JP3484697B2 - Brake equipment for railway vehicles - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a brake device for a railway vehicle which is provided for each axle or trolley and can control the braking force as fluid pressure for each axle or trolley.

[0002]

2. Description of the Related Art Conventionally, as a railway vehicle brake device capable of controlling a braking force for each axle, Japanese Patent Laid-Open No. 5-29423 has been proposed.
There is one described in Japanese Patent Publication No. 7. As shown in FIG. 5, the brake device described in this publication uses a brake command signal output from a brake controller 101 of a driver's cab via a brake force command converter 102 to provide brake control for each vehicle. The braking force is input to the device 103, the braking force for each axle is calculated by the brake control device 103, and the braking force command signal obtained as a result of this calculation is supplied to the electropneumatic conversion valve 104 provided corresponding to each axle. The brake pressure output from the electropneumatic conversion valve 104 is provided for each axle via the double check valve 105, the relay valve 106, and the skid prevention valve 107 provided for each axle. It is supplied to the brake cylinder BC. In addition, the variable load valve 1 is connected to the brake device in parallel with the electropneumatic conversion valve 104.
08 and an emergency electromagnetic valve 109 are provided, and the emergency brake pressure can be supplied to each of the double check valves 105 via the variable load valve 108 and the emergency electromagnetic valve 109.

The operation of this brake device is as follows. When a regular brake is commanded from the brake controller 101, the electropneumatic conversion valve 104 for each axle outputs a brake pressure commensurate with the brake force command signal,
Double check valve 105, relay valve 106, and skid prevention valve 10
The brake pressure is output to the brake cylinder BC via 7. Further, when an emergency brake is commanded from the brake controller 101, a brake force command signal as an emergency brake force command is output to the electropneumatic conversion valve 104, and a brake pressure commensurate with the brake force command signal is output. At the same time, the emergency brake command line connected to the emergency solenoid valve 109 is de-energized, and the variable load valve 108 outputs the emergency brake pressure. And the above-mentioned double check valve 1
By 05, the brake pressure from the electro-pneumatic conversion valve 104 and the emergency brake pressure from the variable load valve 108 are given higher priority, and the brake pressure is output to the brake cylinder BC. Note that the sliding control is performed by a sliding control valve (not shown) at the time of both the brake command and the emergency brake command.

The above brake device is a brake control device 1.
When an abnormality such as disconnection occurs in 03, the braking force command signal to the electro-pneumatic conversion valve 104 is cut off and the electro-pneumatic conversion valve 104 does not operate normally. Therefore, when the driver operates the brake controller 101 to issue an emergency brake command, the emergency electromagnetic valve 109 is activated, and the emergency brake pressure is output from the variable load valve 108.

As described above, by using the braking device capable of independently controlling the braking force for each axle, the control of the braking force distribution accompanying the axle load movement during braking and the reduction of the braking force associated with the sliding control of an arbitrary axle are performed. It is possible to supplement the minute with the braking force of other axles and perform control to secure the total braking force. In particular, in recent years, it is possible to expect self-re-adhesion of wheels, and the speed of the entire rolling stock-tensile force characteristics
A railway vehicle that controls a main electric motor using a variable voltage variable frequency control device (hereinafter referred to as “VVVF control device”) that can improve regenerative braking force characteristics is adopted. Conventionally, this VVVF control device has collectively controlled a plurality of main motors. However, from the viewpoints of speeding up the vehicle, reducing energy consumption, and improving efficiency, it has been proposed to individually control each main electric motor in order to perform better control. In this case, the regenerative braking force is individually controlled for each main electric motor according to the adhesion state of the wheel corresponding to the main electric motor.

[0006] Therefore, in a railway vehicle employing the VVVF control device capable of individually controlling the regenerative braking force of the main electric motor,
By combining the above braking device that can control the braking force as fluid pressure for each axle, the braking force as fluid pressure that matches the shortage of the regenerative braking force of the main electric motor is supplemented only to the axle corresponding to that main electric motor. Therefore, the coordination with the regenerative braking force can be improved. The VVVF control device controls the main electric motors provided for the respective axles or bogies individually, but the main electric motors provided for each axle may be controlled for each bogie. When the traction motor is provided for each trolley or when the traction motor is controlled for each trolley, the brake device may be provided for each trolley.

[0007]

DISCLOSURE OF INVENTION Problems to be Solved by the Invention
Conventionally, the electro-pneumatic conversion valve 104, the double check valve 105, the relay valve 106, and the skid prevention valve 107, which are fluid pressure devices, are provided for each axle, so that the number of parts is inevitably increased. For this reason, there is a problem that the structure of the brake device becomes complicated, the device becomes large in size, its weight becomes heavy, and the labor load for maintenance increases. The present invention has been made in view of the above problems, and it is an object of the present invention to provide a railway vehicle brake device that achieves the same function as a conventional device and can control individual braking forces without complicating the configuration. To aim.

