JPH0413188B2 - - Google Patents

Description

Detailed Description of the Invention [Field of Industrial Application] The present invention is used in a brake system for a railway vehicle, and when a pneumatic command vehicle and an electric command vehicle are combined, the emergency brake commands of both vehicles can be exchanged. It relates to a device that can be read as

[Prior art] As a conventional example of this type of reading device,
There is one disclosed in Japanese Patent No. 55023, which will be explained based on FIGS. 9 and 10.

The examples shown in FIGS. 9 and 10 show a case where a pneumatic command vehicle AC is combined with an electric command vehicle EC, and EC' in the figure is an electric command vehicle assembled into the vehicle EC. Note that a pneumatic command vehicle was also organized, but for the sake of explanation, it is represented by AC.

Electrical command vehicles EC and EC′ each have a reading device.
YK2 and YK2' are installed, and in this mixed example, the reading device YK2 of the electric command vehicle EC is used.

This reading device YK2 consists of a pressure switch PS and a second discharge valve DV2.
Equipped with a solenoid valve MV2 for opening/closing control.

The pressure switch PS is the pneumatic command vehicle AC's brake pipe BP pneumatic pressure, electrical command vehicle AC.
Outbound line EB3 of the second emergency brake command line of EC, EC'
It has contacts that open and close.

The solenoid valve MV2 supplies and exhausts air to and from the pilot chamber of the second discharge valve DV2 by excitation and demagnetization.

The second discharge valve DV2 is opened and closed by supplying and exhausting the pilot chamber.

Note that the other reading conversion device YK2' has the same configuration, so a dash (') is added to the reference numeral of each part, and the explanation thereof will be omitted.

FIG. 9 shows a driving state in which the pneumatic command vehicle AC is the leading vehicle and is traveling in the direction of arrow A.

At this time, in the pneumatic command vehicle AC, the first emergency brake command line EB1 is unpressurized (voltage 0).
Therefore, the solenoid valve MV1 is demagnetized and the brake pipe is
BP communicates with the pilot chamber of the first discharge valve DV1, and when the first discharge valve DV1 closes, the brake pipe BP
In addition, the brake pipe BP is filled with air at a predetermined pressure from the brake valve BV and maintained at this predetermined pressure, and the control valve CV is loosened and operated to exhaust the brake cylinder BC. is,
The brakes are released. This control valve CV, brake cylinder BC, etc. are the first brake device.
Further, the control valve CV is, for example, a three-pressure type control valve disclosed in Japanese Patent Publication No. 19866/1983.

In addition, the symbol MR in FIG. 9 indicates the source air reservoir, and SR indicates the supply air reservoir.

In addition, in the operating state shown in Fig. 9, the electric command vehicle EC,
In EC', the front/rear switch 50 is in the front position, the front/rear switch 50' is in the rear position, the connection operator 60 is in the connection position, and the connection operator 60' is in the emergency connection position.
These contacts 51, 53, 61, 52', 54',
62' is closed, and contacts 52, 54, 6
2, 51', 53', and 61' are open. Therefore, the pressurized (power supplied) power line EB2 of the second emergency brake command line is connected to the contact 51 and the pressure switch PS.
closed contact, forward line of the second emergency brake command line
EB3, normally closed emergency brake switch EBS,
EBS', contacts 62', 52', and the return line EB4 of the second emergency brake command line are connected to the emergency brake solenoid valve EBV as the second brake device.
This emergency brake solenoid valve EBV is energized and loosens, and the brakes of each vehicle are loosened.
Note that the symbols C and C' in FIG. 9 are brake controllers.

At this time, the above power line EB is connected to the solenoid valve MV2.
2 through contacts 51, 53, and 61, and the solenoid valve MV2 is energized to open the brake pipe BP.
This pressure air is supplied to the pilot chamber of the second discharge valve DV2, and the second discharge valve DV2 is closed to isolate the brake pipe BP from the atmosphere.

In the operating state shown in Fig. 9 above, when the brake pipe BV of the pneumatic command vehicle AC, which is the lead vehicle, is operated for emergency braking, the brake pipe BP is depressurized to atmospheric pressure, and in response, the control valve CV is activated to apply the emergency brake. Operate. At this time, the first emergency brake command line EB1 is pressurized (power supplied), the solenoid valve MV1 is energized and the pilot chamber of the first discharge valve DV1 is evacuated, and the first discharge valve DV1 is opened and the air is discharged from there as well. Brake pipe BP is depressurized.

