JPS5940662B2 - Train rolling prevention brake command circuit - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an improvement in a command circuit for a transfer prevention brake in a motor vehicle equipped with an automatic pilot system (ATO).

For convenience, the case of freight car push-up control in a hump yard will be described below.

FIG. 1 shows freight cars F1 to F4 being pushed up by a locomotive at a hump yard.

Conventionally, ATO-equipped locomotives used in this type of rail yard stop in the middle of a slope section like a hump yard, so a transfer prevention brake is used to prevent sliding down. The command circuit shown in the figure is used, and in the figure, 1 is a speed generator attached to the end of the wheel shaft of the vehicle, 2 is a speed generator, etc.
3 is a speed comparator that compares the output Va of the speed generator 1 with the stop detection reference value Vp, and outputs "1" when Vp>Va;
4 is an AND circuit, and 4 is a NOT circuit to which the row command P is input.

Figure 3 a''-'e indicate the output of each part of the circuit shown in Figure 1, where a is the relationship between the speed generator output Va and the stop detection reference value Vp, and b is the relationship between the speed generator output Va and the stop detection reference value Vp. 2 (stop detection output), C indicates the carry command P, d indicates the output of the NOT circuit 4, and e indicates the transfer prevention brake command B, respectively.

Now, the vehicle is traveling at a certain speed (generally 0.2 to 0.3 IC
In/h) or less, the output from speed comparator 2 is
1" to detect a stop, and when the stop is detected, a transfer prevention brake command B is generated to apply the brakes. After the stop, when the vehicle is restarted, the transfer prevention brake is released by a KA row command P.

In this case, when a freight train is pushed up on an uphill section such as a hump yard and stopped midway or at a target point by a stop command, the brakes only act on the propulsion locomotive, and the brakes are applied to the coupler between the freight cars. Because there is a gap, the freight car will extend to the maximum gap due to inertia, and after stopping, due to the uphill slope, the coupler will receive a force that causes it to come into close contact due to gravitational acceleration.

(The arrows in Figure 1 indicate the state of force action.

) The impact force at this time is ultimately applied to the straight locomotive, and if it exceeds the transfer prevention braking force, the propulsion locomotive moves backward.

By the way, with a general speed generator, it is not possible to distinguish between forward and backward movement, but it is also regression.When the speed exceeds a certain speed, it is determined to be running, the stop detection is reset, and the transfer prevention brake is released as shown in the time chart in Figure 3. .

As a result, the speed of the derailment increased, causing the train to run out of control, which not only destroyed location information, but also posed the risk of derailment, capsizing, and causing serious damage to people and property.

In addition, to prevent this, it is possible to take measures such as increasing the brake force to prevent transfer, but the brake force is determined by the coefficient of friction between the brake shoes and the wheels and varies greatly depending on the weather, etc. Also, the impact force of the freight car Depending on the size of the slope, the number of wagon strokes, the weight, etc., it was not perfect and only consumed more pressurized air than necessary.

This invention was made with the aim of overcoming such drawbacks, and the technical means of this invention is to stop a train on a slope section based on a comparison between a vehicle speed signal and a reference speed signal. A train transfer prevention brake command circuit that generates a train transfer prevention brake command that generates a transfer prevention brake command; a storage means that stores the generated transfer prevention brake command and resets the memory based on the transfer command; It is characterized by its stiffness.

An embodiment of the present invention will be described below based on the drawings.

FIG. 4 shows a circuit showing an embodiment of the present invention.
0 is a three-man NAND gate that takes the logical product of the output U of the front-stage speed comparator, the basic clock CP, and the negative condition of the row command P; 11 is a flip-flop that stores stop detection based on the output of the NAND gate 10; 12 is a stop detection command (transfer prevention brake command B) from the flip-flop 11;
) and the ka-row command P to reset the flip-flop 11. 13 is an impark that takes a negative condition for the ka-row command P.

Note that the speed comparator output U becomes "1" when the vehicle speed becomes equal to or less than the speed pattern for stop detection, as in the conventional case shown in FIG.

Fig. 5 a'-e are timing charts showing the outputs of each part of the circuit shown in Fig. 4, in which a is the output U of the frequency comparator (0.2 to 0.3 kIrl/h). When speed pattern)≧(vehicle speed), the logical value “1” becomes (0, 2
~0.3 When speed pattern of Ia11/h)≦(vehicle speed), logical value “0” is commanded.

b indicates the basic clock CP.

C indicates KA line command P, ``1'' state indicates KA line command is present, ``0''
There is no line command in the state.

d indicates the output of the gate 10, and e indicates the output of the flip-flop 11.

In the device configured in this way, 11 shown in FIG.
When (vehicle speed)≦(0.2~0.3krrVh pattern) at the time, the comparator output U1 clock CP is output at the gate 10.
The AND of the negative output of the row command P and the negative output of the row command P is taken, and the output of the flip-flop 11 becomes "1".

Suppose that at point 12, the train backs up and the vehicle speed decreases to 0.2 to 0.3.
Even if the speed exceeds 7J/h, no row command is issued as shown in Figure 5C, so the input to the NAND gate 12 is 11'' and ``11''.
0'' and therefore the output is 11'', the flip-flop 11 is never reset.

At t3, the transfer prevention brake is applied again and the vehicle speed is 0.
2-0. ．． It becomes less than 3IcIl/h.

At t4, a row command P is issued, and as a result, NAND gate 1
The output of 2 becomes 10'' and the flip-flop 11 is reset.

The speed at t5 is 0.2 to 0.31c111 depending on the Ka row.
/ h.

The period from t1 to t4 is the time during which stoppage is detected.

As described above, according to the present invention, it is possible to minimize the sliding down due to the impact force on the propulsion locomotive etc. due to the gravitational acceleration when the freight train etc. stops, very easily, inexpensively, and with high reliability. Become.

In addition, the transfer prevention braking force can be set to the minimum necessary air pressure, reducing air consumption, making it more economical, and preventing danger from sliding downhill.

In the above embodiment, a locomotive in a bump yard has been described, but the present invention is not limited to this, and it goes without saying that the present invention can be applied to any vehicle having a slope section, such as a train.

[Brief explanation of drawings]

Fig. 1 is a diagram showing the status of the propulsion locomotive and freight train in the bump yard, Fig. 2 is a block diagram showing a conventional transfer prevention brake command circuit, and Figs. 3 a to e are the operations of the circuit shown in Fig. 2. FIG. 4 is a block diagram showing an embodiment of the present invention, and FIGS. 5a and 5e are time charts for explaining the operation of the circuit shown in FIG. The same reference numerals in the figure indicate the same or equivalent parts. In the figure, 10 is a NAND gate, 11 is a flip-flop, 12 is a NAND gate, 13 is an impark, U is a speed comparator output, CP is a basic clock, P is a line command.

Claims (1)

[Claims] 1. In a train transfer prevention brake command circuit that generates a transfer prevention brake command for stopping a train in a gradient section based on a comparison between a vehicle speed signal and a reference speed signal; A train transfer prevention brake command circuit, characterized in that it is provided with a storage means for resetting the above-mentioned memory based on a train transfer command.