[0008]

A railway vehicle brake system of the present invention for achieving the above object is provided for each truck or vehicle, and an emergency braking pressure equivalent to the maximum braking force corresponding to the load of the truck or vehicle is provided. And a solenoid that is provided for each axle or trolley and that receives the emergency brake pressure from the variable load valve and outputs the brake pressure corresponding to the brake pressure control signal output from the brake receiver. A control valve, a relay valve connected to this electromagnetic control valve, which capacity-amplifies the brake pressure and outputs it to the brake cylinder, and is provided between the variable load valve and the electromagnetic control valve, and is in the communication position in the demagnetized state. And a shut-off solenoid valve that is in a shutoff position in an excited state, and the solenoid control valve is controlled to switch between a communication, a shutoff and a discharge position, and the emergency brake pressure is relayed in a demagnetized state. The shut-off solenoid valve is connected to an emergency brake command line that is energized at all times and cuts off the energization at the time of an emergency brake command. The brake force command signal for each electromagnetic control valve, and the brake control unit that detects the sliding of the wheels and outputs the sliding control signal, and the braking force command signal, the output pressure of the electromagnetic control valve or the relay valve. A pressure control unit that receives a feedback signal of a certain brake pressure and the sliding control signal and outputs the brake pressure control signal by calculation for each electromagnetic control valve, and an abnormality detection that detects a failure of the brake control unit and the pressure control unit. Means, contact means for connecting and disconnecting the emergency brake command line and the shut-off solenoid valve, and the pressure signal received by the detection signal of the abnormality detection means. An output control means for cutting off the output of the control section, and this contact means always makes a disconnection state between the emergency brake command line and the shutoff electromagnetic valve, and receives a detection signal of the abnormality detection means, It is characterized in that the emergency brake command line and the shutoff solenoid valve are connected.

According to the railway vehicle brake device having the above-mentioned configuration, the contact means is in an emergency state when the brake command is not issued and the abnormality detecting means does not detect the failure of the brake control portion and the pressure control portion. The brake command line and the shutoff solenoid valve are shut off. Therefore, the shutoff solenoid valve is demagnetized and maintained in the communication position. Therefore, the emergency brake pressure output by the variable load valve can be supplied to the electromagnetic control valve. However, in this state, the electromagnetic control valve is set to, for example, the discharge position to prevent the brake pressure from being supplied to the relay valve.

When a service brake command is input to the brake control unit of the brake receiver in the above state, the brake control unit sends a brake force command signal for performing service brake control to each electromagnetic control valve. In response to the braking force command signal, the pressure control section calculates and outputs a braking pressure control signal for each electromagnetic control valve. As a result, the electromagnetic control valve is switched to the communicating state, and the brake pressure is supplied to the relay valve. Then, the pressure control unit appropriately controls the switching of the electromagnetic control valve based on the feedback signal of the brake pressure which is the output pressure of the electromagnetic control valve or the relay valve,
The electromagnetic control valve is made to output the brake pressure according to the brake pressure control signal. As a result, the brake pressure corresponding to the brake pressure control signal can be capacity-amplified by the relay valve and supplied to the corresponding brake cylinder.

Further, when an emergency brake command is input to the brake control unit while the brake command is not issued and the abnormality detecting means has not detected a failure of the brake control unit and the pressure control unit, the brake concerned The control unit outputs a brake force command signal for performing emergency brake control, and in response to this brake force command signal, the pressure control unit calculates and outputs a brake pressure control signal for each electromagnetic control valve. Then, the electromagnetic control valve is switched to the communicating state, and the emergency brake pressure output by the variable load valve is supplied to the relay valve. As a result, the emergency brake pressure can be capacity-amplified by the relay valve and supplied to the corresponding brake cylinder. At the same time that the emergency brake command is input to the brake control unit, the power supply to the emergency brake command line is cut off.The shutoff solenoid valve connected to this emergency brake command line is originally energized by the contact means. Since it is regulated, its operating state does not change.

Further, when a slip occurs in a state where the service brake control or the emergency brake control is being performed, the brake control section outputs a slide control signal, and when the slide control signal is received, a pressure is received. The control unit calculates and outputs a brake pressure control signal for sliding control for each electromagnetic control valve, and appropriately controls the switching of the electromagnetic control valve based on the feedback signal of the brake pressure to perform the sliding to the corresponding relay valve. Brake pressure corresponding to the braking force command signal for control is output. Therefore, unless the abnormality detecting means detects a failure of the brake control unit or the pressure control unit, the shut-off solenoid valve, the solenoid control valve, and the relay valve control the three functions of the service brake control, the emergency brake control, and the sliding control. be able to.