This pressure reduction of the brake pipe BP in the pneumatic command vehicle AC (emergency brake command) is read as follows by the reading device YK2 and transmitted to the electric command vehicles EC, EC'.

In other words, when the brake pipe BP is depressurized, the contact point of the pressure switch PS opens, so that the outbound line EB3 and the return line EB, which are connected back and forth, of the first emergency brake command line are
4 becomes unpressurized, the emergency brake solenoid valve EBV is demagnetized, and the emergency brake is activated.

Figure 10 shows the electric command vehicle, contrary to Figure 9.
This shows a driving state in which the vehicle is traveling in the direction of arrow B with EC' as the lead vehicle.The difference from FIG. The only difference is the pressurization system route to the solenoid valve MV2 and the emergency brake solenoid valve EBV.

In the operating state shown in Fig. 10, when the emergency brake is operated on the brake controller C' of the electric command vehicle EC', which is the lead vehicle, the power line EB2, the outbound line EB3, and the return line EB4, which are the second emergency brake command lines, are activated. No pressure is applied, the emergency brake solenoid valve EBV is demagnetized, and the emergency brake is activated.

The non-pressure (emergency brake command) on the second emergency brake command line in the electric command vehicles EC' and EC is read as follows by the reading device YK2 and transmitted to the pneumatic command vehicle AC.

In other words, the second emergency brake command line EB2, EB
Due to no pressurization in step 3, solenoid valve MV2 is demagnetized and the second
In order to exhaust the pilot chamber of the discharge valve DV2, the second discharge valve DV2 opens to release the brake pipe BP to the atmosphere, and the brake pipe BP is depressurized and the control valve CV
However, according to the emergency brake reading device, if the emergency brake switch is opened on the electric command vehicle side or the train separates while the pneumatic command vehicle is operating as the lead vehicle, not only the electric command vehicle but also the electric command vehicle It is possible to reliably operate the emergency brake on a pneumatic command vehicle, and conversely, when an electric command vehicle is driven as the lead vehicle and the emergency brake is activated by the brake controller, the brake controller can be loosened. It is possible to release the brakes of a pneumatically controlled vehicle simply by operating the system.

In addition, the applicant's earlier application, Japanese Patent Application No. 60-94090,
According to the number, the brakes of the pneumatic command vehicle are activated from the electric command vehicle.

[Problem that the invention seeks to solve]

The conventional emergency brake command reading device described above has the following problems.

When driving the pneumatic command vehicle AC as the lead vehicle as shown in Fig. 9, the electric command vehicle EC,
If a train separation occurs between EC′ or the conductor opens the emergency brake switch EBS′ in the last electric command vehicle EC′, the return line EB4 of the second emergency brake command line becomes unpressurized. In the electric command vehicles EC and EC', the emergency brake solenoid valve EBV is demagnetized to activate the emergency brake, but this emergency brake command is not transmitted to the pneumatic command vehicle AC, causing the control valve CV to not activate the emergency brake.

This is because even if the outbound line EB3 and return line EB4 of the second emergency brake command line become non-pressurized due to the train separation or the opening of the emergency brake switch EBS' by the conductor, in the electric command vehicle EC,
Brake controller C, power line EB2, contacts 51, 5
3 and 61, the solenoid valve MV2 is energized and the second
The discharge valve DV2 remains closed,
This is because the brake pipe BP of the air pressure command vehicle AC is not depressurized.

In addition, in the operating state shown in Fig. 9, if the second emergency brake command line is pressurized from the brake controller C' of the last electric command vehicle EC', the solenoid valve is connected from the power line EB2 due to the train separation. Since the power supply to MV2 is cut off, the second discharge valve DV2 reduces the pressure in the brake pipe BP, and the emergency brake is also activated in the pneumatic command vehicle AC, but when the emergency brake switch EBS' is opened, the above-mentioned Similarly, the emergency brake does not operate on the pneumatic command vehicle AC.

In addition, when the electric command vehicle EC' is operated as the lead car as shown in Fig. 10, the brake controller C' of the lead car can be operated as an emergency brake so that all the cars
There is a problem in that the emergency brake of the pneumatic command vehicle AC cannot be released even if the brake controller C' is released after the emergency brake is activated by EC', EC, and AC.

