JP2018043589A - Rail brake system for railway vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To operate a rail brake in a self-activation manner, even if a fault occurs for supplying gas from a gas pressure supply source, in a rail brake system for a railway vehicle.SOLUTION: A rail brake system for a railway vehicle is provided with a frame which can be ascended from or descended to the rail side via a lifting device from a bogie frame supported by wheels. The lifting device 20 includes: a gas pressure supply source 70; a gas pressure cylinder 22; a gas pressure supply passage 80 extending from the gas pressure supply source 70 via a check valve 72 to a first gas chamber 30 of the gas pressure cylinder 22; and a three-way valve 100 having a first port 106 connected to the gas pressure supply passage 80, a second port 108 connected to an air pressure release port, and a third port 110 connected to a second gas chamber of the gas pressure cylinder 22. The third port of the three-way valve 100 is communicated with the second port 108 when brake control is in a dormant state, and connected to the first port 106 when the brake control is in an operation state.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a rail brake system for a railway vehicle that can apply a brake between the rail and the railway vehicle.

  As a brake device for decelerating and stopping a railway vehicle, a wheel brake system in which a braking force such as a friction force is applied to the wheel is employed. In order to decelerate and stop the railway vehicle in a short time in an emergency, etc., in addition to the wheel brake system, a system for increasing the pressure receiving area of the wind pressure applied to the vehicle body, a friction brake between the railway vehicle and the rail, A rail brake system using an eddy current brake has been proposed.

  For example, in Cited Document 1, as a rail brake device, a magnetic pole and a magnetic pole are wound around a frame that can be lifted and lowered from a bogie frame supported by wheels via a lifting device constituted by a hydraulic cylinder or a pneumatic cylinder. A configuration with an excitation coil attached is described. A brake shoe facing the rail is attached to the magnetic pole, and when the rail brake operation is performed, the frame can be lowered by an elevating device, and a magnetic flux can be generated by energizing the excitation coil. This magnetic flux enters the rail through the brake shoe, and a braking force due to eddy current is generated on the rail as a function of the product of the relative speed between the railcar and the rail and the magnetic flux.

JP 2000-203426 A

  A gas cylinder of a predetermined pressure is supplied from a gas pressure supply source to a gas pressure cylinder used for lowering the lifting device in the rail brake system. For example, if the gas supply from the gas pressure supply source is hindered for some reason, the operation of the rail brake may be hindered. Therefore, there is a demand for a rail brake system for a railway vehicle in which the rail brake can operate in a self-starting manner even when the gas supply from the gas pressure supply source is hindered.

  A rail brake system for a railway vehicle according to the present invention includes a frame that can be moved up and down from a bogie frame supported by wheels via an elevating device, a magnetic pole attached to the frame, and a magnetic flux including an exciting coil wound around the magnetic pole. A generator, a brake shoe attached to the magnetic pole facing the rail, and a control device that performs brake control between the brake shoe and the rail by controlling the lifting and lowering of the lifting device and the excitation of the excitation coil, The lifting device is a gas pressure cylinder provided between the gas pressure supply source and the frame and the carriage frame, and is provided with a piston in the first gas chamber on the piston rod side and the second gas chamber on the opposite side to the piston rod. A gas pressure cylinder to be partitioned; a gas pressure supply path extending from the gas pressure supply source to the first gas chamber of the gas pressure cylinder via a check valve; and a gas pressure supply path. It has a first port, a second port that is open to the atmosphere, and a third port that is connected to the second gas chamber of the gas pressure cylinder. When the brake control is in a rest state, the third port communicates with the second port. And a three-way valve that connects the third port to the first port when the brake control is in the operating state.

  According to the rail brake system for a railway vehicle having the above-described configuration, when the brake control is in the operating state, the first gas chamber and the second gas chamber of the gas pressure cylinder communicate with each other via the three-way valve. The pressure receiving area on the first gas chamber side of the piston is smaller than the pressure receiving area on the second gas chamber side by the cross-sectional area of the piston rod. Even if the first gas chamber and the second gas chamber have the same pressure, the piston moves in the direction from the second gas chamber side toward the first gas chamber side due to the difference in pressure receiving area.

  Here, even if there is no gas supply from the gas supply request, the state of the gas pressure in the communication state via the three-way valve between the first gas chamber and the second gas chamber of the gas pressure cylinder is maintained by the check valve. Is done. Due to the maintained gas pressure, the movement due to the difference in area occurs in a self-starting manner, so that the frame can be moved to the rail side with respect to the carriage frame, and the rail brake operates.

  In the rail brake system for a railway vehicle according to the present invention, the lifting device preferably includes a buffer tank provided at a connection point between the first port of the three-way valve and the gas pressure supply path.

  According to the rail brake system for a railway vehicle having the above-described configuration, even when the gas supply from the gas pressure supply source is lost, the piston is moved to the frame side which is the first gas chamber side due to the difference in pressure receiving area on both sides of the piston. Move self-starting. Since there is a volume difference between the volume of the first gas chamber and the volume of the second gas chamber, the communication state via the three-way valve between the first gas chamber and the second gas chamber is caused by the self-starting movement of the piston. The gas pressure at fluctuates slightly. By providing the buffer tank, slight fluctuations in the gas pressure can be compensated, and the operation of the rail brake is stabilized.

  In the rail brake system for a railway vehicle according to the present invention, the piston preferably has a pressure receiving area on the first gas chamber side of 80% or less and 10% or more of the pressure receiving area on the second gas chamber side.

  According to the rail brake system for a railway vehicle having the above-described configuration, even if gas supply from the gas pressure supply source is lost, the piston is moved from the second gas chamber side to the first gas chamber due to a difference in pressure receiving area on both sides of the piston. Move in a self-starting direction toward the side. The self-starting movement is quicker as the difference in pressure receiving area is larger, but it is desirable to avoid a brake operation that is too rapid considering the impact on the user or the like. In the above configuration, since the pressure receiving area of the piston on the second gas chamber side is 100% of the reference and the pressure receiving area of the first gas chamber is in the range of 80% to 10%, the difference in pressure receiving area is the second gas chamber. The pressure can be set in the range of 20% to 90% of the pressure receiving area according to the rail brake specifications.

  In the rail brake system for a railway vehicle according to the present invention, it is preferable that the axial direction of the gas pressure cylinder is parallel to the ascending / descending direction of the frame.

  According to the rail brake system for a railway vehicle having the above-described configuration, even when the gas supply from the gas pressure supply source is stopped, the piston is moved from the second gas chamber side to the first gas chamber due to the difference in pressure receiving area on both sides of the piston. Move in a self-starting direction toward the side. By making the axial direction of the gas pressure cylinder parallel to the raising / lowering direction of the frame, the self-starting movement due to the weight of the piston is added, and the operation of the rail brake becomes more reliable.

  In the rail brake system for a railway vehicle according to the present invention, the gas pressure cylinder includes an end channel that is connected between the gas pressure supply channel and the end of the first gas chamber via a predetermined orifice, Preferably, the first gas chamber has a bypass channel connected to the gas pressure supply channel on the second gas chamber side of the end channel.

