the TC brake command line ATC-B, the ATC solenoid valve 6 connected to the ATC brake command line ATC-B operates in response to the second brake command, and the pressure air source 7 The pressurized air is sent out and supplied to the third membrane plate chamber C6 of the duplex relay valve 8.

Since the third diaphragm piston S5 of the third diaphragm chamber C5 is separated and independent from other diaphragm pistons, the area of the third diaphragm piston S5 (effective area ratio corresponding to desired control pressure) Pressurized air from the pressurized air source 9 is controlled and supplied to the brake cylinder 10 in response to this, and the air brake is operated.

For example, if the area of the third diaphragm piston S5 is the same as that of the first diaphragm piston S1, a control pressure of 2.45 kg/crit corresponding to the effective area ratio of 7 is supplied to the brake cylinder 10, and the air brake is activated.

This ATC brake system provides brake reliability and safety.

However, a vehicle with such a brake device,
Especially in recent chopper vehicles and self-driving vehicles, etc., despite the demand for smaller size and lighter weight, the additional brake command line SB4 and the attached solenoid valve 5, which are not often used, are provided independently. It was not economical, and there were problems with the weight of the vehicle and securing space.

Therefore, the present invention has been made in view of the above-mentioned problems, and integrates the additional brake command line SB, the ATC brake command line ATC-B, and the additional solenoid valve 5 and ATC solenoid valve 6, respectively. The aim is to make the brake device smaller and lighter.

The present invention will be explained below based on an embodiment shown in FIG.

Components that are the same as those in the prior art are designated by the same reference numerals as in FIG. 1, and their explanation will be omitted.

In FIG. 2, a first brake command line SB is given a first brake command by a combination binary signal from the brake controller 1 or the ATO device.

SB2. SB3. Among the SB7s, the SB7 is particularly configured to receive a second brake command from the ATC device.

In the following explanation, SB1. SB2. S.B.
3 is the regular brake command line, and SB7 is the additional ATC brake command line.

This additional ATC brake command line SB7 has one second
The second membrane plate chamber C4 is connected to the solenoid valve 20, and the input side of the second solenoid valve 20 is connected to the pressure air source 7, and the output side is the dual relay valve 8.
and is connected to the third membrane plate chamber C6.

This double relay valve 8 is the same as the conventional one. That is, the service brake command line SB1. SB2°SB3, a plurality of first solenoid valves 2, 3, 4, and a corresponding first plate piston S1. B2. B3 constitutes the regular brake system, and additional A
TC combined brake command line SB7, second solenoid valve 20 and second
, third membrane plate piston S4. B5 is the additional brake system and A
It also serves as the TC brake system.

Comparing this embodiment with the conventional example shown in FIG.
C combined brake command line SB7 is additional brake command line SB
4 corresponds to the ATC brake command line ATC-B, and the second solenoid valve 20 corresponds to the additional solenoid valve 5 and the ATC solenoid valve 6.

In the vehicle brake system having the above configuration, each brake command line SB1. SB2. SB3. When a brake command is given to SB7, each brake command line SB1. SB2.
SB3. Each solenoid valve 2, 3, 4 connected to SB7 respectively
, 20 are operated in response to the brake command to send out pressurized air from the pressurized air source 7, and each of these pressurized air is supplied to each membrane plate chamber C1, C2, C3, C4, C5 of the multiple relay valve 8. and each of these membrane plate chambers C1, C2, C3, C4, C
The duplex relay valve 8 is actuated by the air pressure of 5, and the pressure air source 9 is activated.
Pressurized air is controlled to a predetermined pressure corresponding to the brake command and sent out, and this pressurized air is supplied to the brake cylinder 10 to operate the air brake.

In this case, the additional solenoid valve 5 and A of the additional brake system shown in FIG.
The ATC solenoid valve 6 of the TC brake system is integrated with the second solenoid valve 20 in Figure 2, but the brake operation of the service brake system in which the second solenoid valve 20 is not energized is shown in Figure 1 (see Figure 1). Table).

Regarding the brake operation of the additional brake system, for example, to explain the case corresponding to the eighth notch in Table 1, each solenoid valve 2, 4, 20 is operated by the first brake command, and the pressure air source 7 is The pressure air is sent out to each membrane plate chamber C1, C3, C4 of the multiple relay valve 8.
,C,.

