Test apparatus

Abstract

To automatically measure operating force.SOLUTION: A test device according to an embodiment is a test device that measures an operating force required to operate a manual release member that releases a braking force of a railway vehicle brake device from a state in which the braking force is applied by a manual operation, the test device including an engaged portion that engages with an engaging portion provided in the manual release member, a drive unit that generates a driving force for operating the engaging portion engaged with the engaged portion, and a detection unit that detects an operating force applied to the engaging portion when the braking force is released by operating the manual release member by the drive unit.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a test device. [Background technology]

[0002] Patent Document 1 discloses a brake testing device for testing the braking performance of a brake device. The performance test of the brake device is performed automatically. On the other hand, the manual release test of the parking mechanism is performed manually. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2006-170772 Summary of the Invention [Problem to be solved by the invention]

[0004] Conventionally, there are cases where the pull-out force (operating force) required to pull out a pin (manual release member) to release a brake is measured. In such cases, a push-pull gauge is connected to the pin and the tester manually pulls it.

[0005] The present invention has been made to solve the above-mentioned problems, and has an object to provide a testing device that can automatically measure operating force. [Means for solving the problem]

[0006] As a means for solving the above problems, the present invention has the following configuration. (1) A testing device according to an aspect of the present invention is a testing device that measures the operating force required to operate a manual release member that manually releases the braking force of a railway vehicle brake device when the braking force is applied, and includes an engaged portion that engages with an engaging portion provided on the manual release member, a driving portion that generates a driving force to operate the engaging portion that engages with the engaged portion, and a detection portion that detects the operating force applied to the engaging portion when the driving portion operates the manual release member to release the braking force.

[0007] With this configuration, by detecting the operating force applied to the engagement part when the manual release member is actuated by the drive part to release the braking force, it is possible to measure the operating force required to operate the manual release member that releases the braking force. In other words, the tester does not need to manually pull the engagement part provided on the manual release member. Therefore, the operating force can be measured automatically.

[0008] (2) In the test device described in (1) above, the railway vehicle brake device releases the braking force by pulling out the manual release member, and further includes a control unit that controls the drive unit and a measurement unit that measures the braking force, and the control unit may stop the drive unit when the braking force becomes equal to or less than a threshold value.

[0009] (3) The testing device described in (1) or (2) above may further include a determination unit that determines the operating force based on the actuation force detected by the detection unit.

[0010] (4) The testing device according to any one of (1) to (3) above may further include a limiting section that limits the direction of movement of the engaged section when driven by the driving section.

[0011] (5) In the testing device described in (4) above, the limiting portion may include a linear bearing extending along the movement direction.

[0012] (6) In the testing device described in any one of (1) to (5) above, the engaged portion may be movable in a direction intersecting a direction in which the manual release member is operated.

[0013] (7) The test device described in (4) or (5) above may further include a direction-changing mechanism that changes the direction in which the driving force acts in a direction that intersects with the direction of movement, and the driving unit may be provided along the intersecting direction at a position on the opposite side of the direction-changing mechanism from the side of the engaged unit.

[0014] (8) In the testing device according to any one of (1) to (7) above, the driving unit may be an air cylinder. [Effects of the Invention]

[0015] According to the present invention, the operating force can be measured automatically. [Brief explanation of the drawings]

[0016] [Figure 1] FIG. 1 is a perspective view of a test device according to an embodiment. [Figure 2] FIG. 2 is an enlarged perspective view of a part of the testing device according to the embodiment. [Figure 3] FIG. 10 is a perspective view showing a first example of how to deal with positional differences in the test apparatus of the embodiment. [Figure 4] FIG. 10 is a perspective view showing a second example of how to deal with positional differences in the test apparatus according to the embodiment. [Figure 5] FIG. 10 is a perspective view showing a third example of how to deal with positional differences in the test apparatus according to the embodiment. [Figure 6] FIG. 10 is a perspective view showing a fourth example of how to deal with positional differences in the test apparatus according to the embodiment. [Figure 7] FIG. 10 is a perspective view showing the operation of the testing device of the embodiment at the time of manual release. [Figure 8] FIG. 10 is a perspective view showing the operation of the testing device of the embodiment after manual release. [Figure 9] FIG. 10 is a diagram illustrating an example of control of a manual release test according to an embodiment. [Figure 10]10 is a flowchart illustrating an example of control of a manual release test according to an embodiment. [Figure 11] 1 is a diagram illustrating an example of a railway vehicle brake device according to an embodiment; [Figure 12] FIG. 12 is a partial enlarged view of the region indicated by XII in FIG. DETAILED DESCRIPTION OF THE INVENTION

[0017] A testing device according to an embodiment of the present invention will be described below with reference to the drawings. In the following description, expressions indicating relative or absolute arrangements, such as "parallel," "orthogonal," "center," and "coaxial," do not only mean such arrangements strictly, but also include states in which the components are relatively displaced by an angle or distance to a degree that allows tolerances or the same functionality to be obtained. In the drawings used in the following description, the scale of each component has been appropriately changed to make it recognizable.

[0018] Fig. 1 is a perspective view of a test device 1 of an embodiment. Fig. 2 is an enlarged perspective view of a part of the test device 1 of an embodiment. Fig. 11 is a diagram showing an example of a railway vehicle brake device 100 of an embodiment. Fig. 12 is a partially enlarged view of an area indicated by XII in Fig. 11. Referring to Figures 1, 2, 11 and 12, the test device 1 is a test device that measures the operating force required to operate a manual release member 88 that manually releases the braking force of a railway vehicle brake device 100 (hereinafter also simply referred to as "brake device 100") when the braking force is applied.

[0019] <Brake device> The braking device 100 releases the braking force by pulling out the manual release member 88. First, an example of the braking device 100 will be described. Referring to Figures 11 and 12 together, the brake device 100 comprises a cylinder device 101 for generating force, a brake lever 102 that can swing in response to the drive of the cylinder device 101, a brake shoe holder 103 that can move back and forth by the swing of the brake lever 102 and to which a brake shoe (not shown) is attached, and a casing 104 that houses the brake lever 102.

