JPH0654406A - Brake for railway train - Google Patents

Abstract

PURPOSE:To simplify a structure by providing a brake controller for controlling hydraulic pressure to be supplied to an actuator based on an electric signal or a safety brake signal from a brake receiving amount unit at each wheel axle or a truck which the axle belongs to. CONSTITUTION:When a wheel slides, a slide preventing unit 12B of a brake receiving amount unit 22 senses it by a speed signal 20, and outputs a slide control signal 7 to a logic circuit 24. Then, the circuit 24 outputs the signal 7 for turning off a pressure increasing switching valve 25a and turning on a pressure decreasing switching valve 26a as a control signal 28 to a brake control unit 23a provided at each truck. Accordingly, the valve 25a closes a passage between a hydraulic pressure source 13 and an actuator 4a, and the valve 26a discharges hydraulic fluid in the actuator 4a to easily readhere a slide shaft. At the time of emergency of a train, a stock switching valve 14 is operated by a safety brake signal 30 to supply fluid pressure set by a pressure reducing valve 15 to the actuators 4a, 4b.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a railway vehicle brake system.

[0002]

2. Description of the Related Art As a conventional brake system for railway vehicles, for example, the one for "Tobu Railway New Limited Express 100 series vehicle brake system" of P22-29 of Nabco Technical Report No. 71 (issued on January 1, 1991) is available. is there. The configuration of the conventional railway vehicle brake device will be described below with reference to the block diagram of FIG. In FIG. 5, the conventional railway vehicle brake device is provided in each vehicle body A and receives a brake command 19 from a brake controller 1 installed in a lead car as an electric signal to calculate and output a brake command signal 6. Brake receiving device 2
And a brake control device 3 provided on each vehicle body A for converting the brake command signal 6 into a fluid pressure and outputting it as a brake pressure 11, and a brake control device 3 provided on each wheel shaft 9 of the vehicle body A for receiving the brake pressure 11 and braking. And an actuator 4 for generating a force. Further, when the brake control device 3 loosens the braking force when the wheels slip, the braking force is relaxed on a vehicle-by-vehicle basis and the braking distance is extended. A control valve 5 is provided, and a safety brake device 29, which receives a safety brake signal 30 and outputs a brake pressure 11a to the actuator 4 of each wheel axle 9 in case of an emergency of the vehicle, controls the brakes by a double check valve 31 with a higher priority. It is connected to the brake pressure 11 of the device 3. The brake control device 3 includes a relay valve, a solenoid valve, a switching valve, and the like,
The brake pressure 11 is supplied to or discharged from each actuator 4 in response to the brake command 19. When the readhesion control valve 5 receives the slip control signal 7 of the slip preventer provided in the brake receiving device 2, only the readhesion control valve 5 to which the wheel shaft 9 belongs is actuated to brake the wheel shaft 9 as a unit. By loosening the force, the wheel of the wheel shaft 9 is re-adhered while the decrease in the braking force is prevented as much as possible. The slip of the wheel is detected by the slip prevention device of the brake receiving device 2 by the speed signal 20 of the speed sensor 10 provided on the wheel shaft 9. Further, the safety brake device 29 is a brake device used for braking the vehicle in operation when the regular brake device fails, and it is the 18th railway operation rule.
Article 1 requires installation on a vehicle, and Article 184 of the same regulation stipulates that equipment for safety brakes and air piping should be provided independently of other equipment and air piping as much as possible.

[0003]

Referring to FIG. 5, in the conventional brake device for a railroad vehicle, a brake control device 3 for supplying and discharging a pressure fluid as a braking force to an actuator 4 is provided for each vehicle body. Since a re-adhesion control valve 5 is provided for each wheel shaft 9 to supply and discharge only the pressure fluid of the actuator 4 of the corresponding wheel at the time of gliding to re-adhere the wheel, the brake control device 3 and the re-adhesion control valve 5 are provided. And the brake control device 3 and the safety brake device 29 provided for each vehicle body supply pressure fluid to a plurality of actuators 4 provided on each wheel shaft 9. Because it is configured,
There is a problem that the structure of the brake device is complicated because not only the electric wiring for transmitting each electric signal to the vehicle body side but also the air pipe must be drawn through.

The present invention has been made in view of the above problems of the prior art, and an object thereof is to provide a brake device having a simplified structure.

