JPS6239349A - Antiskid control device for railway rolling stock - Google Patents
Antiskid control device for railway rolling stockInfo
- Publication number
- JPS6239349A JPS6239349A JP17874485A JP17874485A JPS6239349A JP S6239349 A JPS6239349 A JP S6239349A JP 17874485 A JP17874485 A JP 17874485A JP 17874485 A JP17874485 A JP 17874485A JP S6239349 A JPS6239349 A JP S6239349A
- Authority
- JP
- Japan
- Prior art keywords
- links
- air cylinder
- cylinder device
- oil
- swaying
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Landscapes
- Regulating Braking Force (AREA)
Abstract
Description
【発明の詳細な説明】
〔発明の利用分野〕
本発明は、鉄道車両用のアンプスキッド制御装置に関す
る。DETAILED DESCRIPTION OF THE INVENTION [Field of Application of the Invention] The present invention relates to an amplifier skid control device for a railway vehicle.
一般に、鉄道車両において従来提案されているブレーキ
系のアンチスキ、ド制御の方法は、機械的なブレーキ力
を発生するエアシリンダ装置に対して与えるエア入力を
、中継弁等の動作を利用して給排する方式のものが普通
である。In general, anti-skid/skid control methods for brake systems that have been proposed in the past for railway vehicles use the operation of relay valves, etc. to supply air input to an air cylinder device that generates mechanical braking force. The usual method is to remove the
しかし、かかる方式のものでは、アンチスキ。However, such a method is anti-skid.
ド制御系をもたない既存の車両に対してこれを装備させ
るような場合に、複雑なエア伝達系を改変しなければな
らないために、実際的な適用に著しく困難性を伴なうと
いう難があった。When equipping an existing vehicle that does not have a air transmission control system with this system, the complicated air transmission system must be modified, making practical application extremely difficult. was there.
本発明は以上のような観点からなされたものであシ、そ
の目的は、既存のブレーキ装置との関係において機械的
な接続のみによって簡単に構成付加することができるア
ンチスキ、ド制御装置を提供するところにある。The present invention has been made from the above-mentioned viewpoint, and its object is to provide an anti-skid control device that can be easily added to an existing brake device by simply mechanically connecting it to the existing brake device. There it is.
而してかかる目的の実現のためになされた本発明よシな
る鉄道車両用のアンプスキッド制御装置の特徴は、支点
ロッドの両端に夫々枢支された略平行する一対のリンク
の一端側に、両者リンクを拡開・縮閉揺動させるエアシ
リンダ装置を架設し、前記一対のリンクの他端側の対向
部に、被制動回転体を挟圧する摩擦材を固定した鉄道車
両用ブレーキ装置において、前記エアシリンダ装置に略
平行して前記両者リンク間にオイルシリンダ装置を架設
し、更にこのオイルシリンダ装置には、前記エアシリン
ダ装置の作用力に抗した一対リンクの揺動を与える圧油
給排電磁弁装置を接続したところにある。The amplifier skid control device for a railway vehicle according to the present invention, which has been made to achieve the above object, is characterized by having a pair of substantially parallel links pivotally supported at both ends of the fulcrum rod, at one end side. A brake device for a railway vehicle, in which an air cylinder device is installed to swing both links to expand, contract, and close, and a friction material for pinching a rotary body to be braked is fixed to the opposite end side of the pair of links, An oil cylinder device is installed approximately parallel to the air cylinder device between the two links, and the oil cylinder device is further provided with a pressure oil supply and drain for swinging the pair of links against the acting force of the air cylinder device. It is located where the solenoid valve device is connected.
本発明において、オイルシリンダ装置は一般的には単動
型のものとして構成でき、したがって圧油給排電磁弁装
置は、オイルシリンダ装置の油圧室に対して、通常は圧
油解放状態とし、アンチスキッド制御の必要時に圧油を
供給して、エアシリンダ装置で出力されるブレーキ作動
力と減少させ、あるいは圧油の保持、排出によシ、前記
ブレーキ作動力を保持、増加させるように制御するもの
として構成される。In the present invention, the oil cylinder device can generally be configured as a single-acting type, and therefore the pressure oil supply/discharge solenoid valve device is normally in a pressure oil release state with respect to the hydraulic chamber of the oil cylinder device, and When skid control is required, pressure oil is supplied to reduce the brake operating force output by the air cylinder device, or by holding or discharging the pressure oil, the brake operating force is controlled to be maintained or increased. Constructed as a thing.
