CN113924233A

CN113924233A - Rail vehicle brake system having a parking brake device and method for controlling a parking brake device

Info

Publication number: CN113924233A
Application number: CN202080040805.2A
Authority: CN
Inventors: S·奥里奇; B·海克曼; S·古斯塔夫松; M·汉尼克; R·塞茨
Original assignee: Knorr Bremse Systeme fuer Schienenfahrzeuge GmbH
Current assignee: Knorr Bremse Systeme fuer Schienenfahrzeuge GmbH
Priority date: 2019-06-03
Filing date: 2020-05-19
Publication date: 2022-01-11
Also published as: WO2020244920A1; EP3976430A1; DE102019114848A1

Abstract

The invention relates to a rail vehicle brake system (1) comprising a parking brake device (2), a service brake cylinder (4), a cylinder pressure (P) for the service brake cylinder (4)_C) And a control pressure (P) for the parking brake device (2)_P) The second control unit (10). The above-mentionedCylinder pressure (P)_C) Is a control pressure (P) for a parking brake device (2)_P) The second control unit (10). The invention further relates to a method for controlling a parking brake device (2) of a rail vehicle brake system.

Description

Rail vehicle brake system having a parking brake device and method for controlling a parking brake device

Technical Field

The invention relates to a rail vehicle brake system having a parking brake device according to the preamble of claim 1. The invention also relates to a method for controlling a parking brake device.

Background

Rail vehicles are equipped with such a braking device. It must be ensured that a parked rail vehicle does not roll over in an indeterminate time. For this purpose, parking brake devices with associated brake cylinders are provided, which ensure a correspondingly high braking force even without external energy supply. The parking brake is also referred to as a parking brake.

For parking brakes in rail vehicles, spring-loaded brakes are a common solution for parking brakes. A spring-loaded brake is a brake in which a mechanical spring force acts. The action of this spring force is counteracted by a reaction force generated by the compressed air. When the pressure is relieved, the spring force acts as a permanent braking force and can therefore act as a parking brake. "[ brake technology base; kroel brake ] ".

US9,623,855B 2 describes a parking brake system with a brake cylinder in which a locking device in the service brake cylinder is activated on the basis of the pressure in the main air line, whereby the braking force can be maintained even if the cylinder pressure leaks.

EP 3245110B 1 relates to a brake system for a rail vehicle and to a braking method for a rail vehicle having such a system. In this system, the mechanical locking device maintains the braking force even if the cylinder pressure leaks. The locking device is activated by a control pressure. The control pressure is controlled by a solenoid valve. And generating braking force for the parking brake through the second pneumatic pressure.

Similar embodiments are described in the following documents: EP2826683B1, US9550504B2, EP2826684B1, US9956971B2, AU2014277742a1, AU2014277743a1, CA2875253a1, CA2875269a1, WO2017149244a1, WO2017149245a1, wherein WO2017149245a1 comprises, inter alia, a detection and storage unit.

In a non-published application of the applicant, a brake cylinder with a locking device for mechanical brake force locking is described.

In the above system, the braking force generated by the cylinder pressure and the braking force generated by the spring-loaded brake or locking device are closely associated with each other. This has a safety-relevant effect on the service and emergency brakes. Either emergency braking will be prevented or excessive braking will occur. In spring-loaded brakes, a hose break in the spring-loaded line can result in a loss of cylinder pressure. This can result in a loss of braking force in the emergency brake. This is usually solved by means of nozzles for overlap protection. The overlap protection prevents a force overlap between the force generated by the cylinder pressure and the force generated by the spring of the spring-loaded brake. The above-mentioned nozzles lead to an unfavorable time behavior during the take over of the service brake (braking force generated by the cylinder pressure) by the spring-loaded brake. Such time delays can lead to undesirable train rollovers.

If the second pressure is fed into the cylinder (service brake cylinder), this can constitute a safety-relevant intervention, which is considered disadvantageous. If implemented with a solenoid valve, this solenoid valve causes excessive braking in the event of a malfunction of the actuation and prevents load correction of the service and emergency brakes. Without decoupling, control errors for the control pressure can result in errors in cylinder pressure control. The tolerance cannot be checked (e.g., when not driving) and no retardation cannot be performed. The lack of decoupling of the two functions can lead to poor maintainability. If the parking brake is supplied with a higher cylinder pressure, the mechanical device must be designed to be correspondingly more robust, which is also considered a disadvantage. As described above, even if the cylinder pressure leaks, the braking force is maintained by the lock device. In order to generate and maintain the braking force, it is necessary to check the cylinder pressure and the control pressure and their time characteristics. State determination is described in WO2017149245a 1. Additional detection and storage units are required here.