[0020] The cylinder device 101 includes a spindle 50 having a multiple thread on its side, a service brake unit 60 used to slow down or stop a moving vehicle, a spring brake unit 70 used when parking the vehicle, and a clutch mechanism 80. The cylinder device 101 swings a brake lever 102 by moving the spindle 50 along the axial direction.

[0021] The service brake unit 60 is operated by fluid pressure such as compressed air. The service brake unit 60 includes a first piston 61 connected to the base end of the spindle 50, a return spring member 66, and a first cylinder body 62 having a bottomed cylindrical shape and slidably housing the first piston 61.

[0022] The first cylinder body 62 is formed with a first port 63 to which compressed fluid is supplied or discharged, and a first pressure chamber 64 that communicates with the first port 63. Compressed fluid such as compressed air is supplied or discharged to the first pressure chamber 64 in response to a predetermined brake operation.

[0023] The spring brake unit 70 operates by the spring elastic force of a spring member 75. The spring brake unit 70 includes a second piston 71 through which the spindle 50 passes and which is movable in the axial direction of the spindle 50 (the direction of arrow B), and a second cylinder body 72 which slidably houses the second piston 71.

[0024] A second pressure chamber 74 is formed between the second piston 71 and the wheel-side sidewall 45 of the casing 104, to which a compressed fluid such as compressed air is supplied or discharged through a second port (not shown). A spring member 75 is provided on the opposite side of the second piston 71 from the second pressure chamber 74. A compressed fluid is normally introduced into the second pressure chamber 74, and the spring member 75 is compressed. When a predetermined braking operation is performed, the compressed fluid in the second pressure chamber 74 is discharged. The spring force of the spring member 75 moves the spindle 50 in the braking direction (the direction of arrow B1).

[0025] The return spring member 66 is provided between the first piston 61 and the second piston 71. The return spring member 66 presses the first piston 61 in a direction in which the first pressure chamber 64 contracts (the direction of arrow B2). When compressed fluid is introduced into the first pressure chamber 64, the return spring member 66 is compressed by the fluid pressure. Normally, no compressed fluid is introduced into the first pressure chamber 64, and the spring force of the return spring member 66 moves the spindle 50 in the anti-brake direction (the direction of arrow B2). A predetermined braking operation introduces compressed fluid into the first pressure chamber 64, and the spindle 50 moves in the braking direction (the direction of arrow B1). When a predetermined braking release operation discharges the compressed fluid from the first pressure chamber 64, the spring force of the return spring member 66 returns the spindle 50 to its initial state.

[0026] The clutch mechanism 80 includes a nut member 81 that is rotatably threaded onto the spindle 50, a clutch box 82 that houses the nut member 81 inside, a bearing 83 that rotatably supports the nut member 81 relative to the clutch box 82, a clutch 84 that is arranged opposite the nut member 81, a thrust bearing 85 that rotatably supports the clutch box 82 relative to the second piston 71, a clutch box retaining spring 86, and a clutch spring 87.

[0027] The clutch mechanism 80 allows the nut member 81 to rotate relative to the spindle 50 when driving the service brake unit 60. On the other hand, the clutch mechanism 80 prevents the nut member 81 from rotating relative to the spindle 50 when driving the spring brake unit 70. The clutch mechanism 80 is normally locked so that it cannot rotate by a manual release member 88 such as a lock pin.

[0028] External teeth 81a that mesh with external teeth 84a of the clutch 84 are formed on the portion of the nut member 81 that faces the clutch 84. When these external teeth 81a, 84a mesh with each other, movement in the braking direction and counter-braking direction relative to the clutch box 82 is permitted, but displacement in the rotational direction around the axis of the spindle 50 is restricted.

[0029] The clutch box 82 is a cylindrical member inside which the nut member 81 and the clutch 84 are disposed. A key 82a that connects the clutch box 82 and the clutch 84 is fixed to the clutch box 82. The key 82a is disposed in a groove 84b formed in the clutch 84. As a result, the clutch 84 moves parallel to the axial direction of the spindle 50 (the direction of arrow B) with its displacement in the rotational direction about the axis of the spindle 50 relative to the clutch box 82 being limited. The clutch box 82 supports the clutch 84 slidably along the movement direction of the second piston 71.

[0030] The clutch box 82 is provided with a clutch release spring 82b that biases the clutch 84 in a direction away from the nut member 81. The clutch release spring 82b is provided inside the clutch box 82 (on the spindle 50 side) and outside the nut member 81 and the clutch 84. A clutch box pressing spring 86 is provided between the clutch box 82 and the second piston 71.

[0031] When the second pressure chamber 74 transitions from a state in which compressed air is being supplied to a state in which compressed air is being discharged, the clutch 84 moves together with the second piston 71 in the braking direction (the direction of arrow B1) relative to the spindle 50 due to the biasing force of the spring member 75, and engages with the nut member 81. That is, the external teeth 81 a of the nut member 81 and the external teeth 84 a of the clutch 84 engage with each other. Therefore, when the second pressure chamber 74 transitions from a state in which compressed air is being supplied to the second pressure chamber 74 to a state in which compressed air is being discharged, the clutch mechanism 80 enters a connected state in which the spindle 50 and the second piston 71 are connected to each other.

[0032] When compressed air is supplied to the second pressure chamber 74, the clutch 84 is separated from the nut member 81. In other words, the external teeth 81 a and the external teeth 84 a are not engaged with each other, and the nut member 81 is rotatable. Therefore, when compressed air is supplied to the second pressure chamber 74, the clutch mechanism 80 is in a non-connected state in which the connection between the spindle 50 and the second piston 71 is released.

