KR200261336Y1 - Eletronically Controlled Brake System for Train Car - Google Patents

Abstract

The present invention relates to an air braking system for a railway vehicle. The main purpose of the invention is to provide an electronic control device for each vehicle, and to control the pneumatic pressure by the electronic control device. On the other hand, to maintain the braking force evenly between the front and the rear of the vehicle, on the other hand, to control the braking force according to the loading load, and to provide a safe braking force in case of emergency where electronic control is not possible. There is another purpose.

A characteristic constitution of the present invention for achieving the above object is a railroad vehicle that requires braking, which is provided on one side of the railroad car, and includes a power circuit for power input 11, a main CPU 12, and the main CPU While connected to the pressure sensor, the load load sensor, the emergency pressure sensor is connected to the automatic input board unit 13, the manual input board unit 14 connected to the load load setting switch connected to the main CPU and the main CPU An electronic control means (10) including a digital output board unit (15) for controlling the combined relay valve and the analog output board unit (16) for controlling the electric valve while being connected to the main CPU; And connecting the branch pipe (SP) from the interruption of the pneumatic braking pipe, the filter 21, the check valve 24a, and the supply air tank 24 in sequence, and the braking cylinder (26) from the supply air tank A combined relay valve 27 connected with the digital output board unit 15 so as to be operated by the digital output board unit 15, a control pressure tank 25 connected from the supply air tank using a check valve 25a, and the control pressure. An electrostatic valve 23 connected between the tank and the combined relay valve to be operated by the analog output board 16, and a pressure regulating valve 29 interposed between the control pressure tank and the electropneumatic valve. Pneumatic actuating means (20) connected to the composite relay valve while including a three-way valve (28) adapted to open and close according to the pressure in the branch pipe (SP); And the pressure sensor 31 for detecting the pressure in the branch pipe (SP) and transfers the detection value to the automatic input board 13, and connected to just before the braking cylinder to sense the air pressure of the braking cylinder, Emergency decompression sensor 33 to transmit the value to the automatic input board unit 13, and installed between the wheel and the vehicle body of the railroad vehicle, by detecting the load of the vehicle body and input the value to the automatic input board unit 13 It consists of a sensing means 30 including a load sensor 32 to be transmitted to.

Description

Electronically Controlled Brake System for Train Vehicles {Eletronically Controlled Brake System for Train Car}

The present invention relates to an air braking system for a railway vehicle. More specifically, the air braking system is electronically modified to reduce the braking time and the braking time between the front and rear vehicles, and to maintain the braking force evenly between the front and the rear vehicle. And, it is characterized in that the braking force can be adjusted according to the load, and to provide a safer braking force in case of emergency which is not possible to control electronically.

In general, a brake system of a railway vehicle is provided with a pneumatic brake tube for each vehicle. When the compressed air of the brake tube supplied at a predetermined pressure is discharged to the atmosphere by the operation of the automatic braking valve of the locomotive, it is stored in advance. The compressed air in the air cylinder is supplied to the brake cylinder of each truck by the variable load side, and the piston installed in the brake cylinder is pushed by pneumatic pressure, and the brake shoe is closely adhered to the wheel by the interlocking operation of the rod, lever, and beam connected to the piston. The fastening is to be made.

However, such braking is a problem in that a pneumatic braking tube is connected in series from a locomotive to a rear vehicle, and since the pneumatic braking tube is connected in series, the vehicle close to the locomotive is first braked, and the braking is slower toward the rear vehicle.

In addition, when releasing braking, if the control valve (trilateral valve) is operated by supplying the prescribed pressure air to the braking tube from the locomotive, the brake shoe is released from the wheel by releasing the air inside the braking cylinder so that the brake device is released. It will perform a loosening operation.