Disclosure of Invention

The object of the present invention is therefore to functionally improve a rail vehicle brake system of the same type with a parking brake device, wherein the above-mentioned disadvantages are no longer present or are significantly reduced.

This object is achieved by a rail vehicle brake system having the features of claim 1 and a method having the features of claim 13.

The rail vehicle brake system according to the invention comprises a parking brake device, a service brake cylinder, a first control unit for the cylinder pressure of the service brake cylinder and a second control unit for the control pressure of the parking brake device. The cylinder pressure is an input variable of the second control unit for the control pressure of the parking brake device.

The following advantages result from this: a rail vehicle brake system with a parking brake device can be realized by means of a locking mechanism in which the function of the parking brake device does not intervene in a controlled manner in the function of the service brake and the emergency brake.

When a parking brake is requested, the control device of the parking brake obtains a command for releasing the control pressure. In the case of a request for a parking brake, the cylinder pressure control means obtains a request for introducing a defined cylinder pressure to generate a braking force. Safety-relevant interventions for the service and emergency brakes are not necessary by the usual design of the cylinder pressure control. The cylinder pressure generated here is used as a control parameter for the pressure relief of the control pressure, i.e. the control pressure can only be relieved if the cylinder pressure is sufficiently high. The level of the cylinder pressure determines whether the control pressure can be relieved. The control device of the parking brake therefore relieves the control pressure only when there is a parking brake request and the cylinder pressure generated is sufficiently high.

The method according to the invention for controlling the parking brake device of the rail vehicle brake system described above comprises the following method steps: (S1) applying a parking brake signal to a first input side signal line of a second control unit of the parking brake device to move the lock mechanism from the unlock position to the lock position; (S2) determining whether a sufficiently high cylinder pressure signal is present on a second input side signal line of a second control unit of the parking brake device; and (S3) activating the parking brake device by venting pressure and moving the locking mechanism from the unlocked position to the locked position by a second control unit of the parking brake device if a sufficiently high cylinder pressure signal is determined on the second input side signal line.

The parking brake device advantageously occupies only a clearly defined state. This ensures that the parking brake device does not assume any intermediate state in the event of a failure of the cylinder pressure control device and an insufficient cylinder pressure.

Advantageous embodiments of the invention are given by the features of the dependent claims.

In one embodiment, the first control unit for the cylinder pressure acts on a pressure line with the cylinder pressure, which branches into a cylinder pressure line connected to the service brake chamber of the service brake cylinder and a signal line connected to the second control unit on the input side. This achieves a compact configuration.

Advantageously, the cylinder pressure is generated by conventional cylinder pressure control means.

In a further embodiment, it is provided that the service brake cylinder has a locking mechanism of the parking brake device as a mechanical brake force locking device of the service brake cylinder, which locking mechanism can be moved from an unlocked position into a locked position and back by the second control unit. This achieves a definite position of the service brake and the locking mechanism.

For this purpose, the service brake cylinder is displaceable from an operating readiness position into a braking position by being acted upon by a cylinder pressure, is locked in the braking position by the locking mechanism of the parking brake device when the locking mechanism is in the locked position, and is released again in the braking position by the locking mechanism of the parking brake device when the locking mechanism is in the unlocked position.

In a further embodiment, it is provided that the locking mechanism comprises a parking brake cylinder having a locking element, which is designed as a spring-loaded cylinder. A space-saving design is thus achieved, in which case the locking mechanism can be integrated into the service brake cylinder.

Advantageously, the locking mechanism can be moved from the locking position into the unlocking position by the parking brake cylinder being acted upon by a control pressure generated by the second control unit and can be moved from the unlocking position into the locking position by the second control unit releasing the control pressure.

A further advantage is achieved in that the locking mechanism can be moved from the unlocked state into the locked state by means of the parking brake cylinder by relieving the control pressure by the second control unit only if the cylinder pressure is present as an input variable of the second control unit. Thereby yielding a clearly defined position and state.

In a further embodiment, the second control unit has a solenoid valve, two piston valves and a relief valve, the input connection of which is connected to a signal line that can be acted upon by the cylinder pressure. The relief valve is a low-cost, high-quality component and can advantageously be set simply as a threshold value for the cylinder pressure.

In an advantageous simple configuration, the overflow valve interacts with an actuating unit of the first of the two piston valves. This is also advantageous, since the piston valve can be actuated by pressure and the cylinder pressure (after the overflow valve) fed as a second input variable can be used directly without the need to implement it as a further variable.

In another embodiment, the pressure relief line may be connected to the control pressure line of the locking mechanism and to the first piston valve by a solenoid valve. This results in an advantageous, simple and controllable pressure relief path.