This is because when the brake controller C' of the electric command vehicle EC', which is the leading vehicle, is loosened and the second emergency brake command line is pressurized, the emergency brake solenoid valve EBV is activated in the electric command vehicle EC', EC. is energized and loosens, but in this case, the brake valve BV of the pneumatic command vehicle AC is in a state where the handle is removed and the brake pipe BP cannot be supplied or discharged, and the reading device YK
The brake pipe is depressurized to atmospheric pressure because 2 does not have a supply mechanism for the brake pipe BP.
BP cannot be boosted.

[Means for solving problems]

Therefore, the present invention includes an emergency brake command using a normal brake controller and brake valve, and includes an emergency brake command operated by a conductor, train separation,
When an emergency brake command is issued by opening the pressure switch, the second emergency brake command line, especially the return line, always changes from pressurized to non-pressurized. When the release command is issued after the emergency brake is activated, the second discharge valve is closed under the following conditions: pressurization of the return line of the second emergency brake command line and non-pressurization of the first emergency brake command line. At the same time, the switching valve is opened to supply air to the brake pipe, and the means for this is, in the conventional device, connecting a first relay to the first emergency brake command line and connecting the first relay to the second emergency brake command line. A second relay is connected to the return line of the brake command line, and a third relay is energized and self-holding by energizing the first relay and demagnetizing the second relay, and is demagnetized by releasing the self-holding by energizing the second relay. a relay is provided, and the second relay is demagnetized by demagnetizing the first relay and energizing the third relay, or by energizing the second relay.
An exhaust control unit is provided that closes the discharge valve and opens the second discharge valve by demagnetizing the second relay and demagnetizing the third relay, the outlet of which is connected to the brake pipe, and the inlet of which is connected to the brake pipe. A switching valve connected to a power source and opened and closed between the two ports is provided, and the switching valve is closed when the pneumatic command vehicle is the leading vehicle, and when the electric command vehicle is the leading vehicle. , a supply that opens the switching valve by demagnetizing the first relay and energizing the third relay or by energizing the second relay, and closes the switching valve by demagnetizing the second relay and demagnetizing the third relay. The reason is that a control section has been installed.

[Effect]

The effect of this technical means is as follows.

First, in a driving state in which the pneumatic command vehicle is the leading vehicle, the air supply control section closes the switching valve, and air is not supplied from the switching valve to the brake pipe. At this time, the first relay connected to the first emergency brake command line is demagnetized, and the second relay connected to the return line of the second emergency brake command line is energized, so the exhaust control section activates the second discharge valve. Close the valve,
The first discharge valve is also closed due to no pressure applied to the first emergency brake command line. At this time, in the pneumatic command vehicle, the brake pipe is maintained at a predetermined pressure and the first brake device is loosened, and in the electric command vehicle, the return line of the second emergency brake command line is applied. The pressure causes the second brake device to release.

In this driving state, the emergency brake switch of the electric command vehicle that is the tail vehicle is opened,
Alternatively, if a train separation occurs between the electric command vehicles, the return line of the second emergency brake command line becomes unpressurized and the second relay is demagnetized, and at this time, the first emergency brake command line is unpressurized. Since the first relay is demagnetized, the third relay is demagnetized. Due to the demagnetization of the second relay and the demagnetization of the third relay, the exhaust control section opens the second discharge valve, and the brake pipe opens. It is opened to the atmosphere and the pressure is reduced, and in response to this, the first brake device operates the emergency brake. At this time, in the electric command vehicle, the second brake device is operating the emergency brake due to non-pressurization of the return line of the second emergency brake command line.

That is, in a driving state where the pneumatic command vehicle is the lead vehicle, if the emergency brake switch is opened or the train separates on the electric command vehicle side, this emergency brake command is transmitted to the pneumatic command vehicle side by the reading device of the present invention. transmitted to.

In addition, in the driving state with the electric command vehicle as the lead vehicle, the first emergency brake command line is not pressurized, the first discharge valve is closed, the first relay is demagnetized, the second relay is energized, and the first emergency brake command line is unpressurized. Since the third relay is demagnetized, the exhaust control section closes the second discharge valve, and the air supply control section opens the switching valve to connect the air source to the brake pipe via the switching valve. Since the brake pipe has a predetermined pressure, the first brake device is operated in a relaxed manner, and in order to pressurize the return line of the second emergency brake command line, the second brake device is operated in a relaxed manner.