During this loosening operation, the air in the braking cylinder is discharged quickly, and the braking tube and the air cylinder are replenished in order by replenishing the pressure air from the locomotive to complete the loosening operation. The replenishment process is performed sequentially from the vehicle adjacent to the locomotive to the rear vehicle. Because air is filled, the slow motion difference occurs between the vehicle adjacent to the locomotive and the rear vehicle, and when the train starts without the slow motion completely completed by the rear vehicle, the rear vehicle stops. Because it is pulled in the uncomforted state, it causes wheel scratches and not only damages the wheel, but also increases the maintenance and repair cost of the vehicle due to the repair and replacement of the damaged wheel and brake system.

In addition, the conventional railway vehicle braking device does not have uniform braking force between the front and the rear vehicle, so a lot of noise, vibration, wheel scratches occur due to mutual collisions, and the braking force is applied regardless of the loading load. Scratch problems are caused by the lack of braking force in the full state, the braking distance is long, it is difficult to increase the number of connected vehicles, it is difficult to shorten the time of the vehicle operation.

The present invention proposes to solve the conventional problems as described above. The main purpose of the invention is to provide an electronic control device for each vehicle, and to control the pneumatic pressure by the electronic control device. It is to reduce the braking time and the braking release time, on the other hand, to maintain the braking force evenly between the front and the rear of the vehicle, and on the other hand, to adjust the braking force according to the load. On the other hand, it is intended to provide a safe braking force in the event of an electronic control impossible.

A characteristic configuration of the present invention for achieving the above object is a railroad vehicle braking device, which is provided on one side of the railway vehicle, the power circuit for power input, the main CPU, the pressure sensor while being connected to the main CPU, loading Automatic input board part to which load sensor and emergency decompression sensor are connected, manual input board part to which load load setting switch is connected while being connected to the main CPU, and digital output board to control the complex relay valve connected to the main CPU. An electronic control means including an analog output board unit for controlling an electric valve while being connected to the main CPU; The combined relay valve is connected to the branch pipe from the stop of the pneumatic braking pipe, and in turn, the filter, the check valve, and the supply air tank, and connected to the braking cylinder from the supply air tank to be operated by the digital output board. And a control pressure tank connected from the supply air tank using a check valve, an electric valve connected between the control pressure tank and the composite relay valve to be operated by the analog output board, and the control pressure. A pneumatic actuating means connected to the composite relay valve via a pressure regulating valve between the tank and the solenoid valve and including a three-way valve configured to open and close according to the pressure in the branch pipe; A pressure sensor for sensing the pressure in the branch pipe and transmitting the detected value to the automatic input board unit, and connected to just before the brake cylinder to sense the air pressure of the braking cylinder, but to transmit the value to the automatic input board unit The pressure sensor is installed between the wheel and the vehicle body of the railroad vehicle, the sensing means including a load detection sensor for detecting the load of the vehicle body to transfer the value to the automatic input board.

1 is a block diagram showing the configuration of the air braking system of the present invention.

<Code Description of Main Parts of Drawing>

10: electronic control means

11: Power Circuit 12: Main CPU

13: automatic input board 14: manual input board

15: digital output board section 16: analog output board section

20: pneumatic actuating means

21: filter 22: overflow valve

23: solenoid valve 24: supply air tank

25: control pressure tank 26: braking cylinder

27: combined relay valve 28: three-way valve

29: pressure regulating valve

30: sensing means

31: pressure sensor 32: load detection sensor

33: emergency pressure sensor 34: load setting switch

Hereinafter, the configuration of the present invention in more detail according to the accompanying drawings.

The configuration of the present invention is largely composed of the braking electronic control means 10, the pneumatic operation means 20, and the sensing means (30).

The electronic control means 10 is a power input circuit 11 for power input, the main CPU 12, the automatic input board unit 13 is connected to the pressure sensor, the load load sensor, the emergency pressure sensor while being connected to the main CPU ), A manual input board unit 14 connected with a load load setting switch connected to the main CPU, a digital output board unit 15 for controlling a complex relay valve connected to the main CPU, and the main CPU It is configured to include an analog output board portion 16 for controlling the electric valve while being connected to, and is installed near the pneumatic operation means to be described later on any one side of all rail vehicles needing braking, such as locomotive or wagon.

