JPH0443019B2 - - 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

[Conventional technology]

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. 4 and 5.

The examples shown in FIGS. 4 and 5 show a case where a pneumatic command vehicle A is combined with an electric command vehicle E, and E' in the figure is an electric command vehicle assembled into the vehicle E.

Electrical command vehicles E and E' each have a reading device YK.
2, YK2' is installed, and in the case of FIGS. 4 and 5, the reading device YK2 of the electric command vehicle E connected to the pneumatic command vehicle A is used.

This reading device YK2 consists of a pressure switch PS, a solenoid valve MV2, and a discharge valve DV2. In addition,
The other reading conversion device YK2' has the same configuration, so the reference numerals of each part are suffixed with a dash (') and the following explanation will be omitted.

The pressure switch PS opens and closes the second emergency brake command line EB3 of the electric command vehicle E using the air pressure of the brake pipe BP of the pneumatic command vehicle A.

The solenoid valve MV2 operates as a discharge valve by excitation and demagnetization.
Supply and exhaust air to the pilot chamber of DV2.

The discharge valve DV2 is opened and closed by the supply and exhaust of the pilot chamber.

FIG. 4 shows a driving state in which the pneumatic command vehicle A is the leading vehicle and is traveling in the direction of arrow A.

At this time, in the pneumatic command vehicle A, the first
When the emergency brake command line EB1 is unpressurized (voltage 0), the solenoid valve MV1 is demagnetized and the brake pipe BP is connected to the pilot chamber of the discharge valve DV1, and the discharge valve
DV1 is closed, and the brake pipe BP is filled with air at a predetermined pressure from the brake valve BV, the control valve CV is loosened, the brake cylinder BC is exhausted, and the brake is released. .
In addition, MR in the figure indicates the original air reservoir, SR indicates the supply air reservoir, and the control valve CV is, for example, the
This is a three-pressure control valve disclosed in Publication No. 19866.

In addition, in the operating state shown in Fig. 4, the electric command vehicle E,
In E', the front/rear switch 50 is in the front position, the front/rear switch 50' is in the rear position, the connection operation device 60 is in the connection position,
When the connection operation device 60' is in the uncoupled position, these contacts 51, 53, 61, 52', 54', 62'
is closed, and the contacts 52, 54, 62, 5
1', 53', and 61' are open. Therefore,
Pressurized (power supplied) second emergency brake command line EB
2 is a contact 51, a closed contact of the pressure switch PS;
It is connected to the emergency brake solenoid valves EBV, EBV' via the second emergency brake command line EB3, the emergency brake switches EBS, EBS', contacts 62', 52', and the second emergency brake command line EB4. Solenoid valves EBV and EBV' are energized and the emergency brake is relaxed. Also, at this time, solenoid valve MV2
is pressurized from the second emergency brake command line EB2 via contacts 51, 53, and 61, and the solenoid valve MV2 is energized to supply pressurized air from the brake pipe BP to the pilot chamber of the discharge valve DV2. and
Discharge valve DV2 is closed. In addition, C in the figure,
C′ is the brake controller. In this operating state, when the brake valve BV is operated for emergency braking, the pressure in the brake pipe BP is reduced to atmospheric pressure, and the control valve CV is operated for emergency braking. At this time, the first
Emergency brake command line EB1 is pressurized and the solenoid valve
MV1 is energized to exhaust the pilot chamber of the discharge valve DV1, and the brake pipe BP is also depressurized from the discharge valve DV1. This pressure reduction of the brake pipe BP (emergency brake command) in the pneumatic command vehicle A is read as follows and transmitted to the electric command vehicles E and E'.

In other words, when the brake pipe BP is depressurized, the contacts of the pressure switch PS open, so the second emergency brake command lines EB3 and EB4 become unpressurized, and the emergency brake solenoid valves EBV and EBV' are demagnetized and the emergency brake is activated. do.

FIG. 5, contrary to FIG. 4, shows a driving state in which the electric command vehicle E' is the leading vehicle and is traveling in the direction of arrow B.
The opening/closing state of each contact 50' is reversed from that in FIG. 4, and the only difference is the pressurizing path to the solenoid valve MV2 and the emergency brake solenoid valves EBV, EBV'.