That is, when the electric command vehicle is the leading vehicle, when the leading vehicle releases the emergency brake after applying the emergency brake, the second brake device is released by pressurizing the return line of the second emergency brake command line, and at the same time, Based on the excitation of the second relay, the exhaust control section closes the second discharge valve, and at the same time, the air supply control section opens the switching valve, so that the pressurized air from the air source flows into the inlet and outlet of the switching valve. is supplied to the brake pipe through the pressure increase in the brake pipe, and the first brake device is operated to release the pressure, and eventually, according to the reading device of the present invention, the emergency brake of the pneumatic command vehicle is also released from the electric command vehicle side. It is possible.

[Example] Hereinafter, an example of the present invention will be described based on FIGS. 1 to 8. Figures 1 to 7 are the first embodiment;
FIG. 8 shows a second embodiment. Note that explanations of the same constituent parts as in the prior art will be omitted.

In FIG. 1, YK2 is an example of the reading device of the present invention, YK1 is an auxiliary reading device, and these are provided in the electric command vehicle EC, and the other electric command vehicle EC′ is also equipped with a reading device. YK2' and YK1' are provided, but their detailed configuration is the same,
Moreover, since it is not used in the mixed connection example shown in FIG. 1, only the dashed-dotted line frame is shown and the details are omitted.

The reading device YK2 connects the first emergency brake command line EB via the pressure switch PS, the second discharge valve DV2, the newly added switching valve TV, and the auxiliary reading device YK1.
1, a second relay R2 connected to the return line EB4 of the second emergency brake command line,
A third relay R3 that responds to the excitation and demagnetization of the first relay R1 and the second relay R2;
The main components are an exhaust control section and an air supply control section that respond to signals 1 to R3.

The third relay R3 is the normally open contact R of the first relay R1.
1a and the normally closed contact R2b of the second relay R2, and the normally open contact R1a is connected to its own normally open contact R2b.
3a are connected in parallel to form a self-holding circuit. In other words, the third relay R3 is the first relay R3.
1 and demagnetization of the second relay R2 to excite and self-hold, and excitation of the second relay R2 releases the self-holding and demagnetizes.

The second relay R2 is energized by applying pressure to the return line EB4 of the second emergency brake command line, and demagnetized by not applying the same pressure.

The first relay R1 is the first emergency brake command line.
It is magnetized by applying pressure to EB1, and demagnetized by not applying the same pressure. This excitation/demagnetization is performed via the auxiliary reading device YK1, the details of which will be described later.

The exhaust control section has a normally open contact R2a of a second relay R2 connected in parallel to a series circuit of a normally closed contact R1b of a first relay R1 and a normally open contact R3a of a third relay R3.

The exhaust control section is connected to a solenoid of a solenoid valve MV2 that supplies and exhausts the pilot chamber of the second discharge valve DV2. When the solenoid valve MV2 is energized, air at a predetermined pressure is supplied from the pressure regulating valve (air source) PV to the pilot chamber of the second discharge valve DV2.
The second discharge valve DV2 is closed, and conversely, the solenoid valve
When MV2 is demagnetized, the pilot chamber of the second discharge valve DV2 is evacuated.

The air supply control section connects the normally open contact R2a of the second relay R2 in series to the normally closed contact R4b of the fourth relay R4, and connects the normally closed contact R1b of the first relay R1 to the normally closed contact R1b of the first relay R1.
The normally open contact R3a of the relay R3 is connected in series and connected in parallel to the normally open contact R2a. The fourth relay R4 is connected to the power source E via a selection switch SS, and the selection switch SS is closed when the pneumatic command vehicle AC is the leading vehicle, and closed when the electric command vehicle EC' is the leading vehicle. be opened.

The air supply control section is connected to a solenoid of a solenoid valve MV3 that supplies and exhausts the pilot chamber of the switching valve TV. Then, when the solenoid valve MV3 is demagnetized,
When the switching valve TV closes when air is supplied to its pilot chamber, and conversely, when the solenoid valve MV3 is energized, the switching valve TV opens when its pilot chamber is exhausted. The inlet of this switching valve TV is connected to the pressure regulating valve PV (air source), and the outlet thereof is connected to the brake pipe BP.

In addition, in FIG. 1, R5, R6, and R7 are auxiliary relays of the auxiliary reading device YK1, and 10, 1
0' is a switch.

The switch 10, 10' is a conventional front/rear switch 5.
0, 50' and connection actuator 60, 60', with contacts 11 to 15, 11' respectively.
~15', and when operated to each position, only the contact with the trapezoid mark closes, and the other contacts close. For example, if the switch 10 is in the front position, only the contact 12 is closed and the other contacts 11, 13 to
15 is open.

