JPS6223335Y2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a vehicle air brake system having a brake non-release release mechanism.

As a conventional device of this type, one shown in FIG. 1 is known.

This includes a brake control device 1 that sends out brake pressure based on regular and emergency brake commands, a safety brake device 2 that has a safety air reservoir provided separately from the supply air reservoir of this brake control device 1, and these brake control devices. 1 and the safety brake device 2, and includes two input holes 3a, 3b and 1.
This air brake device is composed of a double check valve 3 having two output holes 3c, and brake cylinders 5a and 5b connected to the output hole 3c of the double check valve 3 via a pipe 4. A forced open circuit 18 having a supply/discharge valve 6 disposed between the control device 1 and the double check valve 3, and a solenoid valve 24 for supplying and discharging pressurized air into the pilot chamber 13 of the supply/discharge valve 6. A brake non-release release mechanism A is provided.

The supply/discharge valve 6 is connected to the pipe line 2 of the brake control device 1.
5 is connected to the valve chamber 9, and the supply/exhaust chamber 1 is connected to one input hole 3a of the double check valve 3 via the pipe line 26.
1, a pilot chamber 13 connected to a solenoid valve 24 of a forced open circuit 18 via a pipe line 28, and an exhaust chamber 14 communicating with the atmosphere. The pilot chamber 13 is adjacent to and communicated with by a partition wall 10, and is partitioned from the supply/exhaust chamber 11 by a partition wall 12 and from the exhaust chamber 14 by a membrane plate 15. A valve body 7 is provided in the valve chamber 9 and is constantly pressed downward by a spring 8.
A spring 16 is provided in the pilot chamber 4, which acts against the pressure in the pilot chamber 13 via a membrane plate 15.
Further, an exhaust valve rod 17 having an exhaust passage 17a inside is fixed to the membrane plate 15.
7 passes through the partition wall 12 in an airtight and slidable manner. In the illustrated state, the exhaust valve rod 17 has its upper end abutted against the valve body 7 and is closed, and its lower end opens into the exhaust chamber 14.

The forced open circuit 18 includes an exhaust hole 24a communicating with the atmosphere, a discharge hole 24b connected to the pilot chamber 13 of the supply/discharge valve 6 via a pipe line 28, and a supply hole 24c connected to the pressure air source P. It has a solenoid valve 24 equipped with a valve stem 24d of this solenoid valve 24.
is connected to the core of the solenoid 23 provided above. Also, in the lead wire 21 connected to the power source 19, there is a non-release release switch 20 that is operated in the crew cabin, and a non-release release switch 20 that detects the pressure in the brake cylinders 5a, 5b and sends a non-release detection signal to the monitoring panel in the crew cabin. a relay contact 22 that opens and closes in conjunction with an air pressure switch (not shown) that sends out air pressure, and the solenoid 2.
3 is provided, and the relay contact 22 closes when the brake pressure in the brake cylinders 5a, 5b does not fall below the specified pressure within a certain period of time,
Even if the brake pressure falls below a specified pressure, it is maintained closed by a self-holding circuit (not shown).

Incidentally, the other input hole 3b of the above-mentioned double check valve 3 is connected to the conduit 27 of the safety brake device 2.

Next, the operation of the conventional device having the above configuration will be explained as follows.
This will be explained based on the diagram.

First, in the forced open circuit 18, the non-releasable open switch 20 and the relay contact 22 are open and the solenoid 23 is demagnetized, so the solenoid valve 24 is in the state shown, and the discharge hole 24b and the supply hole 24c
At the same time, the discharge hole 24b and the exhaust hole 24a are communicated with each other to open the pilot chamber 13 of the supply/discharge valve 6 to the atmosphere. Therefore, the supply/discharge valve 6
In this case, the exhaust valve rod 17 opens the valve body 7 against the force of the spring 8 due to the force of the spring 16, and the valve body 7 closes the upper end of the exhaust valve rod 17, thereby disconnecting the air supply and exhaust chamber 11 and the exhaust gas. Communication with the chamber 14 is cut off, and the supply/exhaust chamber 11 and the valve chamber 9 are communicated with each other.