本発明を以下図面に示す実施例に基づいて説明する。 The present invention will be described below based on embodiments shown in the drawings.
第１図および第２図において、１は支点ロッドであシ、
その両端にはピン軸２，３によって一対の揺動リンク４
，５が略平行状態で枢支されておシ、これらリンク４．
５の一端側の間にはエアシリンダ装置６が架設されてい
る。In FIGS. 1 and 2, 1 is a fulcrum rod;
A pair of swing links 4 are connected to both ends of the pin shafts 2 and 3.
, 5 are pivotally supported in a substantially parallel state, and these links 4.
An air cylinder device 6 is installed between one end side of the air cylinder device 5 .
エアシリンダ装置６、固定支持体７に固着のシリンダ？
ディ６ａと、このシリンダデディ６ａ内に収容されたピ
ストン（不図示）に連結のピストンロワドロｂとからな
り、前記リンクの一方４は、固定支持体７にピン軸８に
よって枢支され、また他方のリンク５はピットンロッド
５の外端部にピン軸９によって枢支されている。Air cylinder device 6, cylinder fixed to fixed support 7?
It consists of a cylinder body 6a and a piston lower drawer b connected to a piston (not shown) housed in the cylinder body 6a, and one of the links 4 is pivotally supported by a pin shaft 8 on a fixed support 7, and The other link 5 is pivotally supported at the outer end of the pitton rod 5 by a pin shaft 9.
これによって一対のリンク４，５は第１因子面内でビン
軸２，３を中心として揺動可能とされ、エアシリンダ装
置６の作動により該揺動が与えられる。This allows the pair of links 4 and 5 to swing about the bottle shafts 2 and 3 within the first factor plane, and the swing is provided by the operation of the air cylinder device 6.
１０．１１は前記リンク４，５の他端側対向部に組付は
固着された摩擦材であシ、前記エアシリンダ装置６のブ
レーキ作動によって、車輪軸と一体回転するディスクロ
ータ１２を挟圧して制動するようになっている。10.11 is a friction material that is assembled and fixed to the opposite end of the links 4 and 5, and when the air cylinder device 6 operates the brake, the disc rotor 12 that rotates integrally with the wheel axle is compressed. It is designed to brake.
１３は、本実施例において付設されたアンチスキッド制
御用のオイルシリンダ装置であシ、一方のリンク４に枢
着されたシリンダ♂ディ１３ａと、他方のリンク５に枢
着されたピストンロッド１３ｂが、油圧室１３ ｃへの
圧油入力により軸方向伸長可能に設けられている。なお
１４．１５はピン軸、１３ｄはリザーバ油室（油圧解放
室）である。Reference numeral 13 denotes an oil cylinder device for anti-skid control that is attached in this embodiment, and includes a cylinder female cylinder 13a pivotally connected to one link 4 and a piston rod 13b pivotally connected to the other link 5. , the hydraulic chamber 13c is provided so as to be expandable in the axial direction by inputting pressure oil to the hydraulic chamber 13c. Note that 14 and 15 are pin shafts, and 13d is a reservoir oil chamber (hydraulic release chamber).
そして前記オイルシリンダ装置１３の油圧室１３ｅに対
して圧油を給排する給排電磁弁装置１６は、本例では、
Ｉンｆ１７、一方向弁１８、および油圧をリザーバ油室
１３ｄに抜く常開型の電磁弁１９とからなっておシ、こ
の電磁弁１９は、不図示のアンチスキ、ド信号出力回路
に接続され、必要時に閉路状態に切換えられる。なおア
ンチスキ、ド信号出力回路は既知のものを利用すればよ
い、なお２０，２１は圧油伝達径路であシ、またピスト
ン１３ｂには、油圧室１３ｃの圧油をリザーバ油室１３
ｄに抜くためのリリーフ弁２２およびオリフィス２３が
内蔵されており、これは電磁弁１９フエイル（電気が入
シっ放しになりてしまう場合）やサージ圧による高圧室
１３ｅの異常高圧発生等を考慮した７工イルセイフ機構
をなしている。In this example, the supply/discharge solenoid valve device 16 that supplies and discharges pressure oil to and from the hydraulic chamber 13e of the oil cylinder device 13 is
Inf 17, a one-way valve 18, and a normally open solenoid valve 19 that discharges hydraulic pressure to a reservoir oil chamber 13d. , the circuit can be switched to the closed state when necessary. Note that known anti-slip and de signal output circuits may be used. Note that 20 and 21 are pressure oil transmission paths, and the piston 13b is connected to the reservoir oil chamber 13 to transfer the pressure oil in the oil pressure chamber 13c.