In a preferred embodiment, the second piston valve is controlled by its actuating unit and the locking mechanismThe brake pressure line is connected and forms a self-hold of the locked position of the locking mechanism when the cylinder pressure is relieved. This results in the following advantages: when the parking brake is to be applied (parking brake signal C)_P) And cylinder pressure P_CWhen the pressure is relieved, the parking brake device cannot be released, i.e. moved from the locked position to the unlocked position.

In a further embodiment, it is provided that the parking brake device has a display device which displays the state of the parking brake device on the basis of the control pressure. Advantageously, the display device may be implemented with a conventional display device.

In a further embodiment of the method, in a method step (S3), in the event of an insufficiently high cylinder pressure signal on the second input-side signal line of the second control unit of the parking brake device, the first control unit for the cylinder pressure obtains a request for introducing a defined cylinder pressure into the service brake cylinder for generating a braking force. It may therefore be advantageous to actuate the parking brake device only when the brake position of the service brake cylinder is explicitly assumed.

For this purpose, it is advantageous if the method step (S2) is repeated after the defined cylinder pressure has been introduced into the service brake cylinder.

This results in the following advantages:

the rail vehicle brake system can be realized with a parking brake device by means of a locking mechanism in which the function of the parking brake device does not intervene in a controlled manner in the function of the service brake and the emergency brake.

The parking brake device advantageously occupies only a clearly defined state. This ensures that the parking brake device does not assume the neutral state in the event of a failure of the cylinder pressure control device and an insufficient cylinder pressure.

The cylinder pressure is generated by conventional cylinder pressure control means. In this case, the cylinder pressure is introduced when the parking brake is requested.

-the control pressure of the parking brake is relieved only when the cylinder pressure is sufficiently high.

No additional detection and storage unit is required.

The display device may be implemented with a conventional display device.

Drawings

Embodiments of the present invention are described below with reference to the drawings. The attached drawings are as follows:

1-2 show a schematic block diagram of an embodiment of a brake apparatus according to the invention with the parking brake device in different positions;

FIG. 3 shows a schematic block diagram of a variant of the embodiment according to FIG. 1;

4-5 show schematic pneumatic device piping diagrams according to the embodiment of FIG. 1; and is

Fig. 6 shows a schematic flow diagram of a method according to the invention for controlling a parking brake device of the brake system according to fig. 1.

Detailed Description

Fig. 1 shows a schematic block diagram of an exemplary embodiment of a brake system 1 according to the invention, with a parking brake device 2 in a ready-to-operate position. Fig. 2 shows the brake system 1 according to the invention, with the parking brake device 2 in the parking brake position of the brake system 1 and with the parking brake device 2 locked.

The parking brake device is also referred to as a parking brake or a parking brake.

The position of the activated parking brake device 2 is also referred to as parking brake position.

The brake system 1 is shown and described in a simplified manner as a so-called shoe brake. In another embodiment, the brake device 1 is a disc brake, which is not shown but is conceivable here. In such a disc brake, the brake system 1 can act on one or more brake discs, which transmit the braking force to the wheel or axle.

The brake system 1 has a parking brake device 2, a service brake cylinder 4, a first control unit 9 for the cylinder pressure of the service brake cylinder 4 and a second control unit 10 for the control pressure of the parking brake device 2.

The brake apparatus 1 is supplied with a supply pressure R at which the first control unit 9 and the second control unit 10 are supplied.

The well-known design and function of the service brake cylinder 4 and the interaction with the brake linkage, the brake caliper and/or the brake shoes are not described in further detail here, but are merely illustrated in a highly simplified manner.

Here, a service brake cylinder 4 is schematically shown, which has a service brake piston 5 that is movable in a housing of the service brake cylinder 4. The service brake piston 5 is connected to a piston rod 6, the free end of which is fitted with a brake lining 7. The brake lining 7 is shown schematically in a simplified manner and interacts with the wheel 3 to be braked during braking.

The piston rod 6 and the service brake piston 5 are guided movably in the longitudinal direction of the piston rod 6. A compression spring, which is not shown but is conceivable, is tensioned during braking and presses the service brake piston 5 back into the initial position shown in fig. 1, i.e. the service readiness position, again when the brake is released.

The service brake cylinder 4 also has a locking mechanism 11 of the parking brake device 2 as a mechanical brake force locking device of the service brake cylinder 4 in the locked position (fig. 2).