  According to the rail brake system for a railway vehicle having the above-described configuration, even if gas supply from the gas pressure supply source is lost, the piston is moved from the second gas chamber side to the first gas chamber due to a difference in pressure receiving area on both sides of the piston. Move in a self-starting direction toward the side. The self-starting moving speed depends on the speed at which the gas escapes from the first gas chamber. According to the above configuration, when the position of the piston does not block the bypass flow path, the gas in the first gas chamber escapes to the second gas chamber side via both the bypass flow path and the end flow path. When the position of the piston moves toward the first gas chamber and closes the bypass flow path, the gas in the first gas chamber escapes to the second gas chamber only through the orifice of the end flow path. Therefore, as the piston moves in the direction toward the first gas chamber, the amount of the gas in the first gas chamber that escapes to the second gas chamber can be reduced. Shock due to movement can be reduced.

  According to the rail brake system of a railway vehicle according to the present invention, the rail brake can be operated in a self-starting manner even if the gas supply from the gas pressure supply source is hindered.

1 is a configuration diagram of a rail brake system for a railway vehicle according to an embodiment of the present invention. It is a block diagram of the raising / lowering apparatus of the rail brake system of the railway vehicle in embodiment which concerns on this invention. Here, the case where the brake control is in a resting state is shown. FIG. 3 is a diagram showing the lifting device when the brake control is in an operating state corresponding to FIG. 2. It is a figure which shows the state change of the raising / lowering apparatus when brake control transfers between a resting state and an operation state about the rail brake system of the railway vehicle in embodiment which concerns on this invention. FIG. 4A shows a state of resting, FIG. 4B shows a transition state when switching from the resting state to the operating state, FIG. 4C shows a state of the operating state, and FIG. It is a figure which shows the transient state when it switches to a dormant state. In FIG. 4, it is a figure which shows the state change of a raising / lowering apparatus about the case where the gas supply from a gas pressure supply source stops. FIGS. 5A to 5D correspond to FIGS. 4A to 4D, respectively. It is a figure which shows the state change of the raising / lowering apparatus when brake control transfers between a rest state and an operation state about the rail brake system of the rail vehicle in a prior art. 6A to 6D correspond to FIGS. 4A to 4D, respectively. In FIG. 6, it is a figure which shows the state change of a raising / lowering apparatus about the case where the gas supply from a gas pressure supply source stops. (A) to (d) in FIG. 7 correspond to (a) to (d) in FIG. 6, respectively. It is a figure which shows the modification of a pneumatic cylinder about the raising / lowering apparatus of the rail brake system of the rail vehicle in embodiment which concerns on this invention.

  Embodiments according to the present invention will be described below in detail with reference to the drawings. In the following, when the lifting device is mounted on a railway vehicle, the first gas chamber side of the gas pressure cylinder of the lifting device is disposed on the rail brake frame side, and the second gas chamber side is disposed on the carriage frame side. This is an illustrative example. On the contrary, the first gas chamber side of the gas pressure cylinder may be arranged on the cart frame side, and the second gas chamber side may be arranged on the frame side.

  In the following, the moving direction of the piston of the pneumatic cylinder is assumed to be parallel to the raising / lowering direction of the frame, but this is an example for explanation, and the piston of the pneumatic cylinder is obtained by using an appropriate raising / lowering conversion device. The moving direction can be tilted with respect to the moving direction of the frame. For example, when the weight of the frame is used to connect the tip of the piston rod and the frame with an appropriate rope, the elevation direction can be changed via a pulley.

  In the following, air that is the atmosphere as a gas applied to the gas pressure supply source will be described, but the air here is in a broad sense, and in addition to air that is the atmosphere, a gas having a component structure according to it, For example, dry air, nitrogen gas, or the like may be used.

  The dimensions, numerical values and the like described below are examples for explanation, and can be appropriately changed according to the specifications of the rail brake system of the railway vehicle. Below, the same code | symbol is attached | subjected to the same element in all the drawings, and the overlapping description is abbreviate | omitted.

  FIG. 1 is a configuration diagram of a rail brake system 10 for a railway vehicle. The rail brake system 10 of a railway vehicle is a system related to a rail brake that applies braking between the rail 4 and the railway vehicle using an eddy current, in addition to the wheel brake, in a railway vehicle not shown. Hereinafter, unless otherwise specified, the rail brake system 10 of a railway vehicle is simply referred to as a rail brake system 10. The rail brake system 10 includes a frame 12, a lifting device 20, and a control device 120. In FIG. 1, although it is an element which does not comprise the rail brake system 10, the rail 4, the wheel 6 which drive | works on a rail, and the trolley | bogie frame 8 supported by the wheel 6 were illustrated.

  The frame 12 is a member that can be lifted and lowered with respect to the carriage frame 8 via the lifting device 20. A magnetic pole 15 and an exciting coil 16 wound around the magnetic pole 15 are attached to the frame 12 as a magnetic flux generator 14 for generating an eddy current in the rail 4. The brake shoe 18 is an iron piece attached to the magnetic pole and facing the rail 4. The rail brake is an eddy current braking force generated in the rail 4 as a function of the product of the relative velocity between the railway vehicle and the rail 4 and the magnetic flux when the magnetic flux enters the rail 4 through the brake shoe 18.

  Further, since an electromagnetic attractive force is generated between the rail 4 and the magnetic pole 15 by the magnetic flux, when the rail 4 and the brake shoe 18 come into contact with each other due to the electromagnetic attractive force, the electromagnetic attractive force and the friction coefficient of the brake shoe 18 generate. The friction braking force can be used. When the friction braking force is used, it is preferable to provide an appropriate refrigerant supply mechanism in order to suppress heat generation due to friction. Therefore, the rail brake in a broad sense means a braking force that is a combination of the eddy current braking force and the friction braking force for the rail 4, but in the following, the narrowly defined eddy current braking force is referred to as a rail brake.

The lifting device 20 includes a gas pressure cylinder 22 and a lifting gas pressure circuit 24. The gas pressure cylinder 22 is provided between the carriage frame 8 and the frame 12, and has a gas having a predetermined pressure P _S (see FIG. 2) supplied from a gas pressure supply source 70 included in the elevating gas pressure circuit 24. This is a thrust generating mechanism that operates using the above. Details of the lifting device 20 and its operation will be described in FIG.

  The control device 120 is a device that is mounted on a railway vehicle and controls the entire traveling of the railway vehicle. Here, a function for performing control related to the rail brake will be described in particular. The control device 120 includes an excitation circuit 122 that supplies a predetermined excitation current to the excitation coil 16, a lift gas pressure circuit 24 that constitutes a part of the lift device 20, and a brake control unit 124. The brake control unit 124 performs brake control in order to quickly decelerate and stop the railway vehicle in an emergency or the like. The brake control includes operation control of the gas pressure cylinder 22 via the raising / lowering gas pressure circuit 24 and excitation control of the excitation coil 16 via the excitation circuit 122. When the brake control is in a resting state, the exciting circuit 122 does not output an exciting current, the gas pressure cylinder 22 is in a contracted state, and the lifting device 20 pulls the frame 12 toward the carriage frame 8 side. When the brake control is in the operating state, the exciting circuit 122 outputs an exciting current, the gas pressure cylinder 22 is in the extended state, and the lifting device 20 moves the frame 12 to the rail 4 side.