In addition, in FIG. 1, S1 to S4 are auxiliary switches that are closed when the reading conversion device YK2 is used and opened when not in use, and S5 is the auxiliary switch that is opened when the reading conversion device YK2 is not in use.
This is an auxiliary switch that opens when used and closes when not used.

Figure 1 shows the preparation state when using the reading device YK2, and shows the auxiliary switches S1 to S4 and S
5' is closed and S5 is opened. Further, in this preparation state, the brake valve BV is in the handle removal state after emergency braking, and the brake controllers C and C' are also in the emergency braking state.

At this time, since the selection switch SS is open, in the auxiliary reading device YK1, the auxiliary relay R5 is demagnetized, its normally open contact R5a is opened, and its normally closed contact R5b is closed. Due to the opening of the normally open contact R5a and the non-pressurization of the power line EB2 of the second emergency brake command line, the auxiliary relay R7 is demagnetized and its normally closed contact R7b is closed. Therefore, auxiliary switch S3 and normally closed contacts R5b, R
7b, auxiliary relay R6 is energized and its normally open contact R6a is closed and its normally closed contact R6b is open.

At the same time as this auxiliary relay R6 is energized, the first emergency brake command line is activated in the pneumatic command vehicle AC.
EB1 is pressurized and solenoid valve MV1 is excited, but
Since the brake pipe BP is already at atmospheric pressure,
The first discharge valve DV1 is closed.

Further, at this time, in the electric command vehicles EC, EC', the power line EB2, the outbound line EB3, and the return line EB4 are all unpressurized.

Furthermore, at this time, in the reading device YK2, the auxiliary switch S3 and the normally open contact R6a
When the first relay R1 is closed, the first relay R1 is energized and the above return line is activated.
The second relay R2 is demagnetized due to no pressure applied to EB4,
Since the third relay R3 is energized and self-maintained by closing these normally open contacts R1a and normally closed contacts R2b, the exhaust control section demagnetizes the solenoid valve MV2,
The second discharge valve DV2 is closed. Furthermore, when the selection switch SS is opened, the fourth relay R4 is demagnetized and its normally closed contact R4b is closed.
1b and the normally open contact R2a, this air supply control section demagnetizes the solenoid valve MV2, and the switching valve
The TV is closed. Note that since the brake pipe BP is at atmospheric pressure, the contacts of the pressure switch PS are open.

In the preparation state shown in Fig. 1 above, if you want the lead car (driving side) to be the pneumatic command vehicle AC, set the switch 10 to the front position, set the switch 10' to the rear position, close the selection switch SS, and , brake valve
It is sufficient to loosen the BV, and the operation at this time will be explained below based on FIGS. 2 and 3.

First, in FIG. 2, when the selection switch SS is closed, the auxiliary relay R5 of the auxiliary reading device YK1 is energized, its normally open contact R5a is closed, its normally closed contact R5b is opened, and the normally closed contact R5b is opened. When the brake valve BV is loosened, the auxiliary relay R6 is demagnetized, its normally open contact R6a opens, and its normally closed contact R6b closes, and the auxiliary relay R7 is activated via these normally closed contacts R6b and normally open contact R5a. It is energized and its normally closed contact R7b opens.

Therefore, in the pneumatic command vehicle AC, the first emergency brake command line EB1 becomes unpressurized,
The solenoid valve MV1 is demagnetized, and the first discharge valve DV1 remains closed.

At this time, in electric command vehicles EC and EC′,
The above auxiliary reading device YK1 and auxiliary switch S4
through the power line EB of the second emergency brake command line.
2 is pressurized, but the brake pipe BP has not reached the specified pressure and the contact of the pressure switch PS is open, so the return line EB4 of the second emergency brake command line
remains unpressurized.

Also, at this time, in the reading device YK2,
The first relay R1 is demagnetized by the opening of the normally open contact R6a, but the second relay R1 is demagnetized by the opening of the normally open contact R6a.
Since relay R2 remains demagnetized, third relay R3 is self-holding, and by closing normally open contact R3a and normally closed contact R1b, this exhaust control section
The solenoid valve MV2 is energized to close the second discharge valve DV2. In addition, since the fourth relay R4 is energized by closing the selection switch SS and its normally closed contact R4b is opened, the air supply control section controls the first relay R1, the second relay R4 as long as the pneumatic command vehicle AC is the leading vehicle. Regardless of the excitation and demagnetization of relay R2 and third relay R3, solenoid valve MV3 is demagnetized and switching valve TV is maintained in a closed state.

