JP3971328B2 - Relay valve with variable load function - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a relay valve Medium-out variable load with heavy function for use in a brake system or the like of a railway vehicle.
[0002]
[Prior art]
The relay valve regulates the original air pressure based on the pilot pressure corresponding to the brake command and outputs the brake cylinder pressure. A brake system for a railway vehicle provided with such a relay valve is described in Patent Document 1, for example.
The brake system described in Patent Document 1 includes a response load valve that is operated by an air spring pressure before and after the vehicle, and an emergency solenoid valve that is provided on a pipeline that connects the response load valve to the relay valve. Yes. When the emergency solenoid valve reaches the communication position according to the emergency brake command, the pilot pressure output from the variable load valve is transmitted to the relay valve, and the relay valve outputs the brake cylinder pressure based on the pilot pressure.
[0003]
[Patent Document 1]
JP-A-5-294237 (FIG. 6)
[0004]
[Problems to be solved by the invention]
When an emergency load is equipped with a variable load valve that operates with air spring pressure, pneumatic piping and other pneumatic devices around the variable load valve are required, especially for various equipment installation spaces that have recently been required for railway vehicles. It was disadvantageous in securing and reducing the weight of the entire vehicle.
For example, the variable load valve requires a pneumatic pipe for guiding the air spring pressure before and after the vehicle. In addition, a pneumatic pipe for guiding the original air pressure for obtaining the output pressure of the variable load valve is also required. Furthermore, a pneumatic pipe connecting the load-bearing valve and the relay valve and an emergency electromagnetic valve in the middle of the pneumatic pipe are also required.
Then, an object of this invention is to provide the compact relay valve with a variable load function.
[0005]
[Means for Solving the Problems]
In the relay valve for outputting the original air pressure from the air supply source to the brake cylinder as a pneumatic output corresponding to the pilot pressure, the original supply air pressure is output to the brake cylinder as a pneumatic output corresponding to the pilot pressure. In order to achieve this, the relay valve main body having a supply / discharge valve rod that moves in the axial direction in accordance with the pilot pressure, and the corresponding load spring force are stored, and when the stored response spring force is released, the corresponding load spring force acts on the relay valve body, a load compensating function unit to which the variable load the relay valve body in response to heavy springs force operates, integrally includes the load compensating function unit stores a variable load spring force comprising a accumulating section, and a holding portion for releasing the load compensating spring force at the time of emergency brake with variable load spring force accumulated in said accumulating unit is held so as not released for the accumulating unit, before An actuating member disposed coaxially with the supply / discharge valve rod, and the actuating member is placed on the rod from the supply / exhaust valve rod when held so that the applied load spring force stored in the accumulator is not released. When it is located in the axial direction and the load-bearing spring force is released, it moves in the direction of the rod axis and comes into contact with the supply / discharge valve rod, and the released load-bearing spring force acts on the supply / discharge valve rod. Thus, the relay valve main body outputs an emergency brake air pressure corresponding to a load-bearing spring force from the relay valve body , and is a relay valve with a load-bearing function.
[0006]
According to the present invention, the relay valve is integrally provided with a load-bearing function unit, so that the conventional pneumatic piping connecting the relay valve and the load-bearing valve and the emergency solenoid valve provided in the middle are unnecessary. it can.
[0007]
The supply / discharge valve rod is arranged with its axial direction facing the vertical direction, and when the acting body is held so that the corresponding load spring force stored in the energy storage portion is not released, the supply / discharge valve rod It is preferable that when the load spring force is released, it moves upward and comes into contact with the supply / discharge valve rod.
[0008]
The power storage unit includes a power storage mechanism for converting a rotational force of an electric motor driven in accordance with a variable load signal into a spring force and storing the spring force, and the power storage mechanism converts the rotation of the motor into a linear movement. It is preferable to include a rotation-linear conversion mechanism for this purpose and a variable load spring stored by the rotation-linear conversion mechanism.
[0009]
The rotation-linear conversion mechanism converts rotation of the electric motor into linear movement in the supply / discharge valve rod axis direction, and the variable load spring stores a variable load spring force in the supply / discharge valve rod axis direction. Is preferred.