On the other hand, when at least one of the brake control section and the pressure control section has a failure such as a disconnection, which is detected by the abnormality detecting means, the contact means receives the detection signal and cuts off the emergency brake command line. Connect to the solenoid valve. Therefore, the shutoff solenoid valve is energized through the emergency brake command line to excite the shutoff solenoid valve. As a result, the shutoff solenoid valve is switched to the shut-off state, the air flow path between the variable load valve and the solenoid control valve is shut off, and the brake pressure is restricted from being supplied to the relay valve. Further, in response to the detection signal of the abnormality detection means, the output control means cuts off the output of the pressure control section to regulate the energization of the electromagnetic control valve. When an emergency brake command is issued in this state, the power supply to the emergency brake command line is cut off, and the shutoff solenoid valve is demagnetized to switch to the communication state. At this time, since the output control means regulates the energization of the electromagnetic control valve, the electromagnetic control valve is in the communicating position. Therefore, the emergency brake pressure output by the variable load valve can be supplied to the relay valve. Therefore, according to the emergency brake command,
The emergency brake can be operated without any problem. Even if a failure such as a wire breakage occurs in the brake receiver and the abnormality detection means detects this, there is no danger of the emergency brake being activated immediately. The emergency brake can be prevented from operating.

In the brake device having the above structure, the shutoff solenoid valve is provided for each solenoid control valve, and the abnormality detecting means detects an abnormality in the brake pressure control signal for each solenoid control valve, and the corresponding shutoff valve is provided. It is preferable to send a detection signal to the contact means of the solenoid valve, in this case, the abnormality detection means, for each electromagnetic control valve, that is, for each axle or carriage,
An abnormality of the brake pressure control signal is detected, and an abnormality detection signal is sent to the contact means of the shutoff solenoid valve corresponding to this abnormality detection to connect the shutoff solenoid valve and the emergency brake command line. Therefore, it is possible to switch only the shutoff solenoid valve corresponding to the above abnormality detection to the shut-off state to restrict the supply of the brake pressure to the brake cylinder corresponding to the shutoff solenoid valve. Therefore, even when the abnormality detecting means detects an abnormality in the brake pressure control signal corresponding to a specific electromagnetic control valve, the other electromagnetic control valve and the shutoff electromagnetic valve and the relay valve corresponding to this electromagnetic control valve , The regular brake control can be performed without any trouble.

The solenoid control valve is preferably a three-position switching solenoid valve which is switch-controlled according to the current value from the pressure control unit. In this case, the solenoid control valve is a single valve. Since it can be configured, the valve configuration can be further simplified.

[0016]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described in detail below with reference to the accompanying drawings. FIG. 1 is a schematic view showing one embodiment of a railway vehicle brake device of the present invention. This brake device performs normal service brake control, emergency brake control, and sliding control in association with each VVVF control device provided for each axle of the vehicle. This brake device includes a brake receiver 1 that outputs a brake pressure control signal for performing a regular brake control, an emergency brake control, and a sliding control, and a maximum brake force corresponding to a load applied to a truck of a vehicle. A variable load valve 2 that outputs an emergency brake pressure, and an electromagnetic control that receives an emergency brake pressure from the variable load valve 2 and outputs a brake pressure according to a brake pressure control signal output from the brake receiver 1 A valve 3, a relay valve 4 that capacity-amplifies the brake pressure output from the electromagnetic control valve 3 and outputs the amplified brake pressure to the brake cylinder BC, and a shutoff solenoid valve interposed between the variable load valve 2 and the electromagnetic control valve 3. 5 and.

The variable load valve 2 is provided for each truck, and the air spring pressure AS corresponding to the load applied to the truck is input from a pair of air springs provided for each truck. . The variable load valve 2 outputs compressed air having a pressure proportional to the air spring pressure AS and required to apply an emergency braking force according to the load applied to the truck. The output compressed air is supplied to the supply air reservoir A.
It is supplied separately from T (see FIG. 2).

The solenoid control valve 3 is provided for each axle, and is a three-port three-position switching valve that is controlled to switch between communication, cutoff, and discharge positions according to a signal from a pressure control unit 12 described later. Each is composed of. The electromagnetic control valve 3 is of a normally open type, which is in a communication position in a demagnetized state. When the electromagnetic control valve 3 is excited by a small current supplied from the pressure control unit 12, it is in a cutoff position and is excited by a large current. Take the discharge position. The electromagnetic control valve 3 is integrally configured with the relay valve 4 (see FIG. 2).