In such a state, when the brake control device 1 sends out brake pressure based on a regular or emergency brake command, this pressure air is transferred to the valve chamber 9 of the supply/discharge valve 6 and the supply/discharge chamber 11 via the pipe 25. Further, the liquid flows into one input hole 3a of the double check valve 3 via the conduit 26. At this time, the safety brake device 2 is not operating, and the other input hole 3 of the double check valve 3
Since no pressurized air is flowing into b, the pressurized air flowing from the input hole 3a flows out from the output hole 3c and is sent to the brake cylinders 5a, 5a through the conduit 4.
5b, respectively. Therefore, the brake pressure based on the service or emergency brake command is applied within the brake cylinders 5a, 5b, and the service or emergency brake can be operated on the vehicle.

In addition, when the pressurized air in the brake cylinders 5a and 5b is discharged by the brake release operation, the pressure air flows in the opposite direction along the above-mentioned path and is discharged from the relay valve or solenoid valve of the brake control device 1. be done.

Next, due to a failure in the solenoid valve, relay valve, etc. of the brake control device 1, the brake pressure in the brake cylinders 5a, 5b falls below the specified pressure within a certain period of time despite the brake release operation. If the vehicle does not descend, that is, if a brake non-release state occurs, the air pressure switch detects this and sends a non-release detection signal to the monitoring panel in the crew cabin, and closes the relay contact 22. Therefore, when the non-release release switch 20 in the crew compartment is operated, the solenoid 23 of the electromagnetic valve 24 is energized, and the valve stem 24d moves downward in the figure, opening the discharge hole 24b and the exhaust hole 24.
a, and the discharge hole 24b and the supply hole 24c are communicated with each other. Then, the pressurized air from the pressurized air source P flows into the pilot chamber 13 of the supply/discharge valve 6 through the solenoid valve 24 and the pipe 28, displacing the membrane plate 15 downward against the force of the spring 16. let As the membrane plate 15 is displaced, the exhaust valve rod 17
When the valve body 7 moves downward, the valve body 7 seats on the valve seat and cuts off the gap between the supply and exhaust chamber 11 and the valve chamber 9, and the upper end of the exhaust valve rod 17 opens to open the supply and exhaust chamber 11.
and the exhaust chamber 14 are communicated with each other. Therefore, the pressurized air in the brake cylinders 5a, 5b is transferred to the supply/exhaust chamber 1 of the pipe line 4, the double check valve 3, the pipe line 26, and the supply/discharge valve 6.
1. Exhaust passage 17a of exhaust valve rod 17, exhaust chamber 14
After that, the brake is forcibly released to the atmosphere, and the brake non-release state is released. At this time, brake cylinder 5
The pressure inside a and 5b drops below the specified pressure, but the relay contact 22 is connected to a self-holding circuit (not shown).
Since the supply/discharge valve 6 remains closed due to the brake cylinders 5a and 5b, the supply/discharge valve 6 continues to discharge the pressurized air from the brake cylinders 5a, 5b.

In the field of railway vehicles, there are vehicles that do not have a brake non-release release mechanism A, i.e.,
It is common practice to retrofit only the brake non-release release mechanism A to an existing vehicle equipped with a brake control device 1, a safety brake device 2, a double check valve 3, and brake cylinders 5a, 5b.

However, when attempting to equip an existing vehicle with the conventional brake non-release release mechanism as described above,
It is necessary to run a new lead-in line 21 for energizing and demagnetizing the solenoid valves 24 across all cars in the train set, and it is also necessary to perform electrical wiring work between each car. It could not be easily applied to existing vehicles.

The present invention has been made in view of the above circumstances, and its purpose is to provide a vehicle air brake device that can easily add a brake non-release release mechanism to existing vehicles.
Its structure is such that pressurized air is discharged from the brake control device between the first pipe line that branches from between the safety brake device and the double check valve, and the second pipe line that connects to the pilot chamber of the supply/discharge valve. When the first pipe and the second
It connects the first pipe line and the second pipe line with the atmosphere, and connects the second pipe line with the atmosphere when pressure air is supplied from the brake control device. A switching valve is provided to communicate with the atmosphere and to cut off the second pipe line from the atmosphere, and a check valve is provided in the first pipe line, with the switching valve side facing forward.