[0010]
In addition, the relay valve of the present invention is preferably integrally provided with a service brake solenoid valve for supplying the pilot pressure. In this case, a pneumatic pipe between the solenoid valve and the relay valve can be dispensed with.
[0011]
Furthermore, the relay valve of the present invention, a control circuit for controlling the solenoid valve for a service brake and the load compensating function unit has is preferably're provided in the casing of the relay valve.
[0012]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings.
FIG. 1 shows a brake system for a railway vehicle provided with a pressure control valve (relay valve) 1 with a variable load function. The relay valve 1 is provided for each railway vehicle, and receives the service brake command signal and the emergency brake command signal from the brake controller 2 in the driver's seat, and outputs the pneumatic pressure to the brake cylinder BC. . The relay valve 1 may be provided for each wheel axis.
[0013]
The relay valve 1 is an electropneumatic conversion valve that receives the supply of the original air pressure from the air supply source SR, receives the normal or emergency brake command signal that is an electrical signal, and outputs the air pressure. A relay valve main body (pressure control valve main body) 3 that generates a high output pressure is provided. The relay valve body 3 is supplied with a pilot pressure AC from the service brake solenoid valve 4. In addition, the relay valve 1 is provided with a variable load function unit 5 that generates an emergency output pressure in the relay valve main body 3 during emergency braking. Further, the relay valve 1 includes a brake control unit (control circuit) 6 that controls the service brake electromagnetic valve 4 and the variable load function unit 5.
[0014]
FIG. 2 is a layout diagram inside the relay valve 1, and the relay valve body 3 and the variable load function unit 5 are integrally provided in the relay valve housing 8 in a juxtaposed state in the vertical direction. Moreover, the solenoid valve 4 for service brakes is attached to the side part of the relay valve main body 3, and the pilot pressure AC can be directly applied from the electromagnetic valve 4 to the relay valve main body 3 (without pneumatic piping). Yes. A control circuit 6 is disposed in the space below the electromagnetic valve 4. In this relay valve 1, the above-described configurations 3, 4, 5, and 6 are built in the housing 8, and a unit in which the functions of the above-described configurations 3, 4, 5, and 6 are integrated.
[0015]
FIG. 3 is a detailed internal structure diagram of the relay valve 1. The housing 8 includes an air supply port P1 connected to the air supply source SR and an output port P2 connected to the brake cylinder BC. The original air pressure input from the air supply source SR via the air supply port P1 is applied to the relay valve main body 3 and the service brake electromagnetic valve 4 through the air supply passage S1. From the output port P2, the output pressure of the relay valve body 3 is output through the output passage S2, and the output pressure is applied to the brake cylinder BC.
[0016]
The relay valve body 3 includes a supply chamber R1 into which the original air pressure is input from the supply port P1 and an output chamber R2 connected to the output port P2 inside the relay valve body housing 3a. An air supply valve 10 is provided between the air supply chamber R1 and the output chamber R2.
The air supply valve 10 is slidable in the vertical direction, and when it moves downward (state in FIG. 3), the air supply chamber R1 and the output chamber R2 are not in communication. Further, when the air supply valve 10 moves upward, the air supply chamber R1 and the output chamber R2 are in communication with each other. The air supply valve 10 is biased downward (non-communication state) by a spring 11, and the air supply chamber R1 and the output chamber R2 are normally in a non-communication state by the spring 11.
[0017]
A supply / discharge valve rod 12 is provided in the relay valve main body housing 3a. The supply / discharge valve rod 12 operates the supply valve 10 to connect the supply chamber R1 and the output chamber R2 (output). For supplying air to the chamber R2. Further, the supply / discharge valve rod 12 is also used for exhausting from the output chamber R2 to the outside.
