EP3507505B1 - Commande pneumatique - Google Patents

Commande pneumatique Download PDF

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Publication number
EP3507505B1
EP3507505B1 EP17768964.3A EP17768964A EP3507505B1 EP 3507505 B1 EP3507505 B1 EP 3507505B1 EP 17768964 A EP17768964 A EP 17768964A EP 3507505 B1 EP3507505 B1 EP 3507505B1
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EP
European Patent Office
Prior art keywords
supply device
chamber
chambers
valves
compressed air
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP17768964.3A
Other languages
German (de)
English (en)
Other versions
EP3507505A1 (fr
Inventor
Norbert Fortmann
Tim Warning
Florent Orget
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Aventics GmbH
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Aventics GmbH
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Publication of EP3507505A1 publication Critical patent/EP3507505A1/fr
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B20/00—Safety arrangements for fluid actuator systems; Applications of safety devices in fluid actuator systems; Emergency measures for fluid actuator systems
    • F15B20/004—Fluid pressure supply failure
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05F—DEVICES FOR MOVING WINGS INTO OPEN OR CLOSED POSITION; CHECKS FOR WINGS; WING FITTINGS NOT OTHERWISE PROVIDED FOR, CONCERNED WITH THE FUNCTIONING OF THE WING
    • E05F15/00—Power-operated mechanisms for wings
    • E05F15/50—Power-operated mechanisms for wings using fluid-pressure actuators
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
    • E05Y2400/00—Electronic control; Electrical power; Power supply; Power or signal transmission; User interfaces
    • E05Y2400/10—Electronic control
    • E05Y2400/30—Electronic control of motors
    • E05Y2400/3013—Electronic control of motors during manual wing operation
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
    • E05Y2800/00—Details, accessories and auxiliary operations not otherwise provided for
    • E05Y2800/25—Emergency conditions
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
    • E05Y2900/00—Application of doors, windows, wings or fittings thereof
    • E05Y2900/50—Application of doors, windows, wings or fittings thereof for vehicles
    • E05Y2900/506—Application of doors, windows, wings or fittings thereof for vehicles for buses
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
    • E05Y2900/00—Application of doors, windows, wings or fittings thereof
    • E05Y2900/50—Application of doors, windows, wings or fittings thereof for vehicles
    • E05Y2900/51—Application of doors, windows, wings or fittings thereof for vehicles for railway cars or mass transit vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B2211/00—Circuits for servomotor systems
    • F15B2211/30—Directional control
    • F15B2211/305—Directional control characterised by the type of valves
    • F15B2211/3056—Assemblies of multiple valves
    • F15B2211/30565—Assemblies of multiple valves having multiple valves for a single output member, e.g. for creating higher valve function by use of multiple valves like two 2/2-valves replacing a 5/3-valve
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B2211/00—Circuits for servomotor systems
    • F15B2211/30—Directional control
    • F15B2211/305—Directional control characterised by the type of valves
    • F15B2211/3056—Assemblies of multiple valves
    • F15B2211/30565—Assemblies of multiple valves having multiple valves for a single output member, e.g. for creating higher valve function by use of multiple valves like two 2/2-valves replacing a 5/3-valve
    • F15B2211/3057—Assemblies of multiple valves having multiple valves for a single output member, e.g. for creating higher valve function by use of multiple valves like two 2/2-valves replacing a 5/3-valve having two valves, one for each port of a double-acting output member
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B2211/00—Circuits for servomotor systems
    • F15B2211/40—Flow control
    • F15B2211/405—Flow control characterised by the type of flow control means or valve
    • F15B2211/40576—Assemblies of multiple valves
    • F15B2211/40584—Assemblies of multiple valves the flow control means arranged in parallel with a check valve
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B2211/00—Circuits for servomotor systems
    • F15B2211/40—Flow control
    • F15B2211/415—Flow control characterised by the connections of the flow control means in the circuit
    • F15B2211/41527—Flow control characterised by the connections of the flow control means in the circuit being connected to an output member and a directional control valve
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B2211/00—Circuits for servomotor systems
    • F15B2211/70—Output members, e.g. hydraulic motors or cylinders or control therefor
    • F15B2211/705—Output members, e.g. hydraulic motors or cylinders or control therefor characterised by the type of output members or actuators
    • F15B2211/7051—Linear output members
    • F15B2211/7053—Double-acting output members
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B2211/00—Circuits for servomotor systems
    • F15B2211/80—Other types of control related to particular problems or conditions
    • F15B2211/875—Control measures for coping with failures
    • F15B2211/8752—Emergency operation mode, e.g. fail-safe operation mode
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B2211/00—Circuits for servomotor systems
    • F15B2211/80—Other types of control related to particular problems or conditions
    • F15B2211/885—Control specific to the type of fluid, e.g. specific to magnetorheological fluid
    • F15B2211/8855—Compressible fluids, e.g. specific to pneumatics
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B2211/00—Circuits for servomotor systems
    • F15B2211/80—Other types of control related to particular problems or conditions
    • F15B2211/895—Manual override

Definitions

  • the invention relates to a pneumatic control for a working cylinder, which can be used, for example, to control the opening and closing of the doors of vehicles used for passenger transport, such as buses, trams or trains.
