Classifications

• • 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
  • B60T15/021—Railway control or brake valves
• • 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
• • 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
  • B60T17/22—Devices for monitoring or checking brake systems; Signal devices
  • B60T17/228—Devices for monitoring or checking brake systems; Signal devices for railway vehicles
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16J—PISTONS; CYLINDERS; SEALINGS
  • F16J15/00—Sealings
  • F16J15/16—Sealings between relatively-moving surfaces
  • F16J15/32—Sealings between relatively-moving surfaces with elastic sealings, e.g. O-rings
  • F16J15/3204—Sealings between relatively-moving surfaces with elastic sealings, e.g. O-rings with at least one lip
  • F16J15/3232—Sealings between relatively-moving surfaces with elastic sealings, e.g. O-rings with at least one lip having two or more lips
  • F16J15/3236—Sealings between relatively-moving surfaces with elastic sealings, e.g. O-rings with at least one lip having two or more lips with at least one lip for each surface, e.g. U-cup packings
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16J—PISTONS; CYLINDERS; SEALINGS
  • F16J15/00—Sealings
  • F16J15/16—Sealings between relatively-moving surfaces
  • F16J15/32—Sealings between relatively-moving surfaces with elastic sealings, e.g. O-rings
  • F16J15/324—Arrangements for lubrication or cooling of the sealing itself