  FIG. 1 shows three directions orthogonal to a railway vehicle. The front-rear direction is the traveling direction of the railway vehicle and is the direction in which the rail 4 extends. The width direction is the vehicle width direction of the railway vehicle. The up-down direction is the up-down direction of the railway vehicle. As for the frame 12, the bogie frame 8 side is the upper side direction, and the rail 4 side is the lower side direction.

  2 and 3 are configuration diagrams of the lifting device 20. FIG. 2 shows the state of the lifting device 20 when the brake control is in the pause state, and FIG. 3 shows the state of the lifting device 20 when the brake control is in the operating state. The gas pressure cylinder 22 that constitutes the lifting device 20 includes a cylinder part 26 and a piston part 28. The elevating gas pressure circuit 24 constituting the elevating device 20 includes a gas pressure supply source 70, a check valve 72, a gas pressure supply path 80, and a three-way valve 100. 2 and FIG. 3 are different from each other in the operation state of the three-way valve 100 and the position of the piston portion 28 with respect to the cylinder portion 26 in response to different brake control states. Although both the cylinder part 26 and the piston part 28 include a plurality of constituent elements, each constituent element of the cylinder part 26 is relatively easy to understand in FIG. 2, and each constituent element of the piston part 28 is comparatively easy to understand in FIG. Elements are shown clearly. Therefore, each component of the lifting device 20 will be described using FIG. 2 and FIG. 3 properly.

  The gas pressure cylinder 22 is a linear movement mechanism in which the piston portion 28 slides along the axial direction of the cylinder portion 26 by the gas pressure. The axial direction of the gas pressure cylinder 22 is parallel to the ascending / descending direction of the frame 12 described in FIG. The internal space of the cylinder portion 26 of the gas pressure cylinder 22 is partitioned into a first gas chamber 30 and a second gas chamber 32 by a piston 50 constituting the piston portion 28. The space on the rail 4 side is the first gas chamber 30 and the space on the cart frame 8 side is the second gas chamber 32 along the ascending / descending direction of the frame 12 which is the axial direction of the gas pressure cylinder 22. The gas pressure cylinder 22 is provided with a rod side port 34 communicating with the first gas chamber 30 and a head side port 36 communicating with the second gas chamber 32. Hereinafter, in the vertical direction of the lifting device 20, the direction on the cart frame side is referred to as the second gas chamber 32 side, and the rail side direction is referred to as the first gas chamber 30 side.

  As shown in FIG. 2, the cylinder portion 26 of the gas pressure cylinder 22 includes a cylinder tube 38, a head cover 40, a first rod cover 42, and a second rod cover 44.

  The cylinder tube 38 is a cylindrical member having an inner peripheral wall on which the outer peripheral wall of the piston 50 of the piston portion 28 slides. The inner peripheral wall of the cylinder tube 38 is smoothly processed with high accuracy, and the inner diameter dimension is managed with a predetermined accuracy.

  The head cover 40 is a cover member that closes the opening of the cylinder tube 38 on the second gas chamber 32 side. The head cover 40 is attached to the carriage frame 8, whereby the cylinder portion 26 is integrated with the carriage frame 8 and fixed. The first rod cover 42 and the second rod cover 44 are cover members that block the opening of the cylinder tube 38 on the first gas chamber 30 side.

  A sliding seal ring 46 is disposed on the inner diameter side of the first rod cover 42. The sliding seal ring 46 is a cylindrical member having an inner peripheral wall on which the outer peripheral wall of the piston rod 52 of the piston portion 28 slides. The inner peripheral wall of the sliding seal ring 46 is smoothly processed with high accuracy, and the inner diameter dimension is managed with a predetermined accuracy. The sliding seal ring 46 has an appropriate axial length in order to guide the piston rod 52 so as not to tilt along the axial direction. An appropriate number of rod support rings 48 are arranged on the sliding seal ring 46 according to the axial length. In the example of FIGS. 2 and 3, two rod support rings 48 are arranged. The rod support ring 48 is an annular seal member that prevents gas from leaking between the sliding seal ring 46 and the piston rod 52. The second rod cover 44 is a cover member that is connected to the first rod cover 42 and holds the end portion of the sliding seal ring 46 and has a through hole through which the piston rod 52 can slide.

  As shown in FIG. 3, the piston portion 28 of the pneumatic cylinder 22 includes a piston 50, a piston rod 52, a connecting rod sleeve 54, a connecting rod 56, a piston pressing ring 58, and a stopper 60.

  The piston 50 is a disk-shaped member that is guided by the inner peripheral wall of the cylinder tube 38 of the cylinder portion 26 and moves in the axial direction. A sliding ring 62 is disposed on the outer peripheral wall of the piston 50. The sliding ring 62 is a ring-shaped member that slides on the inner peripheral wall of the cylinder tube 38. The outer peripheral wall of the sliding ring 62 is smoothly processed with high accuracy, and the outer diameter dimension is managed with a predetermined accuracy. The piston ring 64 provided at a substantially central portion along the axial direction of the sliding ring 62 is an annular seal member that prevents gas from leaking between the cylinder tube 38 and the sliding ring 62. The internal space of the cylinder tube 38 is partitioned into a first gas chamber 30 and a second gas chamber 32 by the piston 50.

  The piston rod 52 is a columnar member having one end attached to the first gas chamber 30 side of the piston 50 and the other end protruding to the first gas chamber 30 side of the cylinder portion 26. In the assembled state as the piston portion 28, the piston 50 has a disk shape projecting radially in the shape of a flange with respect to the piston rod 52, but the piston 50 in a state before being assembled as the piston portion 28 is annular. It is a member. One end of the piston rod 52 is inserted into the annular inner diameter hole, and the piston 50 and the piston rod 52 are integrated and fixed by the piston pressing ring 58.

  The connecting rod sleeve 54 is fitted on the inner diameter side of the piston rod 52, and the connecting rod 56 is fitted on the inner diameter side of the connecting rod sleeve 54. The connecting rod sleeve 54 and the connecting rod 56 are integrated and fixed by a stopper 60. The leading end of the connecting rod 56 is attached to the rail brake frame 12, whereby the piston rod 52 and the frame 12 are integrated and fixed.

  As described above, the head cover 40 of the cylinder portion 26 is integrally attached to the carriage frame 8, and the connecting rod 56 of the piston portion 28 is integrally attached to the frame 12. When the piston portion 28 moves toward the first gas chamber 30 with respect to the cylinder portion 26 in the gas pressure cylinder 22, the frame 12 moves downward with respect to the carriage frame 8 fixed to the axle. As the frame 12 moves downward, the exciting coil 16 provided on the frame 12 is excited, and the brake shoe 18 interacts with the rail 4 via the magnetic pole 15 to operate the rail brake.