By closing both the discharge valves DV1 and DV2 and loosening the brake valve BV, pressure increase in the brake pipe BP is started.

When the pressure in the brake pipe BP reaches a predetermined pressure, the control valve CV is loosened, the contact point of the pressure switch PS is closed, and the return line EB4 of the second emergency brake command line is also pressurized, as shown in Figure 3. The emergency brake solenoid valve EBV is released and activated.

By pressurizing this return line EB4, reading device YK2
, the second relay R2 is energized, and the opening of its normally closed contact R2b causes the third relay R3 to release its self-holding and demagnetize, opening its normally open contact R3a, but at the same time, the normally open contact R2a is closed, the exhaust control section continues to excite the solenoid valve MV2 to keep the second discharge valve DV2 closed.

FIG. 4 shows a state in which the emergency brake is operated on the brake valve BV while the vehicle is driving in the direction of arrow A in the state shown in FIG. 3 above. In the pneumatic command vehicle AC, the first emergency brake command line EB1 is pressurized by the brake valve BV, so the solenoid valve MV1 is energized, the first discharge valve DV1 is opened, and the brake pipe BP is connected to the brake valve BV and The pressure is reduced by the first discharge valve DV1,
The control valve CV activates the emergency brake.

At this time, in the auxiliary reading device YK1, the auxiliary relay R6 is energized to close its normally open contact R6a and open its normally closed contact R6b, and the auxiliary relay R7 is demagnetized and closes its normally closed contact R7b.

By opening this normally closed contact R6b, the electric command vehicle
In EC and EC', the power supply from the auxiliary reading device YK1 is cut off, so the second emergency brake command lines EB2 to EB4 are not pressurized, and the emergency brake solenoid valve EBV operates the emergency brake.

At this time, in the reading device YK2, the first relay R1 is energized by the closing of the normally open contact R6a, and the second relay R2 is demagnetized by the non-pressurization of the return line EB4, so the third relay R3 is energized. Excite and self-retain. Therefore, the exhaust control section demagnetizes the solenoid valve MV2 and opens the second discharge valve DV2 by opening the normally open contact R2a and the normally closed contact R1b,
Brake pipe BP is also depressurized from here.

The operation when the emergency brake is released by the brake valve BV after the emergency brake is activated as shown in Fig. 4 above is the same as the second one described above.
It is the same as Fig. 3.

Further, FIG. 5 shows a case in which the conductor opens the emergency brake switch EBS' in the electric command vehicle EC', which is the last vehicle, while driving in the direction of arrow A in the relaxed state shown in FIG. 3 above. In this case, in the electric command vehicles EC, EC', the return line EB4 of the second emergency brake command line is not pressurized, and the emergency brake solenoid valve EBV operates the emergency brake.

Due to the non-pressurization of this return line EB4, the reading device YK
In No. 2, the second relay R2 is demagnetized, the first relay R1 and the third relay R3 remain demagnetized, and the exhaust control unit closes its normally open contacts R2a, R3.
By opening a, the solenoid valve MV2 is demagnetized and the second discharge valve DV2 is opened.

Therefore, in the pneumatic command vehicle AC,
Since the brake pipe BP is depressurized by the second discharge valve DV2, the control valve CV operates the emergency brake.

To release the emergency brake shown in Fig. 5, return the emergency brake switch EBS', operate the brake valve BV once in the lead vehicle, and then
All you have to do is loosen this, and the explanation of its operation will be omitted.

Furthermore, even if a train separation occurs between electric command vehicles EC and EC' while driving in the direction of arrow A in Fig. 3, return line EB4 of the second emergency brake command line becomes unpressurized, so the above-mentioned The operation is the same as that shown in Figure 5.

In addition, while driving in the direction of arrow A in Figure 3, if train separation occurs between pneumatic command vehicles AC or between pneumatic command vehicles AC and electric command vehicles EC, the control valve CV will be activated by reducing the pressure in the brake pipe BP. When the emergency brake is activated, the contact point of the pressure switch PS is opened and the return line EB4 of the second emergency brake command line becomes unpressurized, so the emergency brake solenoid valve EBV activates the emergency brake. At this time, reading device YK2
The operation is the same as in the case of FIG. 5 described above.

Next, contrary to the above description, a case where the electric command vehicle EC' is set as the lead vehicle from the preparation state shown in FIG. 1 will be described below based on FIGS. 6 and 7.

