JPS582864B2 - Automatic train uncoupling device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION This invention relates to a device for automatically uncoupling and uncoupling trains, and in particular to a device for releasing a stationary brake after applying a parking brake to the vehicle to be released when disconnecting connected trains. It is.

Conventional devices of this type include, for example, Japanese Patent Application No. 50-111369 (Japanese Unexamined Patent Publication No. 50-1113) filed by the applicant of the present invention.
2-35020).

When the automatic coupler is released by the lock release cylinder, the device uses the pressure air supplied to the lock release cylinder to automatically release the vehicle separated from the train and stopped at the same time as the coupler is released. This applies a parking brake.

This device has the following problems because the parking brake is applied simultaneously with the release of the automatic coupler when the coupler is released.

In other words, when releasing on a graded track, the released locomotive may roll during the time from when the coupler is released until the stationary brake is applied, and if the coupler is pulled, it may not be possible to release the locomotive. An operation is performed to release the tensile force of the coupler by moving backwards, but at this time, the released vehicle also rolls backwards, resulting in problems such as that it is very difficult to accurately determine the stopping position of the released vehicle.

This invention solves the above-mentioned problem by activating the lock release cylinder of the automatic coupler after confirming that the parking brake of the vehicle to be released has been activated when releasing the coupled train. This is what we provide.

The present invention will be explained below based on one embodiment shown in the drawings.

FIG. 1 is a schematic diagram of a train formed by connecting vehicles 2, 2a, . . . to a locomotive 1.

Locomotive 1, vehicle 2.2a. ... is for each coupler 3 and 4a
, 4b and 5a. ...is connected.

Each coupler has an air pipe connection 1 with a confirmation part 6, 7a, 7b, 7c,... for confirming the respective connection and release.
0, 11a, 11b, 11c, . . . , and when connected in the state shown in FIG. 1, each air pipe is connected and the connection of the coupler is confirmed.

Each vehicle 2.2a,... has a respective brake device 16a, 1
It has an air pipe 13 connected to 6b, 16c,...
Each of these air pipes 13 has connection release operation parts 17a and 17b.
, 17c, . . . are connected to the air pipes 13a, 13b, 13c1, .
When the vehicle is connected, the air pipe connecting portions 10 and 11a, 1
By connecting 1b and 11c, they communicate with each other.

A pressure air source (not shown) provided in the locomotive 1.

) is the air pipe 14 of the locomotive 1 in the connected state shown in FIG.
, the switching valve part 15, the air pipe 18, the air pipe connection part 10, the air pipe connection part 11a of the vehicle 2, and the air pipe 13a, and are connected to the connection release operation part 17a.

In addition to the air pipe connection part 11a connected via the air pipe 13a, the connection release operation part 17a is connected to a confirmation part 7a1, a release operation command part 19a, an air pipe 13, and a coupler release device 32a (see FIG. 2). ing.

Similarly, the other release operation section 17b of the vehicle 2 is connected to an air pipe connection section 11b, a confirmation section 7b, a release operation command section 19b, an air pipe 13, and a coupler release device 32b (see Fig. 2). Furthermore, the connection and release operation section 17c of the vehicle 2a has a similar connection relationship.

Brake devices 16a, 16b of each vehicle 2, 2a,...
, 16c, . . . are configured to apply a brake force to the vehicle when the air pressure in the air pipe 13 is reduced, and for example, a spring brake device is used.

In this way, each car end is equipped with a coupler, an air pipe connection part, a confirmation part, a connection release operation part, a release operation command part, and a release device, so that the locomotive can be accessed from any direction. It is becoming connected.

The configuration of each part will be explained with reference to FIG. 2, which shows the operating state of each device in the state shown in FIG. 1 when the train formation is completed, and FIG. 3, which shows the state in which the space between the locomotive and the rolling stock is released.

The switching valve part 15 of the locomotive 1 is provided between the air pipe 14 connected to the pressure air source and the air pipe 18 connected to the air pipe connection part 10, and includes an air pilot type switching valve 25 that opens and closes between the air pipe 14 and the air pipe 18 connected to the air pipe connection part 10. It is constituted by an electromagnetic pilot type switching valve 26 which is provided between the air pipe 14 and the air pipe 18a for release operation and opens and closes the gap therebetween.

Air pressure from the confirmation part 6 of the coupler 3 acts on the pilot part of the air pilot type switching valve 25.

The switching valve 25 is switched by the air pressure of this pilot section, and connects the air pipes 14 and 18.

The confirmation unit 6 of the locomotive 1 includes a switching valve 27 that switches when the coupling between the couplers 3 and 4a is completed, and a bell crank 29 that interlocks with the lock 28 of the coupler 3 when the lock 28 reaches the locked position.
It consists of a switching valve 30 operated by.