[0033] The cylinder device 101 is provided with a manual release member 88 that is manually operated to release the braking force of the brake device 100 when the braking force is applied. Latch teeth 82c are provided on the outer peripheral surface of the end of the clutch box 82 in the braking direction (the direction of arrow B1). Lock teeth 88a configured to mesh with the latch teeth 82c are provided on the inner end of the manual release member 88. The manual release member 88 is biased by a biasing member 89 in a direction in which the lock teeth 88a mesh with the latch teeth 82c. Pulling out the manual release member 88 releases the meshing between the latch teeth 82c and the lock teeth 88a. This allows the clutch box 82 to rotate. For example, if the compressed fluid in the second pressure chamber 74 is discharged for some reason and the spring member 75 of the spring brake portion 70 is in an extended state (the spring brake portion 70 is in an activated state), the spring brake portion 70 can be manually released.

[0034] Next, the operation of the braking device 100 will be described. For example, when the railway vehicle is in operation and no braking is being performed, neither the service brake unit 60 nor the spring brake unit 70 is in operation. In this state, a service brake control device (not shown) controls the supply of compressed air from an air supply source (not shown) to the first pressure chamber 64 via the first port 63 so that the compressed air in the first pressure chamber 64 is naturally discharged via the first port 63. Therefore, the return spring member 66 urges the first piston 61 in the counter-brake direction (the direction of arrow B2), and the first piston 61 is in contact with the bottom of the first cylinder body 62. Meanwhile, under the control of a spring brake control solenoid valve (not shown), compressed air is supplied from an air supply source (not shown) through a second port (not shown) to the second pressure chamber 74. As a result, the second piston 71 is moved in the counter-brake direction (the direction of arrow B2) against the biasing force of the spring member 75 by the biasing force caused by the action of the compressed air supplied to the second pressure chamber 74.

[0035] For example, under the control of the service brake control device, compressed air is supplied to the first pressure chamber 64 via the first port 63, thereby operating the service brake unit 60. At this time, the biasing force of the compressed air supplied to the first pressure chamber 64 moves the first piston 61 in the braking direction (the direction of arrow B1) against the biasing force of the return spring member 66. As a result, the spindle 50 moves in the braking direction together with the first piston 61, and the brake shoe is pressed against the wheel tread, generating a braking force.

[0036] For example, when the service brake unit 60 is activated and the railway vehicle is brought to a complete halt, the spring brake unit 70 is activated to be used as a parking brake, etc. The spring brake unit 70 is activated by the discharge of compressed air from the second pressure chamber 74 based on the control of a spring brake control solenoid valve (not shown).

[0037] When the compressed air supplied to the second pressure chamber 74 is discharged, the second piston 71 starts to move in the braking direction (in the direction of arrow B1) due to the biasing force of the spring member 75. At this time, the clutch 84, which is rotatable relative to a thrust bearing 85 supported by the second piston 71, starts to move together with the second piston 71 in the braking direction relative to the spindle 50. At this time, the clutch 84 moves in the braking direction relative to the clutch box 82 via the sliding action between the groove 84b and the key 82a. When the second piston 71 starts to move together with the clutch 84 relative to the spindle 50 in this manner, the clutch 84 comes into contact with the nut member 81. The external teeth 81a of the nut member 81 mesh with the external teeth 84a of the clutch 84, and the rotation of the nut member 81 stops.

[0038] When the nut member 81 and the clutch 84 engage with each other, the clutch mechanism 80 transitions from a non-connected state to a connected state. In this connected state, the rotation of the nut member 81 is stopped. Therefore, with the second piston 71 moving in the braking direction due to the biasing force of the spring member 75, the spindle 50 is biased via the clutch 84 and the nut member 81, and the spindle 50, first piston 61, and spindle 50 are maintained in a state in which they have moved in the braking direction. In other words, the spring brake unit 70 is activated, and a state in which the spring braking force is applied is maintained.

[0039] For example, there are cases where it is desired to release the spring brake force, such as when it is necessary to move the parking position of the railroad car slightly using a towing vehicle without operating the air compressor, or when it is necessary to move the railroad car using a towing vehicle when power is not being supplied to the railroad car, etc. In these cases, the spring brake force can be manually released by operating the manual release member 88.

[0040] For example, when the manual release member 88 is manually pulled outward from the first cylinder body 62 while the spring brake portion 70 is activated, the lock teeth 88a of the manual release member 88 disengage from the latch teeth 82c of the nut member 81. Then, the external teeth 81a and the external teeth 84a become rotatable while remaining in mesh, and the clutch 84 rotates freely.

[0041] As a result, both the first piston 61 and the second piston 71 can move to their respective stroke ends due to the biasing forces of the return spring member 66 and the spring member 75, and the spindle 50 and the first piston 61 move in the anti-brake direction. In this way, by operating the manual release member 88, the spring braking force can be manually released, allowing the railway car or the like to move.

[0042] <Test equipment> The test device 1 is a device that measures the operating force required to operate the manual release member 88, which manually releases the braking force from a state in which the braking force of the above-mentioned braking device 100 is acting. The state in which the braking force of the braking device 100 is acting corresponds to a state in which the braking device 100 presses the brake shoes against the wheels to apply the brakes.

[0043] 1 and 2, the test device 1 includes an engaged portion 2 that engages with an engaging portion 90 provided on a manual release member 88 (see FIG. 11), a driving portion 3 that generates a driving force for actuating the engaging portion 90 that engages with the engaged portion 2, and a detecting portion 4 that detects the actuating force applied to the engaging portion 90 when the driving portion 3 actuates the manual release member 88 to release the braking force.

[0044] In the following explanation, an X, Y, Z Cartesian coordinate system will be used as necessary. The X direction corresponds to the depth direction of the test device 1. The Y direction corresponds to the width direction of the test device 1. The Z direction corresponds to the height direction, which is perpendicular to the depth direction (X direction) and width direction (Y direction) of the test device 1. In the following explanation, of the X, Y, and Z directions, the arrow side in the figure will be referred to as the plus (+) side, and the side opposite the arrow will be referred to as the minus (-) side. The +Z side corresponds to the vertically upward side, and the -Z side corresponds to the vertically downward side. The -X direction corresponds to the direction in which the manual release member 88 is pulled out (the direction in which it is operated).

