DK156466B - DRIVER BRAKE SYSTEM FOR A RAILWAY VEHICLE - Google Patents
DRIVER BRAKE SYSTEM FOR A RAILWAY VEHICLE Download PDFInfo
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- DK156466B DK156466B DK095083A DK95083A DK156466B DK 156466 B DK156466 B DK 156466B DK 095083 A DK095083 A DK 095083A DK 95083 A DK95083 A DK 95083A DK 156466 B DK156466 B DK 156466B
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/66—Electrical control in fluid-pressure brake systems
- B60T13/665—Electrical control in fluid-pressure brake systems the systems being specially adapted for transferring two or more command signals, e.g. railway systems
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T15/00—Construction arrangement, or operation of valves incorporated in power brake systems and not covered by groups B60T11/00 or B60T13/00
- B60T15/02—Application and release valves
- B60T15/04—Driver's valves
- B60T15/14—Driver's valves influencing electric control means
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T15/00—Construction arrangement, or operation of valves incorporated in power brake systems and not covered by groups B60T11/00 or B60T13/00
- B60T15/02—Application and release valves
- B60T15/04—Driver's valves
- B60T15/16—Arrangements enabling systems to be controlled from two or more positions
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
- B60T17/18—Safety devices; Monitoring
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Braking Systems And Boosters (AREA)
- Regulating Braking Force (AREA)
- Braking Arrangements (AREA)
- Valves And Accessory Devices For Braking Systems (AREA)
- Compounds Of Unknown Constitution (AREA)
- Medicines Containing Material From Animals Or Micro-Organisms (AREA)
- Automatic Cycles, And Cycles In General (AREA)
Abstract
Description
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Den foreliggende opfindelse angâr et fdrerbremseanlæg til et skin-nekdretdj med et elektropneumatisk bremseanlæg, som i en arbejdsdel in-deholder en elektropneumatisk lukke-, Ipsne- og bremseventil og pr. fd-rerstand en fdrste f0rerventil-styredel til elektropneumatisk normal-5 drift, samt en anden f0rerventil til direkte virkende rangerdrift.BACKGROUND OF THE INVENTION The present invention relates to a spring brake system for a skin-nested animal with an electropneumatic braking system, which includes in one working part an electropneumatic closing, Ipsne and brake valve. spring is a first front valve control part for electropneumatic normal operation, and another spring valve for direct acting ranger operation.
I praksis kendes fdrerbremseanlæg, som har en eller to styredele i hver fdrerstand og en arbejdsdel i maskinrummet. Under normal kdrsel, dvs. med de automatiske bremser i drift, sker overfprselen af styreor-drer til bremsning og bremselpsnelse ad elektrisk vej fra en fprste f0-10 rerventil. Til rangerdrift anvendes desuden en anden f0rerventil pr. f0-rerstand. I denne rangerbremse, der ogsâ benævnes som den direkte brem-se, sker overfprselen pneumatisk.In practice, spring brake systems are known which have one or two control parts in each suspension position and a working part in the engine room. During normal driving, ie with the automatic brakes in operation, the transfer of control orders for braking and braking operation occurs by electrical means from a first feeder valve. In addition, for driver operation, a different feed valve is used per day. f0-rerstand. In this ranger brake, also referred to as the direct brake, the transfer occurs pneumatically.
Hvis forbindelsen mellem styredel og arbejdsdel falder ud, eksem-pelvis pâ grund af en defekt i den elektriske overfprsel, skal nddkdr-15 selsdriften etableres.If the connection between the control part and the working part fails, for example due to a defect in the electrical transfer, the emergency operation must be established.
Ifplge DE-A 28 45 311 anvendes til elektrisk styret bremsning og losning, dvs. under normal kprselsdrift, et elektropneumatisk indirekte virkende bremseanlæg med en ikke-vist fprste fprerventil pr. f0rerstand.According to DE-A 28 45 311 is used for electrically controlled braking and unloading, ie. during normal fuel operation, an electropneumatic indirect acting brake system with a non-shown first supply valve per f0rerstand.