The relay valve 4 is provided so as to correspond to each electromagnetic control valve 3 provided for each axle. The relay valve 4 is of a normal balance type, and its pressure chamber 4a is connected to the output port 51 of the shutoff solenoid valve 5 via the solenoid control valve 3 (see FIG. 2). By supplying the brake pressure to the chamber 4a, the compressed air from the supply air reservoir AT is supplied to the brake cylinder BC.

The shutoff solenoid valve 5 is provided so as to correspond to each solenoid control valve 3 provided for each axle. The shut-off solenoid valve 5 is composed of a 3-port 2-position switching valve, and is in a communication position in a demagnetized state to allow the emergency brake pressure from the variable load valve 2 to be supplied to the solenoid control valve 3. , In the excitation state, it becomes the cutoff position,
The supply of the brake pressure to the electromagnetic control valve 3 is restricted. The shut-off solenoid valve 5 has a contact point C described later on the emergency brake command line L1 connected to the brake controller of the driver's cab.
1 is connected.

A brake force command signal for each electromagnetic control valve 3 is output to the brake receiver 1 in response to a regular or emergency brake command from the driver's cab, and wheel slip is detected. The brake control unit 11 that outputs a sliding control signal, the brake force command signal, a feedback signal of the brake pressure that is the output pressure of the electromagnetic control valve 4, and the sliding control signal are received, and the brake pressure control signal is electromagnetically controlled. A pressure control unit 12 that outputs a calculation for each valve 4, an abnormality detection unit 13 that detects a failure of the brake receiver 1 and the pressure control unit 12, and an abnormality detection unit 13 that is provided in the brake receiver 1 Shut-off solenoid valve control for selectively energizing and de-energizing the shut-off solenoid valve 5 based on an abnormality detection signal from the vehicle and an emergency brake command output from the brake controller of the cab And the stage 14 is provided.

Brake control unit 1 of the brake receiver 1
In 1, there is a brake command pattern from the cab,
A brake pattern section 11a that outputs a braking force command signal for each electromagnetic control valve 3 and a sliding control section 1 that detects a sliding wheel and outputs a sliding control signal for each electromagnetic control valve 3 described above.
1b are provided. The brake pattern portion 11
a and the sliding control unit 11b are provided for each vehicle,
The pressure control unit 12 is provided for each electromagnetic control valve 3, that is, for each axle. In addition, the brake pattern portion 11a
Is designed so that a signal corresponding to the load of the vehicle or the load applied to the truck is input from the load responding device 15 provided for each vehicle or the truck. Further, the brake pattern portion 11a, based on the regular and emergency brake commands from the driver's cab and the signal from the load-bearing device 15,
A brake force command signal for performing normal brake control and emergency brake control is calculated for each axle, and each pressure control unit 12 is operated.
To output individually. The braking force command signal output by the brake pattern unit 11a based on the emergency brake command is an off signal. In addition, the sliding control unit 11
b receives the speed signal from the vehicle speed sensor as an input, calculates the braking force command signal for performing the sliding control for each axle, and outputs it individually to each pressure control unit 12.

The pressure control unit 12 outputs the brake force command signal from the brake pattern unit 11a and the brake pressure feedback signal from the pressure sensor 8 which measures the brake pressure output by the electromagnetic control valve 3 based on the brake pressure feedback signal.
By controlling the switching of the electromagnetic control valve 3 via a, the brake pressure output to the relay valve 4 is adjusted to the brake pressure according to the brake force command signal. The brake pressure control signal output from the output unit 12a of the pressure control unit 12 is a different signal by changing the current value, and the electromagnetic control valve 3 is moved to a position required for brake pressure control according to the signal. Can be switched to. More specifically, as described above, the electromagnetic control valve 3
Is switched to a cutoff position by a small current value, switched to a discharge position by a large current value, and switched to a communication position by an off signal.

The abnormality detecting means 13 detects the failure of the brake pattern section 11a of the brake control section 11 and the load-bearing device 15 and the failure of each pressure control section 12 by the pressure control section. The second abnormality detection unit 13b for detecting each 12 is provided, and the output signal thereof is individually input to the shutoff electromagnetic valve control unit 14. The first abnormality detection unit 13a is the brake pattern unit 11a.
Built into the microcomputer that makes up the
The second abnormality detection unit 13b is incorporated in the microcomputer forming the pressure control unit 12. The abnormality detecting means 13 is calculated by the pressure control section 12 whether the microcomputer is operating according to a program, whether the braking force command signal as calculated by the brake pattern section 11a is output, or not. Whether or not the normal brake pressure control signal is output, whether or not a signal is input from the variable loader 15, and the like are detected, and an abnormality of the brake pattern portion 11a and the pressure control portion 12 is detected.