[0045] The engaging portion 90 is provided on the end of the manual release member 88 opposite to the end on the brake device 100 side. The engaging portion 90 is, for example, a hook having a curved shape. The engaged portion 2 that engages with the engaging portion 90 is provided on the +X side and the +Z side of the test device 1. The engaged portion 2 is a rod-shaped member that extends in the Z direction. Note that the aspects of the engaging portion 90 and / or the engaged portion 2 (for example, installation location, configuration, shape, etc.) can be changed according to design specifications.

[0046] The driving unit 3 is provided on the -X side and the -Z side of the test device 1. The driving unit 3 is an air cylinder. The driving unit 3 includes a piston rod 3a that transmits piston output and a cover 3b that forms a cylinder chamber. The piston rod 3a extends in the Z direction. The +Z end of the piston rod 3a protrudes further toward the +Z side than the cover 3b. Note that the configuration of the driving unit 3 (for example, its installation location, configuration, shape, etc.) is not limited to the above and can be changed according to design specifications.

[0047] The detection unit 4 is provided on the +Z side of the testing device 1, closer to the -X side than the engaged part 2. The detection unit 4 is a converter (load cell) that detects load (force) and converts it into an electrical signal. The load cell extends in the X direction. The detection unit 4 may also be configured to include a displacement sensor that detects displacement in the X direction of the connection between the engaged part 2 and the driving part 3. The configuration of the detection unit 4 (for example, installation location, configuration, shape, etc.) is not limited to the above and can be changed according to design specifications.

[0048] The detection unit 4 is connected to the engaged portion 2 via a connecting portion 10. The connecting portion 10 is provided on the +X side and the +Z side of the test device 1. The connecting portion 10 includes a first connecting wall 10a extending parallel to the YZ plane and a pair of second connecting walls 10b extending from both ends of the first connecting portion 10 in the Z direction to the +X side. The +X end of the detection unit 4 is connected to the center of the first connecting wall 10a in the Z direction and the center of the Y direction. The portions of the engaged portion 2 on both ends in the Z direction are connected to the +X end portions of the pair of second connecting walls 10b. Note that the configuration of the connecting portion 10 (e.g., installation location, configuration, shape, etc.) is not limited to the above and can be changed according to design specifications.

[0049] The test device 1 further includes a control unit 5 that controls the drive unit 3 and a measurement unit 6 that measures the braking force. The control unit 5 stops the drive unit 3 when the braking force falls below a threshold value. The braking force corresponds to the braking force that presses the brake shoe.

[0050] The test device 1 further includes a determination unit 7 that determines the operating force based on the actuation force detected by the detection unit 4. The determination unit 7 may be provided separately from the control unit 5, or may be provided integrally with the control unit 5. For example, the control unit 5 may also have the function of the determination unit 7. The aspects of the control unit 5 and / or the determination unit 7 (for example, the installation location, configuration, etc.) can be changed according to design specifications.

[0051] The testing device 1 further includes limiting units 8-1, 8-2, and 8-3 that limit the movement direction of the engaged portion 2 when driven by the driving unit 3. The limiting units 8-1, 8-2, and 8-3 limit the movement direction of the engaged portion 2 to the -X direction when driven by the driving unit 3.

[0052] The limiting units 8-1, 8-2, and 8-3 are configured to include linear bearings extending along the movement direction. The limiting units 8-1, 8-2, and 8-3 are configured to include a shaft 8a and an outer cylinder 8b that slidably supports the shaft 8a. The shaft 8a extends in the X direction. The +X end of the shaft 8a protrudes further toward the +X side than the outer cylinder 8b. A plurality of limiting units 8-1, 8-2, and 8-3 are provided. Three limiting units 8-1, 8-2, and 8-3 (an example of a plurality) are provided around the detection unit 4 at intervals. The three limiting units 8-1, 8-2, and 8-3 extend parallel to each other and have the same length in the X direction.

[0053] The three limiting units 8-1, 8-2, and 8-3 include a first limiting unit 8-1 that is provided on the -Y side of the detection unit 4, a second limiting unit 8-2 that is provided on the +Y side of the detection unit 4, and a third limiting unit 8-3 that is provided on the -Z side of the detection unit 4. The +X end of shaft 8a of first limiting unit 8-1 is connected to a portion on the -Y end side of first connecting wall 10a. The +X end of shaft 8a of second limiting unit 8-2 is connected to a portion on the +Y end side of first connecting wall 10a. The +X end of shaft 8a of third limiting unit 8-3 is connected to a portion on the -Z end side of first connecting wall 10a. The number of limiting units 8-1, 8-2, and 8-3 (linear bearings) is not limited to three, and may be two, four, or more. The configuration of the restriction units 8-1, 8-2, and 8-3 (for example, the number of units installed, the installation location, the configuration, the shape, etc.) is not limited to the above and can be changed according to design specifications.

[0054] The test device 1 further includes a direction-changing mechanism 9 that changes the direction in which the driving force acts in a direction intersecting the movement direction. The direction-changing mechanism 9 is provided on the -X side and the +Z side of the test device 1. The direction-changing mechanism 9 changes the direction in which the driving force of the drive unit 3 acts from the -Z direction to the -X direction (an example of a direction intersecting the movement direction). The drive unit 3 is provided on the opposite side of the direction-changing mechanism 9 from the side of the engaged unit 2, along the intersecting direction. The drive unit 3 is provided on the -Z side of the direction-changing mechanism 9, along the Z direction.

[0055] The direction-changing mechanism 9 is connected to the detection unit 4 via a support member 11. The support member 11 includes a first support wall 11a extending parallel to the YZ plane and a pair of second support walls 11b extending from both ends of the first support wall 11a in the Y direction toward the -X side. The -X end of the detection unit 4 is connected to the +Z end side and the center side in the Y direction of the first support wall 11a. The -X end of the outer cylinder 8b of the first limiting unit 8-1 is connected to a portion on the +Z end side of the first support wall 11a that is closer to the -Y side of the detection unit 4. The -X end of the outer cylinder 8b of the second limiting unit 8-2 is connected to a portion on the +Z end side of the first support wall 11a that is closer to the +Y side of the detection unit 4. The -X end of the outer cylinder 8b of the third limiting unit 8-3 is connected to a portion on the +Z end side of the first support wall 11a that is closer to the -Z side of the detection unit 4. The configuration of the support portion 11 (for example, the installation location, configuration, shape, etc.) is not limited to the above, and can be changed according to design specifications.