The outer diameter of the piston 50 is D, the outer diameter of the piston rod 52 is d, the pressure receiving area A ₂ of the second gas chamber 32, A ₂ = represented by (πD ^2/4), the first gas chamber 30 receiving area a ₁ of, a ₁ = - represented by ^{{(πD 2/4) (} πd 2/4)}. The difference ΔA of the pressure receiving area at (A ₂ -A _1), the cross-sectional area of the piston rod 52 (πd ^2/4). The pressure receiving area of the second gas chamber 32 A ₂ = a ([pi] D ^2/4) is 100% of the reference, the difference in pressure receiving area is given by ^{ΔA = (d / D) 2} × 100%.

Here, when the pressure of the first gas chamber 30 is the same as the pressure of the second gas chamber 32, the pressure is set as P _A , and {P _A × (difference in pressure receiving area)} = {P _A × (d / D) Thrust with a magnitude of ² × 100%} is generated. Thrust when P _A is larger positive pressure than the atmospheric pressure, resulting from the second gas chamber 32 side in the direction of the first gas chamber 30 side. This will be described later with reference to FIG.

  The elevating gas pressure circuit 24 includes a gas pressure supply source 70, a check valve 72, a filter 74, a throttle unit 76, a gas pressure supply path 80, and a three-way valve 100.

The gas pressure supply source 70 is a high-pressure gas source that supplies a gas having a predetermined pressure P _S to the gas pressure cylinder 22. As the gas pressure supply source 70, a compressor that can be mounted on a railway vehicle is used. In some cases, a high-pressure tank may be used.

  The gas pressure supply path 80 is a high pressure flow path that connects the gas pressure supply source 70 and the rod side port 34 of the gas pressure cylinder 22. The gas pressure supply path 80 includes a check valve 72 for preventing the backflow of high-pressure gas from the gas pressure supply source 70 side toward the rod side port 34, a filter 74 for removing dust and the like contained in the supplied gas, A throttle section 76 and a buffer tank 78 that moderately control the flow velocity are sequentially arranged.

  The three-way valve 100 is an electromagnetic valve that operates under the control of the brake control unit 124 of the control device 120 and has three gas input / output ports of the first port 106, the second port 108, and the third port 110. The first port 106 is connected to the first port side flow path 82. The first port side flow path 82 is connected to the gas pressure supply path 80 at the connection point 84. The second port 108 is connected to the second port side flow path 86, and the second port side flow path 86 is opened to the atmosphere via the throttle unit 90 and the silencer 92. The third port 110 is connected to the head side port 36 of the gas pressure cylinder 22 via the third port side flow path 88.

  In the three-way valve 100, a sleeve having a large-diameter land and a small-diameter shaft portion is arranged in a sleeve having three ports of the first port 106, the second port 108, and the third port 110 in the peripheral wall portion. It has a structure. In the three-way valve 100, the sleeve is moved in the axial direction by the actuator 102 to switch the communication relationship among the three ports of the first port 106, the second port 108, and the third port 110. The return means 104 is an urging means for returning the sleeve to the initial state when the actuator 102 is not driven. Here, gas pressure is used as the return means 104.

  In the three-way valve 100, when the brake control of the brake control unit 124 is a "resting state" command, the actuator 102 is not driven and the position of the spool is in the initial state by the return means 104. This state of the three-way valve 100 is referred to as a brake control command and is referred to as a “rest state” of the three-way valve 100. When the brake control is an “operating state” command, the actuator 102 is in the driving state, and the spool position moves from the initial state against the urging force of the return means 104 and enters the moving state. This state of the three-way valve 100 is referred to as the “control state” of the three-way valve 100, assuming that it is the same as the brake control command.

  In FIG. 2 and FIG. 3, the communication state between each port in two states, the rest state and the operation state, of the three-way valve 100 is shown by two frames. Of the two frames, the frame 100A on the return means 104 side shows the communication state of each port when the three-way valve 100 is in a resting state. Of the two frames, a frame 100B on the actuator 102 side indicates a communication state of each port when the three-way valve 100 is in an operating state.

FIG. 2 is a diagram showing the brake control and when the three-way valve 100 is in a resting state. Hereinafter, the first port 106, the second port 108, and the third port 110 in the dormant state are referred to as the first port 106A, the second port 108A, and the third port 110A, respectively. In the resting state of the three-way valve 100, the first port 106A is in a closed state without communicating with any other port, and the second port 108A is in communication with the third port 110A. With this communication state, the second gas chamber 32 of the gas pressure cylinder 22 passes through the head side port 36, the third port side flow path 88, the third port 110A, the second port 108A, and the second port side flow path 86. Open to the atmosphere. The pressure P ₀ of the second gas chamber 32 is atmospheric pressure. The first gas chamber 30 of the gas pressure cylinder 22 is connected to the gas pressure supply source 70 via the gas pressure supply path 80 without passing through the three-way valve 100. The pressure of the first gas chamber 30 is the pressure P _S of the gas pressure supply source 70. Therefore, the piston 50 moves to the second gas chamber 32 side by this pressure difference. FIG. 2 shows a state where the piston 50 has moved to the stroke limit, and the second gas chamber 32 is not displayed. As a result, the frame 12 is pulled up to the cart frame 8 side.

FIG. 3 is a diagram illustrating a state where the brake control and the three-way valve 100 are in an operating state. Hereinafter, the first port 106, the second port 108, and the third port 110 in the operating state are referred to as the first port 106B, the second port 108B, and the third port 110B, respectively. In the operation state of the three-way valve 100, the second port 108B is closed without communicating with any other port, and the first port 106B communicates with the third port 110B. With this communication state, the second gas chamber 32 of the gas pressure cylinder 22 is connected to the head side port 36, the third port side flow path 88, the third port 110B, the first port 106B, and the second port side flow path 86. The gas pressure supply source 70 is connected to the gas pressure supply path 80 through the gas pressure supply path 84. The pressure in the second gas chamber 32 is the pressure P _S of the gas pressure supply source 70. The first gas chamber 30 of the gas pressure cylinder 22 is connected to the gas pressure supply source 70 via the gas pressure supply path 80 without passing through the three-way valve 100. The pressure of the first gas chamber 30 is the pressure P _S of the gas pressure supply source 70.

When the brake control and the three-way valve 100 is in operational state, the pressure of the first gas chamber 30 is also the pressure in the second gas chamber 32 are both P _S. At this time, depending on the difference between the pressure receiving area on the second gas chamber 32 side of the piston 50 and the pressure receiving area on the first gas chamber 30 side, {P _S × (difference in pressure receiving area)} = {P _S × (d / D ) ² × 100%} thrust is generated. D is the outer diameter of the piston 50, and d is the outer diameter of the piston rod 52. Since P _S is a greater pressure than the P ₀ is atmospheric pressure, thrust results from the second gas chamber 32 side in the direction of the first gas chamber 30 side. Therefore, the piston 50 moves to the first gas chamber 30 side by the thrust due to the difference in pressure receiving area. FIG. 3 shows a state where the piston 50 has moved to the stroke limit, and the first gas chamber 30 is not displayed. As a result, the frame 12 descends toward the rail 4 side.