Each of the switching valves 27 and 30 is connected in series between the air pipe 14 and the pilot part of the switching valve 25.
4a is connected and locked, the air pipe 14 is connected to the pilot portion of the switching valve 25 as shown in FIG.

The air pipe connection part 10 of the locomotive 1 is fixed to the lower part of the coupler 3, and at the same time the couplers 3 and 4a are connected, the air pipe connection part 10 is connected to the coupler 4a.
It is connected to a mating air pipe connecting portion 11a fixed to the lower part of the air pipe, and air pipes 18 and 13a and air pipes 18a and 20a for release operation are connected.

Next, each part of the vehicle 2 will be explained. Each part at one end of the vehicle 2 will be explained, and each part at the other end and the other vehicle 2a,
Since each part of ... has the same configuration, the drawing symbols indicating equivalent parts have the same numerical part and a different suffix b.
, c, . . . indicate the difference in position, and a similar explanation will be omitted.

An air pipe connection part 11a provided at the bottom of the coupler 4a at the left end of the vehicle 2 shown in FIG. It is connected to the pipe 20a.

The coupler 4a of the vehicle 2 is brought into an unlocked state in which it can be released by the release device 32a.

The release device 32a is mainly composed of a lock release cylinder.
Air pressure is supplied to the cylinder and the cylinder is operated to move the lock 28a to the unlocked position via the bell crank 33a.

In this unlocked state, the couplers 3 and 4a can be separated, and the lock 2
8a is in the unlocked position shown in FIG. 3 when the couplers 3 and 4a are separated, and remains in that position even when the lock release cylinder returns to its original position.

The confirmation unit 7a of the vehicle 2 is composed of a switching valve 27a that is switched by connecting the couplers 3 and 4a, and a switching valve 30a that is operated by a bell crank 29a that is interlocked with the lock 28a when the lock 28a reaches the locked position. There is.

When the connection between the couplers 3 and 4a is completed and the lock 28a reaches the locked position, each of the switching valves 27a and 30a switches to connect the pipes as shown in FIG. 2, and the lock 28a returns to the unlocked position. When the couplers 3 and 4a are released, the switching occurs as shown in FIG.

The connection release operation section 17a of the vehicle 2 is connected to the first switching valve 34a1.
2nd switching valve 35a1 detection valve 36a1 1st supply/discharge valve 38a1
2nd supply/discharge valve 39a1 double check valve 44a1 air reservoir 40a1
It is composed of check valves 41a, 42a, etc.

The first switching valve 34a and the second switching valve 35a are both air pilot type, and both are inserted between the air pipes 13a and 13 in series.

The pilot portion of the first switching valve 34a is connected to the outlet port of the double check valve 44a via the switching valves 30a, 27a of the confirmation portion 7a.

The pilot portion of the second switching valve 35a is connected to the pilot side of the first switching valve 34a via a check valve 50a, and is also connected to the air reservoir 40a and the air pilot portion of the first supply/discharge valve 38a.

The first switching valve 34a is switched when the connector 4a is connected and the confirmation part 7a is in the state shown in FIG. 2, and the air pipe 13a is connected to the air pipe 13 via the second switching valve 35a. .

The detection valve 36a has an air pilot section connected to the air pipe 13, and when the air pressure in the air pipe 13 is reduced to the brake operating pressure, the port connected to the air pipe 13 via the check valve 51a changes from the blocked state to the atmosphere. It is designed to be switched to open.

The first supply/discharge valve 38a and the second supply/discharge valve 39a each have an air pilot portion, and are inserted in series into a conduit branching from the air pipe 13a and extending to the release device 32a.

The first supply/discharge valve 38a connects the air pilot section to the air reservoir 40.
When air pressure is not acting on the pilot part, the second supply/discharge valve 39a side is shut off and the release device 32a side is opened to the atmosphere, and when air pressure is acting, both sides are connected. It is supposed to be done.

The second supply/discharge valve 39a connects the air pilot section to the check valve 51.
It is connected to the air pipe 13 through a, and when air pressure is acting on the pilot part, the air pipe 13a side is shut off and the first supply/discharge valve 38a side is opened to the atmosphere, so that air pressure is not acting. When it is time to connect both sides.

The double check valve 44a connects its two inlet ports to the air pipe 13.
and 13a, confirming the outlet port 7
It is connected to the switching valve 27a of a.

Further, the air pipe 20a for release operation is connected to the air reservoir 40a via a check valve 42a.

The connection release operation section 17a configured in this way is operated by the release operation command section 19a.

The release operation command section 19a is composed of a switching valve, and its operation end 43a protrudes outside the vehicle as shown in FIG. 1, so that it can be operated from outside the vehicle.