[0056] The direction-changing mechanism 9 is a link mechanism and includes a first link 9a formed in an L-shape when viewed from the Y direction, a second link 9b supporting a bent portion (portion on the +X end side and the -Z end side) of the first link 9a so as to be rotatable about an axis along the Y direction, a third link 9c supported at one end side (the +Z end side) of the first link 9a, and a fourth link 9d supported at the other end side (the -X end side) of the first link 9a.

[0057] The first link 9a is formed in an inverted U-shape (a U-shape that opens on the -Z side) when viewed from the X direction. The second link 9b is formed in a U-shape that opens on the -X side when viewed from the Z direction. The first link 9a is arranged between both Y-direction sides of the second link 9b. One end (+Z end) of the first link 9a protrudes further toward the +Z side than the second link 9b. A long hole extending in the Z direction is formed in one end (+Z end) of the first link 9a. The other end (-X end) of the first link 9a protrudes further toward the -X side than the second link 9b.

[0058] The second link 9b is disposed between the pair of second support walls 11b in the Y direction. The +X end of the second link 9b is connected to a portion on the -Z side of the detection unit 4 on the +Z end side of the first support wall 11a.

[0059] The third link 9c extends in the X direction. The +X end of the third link 9c is connected to the -X end of the detection unit 4. A shaft extending in the Y direction is provided at the -X end of the third link 9c. The shaft of the third link 9c is inserted into the elongated hole of the first link 9a.

[0060] The fourth link 9d extends in the Z direction. A portion of the fourth link 9d on the +Z end side is supported rotatably around an axis along the Y direction relative to the other end (-X end side) of the first link 9a. The -Z end of the fourth link 9d is connected to the +Z end of the piston rod 3a of the drive unit 3. Note that the direction-changing mechanism 9 is not limited to the above, and may be a mechanism including a belt and pulley (belt-pulley mechanism). The configuration of the direction-changing mechanism 9 (for example, installation location, configuration, shape, etc.) can be changed according to design specifications.

[0061] The driving unit 3 and the support unit 11 are fixed to a pedestal 12. The pedestal 12 is provided on the -Z end side of the test apparatus 1. The pedestal 12 includes a first pedestal 12a extending parallel to the XY plane, and a second pedestal 12b to which the first pedestal 12a is fixed.

[0062] First pedestal 12a is formed in a rectangular shape when viewed from the Z direction. Drive unit 3 and support unit 11 are fixed to the +Z side of first pedestal 12a. The -Z end of drive unit 3 is fixed to a portion of first pedestal 12a on the -X side and toward the center in the Y direction via a fastening member such as a bolt. The -Z end of support unit 11 is joined to a portion of first pedestal 12a on the +X side by welding or the like. Note that the manner in which drive unit 3 and support unit 11 are fixed to first pedestal 12a (for example, the fixing location and fixing means) is not limited to the above and can be changed according to design specifications.

[0063] The second seat 12b is provided on the -Z side of the first seat 12a. The second seat 12b is formed in a rectangular shape when viewed from the Z direction. The second seat 12b has a larger outer shape than the first seat 12a when viewed from the Z direction. The second seat 12b is provided on the -Z side of the first seat 12a. The first seat 12a is fixed to the +Z side of the second seat 12b. The first seat 12a is detachably fixed to the second seat 12b. The first seat 12a is fixed to a predetermined position on the second seat 12b via a fastening member such as a bolt.

[0064] The first seat 12a may be fixed to a predetermined position on the second seat 12b not only by bolt fastening but also by inserting a pin. The manner in which the first seat 12a is fixed to the second seat 12b is not limited to the above and can be changed according to design specifications.

[0065] <Example of handling misaligned test equipment> Fig. 3 is a perspective view showing a first example of how to deal with positional differences in the test apparatus 1 of the embodiment. Fig. 4 is a perspective view showing a second example of how to deal with positional differences in the test apparatus 1 of the embodiment. Fig. 5 is a perspective view showing a third example of how to deal with positional differences in the test apparatus 1 of the embodiment. Fig. 6 is a perspective view showing a fourth example of how to deal with positional differences in the test apparatus 1 of the embodiment. 3 to 6, second pedestal 12b is provided with fixed portions 14 to which fixing portion 13 provided on the +Z side of first pedestal 12a is fixed. A plurality of fixed portions 14 are provided at intervals on the XY plane of second pedestal 12b.

[0066] Second pedestal 12b may be provided with a plurality of stoppers 15a, 15b, 15c, 15d, 15e, and 15f that limit movement of first pedestal 12a in a predetermined direction. The plurality of stoppers 15a, 15b, 15c, 15d, and 15e includes stopper 15a that is provided on the −X end side and the center in the Y direction of second pedestal 12b and limits movement of first pedestal 12a to the −X side, stopper 15b that is provided on the +X end side and the center in the Y direction of second pedestal 12b and limits movement of first pedestal 12a to the +X side, and stopper 15f that is provided on the −X end side and the −Y end side of second pedestal 12b and limits movement of first pedestal 12a to the −X side and the −Y side. 5c, stopper 15d provided on the −+X end and −Y end sides of second seat 12b to limit movement of first seat 12a to the +X and −Y sides, stopper 15e provided on the −X end and +Y end sides of second seat 12b to limit movement of first seat 12a to the −X and +Y sides, and stopper 15f provided on the +X end and +Y end sides of second seat 12b to limit movement of first seat 12a to the +X and +Y sides. The aspects (e.g., installation location, configuration, shape, etc.) of stoppers 15a, 15b, 15c, 15d, 15e, and 15f are not limited to those described above and can be changed according to design specifications.