The lowering of the piston 50 in FIG. 3 is not based on the difference between the pressure of the first gas chamber 30 and the pressure of the second gas chamber 32, but the difference between the pressure receiving area of the first gas chamber 30 and the pressure receiving area of the second gas chamber 32. Since it is based on the difference, it occurs in a self-starting manner based on the mechanism, regardless of the control of the pressure P _S of the gas pressure supply source 70. The difference in pressure receiving area plays an important role in the self-starting lowering operation of the lifting device 20. The descending speed of the lifting device 20 becomes faster as the difference in pressure receiving area increases, but it is desirable to avoid a rail brake operation that is too rapid in consideration of the impact on the user of the railway vehicle. For example, assuming that the pressure receiving area on the second gas chamber 32 side of the piston 50 is 100% of the reference, the pressure receiving area on the first gas chamber 30 side is in the range of 80% to 10%. In other words, the difference in pressure receiving area can be set in the range of 20% to 90% of the pressure receiving area of the second gas chamber 32 according to the specifications of the rail brake.

The effects of the lifting device 20 having the above configuration will be described in more detail with reference to FIGS. FIG. 4 shows a state of the gas pressure cylinder 22 when the gas having the pressure P _S is normally supplied from the gas pressure supply source 70 to the gas pressure supply path 80. Figure 5 shows the state of the gas pressure cylinder 22 when the gas pressure supply passage 80 from the gas pressure supply source 70 for some reason is not supplied gas pressure P _S. The three-way valve 100 operates normally under the control of the brake control unit 124 of the control device 120. In these drawings, (a) shows the state of the gas pressure cylinder 22 when the brake control and the three-way valve 100 are in a resting state, and (b) shows that the three-way valve 100 is changed from the resting state in (a) to an operating state. The transient state about the gas pressure cylinder 22 after switching is shown. (C) shows the state when the gas pressure cylinder 22 is stabilized after (b), and (d) shows the gas pressure cylinder after the three-way valve 100 is switched from the operation state of (c) to the resting state. The transient state for 22 is shown.

In FIG. 4, (a) is a figure of the same state as FIG. 2, when the three-way valve 100 is in a resting state and the gas pressure cylinder 22 is in a stable state. This condition, in the gas pressure cylinder 22, the pressure of the first gas chamber 30 at a pressure P _S of the gas pressure source 70, the pressure P ₀ in the second gas chamber 32 is at atmospheric pressure. The piston 50 is on the second gas chamber 32 side, the frame 12 is pulled up to the carriage frame 8 side, and no rail brake is applied.

In (b), since the three-way valve 100 is switched to the operating state, the pressure on the second gas chamber 32 side increases from P ₀ to P _S. Since the pressure of the first gas chamber 30 is still P _S , the piston 50 causes the first gas to flow according to the difference between the pressure receiving area of the piston 50 on the first gas chamber 30 side and the pressure receiving area on the second gas chamber 32 side. The movement starts to the chamber 30 side in a self-starting manner.

  (C) is the same state as FIG. 3 when a certain amount of time has elapsed from (b), the three-way valve 100 is in the operating state, and the gas pressure cylinder 22 is in a stable state. Here, due to the difference between the pressure receiving area on the first gas chamber 30 side of the piston 50 and the pressure receiving area on the second gas chamber 32 side, the position of the piston 50 stably settles on the first gas chamber 30 side. As a result, the frame 12 is lowered to the rail 4 side, the excitation coil 16 is excited, and the rail brake works.

In (d), since the three-way valve 100 is switched to dormant, pressure of the second gas chamber 32 side is reduced from P _S to P _0. The pressure of the first gas chamber 30 remains at P _S, this pressure difference, the piston 50 begins to move to the second gas chamber 32 side. In the example of FIG. 4, after (d), the process proceeds to the state (a), and thereafter the above-described state change is repeated.

Figure 5 is a diagram showing a state of the gas pressure cylinder 22 when the gas pressure supply passage 80 from the gas pressure supply source 70 for some reason is not supplied gas pressure P _S. Here, the gas pressure supply passage 80 between the gas pressure supply source 70 and the check valve 72 and broken at X marks show that the gas pressure P _S in the gas pressure supply passage 80 is not supplied.

FIG. 5A is a diagram showing a state where the three-way valve 100 is in a resting state and the gas pressure cylinder 22 is in a stable state. Here, no gas is supplied from the gas pressure supply source 70 to the gas pressure supply path 80, but the pressure P _S or the gas pressure supply path 80 downstream of the check valve 72 in the process of the previous operation state is applied. A gas with a pressure close to that remains. The buffer tank 78 also stores a gas having a pressure P _S or a pressure close thereto. With these high-pressure gases, the pressure in the first gas chamber 30 is maintained at the pressure P _S or a high pressure close thereto. The pressure P ₀ of the second gas chamber 32 is atmospheric pressure. Therefore, the piston 50 is on the second gas chamber 32 side, the frame 12 is pulled up to the cart frame 8 side, and no rail brake is applied.

In (b), since the three-way valve 100 is switched to the operating state, the second gas chamber 32, the pressure P _S or gas pressure close to that of the gas pressure supply passage 80 and the buffer tank 78 is supplied, the second gas The pressure on the chamber 32 side increases from P ₀ to P _S or a pressure close thereto. Since the pressure of the first gas chamber 30 remains at P _S or a pressure close thereto, the piston 50 is caused by the difference between the pressure receiving area of the piston 50 on the first gas chamber 30 side and the pressure receiving area on the second gas chamber 32 side. The movement starts in a self-starting manner toward the first gas chamber 30 side.

  In the process of (b), since there is a volume difference between the volume of the first gas chamber 30 and the volume of the second gas chamber 32, the first gas chamber 30 and the second gas are moved by the self-starting movement of the piston 50. The gas pressure in the communication state between the chambers 32 via the three-way valve 100 slightly varies. Since the buffer tank 78 compensates for the slight fluctuation of the gas pressure, the buffer tank 78 can stably move to the operation state of the next rail brake (c).

  (C) is a time when a certain amount of time has elapsed from (b), the three-way valve 100 is in an operating state, and the gas pressure cylinder 22 is in a stable state. Here, as in (b), the position of the piston 50 is moved toward the first gas chamber 30 due to the difference between the pressure receiving area of the piston 50 on the first gas chamber 30 side and the pressure receiving area on the second gas chamber 32 side. Stable and calm. As a result, the frame 12 is lowered to the rail 4 side, the excitation coil 16 is excited, and the rail brake works.