In the following, the locking mechanism 11 is shown only abstractly as an example. Of course, other implementations are possible. The locking mechanism 11 here comprises a control valve for controlling the pressure P_PThe parking brake cylinder 12 of interface 12a, the spring element 12b and the locking element 13. The parking brake cylinder 12 is designed here as a spring accumulator cylinder, the spring accumulator of which is realized by a spring element 12b as a compression spring. The locking element 13 is a piston of the parking brake cylinder 13 or is connected thereto. The locking element 13 is guided in the parking brake cylinder 12 so as to be displaceable in its longitudinal direction, which is perpendicular to the longitudinal direction of the piston rod 6 of the service brake cylinder 4 in this case, and is connected with one end to a spring element 12b, by which the locking element 13 is loaded in the axial direction with a spring force in the longitudinal direction. The other end of the locking element 13 interacts with the locking section 8 on the piston rod 6 of the service brake piston 5 in the locking position (fig. 2).

A first control unit 9 for the cylinder pressure of the service brake cylinder 4 is connected to the supply pressure R. The signal line 9a is connected to an input terminal of the first control unit 9. The signal line 9a is the input of a control signal Cc for the cylinder pressure "command for emergency brake or service brake". This will be explained in more detail below. The pressure line 14 forms the output of the first control unit 9 and branches into a cylinder pressure line 15 and a signal line 16.

The cylinder pressure line 15 is connected to a connection 4a for the service brake pressure of the service brake cylinder 4 and to the service brake chamber 4b of the service brake cylinder 4. The signal line 16 is connected to an input of the second control unit 10 for the control pressure of the parking brake device 2.

The second control unit 10 for the control pressure of the parking brake device 2 is connected on the input side to a signal line 17 and on the output side to a control pressure line 18. The signal line 17 is an operation signal C for the parking brake_PTo the input terminal of (1). This will be described further below. The control pressure line 18 is connected to the connection 12a for the control pressure of the parking brake cylinder 12.

The second control unit 10 for the control pressure of the parking brake device 2 generates a control pressure P from the supply pressure R_PThe control pressure line 18 and thus the parking brake cylinder 12 of the locking mechanism 11 are acted upon by this control pressure. In this way, the locking mechanism 11 is unlocked in the service-ready position of the service brake cylinder 4 and is located in the unlocked position.

The first control unit 9 for the cylinder pressure is based on a signal line 9a (on which a control signal C for the emergency brake or service brake is present)_C) For controlling the cylinder pressure, a predefined or variable cylinder pressure P is introduced_C. That is, the first control unit 9 is thus controlled at the cylinder pressure P_CThe pressure line 14 and thus the pressure chamber 4b of the service brake cylinder 4 are charged. The service brake piston 5 moves the brake lining 7 via the piston rod 6 into a braking position in order to come into contact with the wheel 3, so that an emergency braking operation or a service braking operation is carried out.

For applying the parking brake or parking brake, as described above, the first control unit 9 for the cylinder pressure is based on the actuation signal C_CIntroducing a defined cylinder pressure P_CTo apply the service brakes. When the rail vehicle or the associated train has stopped andthis process can also already be carried out when the parking brake device 2 is to be activated.

As the pressure line 14 leads the cylinder pressure P_CAnd is also connected to a signal line 16 forming a second input of the second control unit 10, so that the cylinder pressure P_CIs also present at the second input. Cylinder pressure P_CThe control signals are thus formed as input parameters for the second control unit 10.

The signal line 17 at the input of the second control unit 10 for the control pressure of the parking brake device 2 now carries the control signal C for activating the parking brake device 2_P。

Only if there are two input or steering signals C_PAnd P_COnly on the basis of the control signal C is the second control unit 10_PAnd based on cylinder pressure P_CTo the control pressure P in the control pressure line 18_PAnd (6) carrying out pressure relief. Only when cylinder pressure P_CTo the control pressure P only when sufficiently high_PThe pressure relief is performed to ensure sufficient parking brake force and to occupy a clearly defined state. In the presence of a control pressure P_PThe locking mechanism 11 is not activated in the service brake cylinder 4, i.e. the locking mechanism 11 is in the unlocked position and is based on the existing cylinder pressure P_CA braking force is applied or released.

But when controlling the pressure P_PWhen the pressure is relieved, the locking device is activated. The locking mechanism 11 is in the locked position shown in fig. 2. In this locked position, the locking element 13 is engaged with the locking section 8 of the piston rod 6 of the service brake cylinder 4 by the pressure of the spring element 12b of the locking mechanism 11, and even if the cylinder pressure P is present_CIs depressurized and also maintained by the cylinder pressure P_CThe introduced braking force.

The locking device passing through the control pressure P_PAnd (4) unlocking. In other words, when the parking brake device 2 passes the control signal C_PWhen released, the second control unit 10 again controls the pressure P_PThe control line 18 is loaded. Thus, the parking brake cylinder 12 of the locking mechanism 11 is moved from the locked position to the unlocked position again.

