DE1229130B - Electropneumatic air brakes for rail vehicles - Google Patents

Description

FEDERAL REPUBLIC OF GERMANY GERMAN jtößWWl · PATENT OFFICE

EDITORIAL

Int. Cl .:

Number:
File number:
Registration date:
Display day:

B 60t

B61h

German class: 2Of-37

K56043 11 / 20f

May 7, 1965

November 24, 1966

The invention relates to an electropneumatic air brake for rail vehicles, with a purely pneumatic control valve and one a brake solenoid valve and one in the vent line of the control valve having the solenoid valve switched on, electrical control device for Monitoring the pressurization of a brake cylinder, while an electrically controlled Loosens the passage cross-section of the vent line enlarging means are provided.

Air brakes of the type mentioned above have already become known. The brake solenoid valve is either switched into the vent line together with the release solenoid valve or is located on another that is pressurizing the brake cylinder under Bypassing the control valve monitoring point. The means for increasing the cross-section of the passage the vent line are separated from the release and brake solenoid valve and require a additional construction and operating costs.

For electropneumatic compressed air brakes, electrical control valves are known which, in their excitation strength are controllable and a pneumatic pressure according to their respective excitation strength to adjust. In the above-mentioned classification in the vent line, these have control valves however, none of the passage cross-section of the vent line during the electrical brake control enlarging agents.

The invention is therefore based on the object of providing a compressed air brake of the type mentioned at the beginning to be designed so that for their production and operation, in particular for production and for Operation of the means monitoring the passage cross-section of the ventilation line, only a minor one Effort is required.

This object has been achieved according to the invention in that the release solenoid valve in two Levels is excitable and a closed only in its one excitation level and thereby the vent line closing valve and one that is open in its two levels of excitation and thereby enlarged Has passage cross-section releasing, closed in the de-energized state valve.

The compressed air brake experiences a particularly favorable configuration for production and operation when, according to a further feature of the invention, the solenoid release valve has a coil which can be excited in two voltage levels and has two cores each actuating one of the valves.
. That can be advantageous; Release solenoid valve a

Electropneumatic air brake for
Rail vehicles

Applicant:

Knorr-Bremse G. mb H.,
Munich 13, Moosacher Str. 80

Named as inventor:
Waldemar Schrul, Munich

experience a particularly reliable design, that its coil is in a surrounding, fixed housing made of ferromagnetic material is located, which is magnetically interrupted only on one end face of the coil and its wall inside the coil is designed as a thin-walled tube that in the tube one as an anchor

ao trained core with full excitation of the coil against the force of a spring to an end face facing away from the magnetic interruption located cover plate of the housing is movably guided out and that the magnetic interruption of the housing by the other than when the coil is partially excited against the force of a spring is bridged to the housing movable yoke formed core.

According to a further feature of the invention is to interrupt the by a direct current caused the coil of the release solenoid valve to be energized during a switch from one to the other To avoid excitation stage, advantageous if a release cable connected to the coil has a Switch with a high voltage connection and a diode with a one low voltage leading terminal is connectable.

In order to increase the switching reliability of the release solenoid valve, further means can be provided which when switching on the weak excitation level of the release solenoid valve at the beginning of the switch-on process cause a brief, strong excitation of the release solenoid valve.

In the drawings, an embodiment according to the invention is shown schematically, and although shows

F i g. 1 the scheme of an air brake,

F i g. 2 a solenoid release valve arranged in the air brake and

F i g. 3 shows a particularly advantageous arrangement for controlling the excitation of the release solenoid valve.

609 728/13

3 4

From a main air line 1 leads a branch. The main air line JL, the line chamber 3, the line 2 in the line chamber 3 of a control control chamber 7, the brake air reservoir 9 and the valve 4, via a check valve 5 and a nozzle 6 space 20 are with compressed air of the control pressure level in the control chamber 7 of the control valve 4 and filled over. The brake cylinder 21 is via the control unit Check valve 8 in a brake holding tank 9. 5 valve 4, the pipes 31, 30 and 29 and the The control chamber 7 is vented from the line chamber 3 release nozzle 41.

separated by a piston 10, which is controlled by a pneumatic brake

a space 11 sealed displaceably penetrated electrical control device of the pressure shutdown

The piston rod 12 with a piston 13 is lowered into the main air line 1. The piston 10

is bound. In a cylinder chamber 14, the pressure of which, io, of the control valve 4 rises, this closes so far

supported by the force of a spring 15, the piston opened valve 17,18 and opens the valve 18,19.