In the next (d), since the three-way valve 100 is switched to dormant, pressure of the second gas chamber 32 side is reduced from P _S to P _0. When sufficient gas still remains in the buffer tank 78, P _S or a gas having a pressure close to P _S is supplied from the buffer tank 78 to the first gas chamber 30. Due to the pressure difference between the pressure in the first gas chamber 30 and the pressure P ₀ in the second gas chamber 32, the piston 50 starts moving toward the second gas chamber 32. When sufficient gas does not remain in the buffer tank 78, the operation (d) cannot be performed, and the state (c) remains, and a recovery operation or the like is awaited.

  The following can be understood by comparing FIG. 4 and FIG. In the elevating device 20 configured as shown in FIGS. 2 and 3, even if a problem such as the absence of gas supply from the gas pressure supply source 70 occurs, the piston 50 is in the second state due to the difference in pressure receiving area on both sides of the piston 50. It moves in a self-starting manner in the direction from the gas chamber 32 side toward the first gas chamber 30 side. As a result, the railway vehicle can reliably operate the rail brake when it is desired to operate the rail brake in an emergency or the like.

  In addition, the axial direction of the gas pressure cylinder 22 is parallel to the ascending / descending direction of the frame 12. Thereby, in addition to the self-starting movement based on the difference in pressure receiving area, the self-starting movement due to the weight of the piston 50 is added, so that the operation of the rail brake becomes more reliable.

  FIG. 6 and FIG. 7 are diagrams showing the configuration of the lifting device 130 of the prior art and the operation and effect thereof for comparison. The prior art lifting device 130 differs from the lifting device 20 of FIGS. 2 and 3 in four respects. The gas cylinder 132 of the prior art has a thin outer diameter of the piston rod 134. The four-way valve 140 is used to change the communication state by brake control. Further, the buffer tank 78 is not provided. Further, the gas pressure supply path 136 is only connected to the four-way valve 140 and is not connected to the rod side port 34 of the gas pressure cylinder 132.

Figure 6 is a view corresponding to FIG. 4, showing the state of the gas pressure cylinder 132 when the gas pressure P _S from the gas pressure supply source 70 to the gas pressure supply passage 80 is normally supplied. Figure 7 is a view corresponding to FIG. 5, showing the state of the gas pressure cylinder 132 when the gas pressure supply passage 80 from the gas pressure supply source 70 for some reason is not supplied gas pressure P _S. The four-way valve 140 operates normally under the control of the brake control unit 124 of the control device 120. FIGS. 6A to 6D correspond to FIGS. 4A to 4D, respectively, and FIGS. 7A to 7D correspond to FIGS. 5A to 5D, respectively.

  First, the contents of the gas pressure cylinder 132 and the four-way valve 140 will be described with reference to FIG. The cylinder part 26 of the gas pressure cylinder 132 is the same as the cylinder part 26 of the gas pressure cylinder 22. The piston 50 is the same as the piston 50 of the gas pressure cylinder 22. The piston rod 134 is thinner than the piston rod 52 of the gas pressure cylinder 22. When the pressure receiving area on the first gas chamber 30 side in the piston 50 of the gas pressure cylinder 22 is in the range of 80% or less and 10% or more of the pressure receiving area on the second gas chamber 32 side, the first gas chamber 30 in the gas pressure cylinder 132 is used. The pressure receiving area on the side is less than 10% of the pressure receiving area on the second gas chamber 32 side. For example, when the piston rod 134 is 20% thicker than the outer diameter of the piston 50, the pressure receiving area on the first gas chamber 30 side is 4% of the pressure receiving area on the second gas chamber 32 side. In the prior art, a piston rod 134 having such a thickness is used.

  In the four-way valve 140, the actuator 102 and the return means 104 are the same as the actuator 102 and the return means 104 in the three-way valve 100. The four-way valve 140 has four ports: a first port 142, a second port 144, a third port 146, and a fourth port 148. The first port 142 is connected to the gas pressure supply path 136. Similar to the second port 108 of the three-way valve 100, the second port 144 is opened to the atmosphere via the throttle unit 90 and the silencer 92. The third port 146 is connected to the head side port 36 of the gas pressure cylinder 132. The fourth port 148 is connected to the rod side port 34 of the gas pressure cylinder 132.

  The communication state between the ports in the two states of the four-way valve 140 in the rest state and the operation state is indicated by two frames. Of the two frames, a frame 140C shown on the return means 104 side indicates a communication state of each port when the four-way valve 140 is in a resting state. Of the two frames, a frame 140D shown on the actuator 102 side indicates a communication state of each port when the four-way valve 140 is in an operating state.

  Here, when the first port 142, the second port 144, the third port 146, and the fourth port 148 are in the dormant state, the first port 142C, the second port 144C, the third port 146C, and the fourth port 148C, respectively. And Similarly, in the operation state, the first port 142D, the second port 144D, the third port 146D, and the fourth port 148D are used. As shown in FIG. 6A, when the four-way valve 140 is in a resting state, the first port 142C and the fourth port 148C communicate with each other, and the second port 144C and the third port 146C communicate with each other. As shown in FIG. 6B, when the four-way valve 140 is in the operating state, the first port 142D and the third port 146D communicate with each other, and the second port 144D and the fourth port 148D communicate with each other.

FIG. 6A shows that the four-way valve 140 is in a resting state and the gas pressure cylinder 22 is in a stable state. In the four-way valve 140 dormant, gas pressure P _S from the gas pressure supply 70 from the first port 142C through the gas pressure supply passage 136 communicates with the fourth port 148C, the rod side of the pneumatic cylinder 132 The gas is supplied from the port 34 to the first gas chamber 30. On the other hand, the second gas chamber 32 communicates from the third port 146C to the second port 144C through the head side port 36 and is opened to the atmosphere. Therefore, the piston 50 maintains the stable position on the second gas chamber 32 side by the pressure difference between the pressure P _S of the first gas chamber 30 and the pressure P ₀ of the second gas chamber 32.

In (b), the three-way valve 100 switches to the operating state. In the four-way valve 140 of the operation state, the gas pressure P _S from the gas pressure supply 70 from the first port 142D via a gas pressure supply passage 136 communicates with the third port 146D, the head side of the pneumatic cylinder 132 The gas is supplied from the port 36 to the second gas chamber 32. On the other hand, the first gas chamber 30 communicates from the fourth port 148D to the second port 144D through the rod side port 34 and is opened to the atmosphere. Therefore, the piston 50 starts to move toward the first gas chamber 30 due to the pressure difference between the pressure P _S of the second gas chamber 32 and the pressure P _{0 of} the first gas chamber 30. Since there is a pressure difference between the second gas chamber 32 and the first gas chamber 30, the thrust due to the difference between the pressure receiving area of the piston 50 on the first gas chamber 30 side and the pressure receiving area on the second gas chamber 32 side is taken into account. It is not necessary.