  • pneumatic or electropneumatic controls for controlling vehicle doors in the field of public passenger transport, for example in buses, trams or railroad trains.
  • the control contains one or more pneumatic working elements with pressure chambers for generating an opening and / or closing force for the vehicle door.
  • two pressure chambers, an opening chamber and a closing chamber are assigned to the vehicle door.
  • a double-acting working or adjusting cylinder for example, can be used as a drive.
  • the respective pressure chamber of the working or actuating cylinder is pressurized and the respective other chamber is vented.
  • Operational safety considerations and legal requirements simultaneously require the ability to manually operate the vehicle doors in an emergency in the event of malfunctions.
  • a pneumatic vehicle door control with a double-acting working cylinder and an electro-pneumatic control device is known, the chambers of which via upstream electrically switchable 3/2-way solenoid valves are each oppositely connected to a compressed air source or ventilation outlets the 3/2-way solenoid valves can be connected.
  • the 3/2-way solenoid valve upstream of the opening chamber can be switched from the ventilation position to the venting position via a manually operated emergency cock, a shuttle valve and an additional chamber that can be ventilated by the compressed air source. If necessary, the other 3/2-way solenoid valve can be electrically switched to the venting state at the same time for complete venting of the system.
  • the pneumatic control disclosed also provides electrical safety circuits of the 3/2-way solenoid valves according to the differential pressure principle if defined pressure values are exceeded at certain points in the system due to operational malfunctions.
  • the one after the DE 32 25 536 A1 Emergency shutdowns provided for complete venting of the system, depending on the current operating status, require either active switching of the members involved via a manually operated emergency cock or additionally via an electronic switching device.
  • the control therefore does not allow complete automatic venting of the working cylinder in the event of a failure or shutdown of the compressed air source; furthermore, complete venting is not guaranteed in the event of failure of the electrical supply.
  • that of the DE 32 25 536 A1 provided vehicle door control is relatively complex due to the large number of emergency shutdown functions provided.
  • the DE 34 20 631 A1 discloses a pneumatic vehicle door control with a double-acting working cylinder, the chambers of which can be connected via upstream 3/2-way valves to a compressed air source or venting outlets of the 3/2-way solenoid valves.
  • the two 3/2-way valves can be switched via three different electromagnetically, pneumatically and mechanically controllable actuating devices.
  • a third, electromagnetically switchable 3/2-way valve and a manually operated emergency cock are provided for emergency control.
  • the electromagnetic actuators are controlled via a central electronic switching device.
  • the one from the DE 34 20 631 A1 proposed vehicle door control looks - comparable to that DE 32 25 536 A1 -
  • Several relatively complex emergency shutdown functions which are implemented by monitoring devices designed as differential pressure switches or by manual actuation by a switch or the Emergency cock can be started and therefore has the same disadvantages as the one after DE 32 25 536 A1 well-known vehicle door control.
  • the DE 196 457 01 A1 discloses a pneumatic door control with a double-acting working cylinder, the chambers of which can be connected to a pressure medium inlet or a pressure medium outlet via upstream pneumatically switchable 3/2-way valves, whereby the switching of the two 3/2-way valves takes place via three electrically switchable solenoid pilot valves .
  • the pneumatic door control provides a safety switching state in which, by actuating one of the three solenoid pilot valves, both chambers of the working cylinder are connected to the pressure medium inlet via a corresponding equalization of the 3/2-way valves and are simultaneously acted upon, which means that the vehicle door is in a position is secured.