Til rangerdrift, dvs. direkte bremsning og lpsning, mà der betjenes en 20 tillægsventil. N0dk0rselsdrift etableres ved, at omskifterventlier og en lukkeventil omlægges ved en betjeningsindretning, sâ trykket i hoved-luftledningen og dermed den indirekte bremse styres ved en af tillægs-bremseventilerne. Derved falder rangerbremsen ud, og til n0dk0rselsdrift mâ k0ret0jsf0reren skifte fra den f0rste fprerventil, der er elektrisk, 25 og til en tillægsbremseventil.For rank operation, ie. direct braking and opening, a 20 additional valve must be operated. Emergency operation is established by switching valves and a shut-off valve at an operating device so that the pressure in the main air line and thus the indirect brake is controlled by one of the additional brake valves. In this way, the ranger brake drops, and for emergency operation the vehicle driver must switch from the first electric spring valve to an auxiliary brake valve.
Med f0rerbremseanlægget if0lge opfindelsen, der er ejendommeligt ved det i den kendetegnende del af krav 1 angivne, kan der gennemfdres n0dk0rsel uden indgreb i den direkte bremse.With the driver's brake system according to the invention, which is characterized by the characterizing part of claim 1, emergency driving can be performed without interference with the direct brake.
De med opfindelsen opnâede fordele ligger i det væsentlige i, at 30 der, ved siden af normal k0rsel og n0dk0rsel, ogsâ kan gennemf0res hur-tigbremsning med den samme f0rerventilstyredel i den bemandede f0rer-stand, uafhængigt af f0rerventilens stilling i den ubemandede fdrerstand. En yderligere fordel bestâr i, at rangerbremsen ogsâ er aktiv under nddkdrsel.The advantages of the invention are essentially that, in addition to normal driving and emergency driving, rapid braking can also be carried out with the same driver valve control member in the manned driver's position, independent of the driver's valve position in the unmanned rear position. A further advantage is that the ranger brake is also active during emergency operation.
35 I det fdlgende beskrives en udfdrelsesform for opfindelsen nærmere under henvisning til tegningen, hvor: fig. 1 er et skematisk blokdiagram over et kendt fdrerbremseanlæg, 235 An embodiment of the invention will now be described in more detail with reference to the accompanying drawings, in which: FIG. 1 is a schematic block diagram of a known suspension system; 2
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fig. 2 en skematîsk présentation af et fprerbremseanlæg ifplge op-findelsen til normalkprsel, og fig. 3 en skematisk præsentation i lighed med fig. 2, men under nddkprselsdrift.FIG. 2 is a schematic representation of a spring brake system according to the invention for normal driving; and FIG. 3 is a schematic presentation similar to FIG. 2, but during emergency operation.
55
If0lge fig. 1 har et drivkpretpj to f0rerstande I og II, og i hver af disse er der indrettet en f0rste fprerventil-styredel 1 samt en anden f0rerventil 2. Et kompressoranlæg 3 er forbundet med en fpdeledning 10.According to FIG. 1, a drive pinion has two driver positions I and II, and in each of these there is arranged a first feeder valve control member 1 and a second feeder valve 2. A compressor system 3 is connected to an feeder pipe 10.
En fprerventil-arbejdsdel 4 er forbundet med de to f0rste fprerventil-10 styredele 1, med fpdeledningen 10, og med en hovedluftledning 11. De to fprerventiler 2 til rangerdrift er ligeledes sluttet til fpdeledningen 10, og virker pâ bremsecylindrene 8 alternativt over en dobbeltkontra-ventil 5, og alternativt direkte pâ bremsecylindrene sammen med de auto-matiske bremser over en dobbeltkontraventil 6. En kpretpjsstyreventil 7 15 er sluttet bâde til dobbeltkontraventilen 6, til hovedluftledningen 11, og til en hjælpeluftbeholder 9.A feeder valve working part 4 is connected to the first two feeder valve control parts 1, with the feeder line 10, and with a main air line 11. The two feeder valves 2 for riser operation are also connected to the feeder line 10, and act on the brake cylinders 8 or alternatively over a double contact. valve 5, and alternatively directly on the brake cylinders together with the automatic brakes over a double check valve 6. A check valve control valve 7 15 is connected both to the double check valve 6, to the main air line 11, and to an auxiliary air container 9.
Funktionsmàden for dette anlæg ifplge figur 1 er velkendt og bliver derfor ikke forklaret nærmere.The operation of this system according to Figure 1 is well known and is therefore not explained in more detail.