The abnormality detection signal output from the first abnormality detection section 13a is an off signal, and the brake control section 11a.
As long as is normal, the ON signal is being output. The ON signal output from the first abnormality detecting unit 13a is input as an exciting current of the first fail-safe relay FR1 included in the shutoff solenoid valve control means 14 via a driver (not shown). Therefore, when the first abnormality detector 13a outputs an abnormality detection signal (OFF signal), the first fail-safe relay FR1 is demagnetized.

The second abnormality detecting section 13b is provided for each pressure control section 12 so that the failure of each pressure control section 12 can be detected for each pressure control section 12. The abnormality detection signal of the second abnormality detection unit 13b is an OFF signal, and the ON signal is output as long as the pressure control unit 12 is normal. The ON signal output from the second abnormality detection unit 13b is connected to each pressure control unit 12 via a driver (not shown), and the second fail-safe relays FR2 to FR5 are configured in the shutoff solenoid valve control unit 14. Is input as the excitation current of. Therefore, when any of the second abnormality detection units 13b outputs an abnormality detection signal (OFF signal), the corresponding second fail-safe relay is demagnetized.

The shutoff solenoid valve control means 14 includes the first and
In addition to the second fail-safe relays FR1 to FR5, the first relays R1 to R4 as contact means for controlling the operation of each shutoff solenoid valve 5 and the output control means for cutting off the output of the pressure control unit 12 The second relays R5 to R8 are respectively configured for each shutoff solenoid valve 5. An emergency brake command from the driver's cab is input to the shutoff solenoid valve control means 14 through the emergency brake line L1. This emergency brake command is an on / off signal, and in the state without an emergency brake command, the emergency brake line L
When 1 is energized and an emergency brake command is issued,
The energized state is cut off. In addition, the current flowing through the emergency brake line L1 is the first relay R1.
Through the normally closed contacts C1 to C4 of R4 to R4, an exciting current is input to the shutoff solenoid valve 5.

The first and second relays R1 to R8 have a first fail-safe relay FR1 with respect to the power line L2.
Normally open contact S1 and second fail-safe relay FR2
To FR5 are connected in parallel via respective normally open contacts S2 to S5. Further, the normally open contacts C5 to C8 of the second relays R5 to R8 are interposed in the middle of the power supply line L3 for supplying the operating current to each pressure control unit 12.

In the brake device having the above-mentioned configuration, the brake pressure control signal output from the output unit 12a of the pressure control unit 12 to the electromagnetic control valve 3 in a state where the regular brake command and the emergency brake command are not output from the driver's cab. Is a large current value, the electromagnetic control valve 3 is maintained at the discharge position,
There is no output from the relay valve 4, and the braking force does not act.
Further, in this state, as long as the brake control unit 11 and the pressure control unit 12 are normal, the first and second abnormality detection units 13
The output signals of a and 13b are ON signals, the first fail-safe relay FR1 of the shutoff solenoid valve control means 14 is excited, the normally open contact S1 thereof is maintained in the closed state, and the second fail Safe relays FR2 to FR5 are excited and their normally open contacts S2 to S5 are maintained in the closed state. Therefore, the first relays R1 to R4 are in the excited state, and their normally closed contacts C1 to C4 are maintained in the open state,
Supply of electric current to each shutoff solenoid valve 5 through the emergency brake line L1 is restricted. As a result, the shutoff solenoid valve 5 is maintained in the communicating position. The second relays R5 to R8 are also in an excited state, their normally open contacts C5 to C8 are maintained in a closed state, and an operating current is supplied to each pressure control unit 12 through the power supply line L3.

In this state, when the normal use brake command of any one of the seven normal use brake commands is selected and input to the brake pattern section 11a, the pressure control section 12 causes the electromagnetic control valve 3 to operate. The output braking force command signal is once turned off to switch the electromagnetic control valve 3 from the discharge position to the communication position. Then, the emergency load pressure is supplied from the variable load valve 2 to the pressure chamber 4a of the relay valve 4, and the pressure in the pressure chamber 4a rises. Then, the pressure control unit 12 controls the switching of the electromagnetic control valve 3 based on the braking force command signal from the brake pattern unit 11a and the brake pressure feedback signal from the pressure sensor 8 to thereby cause the relay valve. The brake pressure output to 4 is adjusted to the brake pressure according to the brake force command signal. That is, when the output pressure to the relay valve 4 reaches the pressure corresponding to the braking force command signal, the pressure sensor 8
The braking force command signal output by the pressure control unit 12 detected via the switch is switched to a small current. As a result, the electromagnetic control valve 3 is switched to the shutoff position, and the brake pressure is maintained. Therefore, the brake pressure corresponding to the brake force command signal is supplied to the brake cylinder BC.