[0018]
In addition, a control pressure chamber R3 to which a pilot pressure AC is supplied and a feedback pressure chamber R4 communicating with the output pressure chamber R2 are formed in the relay valve body housing 3a. The supply / discharge valve rod 12 is provided with a membrane plate that divides the control pressure chamber R3 and the feedback pressure chamber R4. The membrane plate 12 causes the supply / discharge valve rod 12 to move vertically with respect to the housing 3a (bar It can move in the axial direction. When pilot pressure AC is supplied from the solenoid valve 4 to the control pressure chamber R3, the supply / discharge valve rod 12 moves in the vertical direction (rod axis direction) due to the pressure difference between the control pressure chamber R3 and the feedback pressure chamber R4. . When the supply / discharge valve rod 12 moves upward (moves in the direction in which the supply valve 10 is pushed), the supply valve 10 is pushed up against the urging force of the spring 11 to open the supply valve 10, The air chamber R1 and the output chamber R2 communicate with each other. When the supply / discharge valve rod 12 moves downward (moves away from the supply valve 10), the supply valve 10 is not pushed up by the supply / discharge valve rod 12, and the supply valve is driven by the urging force of the spring 11. 10 is closed, and the supply chamber R1 and the output chamber R2 are disconnected.
[0019]
The inside of the supply / discharge valve rod 12 is hollow, and the upper end (contact end with the supply valve 10) 12a is open, passes through the inside of the supply / discharge valve rod 12, and passes from the output chamber R1 to the exhaust port EX. Exhaust to is possible. When the pilot pressure AC is lost, the supply / discharge valve rod 12 is lowered, and the supply / discharge valve rod upper end 12a is separated from the intake valve 10, the output chamber R2 and the exhaust port EX are connected to the interior of the supply / discharge valve rod 12. The communication state is established through the exhaust and exhaust is performed.
[0020]
The solenoid valve 4 that mainly controls the supply / discharge valve rod 12 is controlled by signals (brake command signal, response load signal, and other signals) from the control circuit 6 so as to generate a pilot pressure AC corresponding to the control signal. Operate. The pilot pressure AC and the output pressure BC are detected by the pressure sensors 14 and 15 and given to the control circuit 6, and used for feedback control and the like.
[0021]
The variable load function section 5 stores a variable load spring force according to a load signal from an air spring of the vehicle, and causes the load load spring force to act on the supply / discharge valve rod 12 during an emergency brake, thereby outputting an emergency brake. It generates pressure. The variable load function unit 5 includes a housing 5a provided integrally with the relay valve body housing 3a, and the relay valve body 3 and the variable load function unit 5 are an integrated unit.
[0022]
The variable load function unit 5 includes a power storage unit 18 for storing a variable load spring force, and a holding unit 19 that holds the force stored in the power storage unit 18 so as not to be released. The accumulator 18 includes an electric motor (stepping motor) 21 externally attached to the outside of the housing 5a. The electric motor 21 is controlled by the control circuit 6 based on the applied load signal, and the electric motor 21 is controlled by the magnitude of the applied load. Forward and reverse rotation occurs.
[0023]
Furthermore, the power storage unit 18 includes a power storage mechanism 22 for converting the rotational force of the electric motor 21 into a spring force and storing the converted force in the housing 5a. The power storage mechanism 22 includes a rotation-linear conversion mechanism 24 for converting rotation of the electric motor 21 into linear movement, and a variable load spring 25 stored by the mechanism 24.
[0024]
The rotation-linear conversion mechanism 24 includes a drive shaft 27 that is rotated by the electric motor 21, a moving body 28 that meshes with the drive shaft 27 and moves linearly while rotating by the rotation of the drive shaft 27, and a straight line of the moving body 28. In order to cause the movement, a male screw portion 29 provided on the housing 5a is provided so as to mesh with the moving body 28. Note that the male screw portion 29 side may be rotationally driven by the electric motor 21 so that only the linear movement occurs in the moving body 28.
[0025]
The variable load spring 25 is interposed between the moving body 28 and the action body 31 that is prevented from moving in the normal state by the holding portion 19, and the moving body 28 moves upward (the direction in which the spring 25 is stored). As a result, the stored spring force increases, and the stored spring force decreases when the moving body 28 moves downward (the direction in which the spring 25 is released). When the load of the vehicle air spring changes, the spring force also changes corresponding to the change, and the variable load spring 25 always maintains the variable load spring force.
[0026]
When the movement preventing function by the holding portion 19 is lost, the action body 31 directly contacts the supply / discharge valve rod 12 to apply a spring force, and is arranged coaxially with the supply / discharge valve rod 12. The action body 31 includes a spring receiving portion 31a that receives the spring 25, and an action body main body 31b that abuts against the lower end of the supply / discharge valve rod 12 to directly apply a spring force. The spring receiving portion 31a is formed in a bowl shape on the outer periphery of the working body main body 31b.