[0005]

In order to solve the above-mentioned problems, a railway vehicle brake system according to the present invention includes a brake receiving device for outputting a brake command signal or a sliding control signal as an electric signal, and an emergency of the vehicle. A braking device for a railway vehicle comprising: a means for outputting a safety brake signal; and an actuator which is provided for each wheel shaft and is supplied with and discharges a pressure fluid as a braking force based on the electric signal or the safety brake signal. A wheel control unit for controlling the fluid pressure supplied to the actuator based on an electric signal or a safety brake signal from the brake receiving device is provided for each wheel shaft or each carriage to which the wheel shaft belongs, and the brake control unit is A pressure increasing switching valve that supplies fluid pressure to the actuator based on the brake command signal or the sliding control signal; And a safety switching valve that is provided in parallel with the pressure increasing switching valve and that receives the safety brake signal and supplies fluid pressure to the actuator. .

[0006]

According to the present invention, the pressure-increasing switching valve and the pressure-decreasing switching valve which are operated by the brake command signal or the sliding control signal for each wheel shaft or each carriage to which the wheel shaft belongs are provided with a safety brake signal in parallel with the pressure increasing switching valve. Since the brake control unit having the safety switching valve that receives and operates is provided, the pressure increasing switching valve and the pressure reducing switching valve can be used even if the brake control device and the readhesion control valve are not redundantly provided unlike the conventional case. It is possible to combine the functions of the brake control device and the readhesion control valve, and the safety brake device that must be installed in the vehicle is also incorporated in this brake control unit, so piping as in the past has been done for the vehicle body. It is not necessary to pass it through, and the configuration can be simplified accordingly.

[0007]

Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a block diagram of a railway vehicle brake device of the present invention, FIG. 2 is a block diagram of a brake receiving device and a brake control unit, FIG. 3 is a truth combination diagram of logic circuits, and FIG. 4 is a block diagram of another embodiment. Is. 1, 2, and 4, the same components as those in FIG. 5 are designated by the same reference numerals, and the description thereof will be omitted.

In FIG. 1, the brake control units 23a, 2
3b is provided on the bogies 8a and 8b, and is operated by a control signal 28 from a brake receiving device 22 provided for each vehicle body A, and is also operated by a safety brake signal 30 output at the time of emergency of the vehicle. .

FIG. 2 shows the configuration of the brake receiving device 22 and the brake control section 23a of the brake control sections 23a and 23b provided on the carriage 8a. The brake control unit 23b has the same configuration. 1 and 2, the brake control unit 23a is composed of a hydraulic circuit including the fluid pressure source 13, and can be mounted on the truck 8a because it can be downsized as compared with the conventional pneumatic circuit. . The brake control unit 23a includes pressure increasing switching valves 25a and 25b and pressure reducing switching valves 26a and 2a for the wheel shafts 9a and 9b.
6b and respective pressure sensors 18a and 18b, and a safety brake unit including a safety switching valve 14 and a pressure setting pressure reducing valve 15 which are provided in common for both wheel shafts 9a and 9b. Become.

First, the construction and operation of the service brake section will be described. In FIG. 2, each pressure increasing switching valve 25
a and 25b are the fluid pressure source 13 and each actuator 4a,
4b is a normally-closed switching valve that closes or connects each passage between them, and the pressure reducing switching valves 26a and 26b are pressure increasing switching valves 25a and 25, respectively.
b is branched from each passage between each actuator 4a and 4b, and is provided in parallel with each actuator 4a and 4b,
It is a normally closed switching valve that traps or discharges the pressure fluid supplied to each passage. Brake receiving device 2
Reference numeral 2 includes a brake receiver 12A, a skid preventer 12B, and a logic circuit 24. The logic circuit 24 performs signal conversion with priority given to the sliding control signal 7 according to the truth combination of FIG. Hereinafter, the operation of the actuator 4a side will be described, but the same applies to the actuator 4b side. First, when the brake command 19 is given to the brake receiver 12A, the brake receiver 12A outputs the brake command signal 6 to the logic circuit 24 based on the brake command 19. Then, the logic circuit 24 outputs the brake command signal 6 as the control signal 28 to the pressure increasing switching valve 25a, and the pressure increasing switching valve 25a.
Is turned on to generate the fluid pressure from the fluid pressure source 13 in the actuator 4a. The pressure sensor 18a detects the fluid pressure of the actuator 4a at this time by the brake receiver 12
The brake receiver 12A, which is transmitted to A as a feedback signal 21, outputs a brake command signal 6 for correcting the difference between the brake command 19 and the feedback signal 21, and the logic circuit 24 outputs the control signal 28. The pressure is increased to control the pressure increasing switching valve 25a and the pressure reducing switching valve 26a to be turned on and off to make the brake pressure in the actuator 4a proportional to the brake command 19. (Brake mode). Even if the brake command 19 is given to the brake receiver 12A, wheel slippage occurs and the slip preventer 12
B detects this with the speed signal 20 and detects the sliding control signal 7
To the logic circuit 24, the logic circuit 24 gives priority to the sliding control signal 7 as the control signal 28. (Sliding mode).