The connecting lines with the supply pressure R and the control pressure line 18, which are connected to the

control units

9 and 10, are provided with arrows in fig. 1 in the ready-to-run position. This is intended to indicate that the lines are each pressure-loaded in the ready-to-run position. In the parking brake position in fig. 2, this is likewise the connection lines with the supply pressure R, the

supply lines

9a, 16 and 17, and the pressure line 14 and the cylinder pressure line 15, which are connected to the

control units

9 and 10.

Fig. 3 shows a schematic block diagram of a variant of the embodiment according to fig. 1 in the service and emergency brake and shows the parking brake position of the brake system 1, with the parking brake device 2 in the locked position, i.e. when the parking brake is applied.

In order to introduce a defined cylinder pressure, which is independent of the load, into service brake cylinder 4 for applying the parking brake, i.e. for activating parking brake device 2, first control unit 9 for the cylinder pressure also takes into account control signal C for parking brake device 2 on further signal line 9b_PAs another input parameter. In this case, by thus taking into account the parking brake device 2, a defined cylinder pressure of the service brake cylinder 4 is introduced by the first control unit 9.

If the control signal C is for the parking brake device 2_PIf no further input variable is present at the first control unit 9 for the cylinder pressure, the load-dependent cylinder pressure is introduced via the first control unit 9 for the service brake cylinders 4 as service and emergency brakes. In a variant, a load-independent cylinder pressure can also be introduced.

Fig. 4 shows a schematic pneumatic device piping diagram according to the embodiment of fig. 1. Fig. 5 shows an expanded pneumatic device circuit diagram according to fig. 4.

Starting from the first control unit 5 (see fig. 1-3), the cylinder pressure P can be used_CThe loaded pressure line 14 branches into a cylinder pressure line 15 and a signal line 16. The service brake cylinder 4 connected with its connection to the cylinder pressure line 15 and the locking mechanism 11 together with the connected control pressure line 18 have already been described above.

Fig. 4 and 5 show the service brake cylinder 4 in the service braking position and its cylinder pressure P_CLoading. The locking mechanism 11 has just been vented and moved from the unlocked position to the locked position. That is, the parking brake device 2 is activated.

The functional units of the second control unit 10 are shown here in an exemplary embodiment. These functional units include a solenoid valve 24, two

piston valves

25 and 26, a relief valve 27 and a shut-off valve 28.

The solenoid valve 24 is connected to the control pressure line 18 via a first connection 24a 1. The second connection 24a2 of the solenoid valve 24 is connected via a connecting line 18a to the output connection 23a of a shut-off valve 23, which is itself connected with an input connection 23b to a supply line 18b for a control pressure S, which is generated by the second control unit 10 in a manner not shown.

The third port 24a3 of the solenoid valve 24 communicates with the first port 25a1 of the first piston valve 25 via a pressure relief line 19. The second port 25a2 of the first piston valve 25 is connected to the first port 26a1 of the second piston valve 26 by a pressure relief line 20. The third port 25a3 of the first piston valve 25 is open to atmosphere.

The second port 26a2 of the second piston valve 26 is connected to the connecting line 18a via the connecting line 21. The third port 26a3 of the second piston valve 26 is open to atmosphere.

The signal line 16 is connected to an inlet connection 27a of the overflow valve 27, and an outlet connection 27b of the overflow valve 27 is connected to the actuating unit of the first piston valve 25 via the connecting line 16 a.

The actuating unit of the second piston valve 26 is connected via the holding line 22 to the control pressure line 18 between the first connection 24a1 of the solenoid valve 24 and the locking mechanism 11.

Cylinder pressure P_CIs led via a pressure line 14 and a cylinder pressure line 15 into the service brake chamber 4b of the brake cylinder. Cylinder pressure P_CBy cylinder pressure P_CIs controlled by a first control unit 9 (not shown here).

The cut-off valve 23 serves to cut off the parking brake device 2 by blocking the supply line 18b of the control pressure S to the connecting line 18a and the control pressure line 18 in the event of a failure in the parking brake control device, i.e. in the second control unit 10. Here, a shut-off valve 23 with a double switching contact 28 (two changeover switches) is shown, by means of which an electrical signal can be sent to the switching state of shut-off valve 23. The shut-off valve 23 can be operated manually, pneumatically, hydraulically and/or electrically (electromagnet or motor).

The solenoid valve 24 is based on the parking brake signal/control signal C for the parking brake device 2_P(see fig. 1 to 3) to perform handover.

Control signal C_PFor applying (here controlling the pressure P)_PRelief) and release (here controlled pressure P)_PLoad) the parking brake device 2. Control signal C_PMay have different "signal values". Thus, the control signal Cp may have logic signal values (analog and/or digital) embodied as electrical parameters (voltage, current, resistance, frequency, pulse sequence, data packets, etc.) or as pneumatic/hydraulic/mechanical parameters.