With this configuration, when a brake non-release state occurs, the safety brake device is activated and the supply/discharge valve is switched, and the brake control device is disconnected between the brake control device and the double check valve to control the brake. Switch from the device side to the safety brake device side. Then, the safety brake device releases the brake cylinder to release the brake non-release state.

Therefore, the vehicle air brake device of the present invention has the following features:
When equipping an existing vehicle with a brake non-relaxation release mechanism, there is no need to install a new lead-in line across all vehicles as with conventional devices, and the existing system can be easily replaced by simple piping work etc. for each vehicle. This has the advantage that electrical wiring work between each vehicle is not required.

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

In addition, regarding the same components as the conventional device,
The same reference numerals as those in the drawings are used to omit the explanation. In other words, to put it simply, the components that are different from those in Figure 1 are as follows:
A line from the brake control device 1 is connected between a first pipe line 30 that branches from between the safety brake device 2 and the double check valve 3 and a second pipe line 29 that connects to the pilot chamber 13 of the supply/discharge valve 6. A switching valve 34 that is operated by supplying and discharging pressurized air and communicates and disconnects the first pipe line 30 and the second pipe line 29 is provided in the first pipe line 30. A check valve 31 with a forward direction of Valve 6, switching valve 34, first and second pipe lines 30, 2
9, a pipe line 33, a check valve 31, and a volumetric air reservoir 32.

The switching valve 34 has a valve chamber 37 connected to the first pipe line 30 and an air supply/exhaust chamber 39 connected to the second pipe line 29.
, an exhaust chamber 41 communicating with the atmosphere, and a pilot chamber 43 to which a pipe line 33 branching from the pipe line 25 of the brake control device 1 is connected, and the valve chamber 37
The air supply and exhaust chamber 39 are adjacent to each other and communicate with each other through a hollow partition wall 38, and the exhaust chamber 41 is partitioned from the air supply and exhaust chamber 39 by a partition wall 40, and the membrane plate 4
It is separated from the pilot chamber 43 by 4.
A valve body 35 that is constantly pressed downward by a spring 36 is provided in the valve chamber 37, and a spring 42 that acts against the pressure in the pilot chamber 43 is provided in the exhaust chamber 41. provided. Further, the lower end of an exhaust valve rod 45 having an exhaust passage 45a inside is fixed to the membrane plate 44.
passes through the partition wall 40 in an airtight and slidable manner, and its upper end loosely fits into the partition wall 38 to form the valve body 35.
The exhaust chamber 41 is opened in the middle of the exhaust chamber 41 .

The operation of one embodiment of the present invention having the above configuration will be explained based on FIGS. 2 and 3.

First, in FIG. 2, the brake control device 1 and the safety brake device 2 are in a relaxed state, and pressure air is not supplied to the pilot chamber 43 of the switching valve 34. is not displaced, and the valve body 35 is seated by the force of the spring 36. Therefore, the valve chamber 37 and the air supply/exhaust chamber 39 are separated by the valve body 35, and the air supply/exhaust chamber 39 is
Exhaust chamber 4 via exhaust passage 45a of exhaust valve rod 45
Connected to 1. Therefore, the pressure air remaining in the pilot chamber 13, second pipe line 29, and volumetric air reservoir 32 of the supply/discharge valve 6 is transferred to the supply/discharge chamber 3 of the switching valve 34.
9. Exhaust passage 45a of exhaust valve rod 45, exhaust chamber 41
In the supply/discharge valve 6, the exhaust valve rod 17 pushes open the valve body 7 against the force of the spring 8, and the valve body 7 closes the upper end of the exhaust valve rod 17. ,
The air supply/exhaust chamber 11 and the exhaust chamber 14 are separated from each other, and the air supply/exhaust chamber 11 and the valve chamber 9 are communicated with each other.