If this electric command vehicle EC′ is the lead vehicle,
In order to keep the selection switch SS open, the procedure shown in FIG. 1 is used as a basis, and the brake controller C' is further loosened. At this time, the switch 10 is placed at the rear position, and the switch 10' is placed at the front position.

In the preparation state shown in Figure 1, the brake controller
When C' is loosened, as shown in Fig. 6, the power line EB2 of the second emergency brake command line is connected to the controller C'.
is pressurized, and in auxiliary reading device YK1, auxiliary relay R7 is energized via auxiliary switch S4, so its normally closed contact R7b opens, auxiliary relay R6 is demagnetized, and its normally open contact R6a opens. At the same time, the normally closed contact R6b closes.

By opening this normally closed contact R7b, in the pneumatic command vehicle AC, the first emergency brake command line EB1
Since no pressure is applied, the solenoid valve MV1 is demagnetized and the first discharge valve DV1 remains closed.

By opening the above normally open contact R6a, the reading device YK
2, the first relay R1 is demagnetized, the contacts of the pressure switch PS are open and the second relay R2 remains demagnetized, the third relay R3 is self-holding, and the normally closed contacts R1b and By closing the open contact R3a, the exhaust control section excites the solenoid valve MV2 to close the second discharge valve DV2. At this time, normally closed contact R1b, normally open contact R3a, normally closed contact R4b
, the air supply control section excites the solenoid valve MV3 to open the switching valve TV.

Therefore, by closing both the discharge valves DV1 and DV2 and opening the switching valve TV, the pressure in the brake pipe BP starts to increase in the pneumatic command vehicle AC.

At the beginning of pressure increase of the brake pipe BP in Fig. 6,
Since the control valve CV is loosened and does not operate, and the contact of the pressure switch PS is open, the return line EB4 of the second emergency brake command line is not pressurized, and the emergency brake solenoid valve
EBV also loosens and does not work.

When the pressure in the brake pipe BP reaches a predetermined pressure, as shown in Fig. 7, the control valve CV is loosened and the contact of the pressure switch PS is closed, so that the return line EB4 of the second emergency brake command line is activated. Pressurized, the emergency brake solenoid valve EBV is released and the brakes on all vehicles are released.

When shown in FIG. 7, in the reading device YK2, the second relay R2 is energized by the pressurization of the return line EB4, and the third relay R3 releases its self-holding and demagnetizes, but at the same time, it is normally open. Since contact R2a closes, solenoid valve MV2 is energized and second discharge valve DV2
is closed, solenoid valve MV3 is energized, and switching valve TV is held open.

If you operate the emergency brake on the brake controller C' of the lead car while driving in the direction of arrow B in the state shown in Fig. 7 above, the state will be the same as in Fig. 1, and all vehicles will have AC, EC,
EC' activates the emergency brake. This detailed explanation will be omitted.

Also, if a train separation occurs between electric command vehicles EC and EC' while driving in the direction of arrow B in Fig. 7, it is the same as when the brake controller C' is operated as an emergency brake. Detailed explanation will be omitted.

Furthermore, while driving in the direction of arrow B in Figure 7, if the conductor valve is operated on the side of the pneumatic command vehicle AC, or if train separation occurs between the pneumatic command vehicles AC or between the pneumatic command vehicle AC and the electric command vehicle EC. Since the brake pipe BP is depressurized, the emergency brakes are activated on all vehicles AC, EC, and EC′ as described above, and a detailed explanation thereof will be omitted. This loosening after the emergency brake is
All you have to do is return the conductor valve, connect the separated trains, operate the emergency brake once and then release the brake controller C', and the detailed explanation will be omitted.

In the first embodiment shown in Figs. 1 to 7 above, the first discharge valve DV1, the second discharge valve DV2, and the switching valve TV are of the air pilot type, but they may also be solenoid valves. Opening and closing conditions must be considered.

Further, in the first embodiment, the electric command vehicle EC,
This is an example where EC' is not equipped with a third emergency brake command line having the same characteristics as the first emergency brake command line EB1 of the pneumatic command vehicle AC, and the auxiliary reading device
Although YK1 is provided and used in combination, some vehicle models are equipped with this third emergency brake command line, and an example of this case is shown in FIG. 8 as a second embodiment.