In the operating state shown in Figure 5, the brake controller
When C' is operated as an emergency brake, the second emergency brake command lines EB2, EB3, and EB4 become unpressurized.
The emergency brake solenoid valves EBV and EBV' are 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 E and E' is read as follows and transmitted to the pneumatic command vehicle A.

In other words, when the second emergency brake command line EB3 is not pressurized, the solenoid valve MV2 is demagnetized and the discharge valve DV2 is
To exhaust the pilot chamber, the discharge valve DV2 opens to reduce the pressure in the brake pipe BP, and the control valve CV activates the emergency brake.

[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 A as the lead vehicle as shown in Fig. 4, the pneumatic command vehicle A:
Reduce the pressure of brake pipe BP with brake valve BV and discharge valve
By doing this with DV1, the emergency brake is activated immediately, but in the electric command vehicles E and E', it takes some time until the pressure in the brake pipe BP begins to decrease and the contact of the pressure switch PS opens.
The emergency brake operation is delayed by that amount.

In addition, when electric command vehicle E' is driven as the lead vehicle as shown in FIG. 5, electric command vehicles E and E' have second emergency brake command lines EB2, EB3,
The emergency brake operates immediately when EB4 is not pressurized, but in pneumatic command vehicle A, the solenoid valve
When MV2 is demagnetized, the discharge valve DV2 starts to reduce the pressure in the brake pipe BV, and since the pressure reduction is done only by the discharge valve DV2, it takes time for the brake pipe BP to be reduced to atmospheric pressure, and the emergency brake is activated accordingly. There is a delay in the operation, and this delay is particularly significant when the pneumatic command vehicle A is a long train.

That is, the conventional reading device described above mutually reads the emergency brake commands of the pneumatic command vehicle A and the electric command vehicles E and E', but the emergency brake commands of both vehicles cannot be synchronized. The problem is that there is no.

[Means for solving problems]

Therefore, the present invention was made by focusing on the first emergency brake command line of the pneumatic command vehicle,
The technical means is to connect a first relay to the first emergency brake command line, connect a second relay to the second emergency brake command line, and connect the normally closed contact of the second relay to the first relay. disposed between the first emergency brake command line side of the relay and a power source, and a normally closed contact of the first relay is disposed between the second emergency brake command line side of the second relay and the power source, A selection switch is provided for selecting one of these normally closed contacts and connecting it to the power source.

[Effect]

According to this technical means, when the pneumatic command vehicle is operated as the lead vehicle, when the normally closed contact of the first relay is selected by the selection switch and connected to the power supply, the normally closed contact of the first relay is The first relay remains demagnetized because the normally closed contacts of the second relay are energized and the normally closed contacts of the second relay are opened. At this time, the first emergency brake command line of the pneumatic command vehicle is not pressurized, and the second emergency brake command line of the electric command vehicle is pressurized from the power source.

In this operating state, when an emergency brake command is issued from a pneumatic command vehicle, the emergency brake is activated immediately in the vehicle, the first relay is energized by pressurization of the first emergency brake command line, and the first relay is normally activated. Since the closing contact opens, the power supply from the power supply to the second emergency brake command line is cut off, and the emergency brake is immediately activated in the electric command vehicle as well.

In addition, when the electric command vehicle is operated as the lead vehicle, the selection switch selects the normally closed contact of the second relay and connects it to the power supply, but the second relay is connected to the pressurized second emergency brake command line. Since it is energized, the normally closed contact of the second relay is open, and since the first emergency brake command line is not pressurized, the first relay is demagnetized. At this time, the first
The normally closed contact of the relay and the power source are disconnected from each other by the selection switch.

In this operating state, when an emergency brake command is issued from the electric command vehicle, the second emergency brake command line becomes non-pressurized, and the emergency brake is immediately activated in the vehicle, and the second emergency brake command line becomes non-pressurized. Since the second relay is demagnetized and its normally closed contact closes, in the pneumatic command vehicle, the first emergency brake command line is connected to the power source via the normally closed contact of the second relay and pressurized, and the emergency brake is immediately applied. is activated.