[0067] 3, the first pedestal 12a, etc. (the +Z side portion of the test device 1 including the first pedestal 12a) can be fixed to a position on the -Y side (a position in the direction of the arrow) relative to the second pedestal 12b. Also, the first pedestal 12a, etc. can be fixed to a position on the +Y side (a position in the opposite direction to the arrow) relative to the second pedestal 12b. This allows the engaged portion 2 to move in the Y direction (an example of a direction intersecting the direction in which the manual release member 88 is operated).

[0068] In a second example shown in Fig. 4, the first pedestal 12a, etc. can be fixed to a position on the +X side (a position in the direction of the arrow) relative to the second pedestal 12b. In a third example shown in Fig. 5, the first pedestal 12a, etc. can be fixed to a position on the -X side (a position in the direction of the arrow) relative to the second pedestal 12b. This allows the engaged portion 2 to move in the X direction (an example of a direction intersecting the direction in which the manual release member 88 is operated).

[0069] In a fourth example shown in FIG. 6, a hook as the engaging portion 90 is movable along a rod-shaped member as the engaged portion 2. This allows the engaging portion 90 to move in the Z direction (an example of a direction intersecting the direction in which the manual release member 88 is operated). In the example shown in the figure, three positions of a ring-shaped member (an example of a hook) as the engaging portion 90 in the Z direction are indicated by dashed dotted lines. Note that the engaging portion 90 may be configured to include a wire instead of a ring. The configuration of the engaging portion 90 is not limited to the above and can be changed according to design specifications.

[0070] Although not shown, the engaged portion 2 may be connected to a stage that can move within the YZ plane. For example, the engaged portion 2 may be connected to the connecting portion 10 via a Y stage that can move in the Y direction and / or a Z stage that can move in the Z direction. For example, the engaged portion 2 may be connected to the connecting portion 10 via a stage that can move in a direction that diagonally intersects with the X direction. For example, the engaged portion 2 may move automatically in response to a force (operation force) that pulls out the manual release member 88. For example, the engaged portion 2 may be positionally adjustable before the manual release member 88 is pulled out (before operation). For example, the engaged portion 2 may have multiple engagement points with which the engaging portion 90 can engage, and each of the engagement points may be selectable. The manner in which the engaged portion 2 can move (i.e., be movable in a direction that intersects with the direction in which the manual release member 88 is operated) is not limited to the above and can be changed according to design specifications.

[0071] <Example of test equipment operation> Fig. 7 is a perspective view showing the operation of the test device 1 of the embodiment at the time of manual release, and Fig. 8 is a perspective view showing the operation of the test device 1 of the embodiment after manual release. 7 and 8, the direction of the force acting on the test device 1 is changed by the direction changing mechanism 9 during operation.

[0072] 7, during manual release of the test device 1, the direction in which the driving force of the drive unit 3 acts is changed from the -Z direction to the -X direction (an example of a direction intersecting the direction of movement) by the direction-changing mechanism 9. In this operation, the first link 9a of the direction-changing mechanism 9 rotates in the direction of the arrow (rotates counterclockwise when viewed from the -Y direction) around an axis along the Y direction relative to the second link 9b. As a result, the direction in which the force acts during operation is changed from the -Z direction (vertical direction) to the -X direction (horizontal direction).

[0073] In the operation of the testing device 1 after manual release shown in Figure 8, the direction in which the force acting to return the engaging portion 90 to the initial position acts is changed from the +Z direction to the +X direction by the direction-changing mechanism 9. In this operation, the first link 9a of the direction-changing mechanism 9 rotates (rotates clockwise when viewed from the -Y direction) in the direction of the arrow (the opposite direction to the arrow direction in Figure 7) around an axis along the Y direction relative to the second link 9b. As a result, the direction in which the force acts during operation is changed from the +Z direction (vertical direction) to the +X direction (horizontal direction).

[0074] <An example of manual release test control> FIG. 9 illustrates an example of the control of a manual release test according to an embodiment. In FIG. 9, the top row (a) shows the relationship between time and the output of the air cylinder (which corresponds to the driving force for actuating the engaging portion 90 engaged with the engaged portion 2) serving as the driving unit 3. The middle row (b) shows the relationship between time and the detected value of the load cell (which corresponds to the operating force applied to the engaging portion 90 when the driving unit 3 actuates the manual release member 88 to release the braking force). The bottom row (c) shows the relationship between time and the measured value of the load meter (which corresponds to the braking force of the braking device 100 (specifically, the output value during parking)) serving as the measuring unit 6. Because FIG. 9(a) shows the output (driving force) of the air cylinder, it rises gradually rather than linearly. Furthermore, when a decrease in braking force is detected, the output of the air cylinder immediately decreases (the decrease is similar to the increase described above). The detected value of the load cell shown in FIG. 9(b) also decreases when the output of the air cylinder decreases. FIG. 10 is a flowchart illustrating an example of control of a manual release test according to an embodiment. 9 and 10, the control unit 5 stops the drive unit 3 when the braking force becomes equal to or less than a threshold value.

[0075] Specifically, first, the measurement unit 6 measures the braking force of the braking device 100 (step S11 shown in FIG. 10). Data relating to the measured braking force is transmitted to the control unit 5 and the determination unit 7. After step S11, the process proceeds to step S12.

[0076] In step S12, the determination unit 7 determines whether the braking force is equal to or greater than the first threshold. If the determination in step S12 is NO (the braking force is less than the first threshold), the control flow ends. If the determination in step S12 is YES (the braking force is equal to or greater than the first threshold), the process proceeds to step S13.

[0077] In step S13, the drive unit 3 is operated. In step S13, the manual release member 88 is operated by the drive unit 3 to release the braking force. Data relating to the drive force and braking force is sent to the control unit 5 and the determination unit 7. After step S13, the process proceeds to step S14.

[0078] In step S14, the measurement unit 6 measures the braking force of the braking device 100. Data relating to the measured braking force is transmitted to the control unit 5 and the determination unit 7. After step S14, the process proceeds to step S15.