In FIG. 8, EB5 is the third emergency brake command line that is normally unpressurized and is pressurized during emergency braking, and the auxiliary reading device YK1 of the first embodiment,
Since YK1' is unnecessary, the first relay R1 is directly connected to the third emergency brake command line EB5, the fourth relay R4 of the first embodiment and its normally closed contact R4b are deleted, and the normally closed contact R4b is connected to the first relay R1. Instead, the selection switch SS is connected in series to the normally open contact R2a, and although the configuration is slightly different, the operation of each part is the same as in the first embodiment. However, contrary to the first embodiment, the selection switch SS in the second embodiment shown in FIG. 8 is opened when the pneumatic command vehicle AC is the leading vehicle, and when the electric command vehicle EC' is the leading vehicle. In the end, the normally closed contact R of the first embodiment
It has the same function as 4b.

FIG. 8 shows the preparation state similarly to FIG. 1, and since the operation of the reading device YK2 is the same as in FIGS. 1 to 7, the explanation thereof will be omitted.

In the first and second embodiments described above, even if the forward and backward positions of the switching devices 10 and 10' are opposite to the direction of travel, the reading device YK2 operates normally as described above. switching device 10,
There is no need to operate 10'.

〔effect〕

As is clear from the above descriptions, the present invention can be relaxed; however, in this case, the first relay, the second relay, the third relay, the exhaust control section, and the air supply control section are not provided. The emergency brake on the pneumatic command vehicle side cannot sufficiently respond to the opening of the emergency brake switch on the electric command vehicle side or the separation of trains, but the present invention solves these problems.

[Brief explanation of drawings]

FIG. 1 is a preparation state diagram of the first embodiment of the present invention, FIGS. 2 to 7 are operation explanatory diagrams of the first embodiment, and FIG.
The figure is a preparation state diagram of the second embodiment, and FIGS. 9 and 10 are explanatory diagrams of the conventional example. AC...Pneumatic command vehicle, EC, EC'...Electric command vehicle, EB1...1st emergency brake command line, BP
...Brake pipe, DV1...1st discharge valve, CV...
...Control valve (first brake device), EB3...Outbound line of second emergency brake command line, EB4...Return line of second emergency brake command line, EBS, EBS'...Emergency brake switch, EBV...Emergency brake Solenoid valve (second brake device), YK2, YK2'...reading device, PS...pressure switch, DV2...second discharge valve, TV...switching valve, PV...pressure regulating valve (air source), R1...first relay, R2...second relay,
R3...Third relay.

Claims (1)

[Claims] 1. A first emergency brake command line that is always unpressurized and pressurized during emergency braking, a brake pipe that is always maintained at a predetermined pressure and is depressurized to atmospheric pressure during emergency braking, and the first emergency brake command line. a first discharge valve that closes when the line is not pressurized to isolate the brake pipe from the atmosphere, and opens when the first emergency brake command line is pressurized to release the brake pipe to the atmosphere; The first type of air pressure command type that responds to air pressure.
a pneumatic command vehicle having a brake device; a second emergency brake command line that is routed reciprocally between each vehicle and is pressurized at all times and unpressurized during emergency braking;
an electric command vehicle having a normally closed emergency brake switch disposed on the forward line of the second emergency brake command line, and an electric command type second brake device connected to the return line of the second emergency brake command line; It is a device that mutually reads the emergency brake commands of both vehicles when the two vehicles are mixed, and a contact point that closes when the air pressure in the brake pipe reaches a predetermined pressure is placed on the forward line of the second emergency brake command line. a pressure switch, and the valve is closed by pressurization of the second emergency brake command line to isolate the brake pipe from the atmosphere, and the valve is opened by no pressure of the second emergency brake command line to release the brake pipe to the atmosphere; an emergency brake command reading device comprising: a first relay connected to the first emergency brake command line; and a second relay connected to a return line of the second emergency brake command line; A third relay is provided, which is energized and self-holding by energizing the first relay and demagnetizing the second relay, and is demagnetized by releasing the self-holding by energizing the second relay, and the first relay is demagnetized and the third relay is demagnetized. by energizing the relay or by energizing the second relay.
An exhaust control unit is provided that closes the discharge valve and opens the second discharge valve by demagnetizing the second relay and demagnetizing the third relay, the outlet of which is connected to the brake pipe, and the inlet of which is connected to the brake pipe. A switching valve connected to a power supply and opened and closed between the two ports is provided, and the switching valve is closed when the pneumatic command vehicle is the leading vehicle, and when the electric command vehicle is the leading vehicle, the switching valve is closed. , a supply that opens the switching valve by demagnetizing the first relay and energizing the third relay or by energizing the second relay, and closes the switching valve by demagnetizing the second relay and demagnetizing the third relay. An emergency brake command reading device characterized by being provided with a control section.