13 acted against atmospheric pressure, In the now separated from the atmosphere the piston rod 12 ends with an orifice cylinder space 14 and the brake cylinder 21 flows one arranged in it, constantly with the space 11 compressed air after a corresponding one in its related bore 16 surrounding 15 speed determined by the brake nozzle 25 Valve seat 17. The valve seat 17 is exposed to a spring-loaded pressure build-up in the brake cylinder 21, the piston pushes it loaded double sealing plate 18 opposite, which together 13 the piston rod 12 until the valve closes men with a valve seat 19 fixed to the housing a 18,19 downwards. This is a final braking position Connection achieved from a space 20 in the cylinder space.

14 monitoring valve 18,19 forms. At the 20 With pneumatically controlled release, the Cylinder space 14 is a 'pressure in the main air line 1 and the line brake cylinder via a pipeline 21 connected. Increased again from the brake air chamber 3 to the control pressure level. Of the Container 9 leads a pipe 22 to a brake piston 10 is lowered into the position shown solenoid valve 23 and a pipe 24 via a valve 17, 18 opens, and the brake cylinder 21 Brake nozzle 25 to the space 20. The brake magnet 25 and the cylinder space 14 are emptied via the valve 23 has two alternately actuated release nozzles 41 into the atmosphere. Be at the same time Valves26 and 27, one of which is valve26 at the check valve and nozzle6 unexcited brake solenoid valve 23 is closed and control chamber 7 and via the check valve 8 of the the pipeline 22 separates from a space 28 and the brake air reservoir 9 back to the control pressure level the other valve 27 in said switching 30 is charged.

position is open and room 28 is to be braked electrically controlled with one, Pipeline 29 connects. The pipeline 29, one with the switch 49 still open Pipeline switches 46 and 50 connected to the space 28 are closed at all times. The coil 34 of the 30 and one to the space 11 of the control valve 4 release solenoid valve 32 is then via the tap connected, the vent line of the control 35 47, the diode 48, the release cable 42 and the return valve 4 showing pipeline 31 lead to a line 43 with a partial voltage weakly excited, see above in Fig. 1 only in its basic structure that the yoke37 against the force of the spring38 The release solenoid valve 32 shown. The release solenoid is attracted, the valve 39 opens and the valve 32 has two movable cores, the vent 40 of which is released. The anchor 33 remains at rest, one is designed as an armature 33, into the coil 34 of the 40. At the same time, the brake-release solenoid valve is activated via the switch 50 32 is immersed and energized by a solenoid valve 23 so that it opens the valve 26 The valve 36 is loaded in the opening direction by the spring 35 and the valve 27 closes. From the pipe 22 controls. The other core is designed as a yoke 37 then compressed air flows through the space 28, the and controls a by a spring 38 in the closing direction pipeline 30, the valve 36, the pipeline 31, tion loaded valve 39. The valve 36 is in a 45 the space 11, the bore 16 and the valve 17,18 Connection of the pipelines 30 and 31 into the cylinder space 14 and the brake cylinder 21 switches, and the valve 39 monitors a large cross-on. The pressurization of the cylinder space Sleek venting 40 which constantly holds the control valve 4 via a release 14, even when there is an after-nozzle 41 connected to the atmosphere pipe feed processes for the brake air reservoir 9 conditional line 29. The coil 34 is on the one hand connected to a release 50 pressure reduction in the main air line in the dark cable 42 and on the other hand together with the coil set switching position.

of the brake solenoid valve 23 to an electrical As soon as the desired brake cylinder pressure he return line 43 connected. Furthermore leads to is sufficient, the switch 50 are opened and the Coil of the brake solenoid valve 23, a brake cable 44. Switch 49 closed. The brake solenoid valve 23 The return line 43 is at the control station of the compressed air 55 drops, and the coil 34 of the solenoid valve 32 release brake connected to one pole of a battery 45. is strongly excited by a high voltage, so that A partial voltage of the armature 33 is moved against the force of the spring 35 via a switch 46 causing tap 47 of the battery 45 in between, the valve 36 closes and the compressed air is switched on a diode 48 with which a feed into the brake cylinder 21 is interrupted. the further switch 49 to which a high voltage 60 diode 48 prevents a short circuit across the leading end connection of the battery 45 connecting tap 47.