I fig. 2 vises et fprerbremseanlæg if0lge opfindelsen til normal -20 kprsel og med en hovedluftledning med et tryk pâ 5 bar. De dele af f0-rerbremseanlægget, som er un0dvendige til forklaring af opfindelsen, er udeladt. I hver af fprerstandene I og II er der indrettet en f0rste fp-rerventil-styredel 1, som indeholder en betjeningsarm 12, en kontaktak-sel 13, en herpâ fastgjort kurveskive 14, en af denne kurveskive betje-25 nelig hurtigbremseventil 15, samt en elektromekanisk del 17. I delen 17 er der pâ en fortsættelse af kontaktakselen 13 arrangeret kurveskiver til betjening af elektriske kontakter for fplgende driftsstillinger: Ipsnestilling L, bremsestilling B, samt hurtigbremsestilling SB. Disse driftsstillinger fremgâr ogsâ af en stillingsviser 16 for betjeningsar-30 men 12.In FIG. Figure 2 shows a front brake system according to the invention for normal -20 travel and with a main air line with a pressure of 5 bar. The parts of the driver brake system which are unnecessary for explaining the invention are omitted. In each of the assemblies I and II there is provided a first spring valve control part 1, which includes an operating arm 12, a contact shaft 13, a curve disc 14 attached thereto, one of this curve disc operable quick brake valve 15, and a electromechanical part 17. In continuation of the contact shaft 13, curve discs are arranged for operation of electrical contacts for the following operating positions: ip position L, brake position B, and fast brake position SB. These operating positions are also indicated by a position indicator 16 for the control arm 12.
I en fprerventil-arbejdsdel er der indrettet en trykregulator 20, en styreventil 21, en pneumatisk lukkeventil 22, samt en elektropneuma-tisk lukkeventil 23, en elektropneumatisk Ipsneventil 24, og en elektro-pneumatisk bremseventil 25. Ifplge opfindelsen er der ogsâ indrettet en 35 omskifter 40, som i det viste tilfælde er en omskifter med tre stillin-ger. Igennem kamre 41, 42 og 43 forbindes ledninger pneumatisk med hin-anden.In a spring valve working part, a pressure regulator 20, a control valve 21, a pneumatic shut-off valve 22, and an electropneumatic shut-off valve 23, an electropneumatic shut-off valve 24, and an electro-pneumatic brake valve 25 are also provided. switch 40, which in the case shown is a three-position switch. Through chambers 41, 42 and 43, wires are connected pneumatically to each other.
Funktionsmàden for fprerbremseanlægget ifplge fig. 2 er i og for 3The operation of the front brake system according to fig. 2 is in and for 3
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sig kendt, men skal omtales kortfattet af hensyn til en bedre forstàelse af de efterfplgende forklaringer af driftsberedskabets etablering. For at fylde hovedluftledningen 11 drejes betjeningsarmen 12 og den hermed forbundne kontaktaksel 13 til l0snestillingen L, eksempelvis i fprer-5 standen I. Fra fpdeledningen 10 strpmmer trykluft igennem en af en fje-der 26 pâvirket reguleringsventil 27, og derfra videre igennem kammeret 41 og den nu elektrisk àbnede Ipsneventil 24, og videre til en styrebe-holder 28. Hvis der i denne beholder og i et gennem en drpvling til si ut-tet kammer 36 i trykregulatoren 20 er opnâet det med en indsti 11 ings-10 skrue 29 i trykregulatoren 20 indstillede driftstryk pâ 5 bar, lukker reguleringsventilen 27, og forbindelsen imellem fddeledningen og styre-beholderen 28 bliver afbrudt.known, but must be briefly mentioned for the sake of a better understanding of the following explanations of the establishment of operational readiness. To fill the main air line 11, the control arm 12 and the associated contact shaft 13 are rotated to the release position L, for example in the pre-position I. From the supply line 10, compressed air flows through one of a spring 26 actuated control valve 27, and thereafter through the chamber 41 and the now electrically opened Ips valve 24, and further to a control container 28. If in this container and in a through chamber through sealed chamber 36 in the pressure regulator 20, it is obtained with a set screw 11 in the pressure regulator 20 set operating pressure to 5 bar, closes the control valve 27 and the connection between the feed line and the control container 28 is interrupted.