(C) is when a certain amount of time has elapsed from (b), in which the three-way valve 100 is in an operating state and the gas pressure cylinder 22 is in a stable state. Here, due to the pressure difference between the pressure P _S of the second gas chamber 32 and the pressure P _{0 of} the first gas chamber 30, the position of the piston 50 is stably settled toward the first gas chamber 30 side. The frame 12 descends to the rail 4 side, the excitation coil 16 is excited, and the rail brake works.

In (d), the three-way valve 100 switches to a resting state. Here, the gas at the pressure P _S from the gas pressure supply source 70 communicates with the fourth port 148C from the first port 142C via the gas pressure supply path 136, and the first gas from the rod side port 34 of the gas pressure cylinder 132. Supplied to the chamber 30. As a result, the pressure in the first gas chamber 30 increases from P ₀ to P _S. On the other hand, the second air chamber 32 is communicated with the second port 144C from the third port 146C of the head-side port 36, because it is open to the atmosphere, the pressure of the second gas chamber 32 is lowered from P _S to P ₀ . Therefore, the piston 50 starts moving toward the second gas chamber 32 due to the pressure difference between the pressure P _S of the first gas chamber 30 and the pressure P _{0 of} the second gas chamber 32. In the example of FIG. 6, after (d), the process proceeds to the state (a), and thereafter the above-described change in state is repeated.

Figure 7 is a diagram showing a state of the gas pressure cylinder 132 when the gas pressure supply passage 136 from the gas pressure supply source 70 for some reason is not supplied gas pressure P _S. Here, the gas pressure supply passage 136 between the gas pressure supply source 70 and the check valve 72 and broken at X marks show that the gas pressure P _S is not supplied to the gas pressure supply passage 136.

FIG. 7A shows a case where gas supply from the gas pressure supply source 70 is no longer supplied to the gas pressure supply path 136 when the three-way valve 100 is in a rest state and the gas pressure cylinder 132 is in a stable state. . In this case, by the action of the check valve 72, the gas in the first gas chamber 30 is substantially without leaking to the outside, the pressure of the first gas chamber 30, like the FIG. 6 (a), a P _S maintain. Since the second gas chamber 32 is open to the atmosphere, its pressure is P ₀ . Therefore, the piston 50 is on the second gas chamber 32 side, the frame 12 is pulled up to the cart frame 8 side, and no rail brake is applied.

(B) shows the case where the four-way valve 140 is switched to the operating state by the command of the brake control unit 124 of the control device 120 after the gas supply from the gas pressure supply source 70 is no longer supplied to the gas pressure supply path 136. . At this time, since the gas supply from the gas pressure supply path 136 is not supplied to the second gas chamber 32, the state of P _{0 at} the previous pressure is maintained. The first gas chamber 30, so opened to the atmosphere to maintain the state of being elevated from P _S to P _0. Since the first gas chamber 30 is opened to the atmosphere, the pressure is P ₀ .

Thus, the pressure in the first gas chamber 30 and the pressure in the second gas chamber 32 are both the same pressure of P ₀ , but the piston rod 52 protruding from the cylinder portion 26 is the atmospheric pressure outside the gas pressure cylinder 132. Under atmospheric pressure. Therefore, the pressure receiving area on the first gas chamber 30 side in the piston 50 is substantially the same as the pressure receiving area on the second gas chamber 32 side. For this reason, the thrust by the difference of a pressure receiving area as demonstrated in FIG. 4, FIG. 5 does not generate | occur | produce. That is, the piston 50 maintains the state (a) and does not move. Accordingly, the piston 50 is on the second gas chamber 32 side and the frame 12 is pulled up on the cart frame 8 side, even though the brake control unit 124 issues an operation state command and the four-way valve 140 is switched to the operation state. In the state, the rail brake is not applied.

(C) is a time when a certain amount of time has elapsed from (b), the three-way valve 100 is in an operating state, and the gas pressure cylinder 22 is in a stable state. Here, there is no change from (a) and (b), the second gas chamber 32 maintains the pressure P ₀ state, and the first gas chamber 30 maintains the pressure P ₀ increased state. Since the first gas chamber 30 is open to the atmosphere, the pressure is P ₀ . Accordingly, the piston 50 maintains the states (a) and (b), does not move, and remains in a state where the rail brake is not applied.

In the next (d), the three-way valve 100 is switched to a resting state. As a result, the second gas chamber 32 is newly opened to the atmosphere. However, since the second gas chamber 32 is already opened to the atmosphere in (a), the state does not change and the pressure remains P ₀ . Accordingly, the piston 50 remains in the state (c).

6 and 7 show the following. That is, in prior art lifting apparatus 130, when the gas pressure supply source 70 to the gas pressure supply passage 136 gas pressure P _S is supplied, similarly to FIG. 3, the brake control unit in an emergency such as a railway vehicle When 124 issues an operation state command, the rail brake is applied. On the other hand, when no gas is supplied from the gas pressure supply source 70 to the gas pressure supply path 136, the rail brake is not applied even if the brake control unit 124 issues an operation state command in an emergency or the like of the railway vehicle.

  On the other hand, in the lifting device 20 having the configuration shown in FIGS. 2 and 3, even when the gas is not supplied from the gas pressure supply source 70 to the gas pressure supply path 136, the brake control unit 124 issues an operation state command. The piston 50 moves to the first gas chamber 30 side in a self-starting manner, and the rail brake is applied. This difference in action is based on a difference in connection between the gas pressure supply paths 80 and 136, a difference in configuration between the three-way valve 100 and the four-way valve 140, a difference in presence or absence of the buffer tank 78, and the like. In addition, since the three-way valve 100 is used instead of the four-way valve in the configuration of FIGS. 2 and 3, there is a difference that the leakage in the switching valve is smaller than that of the four-way valve.

  According to the configuration of the lifting device 20 of FIGS. 2 and 3, even if the gas supply from the gas pressure supply source 70 ceases, the piston 50 has the second gas chamber 32 due to the difference in pressure receiving area on both sides of the piston 50. It moves in a self-starting direction from the side toward the first gas chamber 30 side. The self-starting moving speed depends on the speed at which the gas escapes from the first gas chamber 30. FIG. 8 is a diagram showing a gas pressure cylinder 150 that can change the speed at which the gas escapes from the first gas chamber 30 side according to the lowered position of the piston 50 as a modification of the gas pressure cylinder 22 in FIGS. It is.

  FIG. 8 is a cross-sectional view of the gas pressure cylinder 150 corresponding to the state of FIG. The state of FIG. 4B is in the middle of movement of the piston 50 from the second gas chamber 32 side to the first gas chamber 30 side. In the gas pressure cylinder 150, an end channel 154 and a bypass channel 156 are provided in a channel between the first gas chamber 30 of the first rod cover 42 and the rod side port 34.