release cable 42 connectable. At the beginning of the mentioned For electrically controlled release

The end connection is still open via a switch 50 that the switch 49. The release solenoid valve 32

Brake cable 44 can be connected. will only be without a complete power interruption

When the brake is operational and released, its 65 are weakly excited so that its valve 36 opens. That

Share the in Fig. 1 layers shown. The valve 39 remains open. From the brake cylinder 21

Switches 46, 49 and 50 are open and the compressed air escapes from the brake chamber and the cylinder chamber 14

and the release solenoid valve 23 and 32 are de-energized by the release nozzle 41 and parallel thereto by the

5 6

The open valve 39 and the vent 40 via one of the coil 34 ensure an operationally reliable switching large cross-section quickly into the atmosphere. According to the behavior of the solenoid valve 32.
the complete emptying of the brake cylinder 21 is an increase in the switching reliability of the release

the switch 46 is open to save power. The solenoid valve can be reached when the anord valve 39 then closes, and the brake cylinder 5 voltage to control the excitation of the release magnet 21 is only available via the release nozzle 41 with the atmospheric valve according to FIG. 3 is designed such that when Connected sphere. Switching on the weak excitation level of the release

To ensure reliable switching behavior of the release solenoid valve 32 at the beginning of the switch-on process To achieve solenoid valve 32, it is advantageous to this, a short-term, strong excitation of the release magnet such as in Fig. 2 shown to train. The coil 34 io valve 32 is effected. The switches 46, 49 and 50 is thereafter from a housing 51 from f erromagne- are according to FIG. 3 than by exciting the coils 63, surrounding table material, formed on one end face 64 and 65 closable relay. The sink of the coil 34 is one of a ring 52 of paramagnetic 63 of the relay having the switch 46 Existing material interruption on the battery 45 via a through a pressure point. The other end face of the housing 51 forms a switch 66 which closes air admission a cover plate 53, which is monitored by a line pressure switch 67 with the pipeline and in parallel 30 to be connected centrally arranged air supply for this purpose via a through a with a self-flow duct 54 is broken. Furthermore, the regulating driver's brake valve 68 has coupled switches Cover plate 53, the pressure of the pipeline 31 69 and a diode 70 monitored line can be excited, In the interior of the housing conductive air duct 55 ao The switch 69 is in the release position of the hand opening. With the cover plate 53, a handle 71 of the driver's brake valve 68 is pneumatically tight and opened The thin-walled tube 56 protruding through the coil 34 is connected to all positions of the hand that are important for braking, the end of which is closed by a paramagnetic handle 71. To the line piece 72 Plug 57 is tightly closed. In tube 56, the one between switch 69 and diode 70 are two 25 contacts of a changeover switch 73 and via a spread armature 33 slidably mounted. The armature resistor 74 one from a capacitor 75 via -33 contains a sealing plate 58, which together with bridged coil 76 controlling the changeover switch 73 the confluence of the air supply duct 54 connected. The changeover switch 73 connects at Valve 36 forms. To avoid sticking of the unexcited coil 76, the line piece 72 with a the armature 33 is partially from a thin jacket 30 contact 77 of another, as a snap switch from 59 surrounded by paramagnetic material. On formed toggle switch 78 and the switch the end of 49 monitoring coil 64 facing away from cover plate 53. When the coil is energized Tube 56 is interposed with a thin 76 connecting the changeover switch 73 to the conduction layer 60 made of paramagnetic material, the cap 72 with the coil is only shaped when energized Yoke 37 displaceably mounted. The spring 38 is 35 closed solenoid valve 79 and with another between the stopper 57 and the yoke 37 clamped on the one hand with the tongue 80 of the changeover switch 78. The yoke 37 is located in a room-bound switch 81. The second contact 82 of the 61, which is in communication with the pipe 29 toggle switch 78 is via a line with the and which is constantly vented via the release nozzle 41. In the switch 50 controlling coil 65 is connected. That from Yoke 37 is a sealing ring 62, which together 40 a compressed air source, not shown, via a with the confluence of the driver's brake sphere supplied with compressed air from room 61 to atmospheric pipeline 83 leading, large-cross-section vent 40 valve 68 has a device, not shown, the valve 39 forms. those during electrically controlled braking

