JPS619367A - Loaded idle brake controller - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an improvement of the brake device (hereinafter referred to as the conventional device) described in the specification of patent application publication number Shoj Zaichi 731741I, and in particular to improvements in the brake device included in this device. This invention relates to an improvement of a brake control mechanism.

Although the structure and operation of this conventional device are detailed in the above specification, the parts related to the present invention can be summarized as follows.

As shown in FIG. 6 of the above specification, this device includes a brake pipe, a brake cylinder 2o, a control valve λ7
, a switching valve here, and a check valve 26.

The brake pipe -0 is installed through the vehicle and is normally filled to a constant standard pressure value.

As shown in Fig. 1, the brake cylinder l has an output piston 9 (denoted as a large piston 1 in the above specification), with a first chamber on the left side/a second chamber on the right side//
is formed, and when the pressure in chamber // becomes lower than the pressure in chamber 10, a braking force corresponding to the pressure difference is generated.

The control valve includes an exhaust passage, 21/, which is connected to the switching valve 2.2 via the exhaust pipe, and when the brake pipe 20 is filled to the above-mentioned standard pressure value, the chamber io and // are both connected to the brake pipe -0, and when the brake pipe θ is depressurized, the pressure in the first chamber IO is confined so as not to be reduced, and the second chamber /l is connected to the exhaust passage /l.

Two switching valves connect the exhaust passage 2// directly to the atmosphere when the vehicle is loaded, and close the connection when the vehicle is empty.

The check valve 26 is installed at the end of the branch pipe 2/a of the exhaust pipe co/, and has a built-in valve pressed by a spring.
During the period when the pressure in a is above the pressure selected by the force of its spring, the pressurized air in the pipe co/a is discharged to the atmosphere.

This device is composed of the above-mentioned parts and operates as follows in response to pressure changes in the n1 brake pipe.

When the brake pipe is filled to the standard pressure value, the output piston of the brake cylinder /? Since the pressure is the same on both sides, no output is generated and the vehicle's brakes are released.

When the brake pipe -○ is depressurized, the pressure in the second chamber /θ remains approximately at the initial standard pressure value, and the second chamber l/ is connected to the exhaust passage. Ru. At this time, if the vehicle is loaded, the second chamber 11 drops to atmospheric pressure because it is connected to the atmosphere via the exhaust passage 2//Vi pipe// and the switching valve 2.2, and the piston 90 on both sides The pressure difference becomes maximum and the braking force of the loaded car is generated.

However, when the vehicle is empty, the pressure in the exhaust passage 2// does not drop below the constant pressure selected by the check valve and spring 26, so the pressure in the second chamber 1/ The remaining pressure remains, and the pressure difference between the two sides of the piston 90 becomes smaller, and an empty brake force is generated.

In this way, the braking force applied to the vehicle is controlled in two stages, depending on the state of the loaded load, thereby preventing the wheels from sliding due to excessive braking force when the vehicle is empty.

However, this conventional device has the following problems. The above-mentioned standard brake pipe pressure value differs depending on the railway; for example, some railways set it at s kg/cnt, and other railways set it at 41/♂.

The higher this standard pressure value is, the greater the output of the piston 9 becomes, or the residual pressure in the second chamber/l when braking an empty car is constant due to the check valve roller, so the braking force of a loaded car and the braking force of an empty car are different. The ratio will change depending on the standard pressure value. Therefore, if the check valve 26 is set according to a low standard pressure value, the empty car braking force will be reduced when used on a railway that uses a high standard pressure value. If it becomes too large, there is a risk that the wheels may slip. The reason why such a problem occurs is that the pressure value set by the check valve roller is fixed at a constant value.

Therefore, the technical problem of the present invention is to provide a brake device that can maintain a constant ratio between the braking force of a loaded vehicle and the braking force of an empty vehicle even if the standard pressure values of the brake pipes are different.

In order to solve this problem, in the present invention, the above-mentioned check valve is equipped with a pressing piston that generates a pressing force according to the standard pressure value of the brake pipe, and a pressing piston that generates a pressing force according to the standard pressure value of the brake pipe, and a pressure piston that applies the pressing force and the pressure of the exhaust passage to both sides, respectively. Accordingly, the structure includes a disc valve that controls the connection between the exhaust passage and the atmosphere.

By using a check valve with this structure, the residual pressure in the first chamber when braking an empty car increases in proportion to the standard pressure value of the brake pipe, so the ratio between the braking force of a loaded car and the braking force of an empty car is always constant. becomes constant, and the above-mentioned problems are completely solved.

Next, one embodiment of the present invention will be described based on the drawings.

As shown in the attached figure, this loading brake control device includes a brake pipe, 201 brake cylinder 11 control valve +r, and a switching valve 3.
1 and a check valve 23.

The difference between this device and the conventional device described above is that there is a passageway communicating with the brake cylinder/i/chamber 10/? /
A is newly installed, and the check valve 23 has a completely new structure.

A check valve, 23 has a pressing piston, 2j, and a disc valve λl.
The upper chamber of the piston S has a tube λ, a passage /7/
a to the first chamber lθ of the brake cylinder l, and the disc valve 2 is pushed by the pressing piston 25 to the normal valve seat 2.
9, exhaust passage, 2/l to pipe 2/, passage core 1
．． 2g, communication to the exhaust hole 30 is blocked.