The pneumatic actuating means 20 is connected to the braking cylinder 26 by connecting the branch pipe (SP) from the interruption of the existing pneumatic braking pipe (BP), the filter 21 for filtering foreign matter and the reverse flow The check valve 24a and supply air tank 24 are connected in order.

In particular, the pneumatic actuating means 20 of the present invention is connected to the braking cylinder 26 from the supply air tank, the composite relay valve 27 to be operated by the digital output board portion 15, and the supply air A control valve 25 connected from a tank using a check valve 25a, and an electropneumatic valve connected between the control pressure tank and the composite relay valve to be operated by the analog output board unit 16 ( 23) and a three-way valve (28) connected to the composite relay valve while intervening the pressure regulating valve (29) between the control pressure tank and the solenoid valve, to open and close according to the pressure in the branch pipe (SP). It is made of.

In addition, the sensing means 30 is connected to the pressure sensor 31 for sensing the pressure in the branch pipe (SP) and transmitting the detected value to the automatic input board unit 13 and immediately before the braking cylinder of the braking cylinder. Emergency pressure sensor 33 to detect the air pressure, but transmits the value to the automatic input board unit 13, and installed between the wheel and the body of the railway vehicle, the value of the body to detect the load It consists of a load sensor 32 to be transmitted to the automatic input board (13).

In the figure, reference numeral 20a denotes a silencer for reducing noise when discharging air, and 26a denotes a shutoff valve for artificially blocking high pressure immediately before the brake cylinder.

Next, the operation of the main parts of the above configuration will be described.

The supply air tank 24 is to accumulate air when braking is loosened through a check valve 24a in a braking command vehicle such as a motor car or a diesel car, that is, a branch pipe SP connected to a braking tube of a locomotive. When the pressure is reduced at the braking command, the air required for the braking cylinder is supplied to the braking cylinder, and refilling is performed when the braking is completed.

The combined relay valve 27 is a flow amplification valve, and the control air pressure (hereinafter referred to as 'P2') and the three-way valve 28 side of the main valve 23 side according to the presence or absence of an electrical signal of the digital output board unit 15. The control air pressure (hereinafter referred to as 'P1') is selectively accepted to provide the same output air pressure.

When the electronic control means 10 is in a normal state, the combined relay valve 1 generates an output air pressure according to the braking control pressure P2 according to an ON-connected electric signal, where P2 is a braking command according to the decompression degree of the braking command air pressure. In consideration of the magnitude of the load, the magnitude of the load value transmitted from the load sensor 32, the low arc control according to the speed of the braking command, and the like, the electronic controller 3 calculates the optimum and controls the solenoid valve 2 By using the generated control air pressure, it is not only fast but also generates an optimum braking air pressure considering the loading load of the vehicle body.

When there is no digital electric signal due to a power failure, an abnormality in the electronic control device, etc., the emergency braking air pressure, which is preset through the pressure regulating valve 29, is received through the P1 via the three-way valve 28 as a safety device.

At this time, the three-way valve 28 is a pneumatically actuated three-way valve, and when the braking pipe command air pressure is lower than the set pressure, the emergency braking control air pressure is supplied to P1 through the pressure regulating valve 29 as an emergency braking condition. However, when the braking tube command air pressure is filled and the braking is released, the emergency braking is completed by releasing P1 pressure while blocking the supply of control air pressure for emergency braking.

It is possible to secure the safety of the emergency braking is possible even if the electricity supply is cut off or the electronic control device is broken.

The load detection sensor 32 is a specially designed displacement sensor that detects the spring of the vehicle body sag by the load and converts it into an electrical signal. The information required to calculate the braking force proportional to the load of the vehicle is based on the main CPU ( 12) to the automatic input board unit 13.

At this time, the structure of the load sensor may include a method using an optical sensor, a method using an inductive magnetic method (LVDT) displacement sensor, a method using a load cell, and the like.