〔Example〕

Embodiments of the present invention will be described below with reference to FIGS. 1 to 3. 1 and 2 show the first embodiment, and FIG. 1 shows the case where the pneumatic command vehicle A is the leading vehicle, and FIG. 2 shows the case where the electric command vehicle E' is the leading vehicle. FIG. 3 shows a second embodiment, in which the pneumatic command vehicle A is the leading vehicle. Components that are the same as those in the prior art are designated by the same reference numerals as in FIG. 4, and their explanations will be omitted.

In FIGS. 1 and 2 showing the first embodiment, a pneumatic command vehicle A is connected to an electric command vehicle E. In this case, one reading device YK1 is used, and the other reading device YK1 is used. YK1' is not used.

This reading device YK1 mainly consists of a first relay R1, a second relay R2, and a selection switch SS. The first relay R1 is connected to the first emergency brake command line EB1 of the pneumatic command vehicle A, and the second relay R2 is connected to the second emergency brake command line EB2 of the electric command vehicle E via an auxiliary switch S2.
Selection switch SS is located between the power supply and auxiliary relay R3. The first emergency brake command line EB1 side of the first relay R1 is the normally closed contact R of the second relay R2.
2b, connected to the power supply via the normally closed contact R3b of the auxiliary relay R3 and the auxiliary switch S1, and similarly connected to the second emergency brake command line of the second relay R2.
On the EB2 side, the normally closed contact R1b of the first relay R1,
It is connected to the power supply via the normally open contact R3a of the auxiliary relay R3 and the auxiliary switch S1.

In addition, S3 in the figure is an auxiliary switch connected in series to the solenoid of the electromagnetic valve MV2, and S4 is an auxiliary switch connected in parallel to the contact point of the pressure switch PS.

The above auxiliary switches S1 to S3 are reading devices YK
1 is open when not in use, and closed when in use. In addition, the auxiliary switch S4 is a reading device.
Close when not using YK1, open when using. Further, the selection switch SS is closed when the pneumatic command vehicle A is the leading vehicle, and is opened when the electric command vehicle E' is the leading vehicle.

Reference numeral 10 in FIGS. 1 and 2 indicates contacts 11 to 1.
7, and has the same function as the conventional front/rear switch 50 and connection operating device 60, and its contacts 11 to 17 are designed to close at each position of the trapezoidal mark. For example, when the switch 10 is in the forward position, the contacts 12 and 16 are closed and the other contacts are open.

Although the above description has been made regarding each part of the electric command vehicle E, the same components of the other electric command vehicle E' are given the same reference numerals with a dot ('), and the description thereof will be omitted.

FIG. 1 shows a driving state in which the pneumatic command vehicle A is the leading vehicle and travels in the direction of arrow A, in which the selection switch SS and auxiliary switches S1 to S3 and S4' are closed, and the selection switch SS' and auxiliary switch S are closed.
1' to S3' and S4 are opened, and the switch 10 is placed in the front position, and the switch 10' is placed in the rear position.

At this time, in the pneumatic command vehicle A, the first
The emergency brake command line EB1 is not pressurized, the brake pipe BP is filled to the specified pressure, and the control valve CV
is loosening and operating.

In addition, in the reading device YK1, when the selection switch SS is closed, the auxiliary relay R3 is energized, its normally open contact R3a is closed, and its normally closed contact R3b is energized.
is opened and its normally closed contact R1b is closed due to demagnetization of the first relay R1, so power is supplied from the power supply to the second relay R2 via the auxiliary switch S1, the normally open contact R3a, and the normally closed contact R1b, and the second relay R2 is energized and its normally closed contact R2b is open.

Therefore, in electric command vehicles E and E',
The second emergency brake command line EB2 is pressurized from the power supply via the reading device YK1 and the auxiliary switch S2, and the contact 12, the closed contact of the pressure switch PS, the second emergency brake command line EB3, and the auxiliary switch S4 are ', contact 14', and the emergency brake solenoid valve via the second emergency brake command line EB4.
EBV and EBV' are excited and loosen. At this time, the solenoid valve MV2 is energized via the contact 16 and the auxiliary switch S3, and the discharge valve DV2 is closed.