That is, when wheel slip occurs, the slip preventer 12B outputs the slip control signal 7 to the logic circuit 24,
The logic circuit 24 outputs a sliding control signal 7 as a control signal 28 for turning off the pressure increasing switching valve 25a and turning on the pressure reducing switching valve 26a as in the conventional case. Pressure increase switching valve 25a
Closes off the passage between the fluid pressure source 13 and the actuator 4a, and the decompression switching valve 26a discharges the pressure fluid in the actuator 4a to facilitate re-adhesion of the sliding shaft. When the sliding shaft stops sliding and starts to re-adhesion, a signal for turning off the pressure reducing switching valve 26a is issued from the sliding stopper 12B via the logic circuit 24, and the pressure fluid in the actuator 4a is maintained. Then, when the sliding shaft is re-adhered, the logic circuit 24 turns on the pressure increasing switching valve 25a based on the signal from the sliding prevention device 12B, and the fluid pressure is output to the actuator 4a. After that, the logic circuit 24 is switched to the brake mode again, the brake commander 12A compares the brake command 19 with the feedback signal 21 from the pressure sensor 18a, and the fluid pressure proportional to the brake command 19 is applied to the actuator 4a. generate.

Next, the structure and operation of the safety brake section will be described. In FIG. 2, the fluid pressure source 13 to the safety switching valve 14 and the pressure reducing valve 15 are pressure increasing switching valves 25a,
25b is connected in parallel, and the circuit of the safety switching valve 14 is provided with check valves 16a and 16b. The circuits of the switching valves 25a and 26a on the actuator 4a side and the switching valves 25b on the actuator 4b side are provided. , 26b are not directly connected to the circuit. Since the safety switching valve 14 is used for emergency braking, it is normally open and operates by demagnetizing the normally energized safety braking signal 30. The safety brake signal 30 is also input to the skid prevention device 12B of the brake receiving device 22, and the skid control signal 7 is not output when the safety brake is activated. In the event of an emergency of the vehicle, for example, when a safety switch provided in the passenger compartment is activated, a safety brake signal 30 is output and the safety switching valve 14 is activated to activate each actuator 4a,
The fluid pressure set by the pressure reducing valve 15 is supplied to 4b and acts as an emergency brake.

FIG. 4 shows another embodiment. 4 is different from FIG. 2 in that each pressure reducing switching valve 26a, 2
A check valve 27 with a spring as a back pressure setting portion on the outlet side of 6b.
a and 27b are provided, and the decompression switching valve 36 common to the actuators 4a and 4b is provided as the check valves 17a and 1
It is a point provided via 7b. This check valve 17
a and 17b are also the switching valves 25a on the actuator 4a side,
26a circuit and each switching valve 25 on the actuator 4b side
It is provided so as not to directly communicate with the circuits b and 26b. The check valves 27a and 27b with springs are configured so that when the pressure fluid is discharged from the pressure reducing switching valves 26a and 26b, the initial charging pressure (actuating the actuators so that the brakes are immediately actuated so that the brakes are immediately activated) can be obtained. It is provided to leave the pressure necessary to keep it activated). Therefore, while the brake command signal 6 is being output, the logic circuit 24 outputs the check valve 2 with spring.
Pressure reducing switching valves 26a, 26b provided with 7a, 27b
Is used to discharge the pressure fluid in each actuator 4a, 4b, and when the brake command signal 6 disappears, the pressure reducing switching valve 36 is controlled to discharge all the pressure fluid in each actuator 4a, 4b, and the brake command signal is discharged. It becomes possible to improve the brake response at the time of 6 outputs. Further, when the pressure reducing switching valves 26a and 26b are used especially when controlling the sliding of the wheels by the sliding control signal 7, each actuator 4
The initial charging pressure can be left in a and b, which is also preferable in terms of responsiveness. If the safety switching valve 14 and the pressure reducing switching valve 36 are operated even when the normal brake command signal 6 or the sliding control signal 7 is output, the brake response can be further improved, which is preferable.