Igennem den elektrisk âbnede lukkeventil 23 og kammeret 43 i om-skifteren 40 kan der samtidigt strpmme styreluft ind i et kammer 35 i 15 den pneumatiske lukkeventil 22, som derved holdes âben. I et kammer 30 under en styremembran 31 i styreventilen 21 stiger trykket svarende til styrebeholdertrykket. En ventilstang 32 bliver derved bevæget opad og stdder mod en indlpbsventil 33. Trykluft kan sâledes strpmme fra f0de-ledningen 10, igennem den âbnede lukkeventil 22, og ind i hovedluftled-20 ningen 11. Hvis driftstrykket er opnâet i hovedluftledningen og dermed ogsâ i et kammer 34, gâr ventilstangen 32 pâ ny nedad, indtil indlpbs-ventilen 33 lukker. Ventilstangen 32 ligger imidlertid fortsat an mod indlobsventilen 33, sâledes at der ikke kan undslippe hovedledningsluft til det fri igennem en boring i indldbsventilen. Efter driftsberedska-25 bets opnâelse drejes betjeningsarmen 12 tilbage til stilling 0. De gennem elektriske signalledninger a, b, c betjente ventiler 23, 24 og 25 fastholdes nu pâ ny i de viste ventilstillinger.At the same time, through the electrically opened closing valve 23 and the chamber 43 in the switch 40, control air can flow into a chamber 35 in the pneumatic closing valve 22, which is thereby kept open. In a chamber 30 under a control diaphragm 31 in the control valve 21, the pressure corresponding to the control container pressure rises. A valve rod 32 is thereby moved upwardly and bears against an inlet valve 33. Thus, compressed air can flow from the feed conduit 10, through the opened closing valve 22, into the main air conduit 11. If the operating pressure is reached in the main air conduit and thus in a chamber 34, the valve rod 32 is moved down again until the inlet valve 33 closes. However, the valve rod 32 continues to abut against the inlet valve 33, so that no main conduit air can escape through a bore in the inlet valve. After the operation of the operating gear 25 is reached, the control arm 12 is turned back to position 0. The valves 23, 24 and 25 operated by electrical signal lines a, b, c are now retained in the valve positions shown.
Funktionerne i de 0vrige driftsstillinger, sâsom bremsning, lpsnel-se, osv., er kendte og forklares ikke nærmere.The functions of the other operating positions, such as braking, acceleration, etc., are known and are not explained in more detail.
30 If0lge opfindelsen og som vist i fig. 3 indeholder hver f0rste f0- rerventil-styredel 1 en pneumatisk Ipsneventil 51 og en bremseventil 53.According to the invention and as shown in FIG. 3, each first front valve control member 1 contains a pneumatic IPS valve 51 and a brake valve 53.
Pâ kontaktakselen 13 er der endvidere indrettet to kurveskiver 52 og 54 til betjening af Ipsne- og bremseventilerne 51 og 53. Endvidere er der indrettet tilsvarende trykluftforbindelsesledninger til omskifteren 40.Furthermore, on the contact shaft 13, two curve discs 52 and 54 are provided for operating the Ipsne and brake valves 51 and 53. Furthermore, similar compressed air connection lines are provided for the switch 40.
35 Kurveskiven 52 er udformet sâledes, at Ipsneventilen 51 fprst âbnes, nàr en npdlpsnesti11ing NL er opnâet ved drejning af betjeningsarmen 12 fra stillingen 0 og forbi Ipsnestillingen L. Npdbremsestillingen NB, hvori bremseventilen 53 bliver indkoblet, befinder sig ligeledes mellem brem-Curve disc 52 is formed such that the Ips valve 51 is first opened when a ndp switch NL is obtained by turning the operating lever 12 from position 0 and past Ipsn position L. The brake disc position NB in which the brake valve 53 is engaged is located
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44
sestillingen B og hurtigbremsestillingen SB. Dermed opnâs, at der, under normalkprsel, altsâ mellem l0snestilling L og bremsestilling B, ikke op-stâr nogen ekstra friktion pà grund af ventilspindelerne i l0sne- og bremseventiTerne 51 og 53. I pvrigt er de samme elementer og forbindel- Ithe seat position B and the quick brake position SB. Thus, under normal conditions, there is no additional friction due to the valve spindles in the release and brake valves 51 and 53, under normal pressure, therefore, between release position L and brake position B.