The end channel 154 is a channel that connects the rod side port 34 connected to the gas pressure supply channel 80 and the opening 158 at the end of the first gas chamber 30 via a predetermined orifice 160. It is. The opening 158 at the end of the end channel 154 on the first gas chamber 30 side is provided on the bottom surface of the first gas chamber 30. The position of the opening 158 of the end channel 154 along the vertical direction in the gas pressure cylinder 150 is the position of the bottom surface of the first gas chamber 30 of the gas pressure cylinder 150. They show this position and H _28. The orifice 160 is a restricting portion that restricts the flow of gas that flows from the first gas chamber 30 to the rod side port 34, and by setting the restricting diameter or the like to a predetermined value, the flow rate that flows through the end channel 154 is reduced. The flow rate should be small compared to the gas flow rate when no gas is provided.

The bypass channel 156 has an opening that opens to the inner peripheral wall of the cylinder tube 38 on the second gas chamber 32 side of the rod side port 34 connected to the gas pressure supply channel 80 and the opening 158 of the end channel 154. 162 is a flow path connecting between the two. The bypass passage 156 is not provided with a flow restriction means such as an orifice. The position of the lower end on the first gas chamber 30 side of the opening 162 measured from the reference position is indicated as H ₁₅₆ with the position H ₂₈ of the opening 158 of the end channel 154 as the reference position.

8, the position H ₂₈ of the opening 158 of the end flow path 154 as a reference position, the position of the pressure receiving surface of the first gas chamber 30 side of the piston 50 and H _55. The state of FIG. 8 is H ₅₅ > H ₁₅₆ , and the piston 50 does not block the opening 162 of the bypass channel 156. Therefore, the flow rate of the gas flowing from the first gas chamber 30 toward the rod side port 34 is the sum of the flow rate Q ₁₅₄ flowing through the end channel 154 and the flow rate Q ₁₅₆ flowing through the bypass channel 156. Since the orifice 160 is provided in the end channel 154, Q ₁₅₄ <Q ₁₅₆ . Assuming that the flow rate of the gas flowing from the first gas chamber 30 to the rod side port 34 side is Q ₂₈ , in the range of H ₅₅ > H ₁₅₆ where the piston 50 does not completely block the opening 162 of the bypass flow path 156, Q ₂₈ = (Q ₁₅₄ + Q ₁₅₆ )> Q ₁₅₄ .

When the piston 50 further descends to the first gas chamber 30 side and completely closes the opening 162 of the bypass channel 156, the flow rate of the gas flowing from the first gas chamber 30 to the rod side port 34 side is the end flow. Only the flow rate Q ₁₅₄ flowing through the path 154 is obtained. That is, Q ₂₈ = Q ₁₅₄ <(Q ₁₅₄ + Q ₁₅₆ ) in the range of (0 ≦ H ₅₅ ≦ H ₁₅₆ ) after the piston 50 completely blocks the opening 162 of the bypass channel 156. Thereby, as the piston 50 moves in the direction toward the first gas chamber 30, the amount of the gas in the first gas chamber 30 that escapes toward the second gas chamber decreases, so that the moving speed of the piston 50 can be moderated, The impact caused by rail brake operation can be reduced.

  In the above, the flow path between the first gas chamber 30 and the rod side port 34 of the first rod cover 42 is connected in parallel with the two flow paths of the end flow path 154 and the bypass flow path 156 having different flow rates. Configured. Further, in order to make the moving speed of the piston 50 gentle in multiple steps, a plurality of flow paths having different flow rates can be connected in parallel, and the position of the opening of each flow path can be placed on the inner peripheral wall of the cylinder tube 38. You may arrange | position sequentially in the up-down direction along.

  4 rails, 6 wheels, 8 bogie frames, 10 (railcar) rail brake systems, 12 frames, 14 magnetic flux generators, 15 magnetic poles, 16 excitation coils, 18 brake shoes, 20, 130 lifting devices, 22, 132, 150 Gas cylinder, 24 Elevating gas pressure circuit, 26 Cylinder part, 28 Piston part, 30 First gas chamber, 32 Second gas chamber, 34 Rod side port, 36 Head side port, 38 Cylinder tube, 40 Head cover, 42 First Rod cover, 44 Second rod cover, 46 Sliding seal ring, 48 Rod support ring, 50 Piston, 52, 134 Piston rod, 54 Connecting rod sleeve, 56 Connecting rod, 58 Piston presser ring, 60 Stopper, 62 Sliding ring, 64 Piston ring, 70 gas pressure Supply source, 72 Check valve, 74 Filter, 76, 90 Restriction part, 78 Buffer tank, 80, 136 Gas pressure supply path, 82 1st port side flow path, 84 Connection point, 86 2nd port side flow path, 88 1st 3-port side flow path, 92 silencer, 100 three-way valve, 100A, 140C (indicating communication state in rest state), 100B, 140D (indicating communication state in operation state) frame, 102 actuator, 104 return means, 106 106A, 106B, 142, 142C, 142D 1st port, 108, 108A, 108B, 144, 144C, 144D 2nd port, 110, 110A, 110B, 146, 146C, 146D 3rd port, 120 controller, 122 excitation Circuit, 124 Brake control unit, 140 Four-way valve, 148, 148C, 148D Fourth Over DOO, 154 end channel, 156 bypass passage, 158, 162 opening, 160 orifices.

Claims (5)

A frame that can be lifted and lowered from a carriage frame supported by wheels via a lifting device;
A magnetic flux generator including a magnetic pole attached to the frame and an exciting coil wound around the magnetic pole;
Brake shoes attached to the magnetic poles facing the rails,
A control device that performs brake control between the brake shoe and the rail by controlling the lifting and lowering of the lifting device and the excitation of the excitation coil;
With
The lifting device
A gas pressure source;
A gas pressure cylinder provided between the frame and the carriage frame, the gas cylinder being partitioned by a piston into a first gas chamber on the piston rod side and a second gas chamber on the opposite side of the piston rod;
A gas pressure supply path extending from the gas pressure supply source to the first gas chamber of the gas pressure cylinder via a check valve;
A first port connected to the gas pressure supply path, a second port opened to the atmosphere, and a third port connected to the second gas chamber of the gas pressure cylinder; A three-way valve that connects the third port to the second port and connects the third port to the first port when the brake control is in an operating state; and
A rail brake system for a railway vehicle, comprising: In the rail brake system of the railway vehicle according to claim 1,
The lifting device includes a buffer tank provided at a connection point between the first port of the three-way valve and the gas pressure supply path. In the rail brake system of the railway vehicle according to claim 1 or 2,
The piston is
A rail brake system for a railway vehicle, wherein the pressure receiving area on the first gas chamber side is 80% or less and 10% or more of the pressure receiving area on the second gas chamber side. In the rail brake system of the railway vehicle according to any one of claims 1 to 3,
A rail brake system for a railway vehicle, characterized in that an axial direction of the gas pressure cylinder is parallel to an ascending / descending direction of the frame. In the rail brake system of the railway vehicle according to any one of claims 1 to 4,
The gas pressure cylinder is
An end flow path connected via a predetermined orifice between the gas pressure supply path and the end of the first gas chamber;
A bypass flow path connected to the gas pressure supply path on the second gas chamber side of the end flow path in the first gas chamber;
A rail brake system for a railway vehicle, comprising:

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