When a service brake command at a stage different from the selected service brake command is selected and input to the brake control unit 11, the pressure control unit 12 causes the brake force command signal from the brake pattern unit 11a. Based on the above, the electromagnetic control valve 3 is appropriately switched, and the pressure chamber 4 of the relay valve 4 is switched.
The air pressure in the pressure chamber 4a is adjusted to a pressure corresponding to the newly output brake force command signal by further supplying air to the a or discharging air from the pressure chamber 4a, and the brake force command is adjusted. The brake pressure corresponding to the signal is supplied to the brake cylinder BC. Further, when the sliding occurs at the time of the above-mentioned regular braking command, the pressure control unit 12 appropriately switches the electromagnetic control valve 3 based on the braking force command signal from the sliding control unit 11b, and the air in the pressure chamber 3a of the relay valve 4 is changed. Glide control is performed by supplying and discharging.

Further, when an emergency brake command is input to the brake pattern portion 11a while the abnormality detecting means 13 has not detected an abnormality, the brake pattern portion 11 is concerned.
a outputs a brake force command signal (OFF signal) for performing emergency brake control, and based on this output signal, the pressure control unit 12 moves the electromagnetic control valve 3 from the discharge position or the cutoff position to the communication position. Switch. Here, in the state where the abnormality detecting means 13 has not detected an abnormality, the normally closed contact C1
As a result, the supply of current to each shutoff solenoid valve 5 through the emergency brake command line L1 is restricted, that is, the shutoff solenoid valve 5 is maintained at the communicating position, so the variable load valve 2 outputs. Emergency brake pressure can be supplied to the relay valve 4. As a result, the pressure chamber 4 of the relay valve 4
The pressure of a rises to the emergency brake pressure output by the variable load valve 2, and the emergency braking force is output from the brake cylinder BC. When the sliding occurs at the time of this emergency braking command, the pressure control unit 12 appropriately switches the electromagnetic control valve 3 based on the braking force command signal from the sliding control unit 11b to supply / discharge the air in the pressure chamber 4a of the relay valve 4. By doing so, the sliding control is performed.

Next, when an abnormality occurs in the brake pattern portion 11a or the load-bearing device 15 while the emergency brake command is not issued, the first abnormality detection portion 13a outputs an abnormality detection signal (OFF signal), The first fail-safe relay FR1 is demagnetized, and its normally open contact S1 is switched from the closed state to the open state. Then, all the first relays R1 to R1
R4 is demagnetized, the normally closed contacts C1 to C4 are switched from the open state to the closed state, and all the shutoff solenoid valves 5 are energized through the emergency brake command line L1. As a result, all the shut-off solenoid valves 5 are switched from the communication position to the shut-off position, the air flow path between the variable load valve 2 and each electromagnetic control valve 3 is blocked, and the emergency load valve 2 outputs the emergency signal. The brake pressure is restricted from being supplied to each relay valve 4. Therefore, service brake control cannot be performed for all axles.

At this time, the second relays R5 to R8 are also demagnetized, and their normally open contacts C5 to C8 are switched from the closed state to the open state, so that the operating current to the output section 12a of the pressure control section 12 is changed. The supply is cut off. Therefore, the pressure control unit 1
The output of 2 is cut off, the electromagnetic control valve 3 is demagnetized and switched to the communication position. Therefore, in this state, the brake pattern portion 1
When the emergency brake command is input to 1a, the energization state of the emergency brake command line L1 is cut off, and all the shutoff solenoid valves 5 are demagnetized and switched to the communication position. As a result, the first
The emergency brake pressure can be supplied from the variable load valve 2 to all the relay valves 4 prior to the abnormality detection by the abnormality detection unit 13a.

If any one of the pressure control units 12 fails in the state where the emergency brake command is not issued, the second abnormality detecting unit 1 corresponding to the pressure control unit 12 is generated.
3b outputs an abnormality detection signal (OFF signal), and the corresponding second fail-safe relay (hereinafter, assumed to be the second fail-safe relay FR2) is demagnetized. Then, this degaussed second fail-safe relay FR2
The normally open contact S2 of is switched from the closed state to the open state,
As a result, the first relay R1 is demagnetized, its normally closed contact C1 is switched from the open state to the closed state, and the corresponding shutoff solenoid valve 5 is energized through the emergency brake command line L1. As a result, the shutoff solenoid valve 5 is switched from the communication position to the shutoff position, and the air flow path between the variable load valve 2 and the solenoid control valve 3 connected to the normally closed contact C1 is shut off,
The supply of the emergency brake pressure from the variable load valve 2 to the relay valve 4 connected to the electromagnetic control valve 3 is restricted. Therefore, even if a service brake command is issued in this state, service brake control for the axle corresponding to the pressure control unit 12 in which the abnormality has occurred can be restricted.