In the above operating state shown in FIG. 1, when the brake valve BV of the pneumatic command vehicle A is operated for emergency braking, the pressure in the brake pipe BP is reduced to atmospheric pressure, and the control valve CV is operated for emergency braking. At this time, the first emergency brake command line EB1 is pressurized.

By pressurizing the first emergency brake command line EB1, the reading device YK1 selects the first relay R1.
is energized, its normally closed contact R1b opens, and the second relay R2 is demagnetized.

Between this normally closed contact R1b, the power supply from the power source is cut off in the electric command vehicles E and E', and the second emergency brake command line EB2 becomes unpressurized.
Immediately, the emergency brake solenoid valves EBV and EBV' are demagnetized and the emergency brake is activated. At this time, the contacts of the pressure switch PS open with a slight delay.

Fig. 2 shows a driving state in which the electric command vehicle E' is the leading vehicle and travels in the direction of arrow R.The difference from Fig. 1 is that the selection switch SS is
with the switch 10 in the rear position and the switch 10' in the front position, and the second emergency brake command line
The point is that EB2 is pressurized by the brake controller C'.

At this time, in the pneumatic command vehicle A, the first
As shown in the figure, the control valve CV is loosening and operating.

In the reading device YK1, when the selection switch SS is opened, the auxiliary relay R3 is demagnetized, its normally open contact R3a is opened, its normally closed contact R3b is closed, and the second relay R2 is activated via the auxiliary switch S2. Power is supplied from the emergency brake command line EB2 and it is excited, its normally closed contact R2b opens, and the first relay R
1 is demagnetized and its normally closed contact R1b is closed.

Furthermore, in the electric command vehicles E and E', the signal is transmitted via the contact 12', the auxiliary switch S4', the second emergency brake command line EB3, the closed contact of the pressure switch PS, the contact 14, and the second emergency brake command line EB4. ,
Emergency brake solenoid valves EBV and EBV' are pressurized and released. At this time, the solenoid valve MV2 is energized via the contact 16 and the auxiliary switch S3, and the discharge valve DV2 is closed.

In the operating state shown in FIG. 2 above, when the brake controller C' of the electric command vehicle E' is operated for emergency braking, the second emergency brake command line EB2 becomes unpressurized, so the emergency brake solenoid valve EBV, EBV' is demagnetized and the emergency brake is activated. At this time, the solenoid valve
MV2 is demagnetized, discharge valve DV2 opens, and pressure reduction in brake pipe BP begins.

Due to the non-pressurization of the second emergency brake command line EB2, the reading device YK1 detects the second relay R.
2 is demagnetized and its normally closed contact R2b closes,
From the power supply to auxiliary switch S1, normally closed contacts R3b, R
Power is supplied to the first relay R1 via 2b.

Therefore, in the pneumatic command vehicle A, the first emergency brake command line EB1 is pressurized simultaneously with the excitation of the first relay R1, so that the solenoid valve MV1 is pressurized.
is excited, discharge valve DV1 opens and brake pipe BP
The control valve CV immediately activates the emergency brake.

In addition, in FIGS. 1 and 2 of the first embodiment, even if the front and rear positions of the switching devices 10 and 10' are opposite to the vehicle running direction, the emergency brake can be read as the emergency brake. , there is no need to operate the switching devices 10, 10' during turn-back operation.

In addition, in the operating state shown in FIG. 1, the first emergency brake command line EB1 of the pneumatic command vehicle A is disconnected,
Alternatively, even if the first emergency brake command line EB1 cannot be pressurized due to train separation on the pneumatic command vehicle A side, if the brake pipe BP is depressurized,
Pressure switch PS detects this and opens its contacts, which activates the emergency brakes on electric command vehicles E and E'.