Definitions

• the invention relates generally to vehicles and in particular rail vehicles. Furthermore, the invention relates to a control valve seal and a control valve with the control valve seal.
• the control valve comprises a support body having a main air line pressure leading main air line, a brake cylinder pressure leading the brake cylinder pressure line and a control pressure leading control pressure line. Furthermore, the control valve comprises a line part for receiving the main air line pressure from the main air line and for feeding the control pressure into the control pressure line.
• control valve comprises a main part for receiving the control pressure from the control pressure line and for feeding the brake cylinder pressure in the brake cylinder pressure line.
• the main part is also held on the support body via a flange connection.
• a control valve groove for sealing two pressure chambers in a pressure comparison device comprises a control valve component. which is set up to compare two pressures present in the pressure chambers against each other,
• An annular base body which is bounded axially by two axially opposite side and radially by a radially outwardly directed side and a radially inwardly directed side;
• the specified Steuerventilnutring is the consideration that could accumulate during operation of the pressure chamber comparison device between a contact surface of the Steuerventilnutringes and a component of the pressure chamber comparison device, such as a piston or a pressure chamber, air, which impairs an error-free operation of the control valve component.
• a contact surface of the Steuerventilnutringes and a component of the pressure chamber comparison device, such as a piston or a pressure chamber, air, which impairs an error-free operation of the control valve component.
• the vent connection may be formed in any way, for example as a bore or as a groove.
• the vent connection between one of the radial sides and one of the axial side is formed, which is axially opposite to the running in the circumferential direction of the main body spring groove. If, for example, the spring groove is viewed axially as the top side of the control valve groove, the corresponding radial side is vented with respect to the underside of the control valve groove.
• the vent connection comprises at least one vent groove. Such grooves are particularly easy to introduce manufacturing technology in the control valve groove.
• at least one of the at least one venting groove is guided radially through the axial side, which lies axially opposite the circumferential groove of the body extending spring groove. This radial vent groove can simultaneously vent two radial sides of the specified control valve groove.
• At least one of the at least one vent groove is formed axially on a radial side, which provides for dirt accumulation for effective ventilation.
• the axially formed on a radial side vent groove is formed on the axial side with the sealing lip. Due to the sealing lip, a radial gap is formed on this radial side between the annular base body and the piston or a pressure chamber wall, in which dirt can accumulate particularly easily.
• the sealing lip is directed radially inwards.
• the sealing lip has a surface contour in the form of corrugations which extend on the sealing lip in the circumferential direction of the base body. Under this surface contour can accumulate lubricant that can be distributed when passing the sealing lip over the piston or the pressure chamber wall on these elements to facilitate the friction of the sealing lip on these elements.
• the specified control valve groove ring is formed from a synthetic rubber, preferably a nitrile rubber, particularly preferably from a nitrile butadiene rubber, called NBR.
• NBR nitrile butadiene rubber
• the NBR is still operational even at low temperatures and ensures error-free use of the control valve to control the brake.
• a pressure comparison device for a pneumatic control valve comprises:
• a pressure chamber having a first pressure port and a second pressure port
• Pressure chamber half separates.
• a pneumatic control valve for actuating a brake cylinder having a brake cylinder pressure based on an adjustable main air line pressure comprises:
• the main part comprises a specified pressure comparison device for comparing the main air line pressure and the comparison pressure.
• the specified pneumatic control valve comprises a line part for outputting a control pressure based on the change of the main air line pressure with respect to the control pressure as comparison pressure, wherein the main part is arranged to change the brake cylinder pressure based on the control pressure.
• 1 is a simplified schematic diagram of an exemplary control valve
• 2 is a simplified schematic diagram of another control valve
• FIG. 3 is a sectional view of a pressure comparison device
• Pressure comparison device of FIG. 3 show.
• Fig. 1 shows a simplified schematic diagram of an exemplary pneumatically actuated control valve 2 in a not further shown rail vehicle for driving a brake, not shown, of the rail vehicle.
• the aim of the control valve 2 is simultaneously derived from a single predetermined by a driver of the rail vehicle main air pressure 18, the energy and the information to operate all the brakes in the above rail vehicle.
• the exemplary control valve 2 has for this purpose a support body 4, to which a main part 8 is fastened via a first control valve seal 6 and a line part 12 via a second control valve seal 10.
• the conduit part 12 is provided based on the main air line pressure 18 to derive information about the operation of the corresponding control valve 2 associated brake in the form of a control pressure 14.
• the main part 8 is provided to generate, using the energy of the main air line pressure 18 from the control pressure 14, a brake cylinder pressure 16 for controlling the abovementioned brake.
• This approach will be explained in more detail below.
• the tax pressure indicated in Fig. 1 with a thick dashed line while the main air line pressure 18 is indicated in Fig. 1 with a thick solid line.
• the main air line pressure 18 is applied to all the brakes of the above rail vehicle simultaneously and therefore at one point in the support body 4 in and out at another point out of the support body 4 addition.
• a control chamber pressure accumulator 20, a reference memory 22 and a supply memory 24 in the carrier part 4 are provided for stabilizing the control pressure 14 and other pressures in the control valve 2.