In this state, if the brake control device 1 now sends out brake pressure based on the regular or emergency brake command, this pressure air will flow through the pipe 25, supply/discharge valve 6, pipe 26, It is supplied into the brake cylinders 5a, 5b through the double check valve 3 and the pipe 4, and operates the brakes on the vehicle based on the regular or emergency brake command, and at the same time, it is branched from the pipe 25 of the brake control device 1. Pressure air is supplied into the pilot chamber 43 of the switching valve 34 through the pipe 33, so that the membrane plate 44 of the switching valve 34 is displaced upward against the force of the spring 42, and this displacement As a result, the exhaust valve rod 45 moves upward and comes into contact with the valve body 35, and its upper end is closed by the valve body 35, thereby severing the gap between the air supply and exhaust chamber 39 and the exhaust chamber 41. . Further, when the exhaust valve rod 45 moves upward,
The valve body 35 is removed from the valve seat and communicates the valve chamber 37 with the supply/exhaust chamber 39 (see the switching valve 34 in FIG. 3).
Therefore, the second pipe line 29 and the first pipe line 30 communicate with each other via the switching valve 34, but since the safety brake device 2 is not activated, the supply/discharge valve 6 is in pilot chamber 13. is not supplied with pressurized air. In addition, when releasing the pressure air in the brake cylinders 5a and 5b by releasing the brake,
Pressurized air flows in the opposite direction to that described above and is discharged from the relay valve, solenoid valve, etc. of the brake control device 1. At the same time, since the pressure air in the pilot chamber 43 of the switching valve 34 is discharged, the membrane plate 44 and the exhaust valve rod 45 are moved downward by the force of the spring 42.
The state returns to the state shown in FIG.

Next, if the pressure in the brake cylinders 5a, 5b does not drop below the specified pressure within a certain period of time despite the brake release operation performed by the brake control device 1 as described above, this pressure is reduced to atmospheric pressure. A switch (not shown) detects this and sends a detection signal indicating that the brake has not released to a monitoring panel in the passenger compartment.
Then, the crew member learns of the brake non-release state from the monitoring panel and operates the safety brake switch to activate the safety brake device 2. In this case, the switching valve 34 receives the brake pressure of the brake control device 1 in its pilot chamber 43 and is switched to the state shown in FIG.
The pressurized air sent from the valve chamber 37 of the switching valve 34 passes through the pipe line 27, the first pipe line 30, and the check valve 31.
The air flows into the supply/exhaust chamber 39 and is further accumulated in a certain amount in the volumetric air reservoir 32 in the second conduit 29, after which it is supplied into the pilot chamber 13 of the supply/discharge valve 6. Then, in the supply/discharge valve 6, the membrane plate 15 and the exhaust valve rod 17 are displaced downward against the force of the spring 16, and the valve body 7 is seated on the valve seat to open the valve chamber. 9 and the air supply/exhaust chamber 11, and the exhaust valve rod 1.
The upper end of 7 is opened to communicate the air supply/exhaust chamber 11 and the exhaust chamber 14. For this reason, the brake cylinder 5a,
The pressurized air in the brake cylinders 5b is released to the atmosphere through the pipe 4, the double check valve 3, the pipe 26, and the supply/discharge valve 6, as in FIG. When the pressure on one input hole 3a side of the double check valve 3 gradually decreases and becomes slightly smaller than the pressure on the other input hole 3b side, that is, the pressure of the safety brake device 2, the double check valve 3 3 is the third
As shown in the figure, the input hole 3a and the output hole 3c are cut off, the input hole 3b and the output hole 3c are connected, and the brake pressure of the safety brake device 2 is applied to the brake cylinders 5a and 5b. let In other words, the brake control device 1 has been switched to the safety brake device 2.

Therefore, if the safety brake device 2 is activated by the safety brake release command, the brake cylinder 5
Pressurized air in a and 5b is transferred to a pipe line 4, a double check valve 3,
It can be discharged from the relay valve or the like of the safety brake device 2 via the pipe 27, and the brake non-release state can be canceled.

Furthermore, since a check valve 31 is provided in the first conduit 30 so that the direction of the switching valve 34 is the forward direction, even if the safety brake device 2 is released, the pilot chamber 1 of the supply/discharge valve 6 remains
The pressurized air in 3 is not discharged, and the supply/discharge valve 6 remains in the state shown in FIG. 3. Moreover, if the supply and exhaust valve 6 is in the state shown in FIG. 3 for a long time, the pressurized air in the pilot chamber 13 will be
Although the pressure tends to attenuate due to leakage from the gap between 7 and the partition wall 12, it is replenished by the volumetric air reservoir 32 provided in the second conduit 29.

