Brake device for railroad

Abstract

To provide a brake device for a railroad that simplifies the whole brake device.SOLUTION: A brake device for a railroad includes: a brake mechanism 10 that brakes a railroad vehicle by pressing a friction material 11 against a to-be-braked member of a railroad vehicle; an electric motor 20 that drives the brake mechanism 10; an air cylinder 30 that drives the brake mechanism 10; a brake control device 40 that controls a normal brake force by controlling an electric motor 20, based on a pressure of an air spring 60 between a bogie and a vehicle body composing the railroad vehicle, according to a normal brake command; and a solenoid valve 50 that operates an emergency brake by supplying compressed air of the air spring 60 to the air cylinder 30 when an emergency brake command different from the normal brake command is input.SELECTED DRAWING: Figure 2

Description

[Technical field]

[0001] The present invention relates to railway braking equipment. [Background technology]

[0002] The railway brake device described in Patent Document 1 can be driven by two systems: a hydraulic or pneumatic fluid pressure cylinder as a power source for the brakes, and an electric brake mechanism that uses electricity. In this railway brake device, in the event of a power failure, power is generated by a compression coil spring and an air cylinder to activate the emergency brake. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent Publication No. 2021-71133 Summary of the Invention [Problem to be solved by the invention]

[0004] Incidentally, compared to conventional fluid pressure cylinders, electric brake mechanisms can simplify the brake device because they can omit piping, compressors, etc. However, the railway brake device described in Patent Document 1 does not describe an air source for operating an emergency brake, and if piping and compressors similar to those of conventional devices are provided, the advantage of being able to omit piping, compressors, etc. is lost. [Means for solving the problem]

[0005] A railway brake device that solves the above-mentioned problems comprises a brake mechanism that brakes the railway vehicle by pressing a friction material against a braked member of the railway vehicle, an electric motor that drives the brake mechanism, an air cylinder that drives the brake mechanism, a control device that controls the electric motor based on the pressure of an air spring between the bogie and carbody that constitutes the railway vehicle in accordance with a normal brake command to control the normal brake force, and a solenoid valve that operates the brakes by supplying compressed air from the air spring to the air cylinder when an emergency brake command different from the normal brake command is input.

[0006] According to the above configuration, the emergency brake is activated by using compressed air from the air spring, so it is possible to omit the installation of an air source, piping, etc., which are provided in conventional brake devices, and the entire brake device can be simplified.

[0007] In the above-mentioned railway brake device, it is preferable that an emergency brake command line for transmitting the emergency brake command is connected to the solenoid valve without passing through the control device. In the above-mentioned railway brake device, it is preferable that, when the emergency brake command is no longer input, the solenoid valve releases the emergency brake by discharging the compressed air from the air cylinder. Effect of the Invention

[0008] According to the present invention, the entire brake device can be simplified. [Brief description of the drawings]

[0009] [Figure 1] 1 is a block diagram showing a schematic configuration of a first embodiment of a railway brake device provided on a railway vehicle; [Diagram 2] FIG. 2 is a block diagram showing a schematic configuration of the railway brake device according to the embodiment. [Diagram 3] FIG. 4 is a block diagram showing a schematic configuration of a second embodiment of a railway brake device. [Figure 4] FIG. 4 is a block diagram showing a schematic configuration of a third embodiment of a railway brake device. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0010] (First embodiment) A first embodiment of a railway vehicle equipped with a railway brake device will be described below with reference to Figures 1 and 2. The railway vehicle is braked by the railway brake device. The railway brake device is mounted on a bogie provided on the railway vehicle.

[0011] (Railroad car 1) As shown in FIG. 1, a railway vehicle 1 is provided with a first bogie 2A and a second bogie 2B. The railway vehicle 1 is provided with a drive control device 3 that drives and controls a drive device (not shown). The first bogie 2A and the second bogie 2B are each equipped with a railway brake device 4. The first bogie 2A and the second bogie 2B are each provided with two axles, four wheels, and a brake mechanism (not shown) that brakes each wheel. The first bogie 2A and the second bogie 2B are provided with a brake control device 40 and a load sensor 5. The brake control device 40 controls the railway brake device 4. The load sensor 5 detects the load applied to the bogie and outputs it to the brake control device 40 provided on the same bogie.