Furthermore, in the operating state shown in Figure 2, even if electric command vehicles E and E' are separated from the train, the second emergency brake command line EB2 is not pressurized, so the emergency brake is activated in pneumatic command vehicle A as well. However, in the same operating state, if the emergency brake switch (not shown) is operated in the pneumatic command vehicle A, or if the brake pipe BP is depressurized due to train separation, the contacts of the pressure switch PS open and the electric command vehicles E, E' The emergency brake is activated.

FIG. 3 shows a second embodiment, which differs from the first embodiment in the configuration and arrangement of the selection switch SS. When driving in the direction of arrow A with pneumatic command vehicle A as the lead vehicle, connect the selection switch SS to the normally closed contact R1b side as shown in Figure 3, and conversely, drive in the direction of arrow A with electric command vehicle E' as the lead vehicle. When driving in the direction, set the selection switch SS to the normally closed contact R.
All you have to do is switch to the 2b side. The other configurations and operations are the same as those of the first embodiment, so the same reference numerals as in FIG. 1 are given and the explanation will be omitted.

〔effect〕

As shown in the above embodiments, according to the present invention, by using the first emergency brake command line, the emergency brake commands of the pneumatic command vehicle and the electric command vehicle can be mutually read. Moreover, since the reading can be immediately performed and transmitted to the other vehicle, the synchronization of the brake operations of both vehicles is improved.

In addition, in the conventional example, if the detection level of the pressure switch is increased, the transmission from the pneumatic command vehicle to the electric command vehicle becomes faster, but this is not as fast as the electric command transmission of the present invention.Furthermore, in the conventional example, the discharge valve DV
If the discharge capacity of 2 is increased, the transmission from the electric command vehicle to the pneumatic command vehicle becomes faster, but there is a limit due to the brake pipe diameter of the pneumatic command vehicle, so the first emergency brake command line of the pneumatic command vehicle is used. This does not apply to the present invention.

[Brief explanation of drawings]

FIG. 1 shows the first embodiment of the present invention, and shows the driving state in which the pneumatic command vehicle A is the leading vehicle, and FIG. 2 shows the driving state in which the electric command vehicle E' is the leading vehicle in the first embodiment. 3 shows the second embodiment of the same, and shows the driving state with pneumatic command vehicle A as the leading vehicle. FIG. 4 shows the conventional example, and shows the driving state with pneumatic command vehicle A as the leading vehicle. FIG. 5 shows a driving state in which the electric command vehicle E' is the leading vehicle in the conventional example. A...Pneumatic command vehicle, E, E'...Electric command vehicle, EB1...1st emergency brake command line, EB2...
...Second emergency brake command line, R1, R1'...First relay, R2, R2'...Second relay, R3...
...Auxiliary relay, SS, SS'...Selection switch, R1
b, R1b'... Normally closed contact of the first relay, R2b,
R2b'... Normally closed contact of the second relay, S1 to S4,
S1' to S4'...Auxiliary switch, YK1, YK
1'... Reading device, BV... Brake valve, C,
C'...Brake controller, PS, PS'...Pressure switch, CV...Control valve, MV1, MV2, MV2'...
...Solenoid valve, DV1, DV2, DV2'...Discharge valve,
EBV, EBV'...Emergency brake solenoid valve, 10,1
0'...Switcher.

Claims (1)

[Scope of Claims] 1. A pneumatic command vehicle having a pneumatic command type braking device and having a first emergency brake command line that is always unpressurized and pressurized during emergency braking, and having an electric command type brake device and An electric command vehicle having a second emergency brake command line that is constantly pressurized and unpressurized during emergency braking, and a device that mutually reads the emergency brake commands of these two vehicles when they are mixed, A first relay is connected to the first emergency brake command line, and a second relay is connected to the second emergency brake command line, and the normally closed contact of the second relay is connected to the first emergency brake command line side of the first relay. and a power supply, and a normally closed contact of the first relay is arranged between a second emergency brake command line side of the second relay and the power supply, and one of these normally closed contacts is arranged between the second emergency brake command line side of the second relay and the power supply. An emergency brake command reading device comprising a selection switch for selectively connecting to the power source.