[0027]
The holding part 19 is an electromagnetic holding part by the electromagnetic clutch 33. When the electromagnetic clutch 33 is in an ON state, the holding part 19 has a movement prevention function (also a spring force release prevention function) for holding the acting body 31, and the electromagnetic clutch 33. Is in the OFF state, the function of preventing the movement of the action body 31 is lost, and the spring force of the spring 25 acts on the supply / discharge valve rod 12 via the action body 31.
[0028]
The holding portion 19 includes an action body guide portion 34 that movably guides the action body 31 on the outer periphery side of the action body 31, and a slide that is attracted and separated by the electromagnetic clutch 33 further on the outer periphery side of the action body guide portion 34. A body 35 is provided. Note that the holding unit 19 moves the slide body 35 upward (in the direction away from the electromagnetic clutch 33) via a spring 36 that biases the slide body 35 downward (in the attracting direction to the electromagnetic clutch 33) and the spring receiver 37. A biasing spring 38 is also provided.
[0029]
Further, the holding unit 19 includes a spherical body (steel ball) 39 as an engaging body that engages the both 31 and 34 in order to prevent the movement of the working body 31 with respect to the working body guide section 34. As shown in FIG. 3 , when the slide body 35 is attracted to the electromagnetic clutch 33 (when the electromagnetic clutch is ON), the spherical body 39 is placed in the engagement recess 40 formed in the action body 31 and the guide portion 34. It is located in the formed engagement hole 41. That is, the action body 31 is engaged with the guide portion 34 via the engagement body (sphere) 39 and is prevented from moving.
[0030]
On the other hand, when the electromagnetic clutch 33 is turned off, the slide body 35 is moved away (moved upward) from the electromagnetic clutch 33 by the spring 38 as shown in FIG. When the position of the retracting recess 42 formed on the inner peripheral surface of the slide body 35 and the engagement hole 41 of the guide portion 34 coincide with each other due to the movement of the slide 35, the spherical body 39 is moved by the moving force of the acting body 31 by the spring 25. Then, it moves to the retracting recess 42 side, and the engagement between the action body 31 and the guide portion 34 is released.
[0031]
The acting body 31 that has been disengaged from the guide portion 34 moves upward due to a corresponding load spring force, and the corresponding load spring force acts on the supply / discharge valve rod 12. Output pressure (for emergency braking) corresponding to the load is generated. Thus, the relay valve main body 3 is a pressure regulating unit for outputting the emergency brake air pressure corresponding to the load-bearing spring force.
[0032]
When the emergency brake is loosened, the movable load 28 is moved downward by the rotation of the electric motor 21 to reduce the load load spring force, and the force to push down the supply / discharge valve rod 12 by the pressure (output pressure) of the feedback pressure chamber R4 is the load load. Overcoming the spring force, the action body 31 and the supply / discharge valve rod 12 move downward. As a result, the output pressure of the relay valve body 3 is eliminated.
Further, when the emergency brake is loosened, the electromagnetic clutch 33 is turned on, and an attractive force to the slide body 35 is generated. Under this situation, when the action body 31 is lowered and the positions of the engagement recess 40 and the engagement hole 41 coincide, the sphere 39 that has engaged the slide body 35 with the guide portion 34 moves to the engagement recess 40 side. Then, the engagement between the slide body 35 and the guide portion 34 is released, and the slide body 35 is attracted and held by the electromagnetic clutch 33. Further, the action body 31 and the guide portion 34 are engaged with each other by the movement of the sphere 39, and the action body 31 is held at this position. Thereby, the action body 31 has returned to the emergency brake loosening position. Further, when the acting body 31 returns to the emergency brake loosening position, no spring force is stored in the variable load spring 25. At this time, the initial state of spring force = 0 is obtained.
[0033]
The return of the action body 31 to the emergency brake loosening position is detected by a detection unit (limit switch) 43, and the output of the detection unit 43 is given to the control circuit 6. The control circuit 6 that controls the electric motor 21 can grasp the state (rotational position) of the electric motor 21 in the initial state based on the output of the detection unit 43. As a result, since the control circuit 6 can accurately grasp the initial state, it is possible to accurately perform the accumulation control of the variable load spring force.