When the coil 34 is de-energized, there is the releasing, properly working, electrical control pilot solenoid valve 32 in the in F i g. 2 position shown. 45 direction the pressure in the connected to it The armature 33 is from the cover plate 53 and the yoke holds the main air line 1 at the control pressure level. The-37 is lifted from the end face of the housing 51. like facilities are already known. Farther

When the coil 34 is strongly energized, a conduit 84 extends from the driver's brake valve 68 the result is a housing 51, the cover plate 53, in which in the release position of the handle 71 the pipe 56 and parallel to this the armature 33 50 control pressure level and in the braking positions of the and the yoke 37 penetrating, strong lines of force handle 71 one of the strength of the respective Bremfluß, which controlled the armature 33 by closing the valve 36 solution corresponding pressure reduction until it rests on the cover plate 53 and the yoke 37. The pipeline 84 leads to a cylinder opening the valve 39 up to the magnetic space 85 of a three-pressure switch 86 and over the Interruption by the solenoid valve 79 bridging the ring 52 to one of the cylinder chamber 85 System on the housing 51 moves. Cylinder space 88 separated by a piston 87.

In the event of a weak excitation of the coil 34, the cylinder chamber 88 is a nozzle 89 via a nozzle a weak flux of lines of force, which is made up of air reservoir 90 connected. The piston 87 is is enough, the yoke 37 against the force of the spring 38 veregen via a piston rod 91 with a piston 92 to move the housing 51 and tied to this 60, in the direction of action of the cylinder space to hold, but the inside of the coil 34 beaufvon completely 85 of the pressure in a cylinder chamber 93 the tube 56 is received and guided. is beatable. The cylinder space 93 and the pressure der Armature 33 is therefore not guardian 67 from the flow of force lines are via a pipe 94 in not reaches and therefore takes the pressure in the brake cylinder 21 under the force of the spring in the manner shown 35 the in F i g. 2 shown, by the cover plate 53 65 or a similarly controlled to this pressure elevated position. Which can be acted upon against the path of the pressure. At the end of it carries the Line of force flow at strong excitation changed piston rod 91 a U-shaped fork 95, which the Path for the flux of lines of force with weak excitation switch 81 and the tongue 80 of the changeover switch

78 controls. The legs of the fork 95 are of unequal length, so that the switch 81 leads the changeover switch 78 can be actuated.

In the released state of the compressed air brake, the arrangement is in the form shown in FIG. 3 shown Location. The switches 69 and 66 are open, the coils 63, 64 and 65 de-energized, the switches 46, 49 and 50 are opened and the release and brake cables 42 and 44 are therefore de-energized. The main air line 1, the pipeline 84, the cylinder chamber 85 and, via the opened solenoid valve 79, the cylinder chamber 88 and the air reservoir 90 via the nozzle 89 are charged to the control pressure level. The pipe 94 is pressureless. The switch 81 is open and the tongue 80 of the changeover switch 78 is on the contact 77 at.

For braking, the handle 71 of the driver's brake valve 68 is moved into a braking position. The switch 69 closes, and when the electrical control device ao is functioning properly, the coil 64 and the Diode 70 energizes coil 63. Switches 46 and 49 thus close, and a high voltage and, at the same time, the voltage of tap 47 are applied to release cable 42. Release solenoid valve 32 is strongly excited and certainly pulls yoke 37 and the armature 33. After a short period of time sufficient to fully energize the release solenoid valve 32, the coil 76 is energized and the changeover switch 73 is switched over, the coil 64 is de-energized and the switch 49 opens of the tap 47. The armature 33 of the solenoid release valve 32 returns to the rest position, and the yoke 37 remains in the attracted location. At the same time, the solenoid valve 79 is excited and separates the cylinder space 88 from the pipeline 84. The pressure in the pipeline 84 and in the cylinder chamber 85 is lowered to a pressure level corresponding to the intended braking force. The piston 87 lifts the fork 95 via the piston rod 91, closes the switch 81 and presses the tongue 80 of the changeover switch 78 against the contact 82. The coil 65 is energized and the switch 50 is closed via the changeover switch 73, the switch 81, the tongue 80 and the contact 82. The brake cable 44 is thus connected to the battery 45 and the brake solenoid valve 23 is energized. As already described, compressed air is thereby fed into the brake cylinder 21 and thus also into the pressure monitor 67 and the cylinder chamber 93 via the pipe 94. As soon as a sufficient pressure level is reached, the piston 92 pushes the piston rod 91 downwards, the tongue 80 lifts off the contact 82 and rests against the contact 77. The coil 65 is de-energized, the switch 50 opens, the brake cable 44 is de-energized, and at the same time a high voltage is applied to the release cable 42 via the switch 49 which closes due to the excitation of the coil 64. A final position has thus been reached.