Note that although the check valve 23 is provided with an exhaust promoting section including a membrane plate valve 37, this is not directly related to the gist of the present invention.
This part will be described later.

Next, the operation of this device will be explained.

When the brake pipe 20 is charged to a constant standard pressure value, the first chamber 10 and the second chamber l of the brake cylinder l are controlled by the control valve 15, as detailed in the above-mentioned specification. / is filled with brake pipe pressure n1 third chamber g is exhausted 1. What, output piston? is pushed by the release spring /j to the shown release position, and the brakes of the vehicle are released.

When the brake pipe 20 is depressurized, the opening side valve 1 is activated, firstly, the communication between the chambers io, ti and the brake pipe 20 is cut off, and the chamber 10 and l/ are communicated with each other. A part of the air is supplied to the third chamber g, and the n1 piston arm moves to the right by the pressure in the chamber g to assume the braking position. When the rightward movement of the piston is completed, the pressurized air in the first chamber 10 is confined so as not to escape, and at the same time the second chamber 10 is closed to the exhaust passage 2//.
Connected to.
- Since the volume of chamber g is small and its pressure is limited to a low value, the pressure drop in chamber /θ during the above operation is extremely small and is maintained at a state close to the initial standard pressure value. , the pressure is transmitted to the upper chamber of the pressure piston 2g of the check valve 23 through the passage /7/a, the pipe 2-.

When the vehicle is loaded, the internal passage of the switching valve 3/ connects the pipe 32 to the atmosphere as shown by the solid line.
Pressure air flows from the second chamber 10 into the exhaust passage 2/l and is discharged to the atmosphere via the pipe 2/, the passage 27, the restrictor 33, the pipe 32, and the switching valve 31.

Therefore, the pressure in the second chamber /l drops to atmospheric pressure, the pressure difference between the chambers IO and /l becomes maximum, and the brake force of the loaded vehicle is transmitted to the vehicle.

However, when the vehicle is in an empty state, the internal passage of the switching valve 3/ takes the position shown by the dotted line, and communication between the pipe 3.2 and the atmosphere is cut off.

Therefore, the pressure air in the exhaust passage -/l is transferred to the pipe λ/, the passage λ7.
．． 21; and reaches the lower surface of the disc valve 241, and the disc valve λl
I'l is pushed up and exhausted from the exhaust hole 30 to the atmosphere. Due to this exhaust, the pressure (l:) on the lower surface of the disc valve Jf decreases, and when the force pushing up the disc valve 441 becomes smaller than the pressing force of the pressing piston 5, the valve 2
1I is seated on the valve seat body, and a pressure proportional to the pressing force of the piston 25 remains in the exhaust passage, 21/ and the second chamber 1/.

Due to this pressure remaining in the second chamber //, the pressure difference acting on the piston 9 becomes smaller than when the vehicle is loaded, and the braking force of the empty vehicle is transmitted to the vehicle. Since it increases in proportion to the standard pressure value of the brake pipe, the residual pressure in the chamber l/ also increases in proportion to the standard pressure value, and the ratio of the brake force of a loaded car to the brake force of an empty car is always a fraction, and the initial The problems with conventional devices mentioned in 1 are completely solved.

In addition, the exhaust promoting part attached to the check valve 23 switches the switching valve 3 when the vehicle 8 is slightly increased from the loaded or empty state.
When the exhaust capacity by 1 is relatively small, it operates as follows.

In this case, the aperture? ,? Due to this effect, the pressure in the lower chambers ti, o of the membrane plate valve 3t decreases faster than the pressure in the upper chamber 36. Therefore, the membrane plate valve 3 moves downward due to the pressure difference. The valve seat 'tt3 formed on the upper surface is separated, and the extraction passage,
The pressurized air of 2// is rapidly discharged to the atmosphere through the tube 1, the passage core, 1/, the chamber duct, and the exhaust hole 4III.

[Brief explanation of the drawing]

The attached drawings are action explanatory diagrams showing one embodiment of the present invention. l--brake cylinder, 9Φ-output piston, io@
・First chamber, l/II・Second chamber, Ko O... Brake pipe, Ko 3... Check valve 1.21I... Disc valve, -25... Pressing piston, 3/... Switching valve 1 .2//...Exhaust passage (/n)

Claims (1)

[Scope of Claims] (a) A brake pipe that is normally filled with a constant standard pressure value; (b) A first chamber and a second chamber are formed on both sides, and a brake pipe that is filled with air at a constant standard pressure value; (c) a brake cylinder including an output piston that generates a braking force; (d) a control valve that operates to connect the second chamber to the exhaust passage; and (d) a switching valve that senses that the vehicle is in an empty state and closes the connection between the exhaust passage and the atmosphere. (e) a brake control device comprising: a reverse valve that connects the exhaust passage to the atmosphere during a period when the pressure in the exhaust passage is equal to or higher than a selected value; The structure includes a pressing piston that generates a pressing force according to the standard pressure value, and a disc valve that receives the pressing force and the pressure of the exhaust passage on both sides to control the connection between the exhaust passage and the atmosphere. Load/air brake control system for railway vehicles.