[0079] In step S15, the determination unit 7 determines whether the braking force is equal to or less than the second threshold (for example, monitors for a drop of -0.2 kN). If the result in step S15 is NO (the braking force exceeds the second threshold), the control flow ends. If the result in step S15 is YES (the braking force is equal to or less than the second threshold) (for example, if the drop of -0.2 kN is satisfied), the process proceeds to step S16.

[0080] In step S16, the detection unit 4 detects the application force applied to the engagement unit 90. The application force applied to the engagement unit 90 is detected when the drive unit 3 operates the manual release member 88 to release the braking force. Data related to the application force is sent to the control unit 5 and the determination unit 7. After step S16, the process proceeds to step S17.

[0081] In step S17, the determination unit 7 determines the operating force based on the actuation force detected by the detection unit 4. For example, the determination unit 7 determines the maximum value P (see FIG. 9(b)) of the actuation forces detected by the detection unit 4 while the drive unit 3 is operating as the operating force. Note that the determination unit 7 may determine the operating force based on an inflection point of the actuation force, without being limited to the above. The criteria for determining the operating force can be changed according to the design specifications. Data related to the operating force is transmitted to the control unit 5. After step S17, the process proceeds to step S18.

[0082] In step S18, the control unit 5 stops the driving unit 3. This completes the control flow.

[0083] The control flow from step S11 to step S18 may be repeated. Continuous automatic testing may be performed by repeating the control flow.

[0084] <Action and effect> As described above, the test device 1 according to this embodiment is a test device that measures the operating force required to operate the manual release member 88, which manually releases the braking force from a state in which the braking force of the railway vehicle brake device 100 is acting. The test device 1 includes an engaged portion 2 that engages with an engaging portion 90 provided on the manual release member 88, a drive unit 3 that generates a drive force for actuating the engaging portion 90 that engages with the engaged portion 2, and a detection unit 4 that detects the operating force applied to the engaging portion 90 when the drive unit 3 actuates the manual release member 88 to release the braking force.

[0085] According to this configuration, by detecting the operating force applied to the engagement portion 90 when the manual release member 88 is operated by the drive unit 3 to release the braking force, it is possible to measure the operating force required to operate the manual release member 88 that releases the braking force. In other words, there is no need for the tester to manually pull the engagement portion 90 provided on the manual release member 88. Therefore, the operating force can be measured automatically.

[0086] In this embodiment, the railway vehicle brake device 100 releases the braking force by pulling out the manual release member 88. The test device 1 further includes a control unit 5 that controls the drive unit 3, and a measurement unit 6 that measures the braking force. The control unit 5 stops the drive unit 3 when the braking force becomes equal to or less than a threshold value. According to this configuration, by stopping the drive unit 3 when the braking force becomes equal to or less than a threshold value, it is possible to prevent the manual release member 88 from being pulled too far.

[0087] In this embodiment, the test device 1 further includes a determination unit 7 that determines the operating force based on the operating force detected by the detection unit 4. According to this configuration, the operating force is determined based on the operating force detected by the detection unit 4, so that the operating force can be determined automatically.

[0088] In this embodiment, the testing device 1 further includes limiting sections 8-1, 8-2, and 8-3 that limit the direction of movement of the engaged section 2 when driven by the driving section 3. According to this configuration, by restricting the movement direction of the engaged portion 2, the operating force can be detected with high accuracy compared to when the movement direction of the engaged portion 2 differs (varies).

[0089] In this embodiment, the limiting portions 8-1, 8-2, and 8-3 are configured to include linear bearings that extend along the movement direction. According to this configuration, sliding resistance due to torsion can be reduced compared to when the limiting portions 8-1, 8-2, and 8-3 are configured to include guide rails or slide rails.

[0090] In this embodiment, the engaged portion 2 is movable in a direction intersecting the direction in which the manual release member 88 is operated. According to this configuration, even if the position of the engaging portion 90 differs in a direction intersecting the direction in which the manual release member 88 is operated, it can accommodate each position.

[0091] In this embodiment, the test device 1 further includes a direction-changing mechanism 9 that changes the direction in which the driving force acts in a direction intersecting the movement direction. The driving unit 3 is provided on the opposite side of the direction-changing mechanism 9 from the engaged unit 2 side, along the intersecting direction. This configuration contributes to space saving in the movement direction compared to when the drive unit 3 is provided along the movement direction.

[0092] In this embodiment, the drive unit 3 is an air cylinder. According to this configuration, even if the air cylinder is driven after the manual release member 88 is operated, an excessively strong force is not applied, so damage or the like can be prevented.

[0093] <Modification> The technical scope of the present invention is not limited to the above-described embodiment, and various modifications can be made without departing from the spirit of the present invention.

[0094] In the above-described embodiment, the railcar brake device is described as releasing the braking force by pulling out the manual release member, but this is not limiting. For example, the railcar brake device may be configured so that the braking force is released by twisting the manual release member like a lever. For example, the manual release member is not limited to a pin, but may also include a lever, a cable, or the like. The form of the manual release member 88 can be changed according to the design specifications.

[0095] In the above-described embodiment, the test apparatus further includes a control unit that controls the drive unit and a measurement unit that measures the braking force, and the control unit stops the drive unit when the braking force becomes equal to or less than a threshold value. However, this is not limiting. For example, the control unit may drive the drive unit even when the braking force becomes equal to or less than a threshold value. For example, the control unit and / or the measurement unit may not be provided. The control mode of the control unit and the installation mode of the control unit and / or the measurement unit can be changed according to design specifications.

[0096] In the above-described embodiment, the test device further includes a determination unit that determines the operating force based on the actuation force detected by the detection unit. However, this is not limiting. For example, the operating force does not need to be determined based on the actuation force detected by the detection unit. For example, the determination unit does not need to be provided. The installation mode of the determination unit can be changed according to the design specifications.