This switching valve is provided between the air pipe 13a and the air reservoir 40a side via a check valve 41a, and normally shuts off the air pipe 13a side and opens the check valve 41a side to the atmosphere. 4
When 3a is suppressed, both sides are connected.

In the state shown in FIG. 3 in which the locomotive 1 and the rolling stock 2 equipped with the automatic coupling and releasing device configured in this way are released, the locomotive 1
The lock 28 is in a locked state, and the switching valve 25 of the switching valve section 15 is in a locked state.
Since the pilot section is open to the atmosphere via the switching valve 27 of the confirmation section 6, the air pipes 14 and 18 are blocked off.

The lock 28a on the vehicle 2 side is in the unlocked position, and the switching valve 30a of the confirmation part 7a is connected to the first and second switching valves 34a, 3.
5a and the first supply/discharge valve 38a are open to the atmosphere, the air pipes 13a, 13 are cut off by the first switching valve 34a, and the pressurized air in the lock release cylinder 32a is released from the supply/discharge valve 38a. 38a to the atmosphere.

The pressure inside the air pipe 13 is reduced, and the brake device 1
6a and 16b are activated, and the brake is in operation.

The connectors 3 and 4a can be connected when either one is in the unlocked position.

In this state, the locomotive 1 is brought closer to the vehicle 2 and the coupler 3
, 4a are brought into contact with each other to connect them.

At the same time as connecting the couplers 3 and 4a, the air pipe connecting parts 10 and 11
A is connected and lock 28a is locked.

As a result, the confirmation parts 6 and 7a are brought into the state shown in FIG. 2, and the switching valve 25 connects the air pipes 14 and 18.

Pressure air from the air source is supplied to the air pipe 14.18, the air pipe connection 10.11a, the air pipe 13a, the double check valve 44a,
It acts on the pilot section of the first switching valve 34a via the confirmation section 7a.

At this time, the second switching valve 35a maintains the position shown in FIG. 3 because no pressure air is supplied to its pilot section.

When the first switching valve 34a switches, the air pipe 13a is connected to the air pipe 13 via the second switching valve 35a.

Therefore, pressurized air flows from the pressure air source into the air pipe 13 and increases the air pressure, causing the detection valve 36a and the second supply/discharge valve 39
a to the position shown in FIG.
The brake action of a and 16b is released.

The air pressure acting on the air pipe 13 acts on the pilot portion of the first switching valve 34b via the double check valve 44b1 confirmation portion 7b of the other connection/release operation portion 17b of the vehicle 2, causing the valve to operate as shown in FIG. Switch to the position.

Since air pressure is not acting on the pilot portion of the second switching valve 35b, the air pipe 13 is connected to the air pipe 13b.

However, the switching state of the second switching valve 34b is
a is connected, and the switching valves 27b, 30 of the confirmation part 7b
b is switched to the position shown in FIG. 2, and when the vehicle 2a and the vehicle 2 are released, the switching valve 27 of the confirmation part 7b
b cuts off between the air pipe 13 and the pilot portion of the first switching valve 34b, so the air pipe 13 is cut off by the first switching valve 34b.

In other words, when the vehicles 2.2a, . . . are connected, the respective switching valves of the respective confirmation parts 7b, 7c, . . . operate as shown in FIG. The switching valves 34b, 34c, . . . are switched to the switching positions shown in FIG. 2, and the air pipe 13 is communicated with the following vehicle.

A case in which the thus connected vehicles are released, for example between the locomotive 1 and the vehicle 2, will be described next.

When the operating end 43a of the release operation command section 19a is operated to suppress, the air pressure in the air pipe 13a is transferred to the pilot sections of the first supply/discharge valve 38a and the second switching valve 35a and the air reservoir 40a via the check valve 41a. It acts on

Therefore, the second switching valve 35a switches to open the air pipe 13 to the atmosphere, and the first supply/discharge valve 38a switches to the second supply/discharge valve 39a.
and the lock release cylinder of the release device 32a.

Further, the air reservoir 40a is filled to the operating pressure of each pilot section of the first supply/discharge valve 38a and the second switching valve 35a substantially simultaneously with the operation of the release operation command section 19a.

The pressurized air in the air pipe 13 is released to the atmosphere via the second switching valve 35a, and the pressure is applied to the brake devices 16a, 16.
When the pressure is reduced to the braking pressure of b, 16c,...
The detection valve 36a connects the pilot side of the second supply/discharge valve 39a to the atmosphere.

Therefore, the second supply/discharge valve 39a is switched to release the pressurized air in the air pipe 13a to the release device 32a via the first supply/discharge valve 38a.
to the lock release cylinder.

For this purpose, the release device 32a operates the lock 28a via the bell crank 33a to the unlocked position shown in FIG.