• the line part 12 can exchange the control pressure 14, the main air line pressure 18, a reference pressure 26 and a pilot pressure 28 with the carrier body 4 via the second control valve line 10.
• the reference pressure 26 is shown for better visibility with a thick dotted line.
• the second control valve seal 10 thus four pneumatic channels are performed accordingly.
• the line part 12 has a known under the term main piston pressure comparison device 30, for comparing the control pressure 14 and the main air line pressure 18 and a service brake accelerator 32 for tracking the control pressure 14 based on the main air line pressure 18 in case of braking and filling valves 34 for tracking the control pressure 14 based on the main air line pressure 18 in the brake release case.
• the control pressure 14 and the main line pressure 18 should be equal.
• the pressure comparison device 30 recognizes, in a manner to be described, that the main line pressure 18 is greater than the control pressure 14, whereupon the filling valves 34 are activated, which then increase the control pressure 14 and the reference pressure 26 and to the main line pressure Adjust 18 in a manner known in the art.
• a corresponding necessary connection of the main air line pressure 18 to the filling valves 34 is not shown in the present embodiment for the sake of clarity.
• the control memory 20 and the reference memory 22 are filled. In this way, the above-mentioned state of the control valve 2 for the normal operation is achieved.
• the pressure comparison device 30 recognizes that the main air line pressure 18 is lower than the control pressure 14 in a manner to be described, whereupon the service brake accelerator 36 is activated.
• the service brake accelerator 36 is intended, on the one hand, to forward the drop in the main air line pressure 18 as quickly as possible to control valves which are viewed by the driver of the rail vehicle.
• the service brake accelerator 36 to generate the control pressure 14 for driving the main part 8, for which it connects the control pressure 14 in the present embodiment via another tap 40 with the main line pressure 18 so that the control pressure 14 follows the main line pressure 18.
• the service brake accelerator 36 opens a further cock 40, which connects the control pressure 14 with the main line pressure 18, so that both pressures 14, 18 are compensated.
• the reference pressure 26 produced by the filling valves 34 is not changed by the service brake accelerator 36.
• the service brake accelerator 36 still outputs the pilot pressure 28, the generation of which will not be discussed in greater detail for the sake of brevity.
• brake actuation information for the brake to be actuated by the control valve 2 in a manner not further explained in a pressure difference between the reference pressure 26 and the control pressure 14. Further information can be found in the above-mentioned prior art.
• the body 8 controls the brake based on the brake operation information derived from the main air pressure 18.
• the main part 8 exchanges the control pressure 14 via the first control valve seal 6 with the carrier part 4 Main air line pressure 18, the reference pressure 26, the pilot pressure 28, a still to be described supply chamber pressure 44 and the brake cylinder pressure 16 for controlling the control valve 2 associated brake off.
• the main part 8 has a further pressure comparison device in the form of a pilot circuit 48 and a brake pressure control circuit 50.
• the other pressure comparing device 48 receives the control pressure 14 and the reference pressure 26 and determines the above-mentioned pressure difference between the reference pressure 26 and the control pressure 14. This pressure difference is increased by the line part 12 when the brake is applied via the service brake accelerator 36 and reduced when the brake is released via the filling valves 34.
• the control circuit 50 Based on a not further referenced signal from the Druck technicallysvor- direction 48, which is dependent on the aforementioned pressure difference, the control circuit 50 generates the brake cylinder pressure 16 with the aid of the energy from the main air line pressure 18. Since the main air line pressure 18 is lowered by the driver during braking is he cached for storage of energy through a check valve 52 in the supply memory 24. As a result, a supply chamber pressure 44 for generating the brake cylinder pressure 16, which is equal to the main air line pressure 18 only when the brake to be actuated by the control valve 2 is not actuated, is applied to the control circuit 50.
• control circuit 50 For a detailed description of the operation of the control circuit 50, reference is made to the above-mentioned prior art.
• the control circuit 50 generates the brake cylinder pressure 16 by principle with a certain dead time. To shorten this dead time, the pilot pressure 28 is applied to the brake cylinder pressure 16 in a manner known to the person skilled in the art.
• FIG. 2 shows a simplified basic diagram of an alternative control valve 2.
• the alternative control valve 2 has a support body 4, to which the main part 8 is attached via the first control valve seal 6. Furthermore, the alternative control valve 2 has an emergency brake part 54, which is fastened to the support body 4 via the second control valve seal 10. For the normal braking operation, the emergency brake part 54 is not necessary, which is why a detailed illustration should be omitted below.
• the brake cylinder pressure 16 in the main part 8 is derived directly from the main air line pressure 18.
• the pressure comparison device 30 is arranged in the main part 8.
• the pressure comparison device 30 contrasts the main air line pressure 18 with the supply chamber pressure 44 and detects differences between these two pressures 18,44. If the main air line pressure 18 is smaller than the supply chamber pressure 44, then the leader of the rail vehicle, not shown, has initiated braking as explained in connection with FIG. 1.
• the operating brake accelerator 36 which is now arranged in the main part 8, again vents the main air line leading the main air line pressure via a tap 40, but at the same time applies the supply chamber pressure 44 via a further tap 40 directly to the brake cylinder as brake cylinder pressure 16.
• the bleeding of the main air line leading to the main air line pressure 18 has the background that as soon as possible, the following control valves in the rail vehicle not shown on the control valve 2 should be notified about the initiated braking. For this purpose, however, initially as high a shock-like pressure drop should take place, which is then continued only slowly.