At this time, the second relay R5 is also demagnetized, and its normally open contact C5 is switched from the closed state to the open state, so that the operating current for the pressure control unit 12 connected to the normally open contact C5 is changed. The supply is cut off. Therefore, the electromagnetic control valve 3 corresponding to the output unit 12a of the pressure control unit 12 is demagnetized and switched to the communication position. Therefore, when an emergency brake command is input to the brake pattern portion 11a in this state, the energization state of the emergency brake command line L1 is cut off,
The shutoff solenoid valve 5 is demagnetized and switched to the communication position. As a result, the emergency brake pressure can be supplied from the variable load valve 2 to the relay valve 4 corresponding to the electromagnetic control valve 3 in preference to the abnormality detection by the second abnormality detection unit 13b.

According to the brake device having the above-mentioned structure, the service brake control, the emergency brake control and the sliding control are provided for each axle, and the shutoff solenoid valve 5, solenoid control valve 3 and relay valve 4 are provided.
Since this can be performed for each axle, the number of constituent valves including the variable load valve 2 can be reduced as compared with the conventional brake device. Further, since the air flow passage for supplying the regular brake pressure and the air flow passage for supplying the emergency brake pressure are shared, the air flow passage can be simplified. Further, the electromagnetic control valve 3 is set to 3
Since it is composed of the position switching electromagnetic valve, the valve structure and the air flow path can be further simplified, and since the electromagnetic control valve 3 is integrated with the relay valve 4, the valve structure and the air flow path can be reduced. It can be further simplified.

Moreover, even if one of the brake control unit 11 and the pressure control unit 12 of the brake receiver 1 fails, the emergency brake does not operate unless an emergency brake command is issued, so the driver However, there is no inconvenience that the emergency brake is suddenly activated due to the above-mentioned failure when no brake command is issued. Particularly, in the above-described embodiment, the failure of the pressure control unit 12 provided for each axle is individually detected, and only the service brake control of the brake system in which the failure is detected is stopped. Since the normal brake system can be continuously subjected to the normal brake control, it is possible to prevent the situation in which the vehicle cannot be operated because the entire vehicle can perform only the emergency brake control. .

FIG. 3 is a schematic view showing another embodiment. This embodiment is different from the embodiment shown in FIG. 1 mainly in that a shut-off solenoid valve 5 is provided for each truck and the normally open contacts S2 of the second fail-safe relays FR2 to FR5 are provided.
The point is that S5 to S5 are connected in series for each carriage. According to this embodiment, the number of shutoff solenoid valves 5 can be reduced by two per vehicle as compared with the embodiment shown in FIG.
Further, the valve structure can be simplified, and the electrical structure of the shutoff electromagnetic valve control means 14 can be simplified.

FIG. 4 is a schematic view showing still another embodiment. This embodiment is different from the embodiment shown in FIG. 1 mainly in that the variable load valve 2 and the shutoff solenoid valve 5 are provided for each vehicle, and the normally open contacts S2 of the second fail-safe relays FR2 to FR5 are provided. It is the point that S5 is connected in series. In this embodiment, the air spring pressure corresponding to the load applied to the front bogie of the vehicle and the air spring pressure equivalent to the load applied to the rear bogie of the vehicle are input to the variable load valve 2 to The compressed air having a pressure proportional to the average value of the spring pressure is output as the emergency brake pressure. According to this embodiment, as compared with the embodiment shown in FIGS. 1 and 3, the number of shutoff electromagnetic valves 5 can be reduced by 3 per vehicle, so that the valve structure can be further simplified and The electrical configuration of the shutoff solenoid valve control means 14 can also be simplified.

The brake system for a railway vehicle according to the present invention is not limited to the above-described embodiment. For example, the electromagnetic control valve 3 is provided independently of the relay valve 4, and the electromagnetic control valve 3 is provided in two. On-off type two-position switching solenoid valve, regular brake control, emergency brake control, and sliding control are performed for each carriage unit, and the pressure sensor 8
Thus, various design changes such as detecting the brake pressure output by the relay valve 4 can be performed.

[0042]

As described above, according to the railway vehicle brake system of the present invention, the service brake control, the emergency brake control, the shutoff solenoid valve, the solenoid control valve, and the relay valve are used.
Since the three functions of the sliding control can be controlled, the braking force can be controlled for each axle or truck without complicating the valve structure and without impairing the function of the conventional brake device. Moreover, even if a failure occurs in the brake receiver, the emergency brake will not operate unless the emergency brake command is input, preventing the inconvenience of sudden activation of the emergency brake that cannot be predicted by the driver. can do.

Further, the shutoff solenoid valve is provided for each solenoid control valve, and the abnormality detecting means detects an abnormality in the brake pressure control signal for each solenoid control valve and causes the contact means of the corresponding shutoff solenoid valve. If the detection signal is to be sent, an abnormality of the brake pressure control signal is detected for each axle or truck,
Since only the service brake control of the brake system in which the abnormality is detected can be stopped, the service brake control can be continuously performed for the other normal brake systems. Therefore, it is possible to prevent a situation in which the vehicle cannot be operated because the entire vehicle can perform only emergency brake control.

Particularly, when the electromagnetic control valve is a three-position switching electromagnetic valve which is switched and controlled according to the current value from the pressure control section, the electromagnetic control valve should be constructed by one valve. Therefore, the structure of the brake device can be further simplified.

[Brief description of drawings]

FIG. 1 is a schematic view showing one embodiment of a railway vehicle braking device of the present invention.

FIG. 2 is a schematic diagram showing a valve configuration for each carriage.

FIG. 3 is a schematic diagram showing another embodiment.

FIG. 4 is a schematic view showing still another embodiment.

FIG. 5 is a schematic view showing an example of a conventional railway vehicle braking device.

[Explanation of symbols]

1 brake receiver 11 Brake control unit 11a Brake pattern part 11b Sliding control unit 12 Pressure control unit 13 Abnormality detection means 2 Variable load valve 3 Electromagnetic control valve 4 relay valve 5 shut-off solenoid valve BC brake cylinder L1 emergency brake command line R1 1st relay (contact means) R2 Second relay (contact means) R3 Third relay (contact means) R4 4th relay (contact means) R5 Fifth relay (output control means) R6 6th relay (output control means) R7 7th relay (output control means) R8 8th relay (output control means)

─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Asaki Watanabe 2-8, Hikarimachi, Kokubunji, Tokyo 38 Inside the Railway Technical Research Institute (72) Inventor Kiyoshi Kawaguchi 2-8, Hikarimachi, Kokubunji, Tokyo Address 38 Inside the Railway Technical Research Institute (72) Inventor Hidenori Kashiwatani, Naeho 8-2 chome 13-33, Higashi-ku, Sapporo-shi, Hokkaido (72) Katsumi Noda Inaho 4-chome 3-chome 117-186, Teine-ku, Sapporo-shi, Hokkaido 117-186 ( 72) Inventor Tatsuo Fujiwara 3-1-1, Shoyama-cho, Nagata-ku, Kobe (72) Inventor Osamu Akamatsu 22 1148, Higashi-Futami, Futami-cho, Akashi-shi 22 (56) Reference JP-A-6-40324 (JP, A) JP-A-9-58450 (JP, A) JP-A-7-96826 (JP, A) JP-A-5-294237 (JP, A) (58) Fields investigated (Int.Cl. ⁷ , DB name) B61H 13/30 B60T 8/00-8/92

Claims (3)

(57) [Claims] 1. A variable load valve which is provided for each bogie or vehicle and outputs an emergency brake pressure corresponding to the maximum braking force according to the load of the bogie or vehicle; and an adaptive load valve provided for each axle or bogie, from the variable load valve. The electromagnetic control valve that outputs the brake pressure corresponding to the brake pressure control signal output from the brake receiver in response to the emergency brake pressure of A relay valve that outputs to a cylinder; and a shutoff solenoid valve that is provided between the variable load valve and the solenoid control valve and that is in a communication position in a demagnetized state and a cutoff position in an excited state. Is a communication position that supplies the emergency brake pressure to the relay valve in a demagnetized state by switching control between communication, cutoff, and discharge positions. It is connected to an emergency brake command line that is cut off when a brake command is issued, and the brake receiver outputs a brake force command signal for each electromagnetic control valve in response to a brake command and the wheels slide. And a brake control unit that outputs a sliding control signal by detecting the brake force command signal, a feedback signal of the brake pressure that is the output pressure of the electromagnetic control valve or the relay valve,
And a pressure control unit that receives the sliding control signal and arithmetically outputs the brake pressure control signal for each electromagnetic control valve, an abnormality detection unit that detects a failure of the brake control unit and the pressure control unit, and the emergency brake command. The contact means for connecting and disconnecting the wire and the shutoff solenoid valve, and the output control means for cutting off the output of the pressure control section in response to the detection signal of the abnormality detecting means are provided. Is for always disconnecting the emergency brake command line and the shutoff solenoid valve, and receiving the detection signal of the abnormality detecting means to connect the emergency brake command line and the shutoff solenoid valve. Brake equipment for railway vehicles. 2. The shutoff solenoid valve is provided for each solenoid control valve, and the abnormality detection means detects an abnormality in a brake pressure control signal for each solenoid control valve, and a contact point of the corresponding shutoff solenoid valve. The railway vehicle brake system according to claim 1, wherein a detection signal is sent to the means. 3. The railway vehicle brake system according to claim 1, wherein the electromagnetic control valve is a three-position switching electromagnetic valve that is switch-controlled according to a current value from the pressure control unit.