Control signal C_PMay be transmitted on one "channel", two or more "channels". The first channel is thus allocated to the control signal C for applying the parking brake device 2_PAnd a second channel is allocated to the control signal C for releasing the parking brake device_P。

For example for applying a control signal C of the parking brake device 2_PWith a logic signal value "1" in the form of a voltage of, for example, 24V or a current of, for example, 10 mA. For releasing the parking brake device 2, the control signal C_PThen has a logic signal value "0" in the form of a voltage of, for example, 0V or a current of, for example, 4 mA. Many embodiments are possible. Of course, for the respective control signals C for applying and releasing the parking brake device 2_PThe inverse value may also be used.

In the example described here, the solenoid valve 24 is in the presence of a control signal C for releasing the parking brake device 2_PThe first port 24a1 and the second port 24a2 are opened and connected. Thus, the control pressure line 18 is controlled by the pressure P_PLoad and the locking mechanism 11 is unlocked.

When there is a control signal C for applying the parking brake device 2_PAt this time, the solenoid valve 24 closes the connection between the ports 24a1 and 24a2 and opens the first port 24a1 andthe connection between the third ports 24a 3. This state of the closed solenoid valve 24 is shown in fig. 4.

In FIG. 4, the cylinder pressure P_CBelow the threshold value of the overflow valve 27 or the service brake cylinder 4 is relieved. Thus, the connecting line 16a from the outlet connection 27b of the overflow valve 27 is pressureless and the first piston valve 25 is open, so that its connections 25a1 and 25a2 are connected. The control pressure line 18 is connected to the atmosphere, i.e. is relieved of pressure, via the pressure relief line 19, the piston valve 25, the pressure relief line 20 and the connected ports 26a1 and 26a3 of the second piston valve 26, on the basis of the connected ports 24a1 and 24a3 of the closed solenoid valve 24.

Only when sufficient cylinder pressure P is present_CThe control pressure P from the control pressure line 18 when present at the overflow valve 27 for actuating the actuating unit of the first piston valve 25_PIs vented through the venting line 19 via the open first piston valve 25.

For cylinder pressure P_CThe threshold value of the relief valve 27 can be set in a simple manner on the relief valve 27.

In order to prevent the parking brake device 2 from applying the parking brake (parking brake signal C)_P) And cylinder pressure P_CWhen depressurized, is not released, i.e. moves from the locked position to the unlocked position, and self-holding is ensured by the second piston valve 26.

This self-holding by the second piston valve 26 is carried out in such a way that the second piston valve 26 is at the control pressure P_PIs vented and therefore continues to be in and remain closed in the locked position of the locking mechanism 11. The pressure relief line 19 is therefore connected via the open first piston valve 25 via the further pressure relief line 20 to the first connection 26a1 of the second piston valve 26 and, on closing of the second piston valve 26, to the atmosphere via the third connection 26a3 of the second piston valve 26.

As long as the holding line 22, which is connected to the control pressure line 18 and therefore also relieved of pressure, remains relieved of pressure, the second piston valve 26 remains unactuated, i.e. closed.

If the service brake cylinder 4 is pressed by the cylinder pressure P_CLoaded, i.e. when cylinder pressure P_CWhen the threshold value of the overflow valve 27 is exceeded, the first piston valve 25And closing. The first connection 25a1 of the first piston valve 25 is connected to the third connection 25a3 of the first piston valve 25 and thus to the atmosphere. The control pressure line 18 is thus kept open via the pressure relief line 19 and the third port 24a3 of the solenoid valve 24, which is connected to the first port 24a1 of the solenoid valve 24. In this case, the lock position of the lock mechanism 11 is not released.

When the parking brake device 2 is released, i.e. at the control pressure P_PWhen the control pressure line 18 is charged, the service brake cylinder 4 is acted upon by the cylinder pressure P_CIs loaded and the solenoid valve 24 is closed. The control pressure line 18 conducts the control pressure P_PThe same is true of the holding line 22. The second piston valve 26 opens when the cylinder pressure P is_CAbove the threshold value of the overflow valve 27, the first piston valve 25 closes.

Fig. 5 shows a variant of the embodiment according to fig. 4.

In comparison with the pneumatic device circuit diagram according to fig. 4, a display device 30 is added here.

The display device 30 is connected via a first connecting line 30a to the control pressure line 18 downstream of the solenoid valve 24 and via a second connecting line 30b to the connecting line 18b upstream of the solenoid valve 24.

The display device 30 is based on the control pressure P_PThe state (applied or released) of the parking brake device 2 is displayed. When the parking brake device 2 is released, the control pressure line 18 conducts the control pressure P_PAnd the display device 30 is based on the control pressure P_PThe released state of the parking brake is displayed (the lock mechanism is in the unlocked position).