• a pulse accumulator 56 which builds up an impulse volume and which is connected in parallel to the ambient pressure 42 after the venting cock 40.
• the pulse accumulator 56 is filled with the ambient pressure 42 in normal operation. With the venting of the main air line pressure 18 is passed not only in the direction of the ambient pressure 42 but also in the pulse accumulator 56 until it is filled.
• the main air line pressure 18 is vented only in the direction of the ambient pressure 42. However, if the main air line pressure 18 is greater than the supply rail pressure 44, then as explained in the context of FIG. 1, the driver of the rail vehicle, not shown, has finished braking and the brakes are to be released.
• the brake cylinder pressure 16 is to be adjusted by a release device 58 via a tap 40 to the ambient pressure 42, and vented with the brake cylinder pressure 16 actuated brake cylinder. It should be noted at this point that when stopping the braking of the service brake accelerator 36 inactive and thus all controlled by the service brake accelerator cocks 40 are closed.
• a release acceleration memory 60 is provided in the present embodiment.
• the release acceleration memory 60 is filled in series with the supply memory 24, that is to say that the supply memory 24 is first filled, which in turn fills the release acceleration memory 60.
• the release device 58 applies the release acceleration accumulator 60 via a further tap 40 to the main line pressure 18 and thus increases it in a pulsed manner, which in turn can then be detected by subsequent control valves for ending the braking.
• FIG. 3 shows a sectional view of a possible pressure comparison device 30, 48 from FIGS. 1 and 2.
• the pressure compensation device 30, 48 is constructed in the present embodiment from a pressure chamber 62, which is divided into a first partial pressure chamber 66 and a second partial pressure chamber 68 via a in the pressure chamber 62 axially movably guided piston 64.
• pressure compensation device 30, 48 is exemplified by the pressure compensation device 48 in the main part 8 of FIG. 1, which is designed as a pilot circuit.
• this pressure equalization device 48 the image plane is inserted into the image plane. seeks lower Operaildruckkannner, which should be considered as the first partial pressure pressure can 66, the control pressure 14 supplied via an access channel, not shown.
• the upper partial pressure can which is to be regarded as the second partial pressure canister 68 in the image plane, is supplied with the reference pressure 26.
• the piston 64 is thus considered in the pressure chamber 62 in the image plane into the control pressure 14 by the upward and by the reference pressure 26 downward.
• the piston 64 takes a very specific position in the pressure chamber 62, which can be read on a plunger 69 connected to the piston 64. This position can then be supplied to the control circuit 50 for further generation of the brake cylinder pressure in the present example.
• the piston 64 assumes a position dependent on the ratio of the two pressures 14, 26 in the pressure chamber 62, an airtight seal of the two partial pressure chambers 66, 68 against each other.
• a receiving groove 72 is radially formed in a wall of the pressure chamber 62 in the present embodiment, in which a Steuerventilnutring 74 is inserted.
• This control valve groove ring 74 has an annular base body 76, which is mounted radially in the receiving groove 72 against the wall of the pressure chamber 62.
• This body is followed by a radially inwardly directed sealing lip 78, which presses radially against the piston 64.
• the main body 76 and the sealing lip 78 are integrally formed in the present embodiment and separated by a spring groove 80.
• the Steuerventilnutring 74 will be explained below with reference to FIG. 4, which shows a perspective sectional view of the Steuerventilnutrings 74 in the pressure comparison device 48 of FIG. 3.
• the control valve groove ring 74 has at its sealing lip 78 a surface contour 82, which is formed on a radial inner side of the sealing lip 78.
• the surface contour 82 has a plurality of circumferentially extending corrugations, between which grooves are formed, in which a lubricant can accumulate, which upon movement of the piston 64 in the pressure chamber 62 on the lateral surface of the piston 64 can be distributed. In this way, the sealing lip 78 can slide without friction on the lateral surface of the piston 64 so that it is exposed to a less severe frictional wear.
• This axial vent groove 84 has the task of avoiding an airtight seal between the base body 76 and the piston 64 in a radial gap between these two elements. This airtight closure could, for example, be caused by accumulating dirt.
• a radial vent groove 86 may be formed in the main body 76 on an axial side, which is opposite to the spring groove 80.
• This radial vent groove 86 is used for ventilation of the base body 76, which is necessary when seen from the piston 64 radially behind the main body 76 of the Steuerventilnutrings 74 air accumulates, which jeopardizes a stable position of the Steuerventilnutrings 86 in the receiving groove 72. If the radial venting groove 86 is optionally pulled radially over the entire base body 76 as shown in FIG. 4, venting can take place on both radial sides of the main body 76 of the control valve groove 74.
• control valve groove 74 may be formed of a nitrile butadiene rubber called NBR.

Landscapes

• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• General Engineering & Computer Science (AREA)
• Transportation (AREA)
• Valves And Accessory Devices For Braking Systems (AREA)
• Multiple-Way Valves (AREA)
• Gasket Seals (AREA)
• Regulating Braking Force (AREA)

Applications Claiming Priority (2)

Publications (1)

Family

ID=47148558

Family Applications (1)

Country Status (6)

Families Citing this family (5)

Family Cites Families (6)

• 2011
  • 2011-09-06 DE DE102011112553A patent/DE102011112553A1/de active Pending
• 2012
  • 2012-05-09 UA UAA201403498A patent/UA112553C2/uk unknown
  • 2012-09-05 EP EP12783862.1A patent/EP2753520A2/de not_active Withdrawn
  • 2012-09-05 EA EA201400312A patent/EA026476B1/ru not_active IP Right Cessation
  • 2012-09-05 WO PCT/DE2012/100266 patent/WO2013034148A2/de active Application Filing
  • 2012-09-05 CN CN201280043409.0A patent/CN103813951B/zh active Active

Non-Patent Citations (1)

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