[0034]
In the present embodiment, the detection unit 43 does not directly detect the action body 31 but the lower end position of the spring receiver 37 that is pushed down by the downward movement of the slide body 35 due to the action body 31 returning to the brake loosening position. However, the present invention is not limited to this.
In the control circuit 6, the electromagnetic valve 4 can be controlled to prevent sliding, and the relay valve 1 can prevent sliding, so that the size and weight can be reduced. Moreover, since the control circuit 6 is arrange | positioned in the vicinity of the solenoid valve 4 and the electric motor 21 which are control objects, it can suppress the influence of noise.
[0035]
FIG. 5 shows the flow of processing at the time of emergency braking in the relay valve 1 configured as described above. If there is no emergency brake command from the brake controller 2 (step S1), the electromagnetic clutch 33 is in an ON state. (Step S2). When an emergency brake command is issued (step S1), the electromagnetic clutch 33 is turned off (step S3), and the action body 31 acts on the exhaust valve rod 12 to perform an emergency brake action (step S4). Even when power supply is lost such as during a power failure, the electromagnetic clutch 33 is turned off and an emergency braking action is performed.
[0036]
The emergency brake when energized is performed by generating the emergency brake pilot pressure according to the load of the vehicle air spring using the service brake solenoid valve 4, and in the event of power loss such as during a power failure. You may make it perform an emergency brake effect | action using the load function part 5. FIG.
[0037]
6 and 7 show a flow of processing of emergency brake release and power accumulation in the relay valve 1. As shown in FIG. 6, when an emergency brake command is issued (step S11), the electromagnetic clutch 33 is turned off (step S12), and an initial set described later is released (step S13). When it disappears (step S11), the electromagnetic clutch 33 is turned on (step S14), and an initial setting process is performed (steps S15 to S20). In the initial setting process, the motor 21 is reversely rotated (step S15), and the moving body 28 and the action body 31 are lowered. When the detection unit (limit switch) 43 detects that the acting body 31 (spring receiver 37) has moved to the lower end (step S17), the motor 21 stops (step S18), and the current motor position is set to the initial state. (Step 19).
[0038]
As shown in FIG. 7, after the initial setting process, the motor (motor) 21 is controlled in accordance with the vehicle air spring pressure (AS pressure). The vehicle air spring pressure is detected by a pressure sensor (not shown) and given to the control circuit 6 as a response load signal. Based on this response load signal, the rotational speed of the motor 21 corresponding to the current AS pressure is calculated, and the latest The motor position (target rotation speed or rotation angle) is calculated (step S21).
[0039]
Subsequently, the control circuit 6 compares the target position of the motor in a preset empty state (hereinafter referred to as “empty position”) with the latest motor position obtained in step S21 (step S22). When the latest motor position is equal to or less than the empty vehicle position, the control circuit 6 sets the empty vehicle position as the target motor position (step S23). If the latest motor position is larger than the empty vehicle position, the control circuit 6 proceeds to the subsequent step S24.
[0040]
Next, the control circuit 6 compares the latest motor position obtained in step S21 with a preset target position of the motor in a full state (hereinafter referred to as “full position”) (step S24). If the latest motor position is greater than the full position, the control circuit 6 sets the full position as the target motor position (step S25).
When the latest motor position obtained in step S21 is larger than the empty vehicle position and smaller than the full vehicle position, the latest motor position is set as the target motor position as it is (step S26).
[0041]
Subsequently, the control circuit 6 obtains the difference between the target motor position and the current motor position, calculates the amount of change in the motor position (step S27), and rotates forward so that they match (step S28). Reverse rotation (step S29) is performed, and if they match, the motor is stopped (step S30).
[0042]
According to the relay valve 1 according to the present embodiment, since the presence or absence of an output for emergency braking is switched by turning on / off the electromagnetic clutch of the variable load function unit 5, the brake system can be used without an emergency solenoid valve. Can be configured.
In addition, since the variable load function unit 5 generates the emergency brake output pressure based on the variable load signal that is an electrical signal, it is not necessary to guide the air pressure of the vehicle air spring to the relay valve 1. Further, there is no need for conventional air piping connecting the variable load valve and the relay valve. Furthermore, although the emergency brake output pressure is generated based on the response load signal, which is an electrical signal, the force is stored by the response load spring 25, so that the emergency brake can be operated even during a power failure.