When the lock 28 reaches the unlocked position, the switching valve 30 of the confirmation part 7a
a is also switched to the position shown in FIG. 3, and the pressurized air in the pilot portions of each of the second switching valve 35a, first supply/discharge valve 38a, and first switching valve 34a is released to the atmosphere.

As a result, the first switching valve 34a shuts off the air pipe 13a, and the second switching valve 35a returns to the position shown in FIG. 2.

Further, the first supply/discharge valve 38a releases the pressurized air in the lock release cylinder to the atmosphere.

The lock release cylinder 32a returns to the position shown in FIG.
Lock 28a holds the release device shown in FIG.

When the locomotive 1 is moved in a direction away from the vehicle 2 in this state, the couplers 3 and 4a are released.

By releasing the couplers 3 and 4a, the switching valve 27 of the confirmation section 6 of the locomotive 1 opens the pilot section of the switching valve 25 of the switching valve section 15 to the atmosphere, so that the pressurized air source is shut off by the switching valve 25. .

In the case where the locomotive 1 and the vehicle 2 are separated, the method of operating the release operation command section 19a on the vehicle 2 side has been described, but it is also possible to separate the locomotive 1 and the vehicle 2 by operating the switching valve 26 of the switching valve section 15. can be released.

That is, in the connected state shown in FIG.
When the switching valve 26 of No. 5 is operated, the pressure air from the pressure air source is transferred to the air pipe 14, the air pipe 18a, the air pipe connection part 10,
It passes through the air pipe 20a and the check valve 42a via the air pipe 11a, and acts on the pilot portions of the first supply/discharge valve 38a and the second switching valve 35a.

Therefore, in the same manner as described above, after the pressurized air in the air pipe 13 is released to the atmosphere via the second switching valve 35a and the brake devices 16a, 16b, 16c, etc. are activated, the detection valve 36a is switched and the second switching valve 35a is opened to the atmosphere. 2 Release device 3 via supply/discharge valve 39a
Pressure air is supplied to 2a, and the lock 28a is unlocked.

As is clear from the above description, according to the automatic train connection and release device of the present invention, the vehicle is released after the brake force of the vehicle to be released is fully applied, so that when the vehicle is released on a graded track, the train is released. The work is simple, there is no need to relocate the vehicle, and the vehicle can be accurately stopped at a desired location.

[Brief explanation of the drawing]

Fig. 1 is a schematic diagram of a state in which a locomotive and a vehicle are connected, showing one embodiment of the present invention, Fig. 2 is a piping diagram of a state in which a locomotive and a vehicle are connected in the same embodiment, and Fig. 3 is a diagram of the same embodiment. Fig. 2 is a piping diagram of the locomotive and rolling stock in an open state. 1...Locomotive, 2, 2a...Vehicle, 3, 4a, 4b, 5
a...Coupler, 6, 7a, 7b, 7c...Confirmation part, 10
, 11a, 11b, 11c... air pipe connection section, 13, 1
3a, 13b, 13c...Air pipe, 15...Switching part, 1
6a, 16b, 16c...Brake device, 17a, 17
b, 17c... Connection release operation section, 18... Air pipe, 18
a... Air pipe for release operation, 19a, 19b, 19c...
Release operation command unit, 20a, 20b, 20c...air pipe,
25, 26, 27...Switching valve, 28.28a, 28b,
28c...Lock, 29, 29a, 29b, 29c...Bell crank, 30...Switching valve, 32a, 32b, 32c...
...Release device, 33a, 33b, 33c...Bell crank, 34a, 34b...First switching valve, 35a, 35b...
Second switching valve, 36a, 36b...detection valve, 38a, 38
b...First supply/discharge valve, 39a, 39b...Second supply/discharge valve, 4
0a, 40b...Air reservoir, 41a, 41b, 42a, 4
2b...Check valve, 43a, 43b...Operation end, 44a,
44b...Double check valve, 50a, 50b51a, 51b
……non-return valve.

Claims (1)

[Claims] 1. A vehicle coupler installed in a vehicle that can be unlocked and released; an air pipe having a connecting part that connects the connected vehicles when the coupler is in the connected state; a confirmation unit configured to issue confirmation signals when the connectors are connected and released; a release device configured to unlock the connector by being supplied with pressurized air; The brake device of the vehicle is configured to perform a braking action by reducing pressure, and the connection release operation section of the coupler is provided between the connection section of the air pipe and the brake device. It operates to communicate based on the connection confirmation signal from the confirmation section, operates to shut off based on the release confirmation signal, and opens the inside of the air pipe on the brake device side to the atmosphere based on a release command from the outside. and a second valve configured to detect a brake operation based on the reduced pressure in the air pipe on the brake device side and supply pressurized air from the air pipe on the connection side to the release device. An automatic train coupling and uncoupling device comprising: