DE2730267A1 - EMERGENCY BRAKE DEVICE FOR ELECTROPNEUMATIC VEHICLE BRAKES, ESPECIALLY FOR RAIL VEHICLES - Google Patents

Description

TP1-pd / si -1439-

Emergency braking device for electro-pneumatic vehicle brakes, especially for rail vehicles

The invention relates to an emergency braking device for electropneumatic vehicle brakes according to the preamble of claims 1.

With electro-pneumatic control of the emergency brake, the pressure is monitored by solenoid valves. The solenoid valves are excited during normal operation and are caused to drop in the event of emergency braking by switching off a closed-circuit current that excites them, as a result of which the pressure at the solder brake valves is reduced. For this purpose, a closed-circuit current loop looped through the vehicle or the train set, which supplies the emergency brake valves with the excitation current, is interrupted by an emergency brake switch or when the car is disconnected. It is known to interrupt the closed-circuit current loop both in the Hinais and in the return line. However, it occurs despite intermittent closed current loop the case that the emergency brake does not respond, as elsewhere in the vehicle a ~ external voltage in the Ruhestr ^ mschleife one-

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It is fed by the individual or all of the emergency brake solenoid valves excited lead j hon. This case can include occur by that in a train set of several vehicles in a further car a feed of the Huhestromes through a faulty operation; a control switch takes place.

Object of the invention: i rA. Or, therefore, an emergency braking device do3 'obon angogobonon 7irt Mii ^ ugobcn, which also in the event of an unintentional supply of a voltage (η. 13th external voltage) into the Buhestromschleife. Responding to the Uotbromosoin device gowiUirlointot.

According to the invention, this task is carried out in the identification section dos patent claim 1 specified features solved. This ensures that the idle tone loop in the event of hot braking also compulsory when an external voltage is fed in is brought to the potential of the vehicle ground. The external voltage winl Ii j inherit short-circuited.

Advantageous further developments and refinements of the invention are to be derived from the subclaims.

In the following, the invention is explained in more detail using an exemplary embodiment in connection with the figure.

In the figure, a train unit consisting of two cars A and 13 is shown.

In this illustration, each car has a solenoid valve

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COPY Ji ORIGINAL INSPECTED

trained emergency brake valve 1 or 1 '. The solenoid valve is electrically connected to the vehicle ^{ground and via a line 2 or 2 1} to a closed-circuit current loop e / consisting of a feed line 3 ¹ and a return line 3 ″ Line 5 is reported to the driver's cab of the vehicle, the forward line 3 ¹ of the closed-circuit current loop is connected via a line 8 to a voltage supply (e.g. vehicle battery) (not shown) via a changeover contact in the control drive switch 7 of the leading vehicle and the closed-circuit current loop 3 is interrupted at this point. The control drive switches 7 ^{1 of} the following vehicles are in a neutral position, so that the corresponding changeover contacts 6 'are in such a position that the closed-circuit current loop is connected through there and disconnected from the power supply. At the ends of the traction units there are coupling contacts 9 » 9 ¹ ι 9 "» through which at the entrance catch and end of the train the outward and / or. Return line 3 'or 3 "of the closed-circuit current loop 3 are connected to one another. If several train units are coupled together, the forward and return lines of the closed-circuit current loop of the individual cars are connected to one another and the coupling contacts 9 ¹ » 9 "are open. The coupling contact (not shown) at the end of the train is closed, however, so that the closed-circuit current loop is connected through there, as at the start of the train. In the forward line 3 ¹ of the closed-circuit current loop, in addition to the aforementioned control travel switches 7 »7 *, there are also emergency brake switches 10, 10 ', so-called dead man's switches ¹¹

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Copy \ ^r

11, 11 ', switch for monitoring the Brera setpoint transmission 13, Λ3. * ^{Un <} ^ · ^m ^ ^ ^em travel-brake lever coupled emergency brake switch 12, 12' switched on.

According to the present exemplary embodiment, these switches have two switching bridges and two contacts for each switching bridge.

Details are explained below using the example of the emergency brake switch 10, the same for the other switches is applicable.

The emergency brake switch 10 has a switching bridge 1A- which is assigned to the contacts 16 and 16 ″ and a switching bridge 15 ₅ which is assigned to the contacts 17 and 17 *. The contacts 16 and 16 'are in the forward line 3 ¹ of the closed-circuit current loop The contact 17 'is connected ^{to the feed line 3 1} at the feed point of the voltage supply for the quiescent current loop of the switching bridge 1A- facing away. The contact 17 is connected to a bus line 18 connected to vehicle ground. The bus line is only looped through one traction unit, so that each traction unit has its own collecting line and no additional coupling contacts are required at the connection points of the individual traction units 15 is open and the contacts 17 and 17 'are electrically separated from one another he separated. When the emergency brake switch 10 is actuated, the switching bridge 14 now opens and separates the contacts 16 and 16 'from one another.