[0012] The drive control device 3 and the brake control device 40 may be configured as one or more processors that execute various processes according to a computer program (software). The drive control device 3 and the brake control device 40 may also be configured as a circuit including one or more dedicated hardware circuits, such as an application specific integrated circuit (ASIC), that execute at least a part of the various processes, or a combination thereof. The processor includes a CPU and memory, such as a RAM and a ROM. The memory stores program codes or instructions that are configured to cause the CPU to execute processes. The memory, i.e., computer-readable medium, includes any available medium that can be accessed by a general-purpose or special-purpose computer.

[0013] The brake control device 40 provided on the first bogie 2A is referred to as the first brake control device 40A. The brake control device 40 provided on the second bogie 2B is referred to as the second brake control device 40B. The drive control device 3 and the first brake control device 40A transmit and receive control information to each other. The first brake control device 40A and the second brake control device 40B transmit and receive control information to each other. The control information of the second brake control device 40B is transmitted to the drive control device 3 via the first brake control device 40A. The control information of the drive control device 3 is transmitted to the second brake control device 40B via the first brake control device 40A.

[0014] The service brake command and the emergency brake command are input to the first brake control device 40A and the second brake control device 40B, respectively. The service brake command is a brake used to decelerate or stop the railway vehicle 1, and is a command output by the driver's operation or the control device in the cab. The service brake command line that transmits the service brake command is always off and turns on when there is a command. The emergency brake command is a brake used to stop the railway vehicle 1 in an emergency, and is a command output by the driver or crew member's operation or the control device in the cab. The emergency brake command line that transmits the emergency brake command is always on and turns off when there is a command. The safety brake command is input to the solenoid valve 50, respectively. The safety brake command is a command that is output when other brake systems or control devices become unusable due to a failure or the like. The safety brake command line that transmits the safety brake command is always on and turns off when there is a command. The safety brake corresponds to the emergency brake. The safety brake command corresponds to the emergency brake command. The safety brake command line corresponds to the emergency brake command line.

[0015] (Railway brake equipment 4) As shown in Fig. 2, the railway brake device 4 includes a brake mechanism 10, an electric motor 20, an air cylinder 30, a brake control device 40, and an electromagnetic valve 50. The brake mechanism 10 presses friction material 11 against wheels (not shown), which are members to be braked of the railway vehicle 1, to brake the railway vehicle 1. The brake mechanism 10 is a tread brake device. The electric motor 20 is, for example, an electric motor, and drives the brake mechanism 10. The air cylinder 30 drives the brake mechanism 10.

[0016] The friction material 11 of the brake mechanism 10 is replaceably attached to the tip of the transmission shaft 12. The base end of the transmission shaft 12 is connected to the electric motor 20 via the reducer 21 and the rotary-to-linear motion converter 22. The rotation of the electric motor 20 is reduced in speed by the reducer 21 and converted into linear motion by the rotary-to-linear motion converter 22. Thus, the friction material 11 is pressed against the member to be braked by the rotation of the electric motor 20. In addition, an air cylinder 30 is provided in the middle of the transmission shaft 12. The air cylinder 30 includes a piston 31 that moves within the cylinder when compressed air is supplied to the air cylinder 30. The piston 31 is fixed to the transmission shaft 12. Thus, the friction material 11 is pressed against the member to be braked by the supply of compressed air.

[0017] An air spring 60 is provided between the bogie and the car body that constitutes the railway vehicle 1. Compressed air is supplied to the air spring 60 from a compressed air tank (not shown) for the air spring 60. The air spring 60 adjusts the air pressure to keep the height of the car body constant according to the load. When there are many passengers, the load on the air spring 60 increases, so compressed air is supplied to the air spring 60 and the air pressure increases. On the other hand, when there are few passengers, the load on the air spring 60 decreases, so compressed air is discharged and the air pressure decreases. The load sensor 5 detects the load of the car body from the pressure of the air spring 60.

[0018] The air cylinder 30 and the air spring 60 are connected by a connecting pipe 32. The compressed air of the air spring 60 is directly supplied to the air cylinder 30. An electromagnetic valve 50 is provided on the connecting pipe 32 near the air spring 60. The electromagnetic valve 50 can switch between communication and cut-off between the air spring 60 and the air cylinder 30. A safety brake command line is connected to the electromagnetic valve 50 without passing through the brake control device 40. The brake control device 40 and the electromagnetic valve 50 are not electrically connected. Even if the brake control device 40 fails, the electromagnetic valve 50 is not affected. When the electromagnetic valve 50 cuts off the connection between the air spring 60 and the air cylinder 30, it discharges the compressed air of the air cylinder 30. When the compressed air of the air cylinder 30 is discharged, the transmission shaft 12 is driven in the opposite direction together with the piston 31, and the friction material 11 is separated from the member to be braked.

[0019] A vehicle power supply 41 and an emergency brake battery 42 are connected to the brake control device 40. The vehicle power supply 41 is used for normal braking. The emergency brake battery 42 is used when the vehicle power supply 41 fails.

[0020] The brake control device 40 controls the normal brake force by controlling the electric motor 20 based on the pressure of the air spring 60 in accordance with the normal brake command. When the pressure of the air spring 60 is high, the weight of the air spring 60 is large, so the brake control device 40 increases the braking force. When the pressure of the air spring 60 is low, the weight of the air spring 60 is small, so the brake control device 40 decreases the braking force.

[0021] The brake control device 40 controls the electric motor 20 to activate the emergency brake in accordance with the emergency brake command. The electric motor 20 rotates to drive the transmission shaft 12, thereby pressing the friction material 11 against the member to be braked.

[0022] The solenoid valve 50 is normally closed. When a safety brake command is input, the solenoid valve 50 opens and supplies compressed air from the air spring 60 to the air cylinder 30, activating the safety brake. When the solenoid valve 50 is opened, compressed air is supplied to the air cylinder 30, and the transmission shaft 12 is driven together with the piston 31, pressing the friction material 11 against the member to be braked. Since the compressed air from the air spring 60 is supplied directly, it serves as a load-varying valve, and compressed air at a pressure according to the load is supplied to the air cylinder 30.

[0023] (action) Next, the operation of the railway braking device 4 configured as above will be described with reference to Figs.

[0024] As shown in Fig. 2, when a service brake command is input to the brake control device 40, the brake control device 40 controls the service brake force by controlling the electric motor 20 based on the braking amount included in the service brake command and the pressure of the air spring 60. Thus, the transmission shaft 12 is driven according to the drive amount of the electric motor 20, and the friction material 11 is pressed against the member to be braked. When the service brake is to be released, the electric motor 20 is rotated in the opposite direction to drive the transmission shaft 12 in the opposite direction, and the friction material 11 is separated from the member to be braked.

[0025] When an emergency brake command is input to the brake control device 40, the brake control device 40 controls the electric motor 20 to activate the emergency brake. Thus, the electric motor 20 rotates to drive the transmission shaft 12, and the friction material 11 is pressed against the member to be braked. When the emergency brake is to be released, the electric motor 20 is rotated in the opposite direction to drive the transmission shaft 12 in the opposite direction, and the friction material 11 is separated from the member to be braked.

[0026] When a safety brake command is input to the solenoid valve 50, the solenoid valve 50 opens to supply compressed air from the air spring 60 to the air cylinder 30 via the connection pipe 32. When the vehicle power supply 41 is lost or disconnected, the always-on signal from the safety brake command line to the solenoid valve 50 disappears, and the solenoid valve 50 opens. Thus, the transmission shaft 12 is driven together with the piston 31, and the friction material 11 is pressed against the member to be braked. When the safety brake is to be released, the solenoid valve 50 is closed to discharge the compressed air from the air cylinder 30 from the solenoid valve 50. When the compressed air from the air cylinder 30 is discharged, the transmission shaft 12 is driven together with the piston 31 in the opposite direction, and the friction material 11 is separated from the member to be braked.

[0027] Therefore, since the air spring 60 is used as an air source for operating the brake device, a dedicated air source for operating the brake device and a connecting pipe from the air source can be omitted, and the entire brake device can be simplified.

[0028] Next, the effects of the first embodiment will be described. (1-1) Since the safety brake is operated by using the compressed air of the air spring 60, it is possible to omit the installation of an air source, piping, and the like, which are provided in a conventional brake device, and the entire brake device can be simplified.

[0029] (1-2) The safety brake command line and the solenoid valve 50 are connected without passing through the brake control device 40. Therefore, even if the brake control device 40 fails, the safety brake can be reliably activated.

[0030] (1-3) The solenoid valve 50 releases the safety brake by discharging compressed air from the air cylinder 30. Therefore, when the safety brake command is no longer input, the safety brake can be released.

[0031] Second embodiment Hereinafter, a second embodiment of a railway vehicle equipped with a railway brake device will be described with reference to Fig. 3. The railway brake device of this embodiment differs from the first embodiment in that there is no safety brake command and that the solenoid valve is controlled by a brake control device. The following description will focus on the differences from the first embodiment.

[0032] As shown in FIG. 3, the solenoid valve 50 is controlled by the brake control device 40. The solenoid valve 50 is normally closed. The solenoid valve 50 opens according to the control of the brake control device 40 and supplies compressed air from the air spring 60 to the air cylinder 30, thereby activating the emergency brake. When the solenoid valve 50 cuts off communication between the air spring 60 and the air cylinder 30, it discharges the compressed air from the air cylinder 30. The emergency brake corresponds to an emergency brake. The emergency brake command corresponds to an emergency brake command. The emergency brake command line corresponds to an emergency brake command line.

[0033] (action) Next, the operation of the railway braking device 4 configured as above will be described with reference to FIG.

[0034] As shown in Fig. 3, when a service brake command is input to the brake control device 40, the brake control device 40 controls the service brake force by controlling the electric motor 20 based on the braking amount included in the service brake command and the pressure of the air spring 60. Thus, the transmission shaft 12 is driven according to the drive amount of the electric motor 20, and the friction material 11 is pressed against the member to be braked. When the service brake is to be released, the electric motor 20 is rotated in the opposite direction to drive the transmission shaft 12 in the opposite direction, and the friction material 11 is separated from the member to be braked.

[0035] When an emergency brake command is input to the brake control device 40, the brake control device 40 opens the solenoid valve 50 to supply compressed air from the air spring 60 to the air cylinder 30 via the connecting pipe 32. This drives the transmission shaft 12 together with the piston 31, and the friction material 11 is pressed against the member to be braked. When the emergency brake is to be released, the solenoid valve 50 is closed to discharge the compressed air from the air cylinder 30 through the solenoid valve 50. When the compressed air from the air cylinder 30 is discharged, the transmission shaft 12 together with the piston 31 is driven in the opposite direction, and the friction material 11 is separated from the member to be braked.

[0036] Next, the effects of the second embodiment will be described. (2-1) Since the emergency brake is activated using the compressed air of the air spring 60, it is possible to omit the installation of an air source, piping, and the like, which are provided in a conventional brake device, and the entire brake device can be simplified.

[0037] (2-2) Even if the electric motor 20 breaks down, the brake control device 40 can activate the emergency brake by opening the solenoid valve 50. (2-3) The solenoid valve 50 releases the emergency brake by discharging compressed air from the air cylinder 30. Therefore, when the emergency brake command is no longer input, the emergency brake can be released.

[0038] Third embodiment Hereinafter, a third embodiment of a railway vehicle equipped with a railway brake device will be described with reference to Fig. 4. The railway brake device of this embodiment differs from the second embodiment in the input destination of the emergency brake command. The following description will focus on the differences from the second embodiment.

[0039] As shown in FIG. 4, an emergency brake command line that transmits an emergency brake command is connected to the solenoid valve 50 without going through the brake control device 40. The solenoid valve 50 is normally closed. The solenoid valve 50 opens according to an emergency brake command, not under control of the brake control device 40, and operates the emergency brake by supplying compressed air from the air spring 60 to the air cylinder 30. Since the emergency brake command does not go through the brake control device 40, an emergency brake battery 42 is not required. The brake control device 40 and the solenoid valve 50 are not electrically connected. Even if the brake control device 40 fails, the solenoid valve 50 is not affected. The emergency brake corresponds to an emergency brake. The emergency brake command corresponds to an emergency brake command. The emergency brake command line corresponds to an emergency brake command line.

[0040] (action) Next, the operation of the railway braking device 4 configured as above will be described with reference to FIG.

[0041] As shown in Fig. 4, when a service brake command is input to the brake control device 40, the brake control device 40 controls the service brake force by controlling the electric motor 20 based on the braking amount included in the service brake command and the pressure of the air spring 60. Thus, the transmission shaft 12 is driven according to the drive amount of the electric motor 20, and the friction material 11 is pressed against the member to be braked. When the service brake is to be released, the electric motor 20 is rotated in the opposite direction to drive the transmission shaft 12 in the opposite direction, and the friction material 11 is separated from the member to be braked.

[0042] When an emergency brake command is input to the solenoid valve 50, the solenoid valve 50 opens to supply compressed air from the air spring 60 to the air cylinder 30 via the connecting pipe 32. The brake mechanism 10 can be driven regardless of the state of the brake control device 40. Thus, the transmission shaft 12 is driven together with the piston 31, and the friction material 11 is pressed against the member to be braked. When the emergency brake is to be released, the solenoid valve 50 is closed to discharge the compressed air from the air cylinder 30 from the solenoid valve 50. When the compressed air from the air cylinder 30 is discharged, the transmission shaft 12 is driven together with the piston 31 in the opposite direction, and the friction material 11 is separated from the member to be braked.