A relief valve 22 and an orifice 23 are built-in to remove the solenoid valve 19, and this is done in consideration of failure of the solenoid valve 19 (when electricity is left on and off) and generation of abnormally high pressure in the high pressure chamber 13e due to surge pressure. It has a 7-engine safety mechanism.
以上の構成のアンプスキッド制御装置によれば、エアシ
リンダ装置６にエア入力を与えてブレーキ作動を行なわ
せた際に、車輪の滑走状況が現出すると、これを適宜の
センサ、制御回路によって検出し、アンチスキッド信号
出力回路から信号が出力される。そしてこの信号により
電磁弁１９が閉路されることで、油圧室１３ｅに圧油が
導入され、したがって前記一対のリンクには、エアシリ
；／ダ装置によるブレーキ作動力に抗し九力（すなわち
ブレーキ緩め力）が作用し、一対の摩擦材１０゜１１の
ディスクローク１２に対する挟圧力は減少される。According to the amplifier skid control device having the above configuration, when the air cylinder device 6 is given air input to perform a brake operation, and a wheel skidding condition occurs, this is detected by an appropriate sensor and a control circuit. Then, a signal is output from the anti-skid signal output circuit. Then, by closing the solenoid valve 19 in response to this signal, pressure oil is introduced into the hydraulic chamber 13e, and therefore, the pair of links is supplied with nine forces (i.e., brake release force) against the brake operating force of the air cylinder device. force) is applied, and the clamping force of the pair of friction members 10 and 11 against the disc claw 12 is reduced.
ブレーキ力の低下によって車輪滑走が解消すれば電磁弁
１９を開路に復帰させ、あるいはポンダ１７からの吐出
量に見合って該電磁弁１９をパルス的に開閉させれば、
実質的なブレーキ力保持状態を与えることもできる。電
磁弁１９のパルス的開閉のｏｎ 、 ｏｆｆ比は適宜定
めることができる。If the wheel slippage is resolved due to a decrease in braking force, the solenoid valve 19 is returned to the open circuit, or if the solenoid valve 19 is opened and closed in pulses according to the discharge amount from the ponder 17,
It is also possible to provide a state in which substantial braking force is maintained. The on/off ratio of the pulsed opening/closing of the electromagnetic valve 19 can be determined as appropriate.
第３図は本発明の他の実施例を示し、前記実施例のもの
に比べて、一方向弁１８から油圧室１３ｅへの径路で途
中に、アキュームレータ２４、ボン７’１７の作動を連
動制御するプレッシャスイッチ２５および常閉型の電磁
弁２６を図示の如く接続した構成のものであシ、他の構
成は前記実施例と同じである。FIG. 3 shows another embodiment of the present invention, in which the operations of the accumulator 24 and the cylinder 7'17 are controlled in conjunction with each other in the path from the one-way valve 18 to the hydraulic chamber 13e. The pressure switch 25 and the normally closed solenoid valve 26 are connected as shown in the figure, and the other configurations are the same as in the previous embodiment.
本例の場合には、アキュームレータ２４の蓄圧を迅速に
油圧室１３ｅに導入できるために、アンプスキッド制御
初期の応答性が向上され、また油圧室の油圧減圧、加圧
、保持の制御が容易かつ精度よく得られる効果がある。In the case of this example, since the pressure accumulated in the accumulator 24 can be rapidly introduced into the hydraulic chamber 13e, the responsiveness at the initial stage of amplifier skid control is improved, and the control of hydraulic pressure reduction, pressurization, and maintenance in the hydraulic chamber is easy and There are effects that can be obtained with high precision.
本発明によれば、既存の鉄道車両用ブレーキ装置に対し
て、機械的な部分の連結のみでアンチスキッド制御装置
を付加することができ、エアシリンダ装置への入力系の
変更等システムの改変も不要であるためその実用上の効
果は極めて犬なるものである。According to the present invention, an anti-skid control device can be added to an existing railway vehicle brake device by simply connecting the mechanical parts, and system modifications such as changing the input system to the air cylinder device are also possible. Since it is unnecessary, its practical effect is extremely limited.