The relay valve 1 may be provided with an original pneumatic pipe (for the output pressure of the solenoid valve 4 and the relay valve body 3) connected to the air supply source and an air pipe for the brake cylinder pressure output. Thus, the brake system can be reduced in size and weight.
[0043]
Furthermore, in this embodiment, since the variable load function part 5 and the relay valve main body 3 which is a pressure regulation output part are provided integrally, it is compact.
In addition, this invention is not limited to the said embodiment, A various deformation | transformation is possible.
[0044]
【The invention's effect】
According to the present invention, very when the brake becomes time, gone holding action of variable load vane force, since the pneumatic emergency brake load compensating spring force is released is output, it can be very solenoid valve unnecessary.
[Brief description of the drawings]
FIG. 1 is a configuration diagram of a railway vehicle brake system including a pressure control valve (relay valve).
FIG. 2 is an internal layout view of a relay valve.
FIG. 3 is a schematic cross-sectional view of a relay valve.
FIG. 4 is an enlarged cross-sectional view of a variable load function unit during emergency braking.
FIG. 5 is a processing flowchart during emergency braking.
FIG. 6 is a processing flowchart when the emergency brake is released.
FIG. 7 is a flowchart of a process for storing a force of a load-bearing spring force.
[Explanation of symbols]
1 Relay valve (pressure control valve)
3 Relay valve body (pressure regulator)
5 Load-responding function section 6 Brake control section (control circuit)
18 Power storage unit 19 Electromagnetic holding unit 21 Electric motor 25 Variable load spring (spring)
31 agents

Claims (6)

In the relay valve that outputs the original air pressure from the air supply source to the brake cylinder as a pneumatic output according to the pilot pressure,
A relay valve body including a supply / discharge valve rod that moves in the axial direction in accordance with the pilot pressure in order to output the original supply pressure to the brake cylinder as a pneumatic output in accordance with the pilot pressure;
With storing variable load spring force, the variable load when the stored electric load compensating springs force is released the load compensating springs force acts on the relay valve body, the relay valve body is operated in accordance with the load compensating springs force Weight And a functional unit,
The variable load function unit stores a force storage unit for storing a variable load spring force, and holds the variable load spring force stored in the power storage unit so that the variable load spring force is not released. And comprising
The power storage unit includes an action body arranged coaxially with the supply / discharge valve rod,
The acting body is positioned away from the supply / exhaust valve rod in the direction of the axis of the rod when the applied load spring force stored in the energy storage portion is not released, and the applied load spring force is released. Then, it moves in the axial direction of the rod and comes into contact with the supply / discharge valve rod, and the released response spring force is applied to the supply / discharge valve rod so that the relay valve body responds to the response load spring force. Relay valve with load-bearing function that outputs brake air pressure . The supply / discharge valve rod is arranged with its axial direction facing the vertical direction,
When the acting load spring force stored in the energy storage section is held so as not to be released, the acting body is positioned away from the supply / discharge valve rod and the action load spring force is released. The relay valve with a load-bearing function according to claim 1, wherein the relay valve moves upward and contacts the supply / discharge valve rod . The power storage unit includes a power storage mechanism for converting and storing the rotational force of an electric motor driven in accordance with a variable load signal into a spring force,
The power storage mechanism includes a rotation-linear conversion mechanism for converting rotation of an electric motor into linear movement, and a variable load spring stored by the rotation-linear conversion mechanism. Item 3. A relay valve with variable load function according to item 1 or 2 . The rotation-linear conversion mechanism converts rotation of the electric motor into linear movement in the supply / discharge valve rod axis direction,
4. The relay valve with a load-bearing function according to claim 3, wherein the load-bearing spring stores a load-bearing spring force in the axial direction of the supply / discharge valve rod. 5. The relay valve with a load acting function according to claim 1, wherein a solenoid valve for a service brake for supplying the pilot pressure is integrally provided. Variable load function relay valve according to claim 5, characterized in that it comprises a control circuit for controlling said solenoid valve for a service brake and the load compensating function unit in the casing of the relay valve.

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