If the parking brake device 2 is applied (the locking mechanism is in the locked position), the solenoid valve 24 is closed. Upstream of the solenoid valve 24, the control pressure S is present, while downstream of the solenoid valve 24, the control pressure line 18 is relieved. The display device 30 thus displays the control pressure S. This means that the parking brake device 2 is applied (the locking mechanism is in the locked position). Whether applied or released, controls the pressure P_PThis is important for the display device 30. The connection to the supply pressure S after the shut-off valve is an additional indication. The display device 30 is not represented by P_PAnd control pressure S (supply)Pressure) is applied.

The display device may be implemented pneumatically, mechanically or electrically. This state is displayed when the supply pressure R is cut off or there is no supply pressure R.

In a further variant, the display device is based solely on the control pressure P_PThe state of the parking brake is displayed.

Fig. 6 shows a schematic flow diagram of a method according to the invention for controlling the parking brake device 2 of the brake system 1 according to fig. 1.

In a first method step S1, the first input-side signal line 17 of the second control unit 10 of the parking brake device 2 is supplied with the parking brake signal C_PIs loaded for activating the parking brake device 2, i.e. moving the locking mechanism 11 from the unlocked position to the locked position.

Then, in a second method step S2, it is determined whether a sufficiently high cylinder pressure signal P is present on the second input-side signal line 16 of the second control unit 10 of the parking brake device 2_C。

If this is the case, the second control unit 10 of the parking brake device 2 activates the parking brake device 2 by means of a pressure relief in a third method step S3.

If there is no cylinder pressure signal P on the second input-side signal line 16 of the second control unit 10 of the parking brake device 2_CThe first control unit 9 for the cylinder pressure obtains the cylinder pressure P for the cylinder pressure to be defined_CA request is introduced into the service brake cylinder 4 to generate a braking force. This may be possible, for example, when the service brake is not applied and the parking brake device 2 should be actuated.

It is then determined again whether there is now a sufficiently high cylinder pressure signal P on the second input-side signal line 16 of the second control unit 10 of the parking brake device 2_C。

Safety-relevant interventions for the service and emergency brakes are not necessary by the usual design of the cylinder pressure control. The cylinder pressure P generated thereby_CActing as a control pressure P_PControl parameters for pressure relief, i.e. only at cylinder pressure P_CHigh enough to control the pressure P_PAnd (6) carrying out pressure relief. Where the cylinder pressure P_CIs determined by the height of_PWhether it can be vented. Thus, only when there is a request for activating the parking brake device 2 and a sufficiently high cylinder pressure P is generated_COnly for the control pressure P is the second control unit 10 of the parking brake device 2 controlled_PAnd (6) carrying out pressure relief.

The invention is not limited to the embodiments described above but may be modified within the scope of the claims.

For example for detecting the current control pressure P in the control pressure line 18_PTo which the pressure sensor 29 may be connected. The pressure sensor 29 has, for example, an electronic pressure-voltage or current converter for generating a pressure signal corresponding to the prevailing control pressure P_PVoltage or current of. This electrical value can be evaluated by the

control units

9, 10 and also in the event of a fault, a suitable display with a possible warning message can be made. In addition, a sufficiently high cylinder pressure P_CCan also be transmitted electrically, electronically or mechanically to the second control unit (10).

List of reference numerals

1 brake device

2 parking brake device

3 wheel

4 driving brake cylinder

4a service brake pressure interface

4b service brake chamber

5 service brake piston

6 piston rod

7 brake lining

8 locking segment

9. 10 control unit

9a, 9b signal line

11 locking mechanism

12 parking brake cylinder

12a control pressure interface

12b spring element

13 locking element

14 pressure line

15 cylinder pressure pipeline

16 signal line

16a connecting line

17 signal line

18 control pressure line

18a connecting pipeline

18b supply line

19. 20 pressure relief pipeline

21 connecting pipeline

22 holding line

23 stop valve

23a, 23b interface

24 solenoid valve

24a1, 24a2, 24a3 interface

25 piston valve

25a, 25b interface

25a1, 25a2, 25a3 interface

26 piston valve

26a1, 26a2, 26a3 interface

27 relief valve

28 switch contact

29 pressure sensor

30 display device

30a, 30b connecting lines

C_CCylinder pressure signal

C_PParking brake signal

P_CCylinder pressure

P_PS controlling the pressure

R supply pressure.

Claims

1. Rail vehicle brake system (1) comprising a parking brake device (2), a service brake cylinder (4), a cylinder pressure (P) for the service brake cylinder (4)_C) And a control pressure (P) for the parking brake device (2)_P) Characterized by a cylinder pressure (P), a second control unit (10) of (2), characterized in that_C) Is a control pressure (P) for a parking brake device (2)_P) The second control unit (10).