In the control pressure tank 25, when a large amount of air is temporarily supplied to the braking cylinder through the multiple relay valve 27, the air necessary for generating the control air pressure is stably even when the pressure inside the supply tank 13 drops. It is an auxiliary tank prepared to be supplied, and a check valve 25a is attached to the inlet to prevent backflow.

In addition, the overflow valve 22 is a valve for blocking air filling of the supply air tank 24 until the input pressure reaches a constant pressure. That is, when the braking tube pressure is replenished for relaxation after the braking tightening, if the air is immediately filled in the supply air tank 24, the supply air tank 24 of the vehicle close to the locomotive may be filled first, so that the entire braking tube After sufficient pressure rise, the overflow valves 22 of each vehicle are opened so that all the supply air tanks can be filled at the same time.

The pressure sensor 31 for pressure detection of the braking tube serves to detect the command air pressure of the braking tube and send it to the automatic input board unit 13, and the change of the braking tube pressure is immediately transmitted as an electric signal, so that fast braking / relaxation is possible. Makes it possible.

The emergency decompression sensor 33 serves to generate the correct air pressure by returning the generated braking air pressure to the electronic controller, and if the target braking force is not detected within a predetermined time due to an abnormality of the solenoid valve control system or the solenoid valve, By blocking the digital signal for pressure selection, P1 is selected instead of P2, and emergency braking is automatically applied to secure a safety device against failure.

The following describes the operating state of the present invention.

First, the operation for braking each vehicle is normally observed.

When the railroad driver operates the device for braking, a valve (not shown) necessary for braking is opened to release the pressure of the braking pipe BP, and when the pressure is released, the pressure sensor 31 detects the changed pressure value. The main CPU 12 analyzes the value and transmits the value to the automatic input board part 13 of the electronic control means 10 to operate the electric valve 23 together with the combined relay valve 27.

That is, the solenoid valve 23 provides the P2 side pressure to perform the normal braking operation of the combined relay valve 27, and the combined relay valve 27 supplies the supply air tank 24 according to the operation of the solenoid valve 23. Is sent to the brake cylinder (26) to perform braking.

At this time, if the pressure required for braking is not sufficient or if the value detected by the load sensor 32 is large and a larger braking force is required, the information value is again returned to the automatic input board part 13 of the electronic control means 10. ), And the value is again calculated by the main CPU 12 to instruct the combined relay valve 27 and the solenoid valve 23 to operate normally.

In addition, in some cases, when the loading load of each vehicle is different, if these loads are calculated in advance and adjusted by the loading load setting switch 34, the value is transferred to the main CPU 12 through the manual input board unit 14. The value transmitted in this way is calculated together with the value detected by the actual load sensor 32 to cause the combined relay valve 27 to send the required braking force to the braking cylinder 26.

Next, see the operation to release the braking of each vehicle normally.

When the railway vehicle driver operates to release the braking, the pressure in the braking pipe BP is filled from the pneumatic providing means (not shown) provided in the locomotive, and the pressure sensor 31 detects the pressure change value and electronically controls it. It transmits to the automatic input board part 13 of the means 10, and this value is analyzed by the main CPU 12 to operate the electro-pneumatic valve 23 together with the combined relay valve 27 in reverse.

That is, the solenoid valve 23 does not provide the pressure to the P2 side, thereby performing the normal release operation of the combined relay valve 27, and the combined relay valve 27 performs the braking cylinder 26 according to the operation of the solenoid valve 23. Braking is completed by removing the pressure applied to).

On the other hand, in the event of an emergency, it works as follows.

In case of emergency, for example, when the power supply to the electronic control means 10 is cut off, or when various sensors are not operated, for example.

When an emergency condition is input to the electronic control means 10 or power is not supplied to itself, the state is immediately transmitted to the three-way valve 28. The three-way valve 28 allows the air pressure in the control pressure tank 25 to provide pressure to the P1 of the combined relay valve 27 through the pressure regulating valve 29 when the power is turned off.