As described above, in any of the embodiments, the pressure increasing switching valves 25a, 25b and the pressure reducing switching valves 26a, 2 are used.
Since 6b is operated by the brake command signal 6 or the sliding control signal 7, it is not necessary to have both a brake control device and a readhesion control valve as in the conventional case, and the safety brake device also functions as the safety switching valve 14 with this brake control unit. 23a,
Since it is incorporated in 23b, it is not necessary to draw a pipe through the vehicle body, and the configuration of the brake device can be simplified. Further, since the brake control unit 23a is provided in the vicinity of the actuators 4a and 4b, high responsiveness can be realized accordingly.
It can be used for speeding up vehicles.

[0015]

As described above, the railway vehicle brake system of the present invention causes the actuator to be provided to the actuator based on the electric signal or the safety brake signal from the brake receiving device for each wheel shaft or each carriage to which the wheel shaft belongs. A brake control unit for controlling the supplied fluid pressure is provided, and the brake control unit discharges the pressure increasing switching valve that supplies the fluid pressure to the actuator based on the brake command signal or the sliding control signal. Since there is a pressure reducing switching valve and a safety switching valve which is provided in parallel with the pressure increasing switching valve and which receives the safety brake signal and supplies fluid pressure to the actuator, the pressure increasing switching valve and the pressure reducing valve are provided. The switching valve for the vehicle can have the functions of both the brake control device and the readhesion control valve, and the safety breaker must be installed in the vehicle. Device is also so incorporated in the brake control unit, it becomes unnecessary to pass pull the pipe to the vehicle body as in the prior art, it can be simplified correspondingly configured.

[Brief description of drawings]

FIG. 1 is a block diagram of a railway vehicle braking device of the present invention.

FIG. 2 is a block diagram of a brake receiving device and a brake control unit according to the embodiment.

FIG. 3 is a truth combination diagram of the logic circuit according to the embodiment.

FIG. 4 is a block diagram of another embodiment.

FIG. 5 is a block diagram of a conventional railway vehicle brake device.

[Explanation of symbols]

 4a Actuator 4b Actuator 4c Actuator 4d Actuator 6 Brake command signal 7 Sliding control signal 8a Bogie 8b Bogie 9a Wheel axle 9b Wheel axle 14 Safety switching valve 22 Brake receiving device 23a Brake control section 23b Brake control section 25a Pressure increase switching valve 25b Pressure increase switching valve 26a Pressure reduction switching valve 26b Pressure reduction switching valve 30 Safety brake signal

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Toshiyuki Matsuoka 3-586, Higashi Jiyugaoka, Shizen-cho, Miki City, Hyogo Prefecture No. 10 (72) Inventor Osamu Akamatsu 22, 1148, Higashi-Futami, Futami-cho, Akashi-shi, Hyogo

Claims (1)

[Claims] 1. A brake receiving device for outputting a brake command signal or a skid control signal as an electric signal, a means for outputting a safety brake signal in case of an emergency of a vehicle, and the electric signal or safety brake provided for each wheel shaft. In a railway vehicle brake device equipped with an actuator that supplies and discharges a pressure fluid as a braking force based on a signal, an electric signal or safety from the brake receiving device for each of the wheel shaft or each carriage to which the wheel shaft belongs A brake control unit for controlling the fluid pressure supplied to the actuator based on a brake signal is provided, and the brake control unit supplies a fluid pressure to the actuator based on the brake command signal or the sliding control signal. Valve and a pressure reducing switching valve for discharging the fluid pressure, and the safety valve provided in parallel with the pressure increasing switching valve. A brake device for a railway vehicle, comprising a safety switching valve that receives a brake signal and supplies fluid pressure to the actuator.