5 sesledninger, som beskrevet i forbindelse med fig. 2, til stede.5, as described in connection with FIG. 2, present.
Hvis den automatiske bremse falder ud, eksempelvis pâ grund af en elektrisk defekt, omstiller kpretpjsforeren omskifteren 40 i arbejdsde-len pâ én af de to positioner I eller II. Dette betyder, eksempelvis i-f0lge fig. 3, at den fprste fprerventil-styredel 1 i fprerstanden I bli-10 ver tilkoblet til npdkprselsdrift. Dermed bliver drivtrykket for kamme-ret 30 i styreventilen 21 frembragt direkte over trykregulatoren 20, kammeret 41, lpsneventilen 51 og kammeret 42. Over kammeret 43 ledes der ligeledes styretryk ind i kammeret 35 i den pneumatiske lukkeventil 22, hvorved lukkeventilen 22 holdes àben. Som f0lge af styretrykket i kamme-15 ret 30 afgives der som beskrevet i forbindelse med fig. 2 trykluft fra fpdeledningen 10 og ind i hovedluftledningen 11.If the automatic brake fails, for example due to an electrical defect, the rider driver switches the switch 40 in the working portion at one of the two positions I or II. This means, for example, according to FIG. 3, that the first supply valve control part 1 in the feed stand I is connected to emergency operation. Thereby, the drive pressure of chamber 30 in control valve 21 is generated directly over pressure regulator 20, chamber 41, lps valve 51 and chamber 42. Control chamber is also directed into chamber 35 of pneumatic closure valve 22, thereby maintaining closure valve 22. As a result of the control pressure in chamber 30, as described in connection with FIG. 2 compressed air from the supply line 10 and into the main air line 11.
Til udfprelse af en bremsning under nddkdrselsdrift skal betje-ningsarmen 12 drejes til stillingen NB. Lpsneventilen 51 bliver frigivet af kurveskiven 52 og bliver lukket af den tilhprende fjeder. Bremseven-20 tilen 53 bliver stpdt op af kurveskiven 54. Hurtigbremseventilen 15 bliver ikke betjent af kurveskiven 14, og forbliver derfor lukket. Gennem den âbne bremseventil 53 kan luft undvige til det fri fra styrelednin-gerne igennem en drpvleboring 55. Pâ denne mâde falder trykket ogsà i kammeret 30, og ligevægten forstyrres, og ventilstangen 32 bevæger sig 25 nedad, sàledes at trykluften kan strpmme ud i det fri fra hovedluftled- i ningen 11 igennem boringen i indlpbsventilen 33. For at bremse skal be-tjeningsarmen 12, svarende til det pnskede bremsetrin, kun kortvarigt opholde sig i stillingen NB og derefter drejes tilbage til stillingen 0.To apply a braking during emergency travel operation, the control lever 12 must be turned to the position NB. The Lps valve 51 is released by the curve disc 52 and is closed by the corresponding spring. Brake lever 20 to 53 is supported by curve disc 54. Quick brake valve 15 is not operated by curve disc 14, and therefore remains closed. Through the open brake valve 53 air can escape to the free from the control lines through a throttle bore 55. In this way, the pressure also drops in the chamber 30 and the equilibrium is disturbed and the valve rod 32 moves downward so that the compressed air can flow into it. free from the main air conduit 11 through the bore in the inlet valve 33. In order to brake, the control arm 12, corresponding to the desired braking step, must only briefly stay in position NB and then be turned back to position 0.
I denne stilling er bâde bremseventilen 53 og lpsneventilen 51 lukket.In this position, both the brake valve 53 and the lip valve 51 are closed.