Since the compound relay valve 27 is operated to the P1 pressure first rather than the P2 pressure, the compound relay valve 27 immediately sends the pressure of the supply air tank 24 to the brake cylinder 26 to perform braking. .

For reference, if the emergency control operation is made like this, it is not released until the cause of the emergency is cured through repair and repair.

The present invention as described in detail above is operated by a sensing means including a pressure sensor, a load setting switch, a load sensing sensor, an emergency decompression sensor, an electronic control means having the sensing means, and the electronic control means. It is composed of pneumatic actuation means consisting of electric valve, composite relay valve, three-way valve, etc., so that braking of the front and rear vehicles can be performed at the same time, and braking time and braking release time can be shortened.

In addition, an over-prove valve is provided in front of the supply air tank, and when the brake is released, the pressure is applied to each supply air tank after the pressure is applied to the brake tube of the rear vehicle. Simultaneous release can reduce running time and prevent wheel scratches.

In addition, since the loading load setting switch that can be artificially input and the load detecting sensor that is automatically input, the braking force can be changed according to the load value to improve the braking effect when the loading load of each vehicle is different. In addition, the braking effect is that a balanced braking of the vehicle before and after can be achieved.

In addition, a three-way valve is provided in the system of the present invention, and in the event of an emergency situation in which various sensors cannot operate, emergency braking can be automatically applied to prevent a safety accident. And safety can be increased.

Claims (4)

It is provided in a railroad vehicle that requires braking, but the power input circuit 11 for power input, the main CPU 12, the automatic input board connected to the pressure sensor, load load sensor, emergency decompression sensor while being connected to the main CPU ( 13), a manual input board unit 14 connected with a load load setting switch connected to the main CPU, a digital output board unit 15 for controlling a complex relay valve connected to the main CPU, and the main Electronic control means (10) including an analog output board portion (16) for controlling the electric valve while being connected to the CPU; The branch pipe SP is connected from the stop of the pneumatic braking pipe BP, and the filter 21, the check valve 24a, and the supply air tank 24 are sequentially connected to each other, and the braking cylinder is connected from the supply air tank. A combined relay valve 27 connected to the digital output board unit 15 to operate by the digital output board unit 15, a control pressure tank 25 connected from the supply air tank using a check valve 25a, and The electric valve 23 connected between the control relay tank and the composite relay valve to be operated by the analog output board 16, and the pressure regulating valve 29 between the control pressure tank and the electro valve. Pneumatic actuating means (20) connected to the composite relay valve while intervening, including a three-way valve (28) to open and close according to the pressure in the branch pipe (SP); The pressure sensor 31 for detecting the pressure in the branch pipe (SP) and transmitting the detected value to the automatic input board unit 13 and connected immediately before the braking cylinder to sense the air pressure of the braking cylinder, It is installed between the emergency decompression sensor 33 and the wheel and the body of the railway vehicle to transmit the value to the automatic input board unit 13, and detects the load of the vehicle body and sends the value to the automatic input board unit 13. Sensing means (30) comprising a load sensor 32 for transmitting; Electronically controlled air vehicle braking system, characterized in that consisting of. The method of claim 1, When the overflow valve 22 is connected between the filter 21 connected to the branch pipe SP and the check valve 24a to recover the braking command air pressure, the filter 21 may be delayed until a constant pressure is obtained. An air braking system for an electronically controlled railway vehicle. The method of claim 1, The load sensor 32 is an electronically controlled type comprising any one of an optical sensor type load sensor, a magnetoresistive displacement sensor, and a load cell type load sensor using the relative displacement of the vehicle body and the axle. Air braking system for rolling stock. The method of claim 1, The main CPU 12 of the electronic control means 10 has a load load setting switch 34 for manually inputting the weight of the vehicle body so that it can be used in parallel with the load sensor 32 of the sensing means. Air braking system for an electronically controlled railway vehicle, characterized in that attached to).