2. Railway vehicle braking apparatus (1) according to claim 1, characterized by a cylinder pressure (P)_C) By a cylinder pressure (P) of a first control unit (9)_C) A pressure line (14) is applied, wherein the pressure line (14) branches into a cylinder pressure line (15) connected to a service brake chamber (4b) of the service brake cylinder (4) and a signal line (16) connected to the second control unit (10) on the input side.

3. Railway vehicle brake apparatus (1) according to claim 2, characterized in that the service brake cylinder (4) has a locking mechanism (11) of the parking brake device (2) as a mechanical brake force locking device of the service brake cylinder (4), the locking mechanism (11) being movable from an unlocked position to a locked position and back by means of the second control unit (10).

4. Railway vehicle brake equipment (1) according to claim 3, characterized in that the service brake cylinder (4) can be passed by the cylinder pressure (P)_C) Is loaded and moved from a service position into a braking position, the service brake cylinder (4) being locked in the braking position by a locking mechanism (11) of the parking brake device (2) when the locking mechanism (11) is in a locked position, and the service brake cylinder (4) being released again in the braking position by the locking mechanism (11) of the parking brake device (2) when the locking mechanism (11) is in an unlocked position.

5. Rail vehicle brake apparatus (1) according to claim 3 or 4, characterized in that the locking mechanism (11) comprises a parking brake cylinder (12) having a locking element (13), the parking brake cylinder (12) being configured as a spring accumulator cylinder.

6. Rail vehicle brake equipment (1) according to claim 5, characterized in that the locking mechanism (11) can be passed by means of the parking brake cylinder (12) through a control pressure (P) generated by the second control unit (10)_P) Is loaded to move from a locking position to an unlocking position and is capable of being acted upon by a control pressure (P) by a second control unit (10)_P) Venting is performed to move from the unlocked position to the locked position.

7. Rail vehicle brake apparatus (1) according to claim 6, characterized in that only when cylinder pressure (P) is present_C) In the presence of an input variable as a second control unit (10), the locking mechanism (11) can only be actuated by the second control unit (10) via the parking brake cylinder (12) to the control pressure (P)_P) The pressure relief is performed to move from the unlocked state to the locked state.

8. Railway vehicle brake apparatus (1) according to one of the preceding claims, characterized in that the second control unit (10) has one solenoid valve (24), two piston valves (25, 26) and one overflow valve (27), the input interface of the overflow valve (27) being connected to the cylinder pressure (P) that can be applied_C) The loaded signal lines (16) are connected.

9. Railway vehicle brake apparatus (1) according to claim 8, characterized in that the overflow valve (27) interacts with an actuating unit of a first of the two piston valves (25, 26).

10. A rail vehicle brake apparatus (1) according to claim 9, characterized in that the pressure relief line (19, 20) can be connected with the control pressure line (18) of the locking mechanism (11) and with the first piston valve (25) by means of a solenoid valve (24).

11. Railway vehicle brake apparatus (1) according to one of the preceding claims, characterized in that the second piston valve (26) is connected with its operating unit to a control pressure line (18) of the locking mechanism (11) and when the cylinder pressure (P) is present_C) When the pressure is released, the locking mechanism (11) can be self-maintained in the locking position.

12. Rail vehicle brake apparatus (1) of one of the preceding claims, characterized in that the parking brake device (2) has a display device (30) which is based on the control pressure (P)_P) The state of the parking brake device (2) is displayed.

13. Method for controlling a parking brake device (2) of a rail vehicle brake apparatus (1) according to one of the preceding claims, characterized by the following method steps:

(S1) applying a parking brake signal (C) to a first input side signal line (17) of a second control unit (10) of a parking brake device (2)_P) To move the locking mechanism (11) from the unlocked position to the locked position;

(S2) it is determined whether a sufficiently high cylinder pressure signal (P) is present on a second input side signal line (16) of a second control unit (10) of the parking brake device (2)_C) (ii) a And is

(S3) if a sufficiently high cylinder pressure signal (P) is determined on the second input-side signal line (16)_C) The parking brake device (2) is activated by a second control unit (10) of the parking brake device (2) releasing pressure and moving the locking mechanism (11) from the unlocked position to the locked position.

14. Method according to claim 13, characterized in that in a method step (S3), a cylinder pressure signal (P) is present on a second input-side signal line (16) of a second control unit (10) of the parking brake device (2)_C) In case of insufficient high cylinder pressure (P)_C) For obtaining a cylinder pressure (P) to be defined_C) A request is introduced into the service brake cylinder (4) to generate a braking force.

15. Method according to claim 14, characterized in that at the cylinder pressure (P) to be defined_C) After introduction into the service brake cylinder (4), the method steps (S2) are repeated.