Therefore, as in Figure 1, the effective area ratio is Sl:S2:S3
:S4:55=7:6:4:3 near, the effective area where pressure acts is S5-81+51S2+S3+54
=S5 S2+S3+54=8, which is the same as in FIG. 1, and the pressurized air corresponding to the effective area ratio of 8 is controlled from the pressurized air source 9 and supplied to the brake cylinder 10 to operate the air brake.

The same applies to the ninth notch and the tenth notch as described above, and the same control as in FIG. 1 (Table 1) can be performed.

It goes without saying that the maximum notch can be arbitrarily selected by changing the area ratio of the second diaphragm piston S4 and changing the additional notch as in FIG. 1.

Next, to explain the brake operation of the ATC brake system, the additional ATC brake command line S is sent from the ATC device.
When the second brake command is given to B7, this additional AT
Second solenoid valve 20 connected to C dual-purpose brake command line SB7
operates in response to the second brake command, and sends out pressurized air from the pressurized air source 7, which is supplied to the third diaphragm chamber C6 and the second diaphragm chamber C4 of the duplex relay valve 8.

Since the third diaphragm piston S of the third diaphragm chamber C6 is provided separately and independently from other diaphragm pistons, if the area ratio of the third diaphragm piston S5 is set to 7 as in FIG. , the pressurized air corresponding to this effective area ratio 7 is controlled from the pressurized air source 9 and supplied to the brake cylinder 10, that is, the antibacterial pressure corresponding to the seventh notch in Table 1 is supplied to the brake cylinder 10.
is supplied to operate the air brake.

At this time, the second membrane plate chamber C is
The upward force acting on the membrane plate piston S4 is caused by the third membrane plate chamber C.
5 is canceled by the downward force acting on the first diaphragm piston S due to the pressurized air supplied to the piston S, the output of the dual relay valve 8 is controlled as described above, corresponding to the seventh notch in Table 1. It becomes pressure.

As described above, the brake device of the present invention can perform brake control exactly the same as that shown in FIG. 1.

In addition, by making the second solenoid valve 20 a constantly-acting solenoid valve that is constantly energized, it is also possible to make the ATC brake system fail-safe.

As is clear from the above, according to the present invention, by integrating the brake command line and solenoid valve of the additional brake system and the brake command line and solenoid valve of the ATC brake system, one brake command line and one solenoid valve are integrated. Because the valve and valve are omitted, the brake device is smaller and smaller than conventional devices.
The weight of the brake device can be reduced, and the brake device of the present invention can improve brake reliability, safety, control performance, and control margin, as in the conventional brake device.

[Brief explanation of the drawing]

FIG. 1 is a schematic diagram showing a conventional brake device, and FIG. 2 is a schematic diagram showing an embodiment of the brake device of the present invention. 2.3, 4...First solenoid valve, 8...Double relay valve, 8a...Bulkhead, 10...Brake cylinder, 20... ...Second solenoid valve, Sl,
S2. S3...First membrane plate piston, S4...
...Second membrane plate piston, S5...Third membrane plate piston.

Claims (1)

[Claims] 1. A plurality of first electromagnetic valves that operate based on a first brake command based on a combined binary signal and send out pressurized air; one second solenoid valve that operates based on the first solenoid valve and sends out pressurized air; and one second solenoid valve that is connected to each other in a stacked manner corresponding to the first solenoid valve and receives pressurized air from the corresponding first solenoid valve. A plurality of first membrane plate pistons and a first membrane plate piston 1 which is provided so as to be able to come into contact with and separate from one end of the first membrane plate piston group via a partition wall having a through hole, and to receive pressurized air from the second electromagnetic valve.
one third diaphragm piston, which is provided opposite to the other end side of the first diaphragm piston group so as to be able to come into contact with and separate from the other end, and receives pressurized air from the second solenoid valve; ,
and these first, second, and third membrane plate pistons are connected to the first
, a dual relay valve configured to supply air at pressures corresponding to a number of combinations of receiving pressure air from a second electromagnetic valve to a brake cylinder; and a brake system for a vehicle.