If the pressure in the brake cylinder 21 drops unintentionally, the loading of the piston 92 is reduced, and the control pressure level still prevailing in the cylinder chamber 88 lifts the piston 87 until the tongue 80 rests against the contact 82. The coil 64 is de-energized, the switch 49 opens, and only the low voltage of the tap 47 remains applied to the release cable 42. At the same time, the coil 65 is energized and the switch 50 is closed, so that the brake cable 44 is energized and compressed air is fed into the brake cylinder 21 via the energized brake solenoid valve 23 when the release solenoid valve 32 is weakly energized. When the target pressure level is reached in the brake cylinder 21, the system returns to the final position. To release the brake, the handle 71 is moved into its release position. The switch 69 opens and the line piece 72 is de-energized. The solenoid valve 79 drops out and the coil 64 is de-energized, so that the switch 49 opens and disconnects the release cable 42 from the high voltage. Since initially - as long as the brake cylinder 21 still contains compressed air - the switch 66 of the pressure monitor 67 is closed and the coil 63 therefore remains energized, the switch remains

46 closed and the release cable 42 to the tap

47 connected. The diode 70 prevents current from flowing into the line piece 72. In the pipeline 84 and the cylinder chamber 85 control pressure level is fed so that the pistons 87 and 92 move downwards and open switch 81. The coil 76 is de-energized and the changeover switch 73 returns to the switching position shown. When the brake cylinder 21 is vented, the cylinder space 93 and the pressure switch 67 emptied. As soon as the brake cylinder 21 is depressurized, it opens the switch 66 and interrupts the excitation of the coil 63. The switch 46 opens and the release cable 42 is de-energized.

The short-term strong excitation of the release solenoid valve 32 brought about by the arrangement when it is switched on the weak excitation level ensures a tightening of the yoke 37, which then occurs during the transition stuck to the weak excitement.

Claims (5)

Patent claims: 1. Electropneumatic air brake for rail vehicles, with a purely pneumatic one Control valve and one a brake solenoid valve and one in the vent line of the control valve Switched on release solenoid valve having electrical control device for monitoring the pressurization of a brake cylinder, while an electrically controlled Solving the passage cross section of the vent line enlarging means is provided are, characterized in that the solenoid release valve (32) can be excited in two stages and one closed only in its one excitation stage and thereby the vent line (Pipeline 31) closing valve (36) and one that is open in its two excitation stages and thereby releasing the enlarged passage cross-section (vent 40), in the unexcited state Has closed valve state (39). 2. Compressed air brake according to claim 1, characterized in that the solenoid release valve (32) a coil (34) which can be excited in two voltage stages and has two actuators each of the valves (36 or 39) Has cores. ; 3. Compressed air brake according to claim 2, characterized in that the coil (34) of the release solenoid valve (32) in a surrounding, fixed housing (51) made of ferromagnetic material is located on only one end face the coil is magnetically interrupted (ring 52) and its wall inside the coil as a thin-walled tube (56) is formed that in the tube the one designed as an anchor (33) Core at full excitation of the coil against the force of a spring (35) to one of the magnetic Interruption facing away from the end face located cover plate (53) of the housing is movably guided and that the magnetic interruption of the housing by the other, than with partial excitation of the coil against the force of a spring (38) towards the housing movable yoke (37) formed core is bridged. 4. Air brake according to claim 2 or 3, wherein the coil of the solenoid release valve by Direct current can be excited, characterized in that a release cable connected to the coil (34) (42) through a switch (49) with a high voltage terminal and over a diode (48) can be connected to a terminal (tap 47) carrying a low voltage. 5. Compressed air brake according to one or more of claims 1 to 4, characterized in that that means (resistor 74, coil 76, capacitor 75, changeover switch 73) are provided which when switching on the weak excitation level of the release solenoid valve (32) at the beginning of the switch-on process cause a brief, strong excitation of the release solenoid valve. Considered publications:
German patent specification No. 373 007. 1 sheet of drawings 609 728/13 11.66 © Bundesdruckerei Berlin