30 Luften i hovedluftledningen 11 strpmmer ud, indtil der pà ny hersker det samme tryk i hovedluftledningen 11 som i kammeret 30 i styreventilen 21, og ventilstangen 32 pâ ny lukker styreventilen 21. Til hvert yderligere bremsetrin skal trykket, pâ den allerede beskrevne mâde, i styrelednin-gen, og dermed i kammeret 30, sænkes yderligere, indtil fuld bremsning 35 opnâs.30 The air in the main air line 11 flows out until again the same pressure prevails in the main air line 11 as in the chamber 30 in the control valve 21, and the valve rod 32 again closes the control valve 21. For each additional braking step, the pressure, in the manner already described, must i. the control line, and thus in the chamber 30, is further lowered until full braking 35 is achieved.
Ved Ipsnelse af bremsen skal betjeningsarmen 12 lægges i stillingen NL. I denne stilling er den af kurveskiven 52 betjente Ipsneventil 51 âben, mens bremseventil en 53 er lukket. Da kraften fra fjederen 26 er 5When opening the brake, the control lever 12 must be placed in the NL position. In this position, the Ips valve 51 operated by the washer disk 52 is open, while the brake valve a 53 is closed. Since the force of the spring 26 is 5
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st0rre end det tilsvarende styretryk i trykregulatoren 20, bliverregu-leringsventilen 27 st0dt âben. Dermed kan luft fra f0deledningen 10 strpmme ind i styreledningerne, og i de dermed forbundne kammer stiger trykket. Dette bevirker, at ventilstangen 32 i styreventilen 21 gâr opad 5 og st0der indl0bsventilen 33 op. Trykluft kan nu strpmme ud af fpdeled-ningen 10 og ind i hovedluftledningen 11. Styretrykket stiger yderlige-re, indtil det er nâet op pâ driftstrykket pâ 5 bar. Pâ dette tidspunkt er der pâ ny ligevægt mellem trykket fra fjederen 26 og styretrykket i trykregulatoren 20, hvilket vil sige, at reguleringsventilen 27 lukker 10 mod sit ventilsæde. Nâr hovedluftledningen 11 har opnâet driftstrykket, lukker ogsâ indlpbsventilen 33 igen.greater than the corresponding control pressure in the pressure regulator 20, the control valve 27 is constantly open. Thus, air from the feed conduit 10 can flow into the control conduits and in the associated chambers the pressure rises. This causes the valve rod 32 in the control valve 21 to move upwardly 5 and supports the inlet valve 33. Compressed air can now flow out of the flue pipe 10 and into the main air conduit 11. The control pressure rises further until it reaches the operating pressure of 5 bar. At this point, there is a new equilibrium between the pressure from the spring 26 and the control pressure in the pressure regulator 20, that is, the control valve 27 closes 10 against its valve seat. When the main air line 11 has reached the operating pressure, the inlet valve 33 also closes again.
Llnder npdkprselsdrift forbliver de tre elektropneumatiske lukke-, losne- og bremseventiler 23, 24 og 25 uvirksomme. En hurtigbremsning op-nâs ved at dreje betjeningsarmen 12 til hurtigbremsestillingen SB, hvor-15 ved hurtigbremseventilen 15 st0des âben, og dermed bliver hovedluftled-ningen 11 afluftet igennem den âbne ventil, ligesom det ogsâ sker under normalkdrsel.During emergency operation, the three electropneumatic shut-off, release and brake valves 23, 24 and 25 remain inoperative. A quick braking is achieved by turning the operating lever 12 to the fast braking position SB, whereby at the quick braking valve 15 is open, thus the main air conduit 11 is vented through the open valve, just as it does during normal operation.
Uafhængigt af, om der benyttes normalkersel eller npdkprsel, kan der efter behov gennemf0res rangerdrift med den anden fprerventil 2.Regardless of whether normal boilers or emergency boilers are used, rank operation can be carried out with the second feed valve 2 as required.