[0043] Next, the effects of the third embodiment will be described. (3-1) Since the emergency brake is activated using the compressed air of the air spring 60, it is possible to omit the installation of an air source, piping, and the like that are provided in a conventional brake device, and the entire brake device can be simplified.

[0044] (3-2) The emergency brake command line and the solenoid valve 50 are connected without passing through the brake control device 40. Therefore, even if the brake control device 40 fails, the emergency brake can be reliably activated.

[0045] (3-3) The solenoid valve 50 releases the emergency brake by discharging compressed air from the air cylinder 30. Therefore, when the emergency brake command is no longer input, the emergency brake can be released.

[0046] (Other embodiments) The above-described embodiments may be modified as follows: The above-described embodiments and the following modifications may be combined with each other to the extent that no technical contradiction occurs.

[0047] In the above embodiments, each bogie is provided with a brake control device 40. However, each car may be provided with a brake control device 40, and one brake control device 40 may control all of the brake mechanisms 10 provided in one car.

[0048] In each of the above embodiments, when releasing the emergency brake, the compressed air is discharged from the air cylinder 30 by closing the solenoid valve 50. However, instead of discharging the compressed air from the air cylinder 30 by the solenoid valve 50, a mechanism for discharging compressed air may be provided in the air cylinder 30, and the compressed air may be directly discharged from the air cylinder 30.

[0049] In each of the above embodiments, the compressed air for the air spring 60 is supplied directly to the air cylinder 30. However, compressed air may be supplied to the air cylinder 30 from a compressed air tank for the air spring 60. Even with this configuration, it is possible to omit the installation of an air source, piping, and the like that are provided in a conventional brake device, and the entire brake device can be simplified.

[0050] In the first embodiment, the brake control device 40 and the solenoid valve 50 may be electrically connected so that the brake control device 40 opens the solenoid valve 50 when an emergency brake command is input.

[0051] In the first embodiment, three systems are provided: a service brake command, an emergency brake command, and a safety brake command. However, two systems may be provided: a service brake command and a safety brake command, combining both the emergency brake command and the safety brake command.

[0052] In the above embodiments, the brake mechanism 10 is a tread brake device. However, the brake mechanism 10 may be a disc brake device that presses a friction material against a disc (a member to be braked) fixed to an axle.

[0053] In each of the above embodiments, if a product is made up of multiple objects, the multiple objects may be integrated, and conversely, if a product is made up of a single object, it may be divided into multiple objects. Regardless of whether the objects are integrated or not, it is sufficient that the product is configured to achieve the object of the invention.

[0054] In each of the above embodiments, where multiple functions are provided in a distributed manner, some or all of the multiple functions may be provided in an integrated manner, and conversely, where multiple functions are provided in an integrated manner, some or all of the multiple functions may be provided in a distributed manner. Regardless of whether the functions are integrated or distributed, it is sufficient that the configuration is such that the object of the invention can be achieved. [Explanation of symbols]

[0055] 1. Railway vehicles 2A…First bogie 2B: 2nd bogie 3...Drive control device 4. Railway brake equipment 5...Load sensor 10...Brake mechanism 11...Friction material 12...Transmission shaft 20...Electric motor 21...Reducer 22...Rotary-linear converter 30...Air cylinder 31…Piston 32...Connecting pipe 40...Brake control device 41…Vehicle power supply 42…Emergency brake battery 50...Solenoid valve as a switching valve 60…Air spring

Claims

1. a brake mechanism that presses a friction material against a member to be braked of the railway vehicle to brake the railway vehicle; an electric motor that drives the brake mechanism; an air cylinder for actuating the brake mechanism; a control device that controls the electric motor based on a pressure of an air spring between a bogie and a car body that constitutes the railway vehicle in accordance with a service brake command to control a service brake force; and an electromagnetic valve that operates the emergency brake by supplying compressed air from the air spring to the air cylinder when an emergency brake command different from a normal brake command is input. Railway braking equipment.

2. An emergency brake command line for transmitting the emergency brake command is connected to the solenoid valve without passing through the control device.

2. A railway brake system according to claim 1.

3. When the emergency brake command is no longer input, the solenoid valve releases the emergency brake by discharging the compressed air from the air cylinder.

2. A railway brake system according to claim 1.

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