Next, after repairing the failure of the solenoid valve or relay valve, etc. of the brake control device 1, when the brake control device 1 is loosened, the switching valve 34 discharges the pressurized air supplied into its pilot chamber 43. So the second
Return to the state shown in the figure. Then, the pressure air remaining in the pilot chamber 13, second pipe line 29, and volumetric air reservoir 32 of the supply/discharge valve 6 is released to the atmosphere via the switching valve 34, so that the supply/discharge valve 6 The state is restored to the state shown in the figure, and the pipes 25 and 26 are communicated with each other. Therefore, when the brake control device 1 again sends out brake pressure based on the regular or emergency brake command, this pressure air is applied to the brake via the pipe 26, the double check valve 3, and the pipe 4 in the same way as described above. cylinder 5
a, 5b, and can actuate the brakes on the vehicle based on a service or emergency brake command.

As is clear from the above description, according to the present invention, the second pipe line connected to the pilot chamber of the supply/discharge valve disposed between the brake control device and the double check valve, and the safety brake device. A switching valve that is operated by supplying and discharging pressurized air from the brake control device is provided between the double check valve and a first pipe line that branches off, and a switching valve that is operated by supplying and discharging pressurized air from the brake control device is provided in the first pipe line. Since the check valve is provided with the forward direction, when a brake failure occurs, the brake control device can be reliably switched to the safety brake device, and the safety brake device can also release the brake cylinder.

Therefore, when equipping an existing vehicle with a brake non-relaxing release mechanism, there is no need to install a new lead-in line across all vehicles as with conventional devices; all that is required is simple piping work for each vehicle. Existing ones can be used and installation is easy.

[Brief explanation of the drawing]

FIG. 1 is a schematic diagram showing a conventional device, FIG. 2 is a schematic diagram showing an embodiment of the present invention, and FIG. 3 is a schematic diagram showing the operating state of FIG. 2. 1... Brake control device, 2... Security brake device, 3... Dual check valve, 3a, 3b... Input hole, 3c... Output hole, 5a, 5b... Brake cylinder, 6... Supply/discharge valve , 9... Valve chamber, 11... Supply/exhaust chamber, 13... Pilot chamber, 14... Exhaust chamber, 30... First pipe line, 29... Second pipe line, 31
... Check valve, 34 ... Switching valve, A ... Brake non-relaxation release mechanism.

Claims (1)

[Scope of utility model registration request] a brake control device that sends out brake pressure based on regular and emergency brake commands; a double check valve having two input holes and one output hole; disposed between the brake control device and the double check valve; A valve chamber connected to the brake control device, an air supply and exhaust chamber connected to one input hole of the double check valve, an exhaust chamber open to the atmosphere, and a pilot chamber where pilot pressure is supplied and exhausted. Under normal conditions, when the pilot chamber is evacuated, the valve chamber communicates with the supply/exhaust chamber, while also disconnecting the supply/exhaust chamber from the exhaust chamber, and when pilot pressure is supplied to the pilot chamber, the valve A supply/discharge valve that disconnects the chamber and the supply/exhaust chamber and communicates the supply/exhaust chamber with the exhaust chamber; connected to the other input hole of the double check valve, which controls the brake pressure based on the safety brake command. a brake cylinder connected to an output hole of the double check valve; a first pipe branching from between the safety brake device and the double check valve; and a second pipe line connected to the pilot chamber of the supply/discharge valve, when pressurized air is discharged from the brake control device, a and communicates between the second pipe line and the atmosphere, and when pressurized air is supplied from the brake control device, communicates between the first pipe line and the second pipe line, and connects the second pipe line with the atmosphere. 1. An air brake system for a vehicle, characterized in that a switching valve is provided to cut off a line between a passageway and the atmosphere, and a check valve is provided in the first pipe line, the switching valve side being a forward direction.