2020
Claims (5)
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CH134782 | 1982-03-05 | ||
| CH134782 | 1982-03-05 |
Publications (4)
| Publication Number | Publication Date |
|---|---|
| DK95083D0 DK95083D0 (en) | 1983-02-25 |
| DK95083A DK95083A (en) | 1983-09-06 |
| DK156466B true DK156466B (en) | 1989-08-28 |
| DK156466C DK156466C (en) | 1990-01-29 |
Family
ID=4208351
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| DK095083A DK156466C (en) | 1982-03-05 | 1983-02-25 | DRIVER BRAKE SYSTEM FOR A RAILWAY VEHICLE |
Country Status (9)
| Country | Link |
|---|---|
| EP (1) | EP0088242B1 (en) |
| AT (1) | ATE26678T1 (en) |
| AU (1) | AU538697B2 (en) |
| DE (1) | DE3371060D1 (en) |
| DK (1) | DK156466C (en) |
| ES (1) | ES518949A0 (en) |
| FI (1) | FI73396C (en) |
| NO (1) | NO156682C (en) |
| PL (1) | PL140000B1 (en) |
Families Citing this family (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| IT1206909B (en) * | 1987-02-13 | 1989-05-11 | Wabco Westinghouse Spa | THE AUTOMATIC BRAKE CONTROL SYSTEM OF RAILWAY VEHICLES BY ELECTRIC SIGNAL TRANSMISSION |
| IT1237739B (en) * | 1989-12-22 | 1993-06-15 | Wabco Westinghouse Spa | CONTROL DEVICE FOR THE BRAKING COMMAND OF A LOCOMOTIVE, IN PARTICULAR OF A STUFFING LOCOMOTIVE |
| DE102006042418A1 (en) | 2006-07-28 | 2008-02-28 | Bombardier Transportation Gmbh | Train brake control system with improved quick brake control |
| FR3134365A1 (en) * | 2022-04-12 | 2023-10-13 | Faiveley Transport Amiens | Device for actuating a railway braking system and railway vehicle provided with such an actuation device |
Family Cites Families (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US1972747A (en) * | 1932-04-16 | 1934-09-04 | Westinghouse Air Brake Co | Remote controlled electropneumatic brake |
| FR1240591A (en) * | 1959-07-28 | 1960-09-09 | Westinghouse Freins & Signaux | Electro-pneumatic control device for train braking |
| DE2552489A1 (en) * | 1975-11-22 | 1977-05-26 | Knorr Bremse Gmbh | DRIVER BRAKE VALVE DEVICE FOR ELECTROPNEUMATICALLY CONTROLLED COMPRESSED AIR BRAKES OF RAIL VEHICLES |
| DE2845311C2 (en) * | 1978-10-18 | 1980-07-24 | Knorr-Bremse Gmbh, 8000 Muenchen | Electropneumatic control device for compressed air brakes on rail vehicles |
-
1983
- 1983-01-11 NO NO830068A patent/NO156682C/en unknown
- 1983-01-13 ES ES518949A patent/ES518949A0/en active Granted
- 1983-01-19 FI FI830169A patent/FI73396C/en not_active IP Right Cessation
- 1983-02-05 EP EP83101091A patent/EP0088242B1/en not_active Expired
- 1983-02-05 DE DE8383101091T patent/DE3371060D1/en not_active Expired
- 1983-02-05 AT AT83101091T patent/ATE26678T1/en active
- 1983-02-25 DK DK095083A patent/DK156466C/en not_active IP Right Cessation
- 1983-03-04 AU AU12133/83A patent/AU538697B2/en not_active Ceased
- 1983-03-04 PL PL1983240874A patent/PL140000B1/en unknown
Also Published As
| Publication number | Publication date |
|---|---|
| NO156682C (en) | 1987-11-04 |
| ES8401391A1 (en) | 1983-12-16 |
| DK95083A (en) | 1983-09-06 |
| PL140000B1 (en) | 1987-03-31 |
| DK156466C (en) | 1990-01-29 |
| EP0088242A1 (en) | 1983-09-14 |
| NO830068L (en) | 1983-09-06 |
| FI73396C (en) | 1987-10-09 |
| DE3371060D1 (en) | 1987-05-27 |
| ES518949A0 (en) | 1983-12-16 |
| AU538697B2 (en) | 1984-08-23 |
| NO156682B (en) | 1987-07-27 |
| AU1213383A (en) | 1983-09-08 |
| DK95083D0 (en) | 1983-02-25 |
| EP0088242B1 (en) | 1987-04-22 |
| FI830169A0 (en) | 1983-01-19 |
| PL240874A1 (en) | 1983-10-10 |
| ATE26678T1 (en) | 1987-05-15 |
| FI830169L (en) | 1983-09-06 |
| FI73396B (en) | 1987-06-30 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PBP | Patent lapsed |