8098 * 8 ^ / 1) 062

As a result, the forward line 3 ¹ and thus the cow current loop 3 is interrupted and no more excitation current can flow through the solenoid winding of the emergency brake valves 1, 1 '. Emergency braking is triggered. V / ird, however, behind the actuated hot brake switch 10 in the idle current loop, another coil is fed, e.g. B. by a wrongly operated control! 'Ahrsohaltor in one of the downstream connected V / aßen (e.g. switch gate G ¹ ) run the override valve 1, 1' still a Krre ^ ersi rom and if the emergency brake switch is in operation, a Iiotbrimisung does not take place. In order to avoid this error, the quiescent atrom loop 3 is now connected to the "grounded" bus line 18 via the switching bridge I! An incorrectly fed external voltage will be short-circuited as a result. To avoid excessive current loading of the voltage u source and the lines, it is advantageous to protect all voltage sources of the vehicle against overcurrents.

The other switches, which are intended to trigger emergency braking in certain operating states, are advantageous designed according to the ITotbremsschalter 10, so z. B. the sg. "Dead man's button" 11 in the driver's cab, the driver's brake lever in its "emergency braking" position (switch 12, 12 ') and a switch for monitoring the transmission of the electrical brake setpoint (switch 13) · This switch is designed in such a way that if the brake setpoint transfer is at risk emergency braking is also triggered. Finally it should be pointed out that the training

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ORIGINAL INSPECTED

the switch is not limited to two jumpers with four contacts. A changeover contact with only a switching bridge, can be used.

For a better understanding of the invention, the mode of operation of the emergency braking device is shown in connection below explained with the other parts of the braking device.

The control travel switch 7 in the leading vehicle has a travel direction switch 19, via which the switch 6 is actuated in such a way that a voltage is fed into the closed-circuit current loop in the "travel" positions. The corresponding switches 19 'in the control travel switch 7' of the following vehicles are in their neutral position, so that the switch 6 ¹ connects through the closed-circuit current loop and no further voltage supply takes place.

There is also a travel switch 20 in the control travel switch provided, which is coupled to the switch 12 in such a way that the switch 12 in the "emergency braking" position of the drive switch 20 is brought from the position shown in the emergency braking position.

Furthermore, a switch 21 is in a connecting line between a brake setpoint generator 22 and a brake control device 23 interrupted by the "emergency braking" position of the drive switch, so that no braking setpoint is transmitted can be when emergency braking from the driver's cab

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he follows.

Another switch 24, which is over the direction switch 19 is actuated, is also in this line and is open in the neutral position of the switch 19. The brake setpoint generator 22 is mechanically coupled to the drive switch.

Furthermore, a monitoring device is on the brake control device 23 25 provided for the brake setpoint transmission which the switch 13 is operated, so that if there is a risk Brake setpoint transmission an emergency braking is triggered in the manner described above.

In conclusion, it should be mentioned that for further carriages 2. B.

Outward and return lines 3 'and 3 " car C, only the emergency brake loop (3) must be connected through to minimum one line 2ö for brake setpoint transmission coupling contacts can be retrofitted very easily in existing vehicles.

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Claims (8)

-1439- Claims Emergency brake device for electropneumatic vehicle brakes with an emergency brake and an electropneumatic emergency brake valve monitoring idle loop which can be interrupted by an emergency brake switch, characterized in that the idle current loop (3) is additionally connected to the vehicle ground during emergency braking. 2. Emergency braking device according to claim 1, characterized in that that the closed-circuit current loop is looped through the entire train. 3. Emergency braking device according to claim 1, characterized in that e ^ n first contact pair (16, 16 ') of the emergency brake switch (10) monitors the closed-circuit current loop and a second pair of contacts (17, 17 ') when the emergency brake switch is actuated (10) connects the closed-circuit current loop (3) to the vehicle ground. 4. Emergency braking device according to claim 3, characterized in that for each traction unit a collecting line (18) connected to the vehicle ^{ground can be connected to a contact (17 1} ) <his second contact pair (17, 17 ') of the emergency brake switch (10). - 9 -809884/0062 ORiGiNAL INSPECTED 5. Emergency braking device according to one of claims 1 to 4-, characterized in that a so-called dead man's button (11, 11 ') in the driver's cab of the vehicle acts as an emergency brake switch is trained. 6. Emergency braking device according to one of claims 1 to 5 » characterized in that a monitoring device for the brake setpoint transmission (13) as an emergency brake switch is trained. 7. Emergency braking device according to one of claims 1 to 4-, characterized in that the driving-brake lever in its "emergency braking" position is designed as an emergency brake switch. 8. Emergency braking device according to one of claims 1 and 2, characterized in that in the closed-circuit current loop electrical fuses are provided to limit the current. 809884/0062