[0097] In the above-described embodiment, an example has been described in which the testing apparatus further includes a limiting unit that limits the movement direction of the engaged portion when driven by the driving unit, but this is not limited to this. For example, the movement direction of the engaged portion does not need to be limited. For example, the limiting unit does not need to be provided. The installation mode of the limiting unit can be changed according to the design specifications.

[0098] In the above-described embodiment, the limiting portion includes a linear bearing extending along the movement direction, but this is not limiting. For example, the limiting portion may include a guide rail or a slide rail. The configuration of the limiting portion can be changed according to design specifications.

[0099] In the above-described embodiment, the engaged portion is movable in a direction intersecting the direction in which the manual release member is operated, but this is not limiting. For example, the engaged portion may be immobile (immobile) in a direction intersecting the direction in which the manual release member is operated. The manner in which the engaged portion moves in the intersecting direction can be changed according to the design specifications.

[0100] In the above-described embodiment, the test apparatus further includes a direction-changing mechanism that changes the direction in which the driving force acts in a direction intersecting the direction of movement, and the driving unit is provided on the opposite side of the direction-changing mechanism from the engaged unit, along the intersecting direction. However, this is not limiting. For example, the driving unit may be provided along the direction of movement. For example, the direction in which the driving force acts in a direction intersecting the direction of movement may not be changed. For example, the direction-changing mechanism may not be provided. The installation manner of the driving unit and / or the direction-changing mechanism may be changed according to design specifications.

[0101] In the above-described embodiment, the driving unit is an air cylinder, but the present invention is not limited to this. For example, the driving unit may be another actuator such as a motor (e.g., a servo motor). The type of the driving unit can be changed according to the design specifications.

[0102] In the above-described embodiment, the brake device has been described as pressing a brake shoe, which is a friction material, against the tread of a wheel, which is a friction-receiving member, but this is not limited to this. For example, the brake device is not limited to a mode (tread brake type) that constitutes a TBU (Tread Brake Unit) that presses one side of the tread of a wheel, which is a friction-receiving member. For example, the brake device may be a mode (disc brake type) that constitutes a DBU (Disc Brake Unit) in which a disc, which is a friction-receiving member, is sandwiched between a pair of friction materials. For example, the mode of the brake device can be changed according to required specifications.

[0103] Processing may be performed by recording a program for realizing the functions of the control unit according to the embodiment described above on a computer-readable recording medium, and reading and executing the program recorded on this recording medium into a computer system. It should be noted that the term "computer system" as used herein may include an operating system (OS) or hardware such as peripheral devices. In addition, "computer-readable recording medium" refers to writable non-volatile memory such as a flexible disk, optical magnetic disk, ROM (Read Only Memory), flash memory, etc., portable media such as a DVD (Digital Versatile Disc), and storage devices such as a hard disk built into a computer system.

[0104] Furthermore, the term "computer-readable recording medium" also includes a storage medium that stores a program for a certain period of time, such as a volatile memory (e.g., DRAM (Dynamic Random Access Memory)) inside an information processing device or a client computer system when the program is transmitted via a network such as the Internet or a communication line such as a telephone line. The above program may be transmitted from a computer system storing the program in a storage device or the like to another computer system via a transmission medium or by transmission waves in the transmission medium. Here, the "transmission medium" that transmits the program refers to a medium that has the function of transmitting information, such as a network (communication network) such as the Internet or a communication line (communication line) such as a telephone line. The above program may also be a program for realizing some of the above functions. Furthermore, the above program may be a so-called differential file (differential program) that can realize the above functions in combination with a program already recorded in the computer system.

[0105] In addition, the components in the above-described embodiment may be replaced with well-known components without departing from the spirit of the present invention. Also, the above-described modifications may be combined. Among the embodiments disclosed in this specification, those that are comprised of multiple objects may be integrated, and conversely, those that are comprised of a single object may be separated into multiple objects. Regardless of whether they are integrated, it is sufficient that they are configured to achieve the object of the invention. Among the embodiments disclosed in this specification, those in which multiple functions are provided in a distributed manner may have some or all of the multiple functions integrated together, and conversely, those in which multiple functions are provided in a distributed manner may have some or all of the multiple functions integrated together. Regardless of whether the functions are integrated or distributed, it is sufficient that the configuration can achieve the object of the invention. [Explanation of symbols]

[0106] 1... testing device, 2... engaged part, 3... driving part, 4... detecting part, 5... control part, 6... measuring part, 7... judging part, 8-1, 8-2, 8-3... limiting part, 9... direction changing mechanism, 88... manual release member, 90... engaging part, 100... railway vehicle brake device

Claims

1. A test device for measuring the operating force required to operate a manual release member that manually releases a braking force of a brake device for a railway vehicle when the braking force is applied, comprising: an engaged portion that engages with an engaging portion provided on the manual release member; a driving unit that generates a driving force for actuating the engaging unit that is engaged with the engaged unit; a detection unit that detects an actuation force applied to the engagement unit when the manual release member is actuated by the drive unit to release the braking force. Test equipment.

2. the railway vehicle brake device releases the braking force by pulling out the manual release member, a control unit that controls the drive unit; a measuring unit that measures the braking force, The control unit stops the drive unit when the braking force becomes equal to or less than a threshold value. The test device of claim 1 .

3. a determination unit that determines the operating force based on the actuation force detected by the detection unit, The test device of claim 1 .

4. The engaging portion is further provided with a limiting portion that limits a moving direction of the engaging portion when the engaging portion is driven by the driving portion.

4. A test device according to claim 1.

5. The limiting portion is configured to include a linear bearing extending along the movement direction.

5. The test device according to claim 4.

6. The engaged portion is movable in a direction intersecting a direction in which the manual release member is operated.

4. A test device according to claim 1.

7. a direction-changing mechanism for changing a direction in which the driving force acts in a direction intersecting the moving direction, The drive unit is provided along the intersecting direction at a position on the opposite side of the direction-changing mechanism from the engaged unit.

5. The test device according to claim 4.

8. The drive unit is an air cylinder.

4. A test device according to claim 1.

Images