図面第１図は、本発明のアンチスキッド制御装置を含む
ブレーキ装置の概要平面図、第２図はアンチスキッド制
御装置の縦断概要図、第３図は他の例を示す同縦断概要
図である。
１・・・支点ロッド
２．３．８．９，１４．１５・・・ビン軸４．５・・・
揺動リンク（リンク）
６・・・エアシリンダ装＃ ７・・・固定支持体１０．
１１・・・摩擦材 １２・・・ディスクロータ１３
・・・オイルシリンダ装置１３ｅ・・・油圧室１３ｄ・
・・リザーバ油室
１６・・・油圧給排電磁弁装置
１７・・・ボ／グ エ８・・・一方向弁１９・
・・電磁弁（常開型）２０．２１・・・伝達径路２２・
・・一方向弁 ２３・・・オリフィス２４・・・
アキュームレータ
２５・・・プレッシャスイッチ
２６・・・電磁弁（常閉型）
代理人 谷 山 輝 雄１ ゛・−１ｉ−’−”−：
本 多 小 平 −一−２
岸 １） 正 行 旨、。
１゛コー１−一
第１図
第２図FIG. 1 is a schematic plan view of a brake device including an anti-skid control device of the present invention, FIG. 2 is a longitudinal schematic diagram of the anti-skid control device, and FIG. 3 is a longitudinal schematic diagram of the same showing another example. . 1... Fulcrum rod 2.3.8.9, 14.15... Bin shaft 4.5...
Swing link (link) 6...Air cylinder assembly #7...Fixed support body 10.
11...Friction material 12...Disc rotor 13
...Oil cylinder device 13e...Hydraulic chamber 13d.
・Reservoir oil chamber 16 ・Hydraulic pressure supply/discharge solenoid valve device 17 ・B/G 8 ・One-way valve 19 ・
...Solenoid valve (normally open type) 20.21...Transmission path 22.
... One-way valve 23 ... Orifice 24 ...
Accumulator 25...Pressure switch 26...Solenoid valve (normally closed type) Agent Teruo Taniyama 1 ゛・-1i-'-"-: Kodaira Honda -1-2 Kishi 1) Masayuki Tomo, 1゛Cor 1-1 Figure 1 Figure 2
Claims (1)
ンクの一端側に、両者リンクを拡開・縮閉揺動させるエ
アシリンダ装置を架設し、前記一対のリンクの他端側の
対向部に、被制動回転体を挟圧する摩擦材を固定した鉄
道車両用ブレーキ装置において、前記エアシリンダ装置
に略平行して前記両者リンク間にオイルシリンダ装置を
架設し、更にこのオイルシリンダ装置には、前記エアシ
リンダ装置の作用力に抗した一対リンクの揺動を与える
圧油給排電磁弁装置を接続したことを特徴とする鉄道車
両用のアンチスキッド制御装置。An air cylinder device is installed at one end of a pair of substantially parallel links pivotally supported at both ends of the fulcrum rod, and the air cylinder device swings both links to expand and contract. In a brake device for a railway vehicle in which a friction material for pinching a rotating body to be braked is fixed, an oil cylinder device is installed between the two links substantially parallel to the air cylinder device, and the oil cylinder device further includes: An anti-skid control device for a railway vehicle, characterized in that a pressure oil supply/discharge solenoid valve device is connected to cause a pair of links to swing against the acting force of the air cylinder device.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP17874485A JPH0665541B2 (en) | 1985-08-14 | 1985-08-14 | Anti-skidding control device for railway vehicles |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP17874485A JPH0665541B2 (en) | 1985-08-14 | 1985-08-14 | Anti-skidding control device for railway vehicles |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS6239349A true JPS6239349A (en) | 1987-02-20 |
| JPH0665541B2 JPH0665541B2 (en) | 1994-08-24 |
Family
ID=16053820
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP17874485A Expired - Lifetime JPH0665541B2 (en) | 1985-08-14 | 1985-08-14 | Anti-skidding control device for railway vehicles |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0665541B2 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5036956A (en) * | 1989-11-20 | 1991-08-06 | Genier Patrice L | Cam actuated brake assembly |
-
1985
- 1985-08-14 JP JP17874485A patent/JPH0665541B2/en not_active Expired - Lifetime
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5036956A (en) * | 1989-11-20 | 1991-08-06 | Genier Patrice L | Cam actuated brake assembly |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0665541B2 (en) | 1994-08-24 |
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