  • the one from the DE 196 457 01 A1 The door control disclosed does not provide for simultaneous venting of both chambers of the working cylinder. Furthermore, a failure of the electrical supply leads to failure of the control, whereby the working cylinder remains in its current operating state.
  • a pneumatic vehicle door control is known with a double-acting working cylinder, the chambers of which can be connected to a compressed air source via upstream pneumatically switchable 3/2-way valves, the 3/2-way valves connecting both chambers in a rest position with the compressed air source and the control pressure for one of the Both 3/2-way valves are based on the pressure of the other chamber of the working cylinder.
  • the 3/2-way valves are resiliently preloaded in the rest position.
  • the chambers of the working cylinder upstream of the 3/2-way valves are arranged upstream of the parallel connections of non-return valves blocking the return flow and throttles, which act as exhaust air throttles.
  • the one from the DE 10 2008 011 315 A1 The vehicle door control disclosed does not provide any manual emergency operation of the vehicle doors with a venting of the chambers of the working cylinder in the event of malfunctions.
  • the DE 10 2011 001 003 A1 discloses a pneumatic vehicle door control with a double-acting working cylinder, the chambers of which can be connected to a compressed air source via upstream electrically and manually controllable 3/2-way valves secure the position he has taken.
  • the 3/2-way valves can be brought into a venting position by means of electrically controllable actuators or by means of manual actuation, in which the chamber assigned to them is vented, causing the vehicle doors to open or close.
  • the chambers of the working cylinder upstream of the 3/2-way valves are arranged upstream of the parallel connections of non-return valves blocking the return flow and throttles, which act as exhaust air throttles.
  • the control looks for the DE 10 2011 001 003 A1 manual emergency actuation of the vehicle doors by manually transferring a manual control valve upstream of the compressed air source into a venting position, in which the system is separated from the compressed air source and connected to a quick vent via a shuttle valve operated by the manual control valve, whereby both chambers are vented.
  • the one after the DE 10 2011 001 003 A1 The intended vehicle door control requires the operation of a manual actuation valve for complete venting, which may not be accessible in every emergency situation.
  • the control does not allow a complete automatic venting of the working cylinder in the event of a failure or shutdown of the compressed air source. Since the parallel circuits acting as exhaust air throttles are arranged directly upstream of the chambers of the working cylinder, they also work in manual emergency operation, which means that there is increased opening or closing resistance in manual emergency operation.
  • the invention is based on the object of avoiding the disadvantages shown.
  • automatic, complete emergency ventilation is to be provided which, in the event of a failure or shutdown of the compressed air supply, is resistance-free manual movement of a device driven by the working cylinder, for example vehicle doors, enables and which is independent of an electrical supply.
  • the object is achieved according to the invention by a pneumatic control system according to claim 1; advantageous embodiments are described in the subclaims.
  • the core of the invention consists of a pneumatic control with a double-acting working cylinder, the two chambers of which can be connected via a controllable supply device with two operating positions in each case oppositely to a compressed air source and a compressed air outlet and each chamber in a connecting line to the supply device has an automatically resetting one with one Control pressure switchable 3/2-way valve is arranged upstream, which connect the chambers in a first switching position with venting outlets and in a second switching position with the supply device, and each chamber is upstream of a parallel circuit of a check valve and a throttle point, whose check valves block in the return flow direction , wherein the two 3/2-way valves in the rest position assume the first switching position and can be switched via a common control line, which downstream of the 3/2-way valves in the direction of the V supply device is connected to the connecting lines to the supply device via a shuttle valve and the parallel circuits in the connecting lines each in the direction of the supply device downstream of the 3 / 2-
  • Directional control valves are arranged.
  • the supply device is connected to the two chambers of the double-acting working cylinder via connecting lines. It connects the chambers of the double-acting working cylinder in two operating positions in opposite directions with a compressed air source and a compressed air outlet and thus, depending on the operating position, ensures the pressurization (ventilation) of the one in each case and the simultaneous venting of the other chamber of the double-acting working cylinder.
  • a device driven by the working cylinder can be moved in two different directions with the respective direction of movement of the piston stroke, i.e. vehicle doors driven by the working cylinder can, for example, perform a closing and an opening movement.
  • an automatically resetting, 3/2-way valve is arranged in the two connecting lines between the supply device and the chambers of the working cylinder, which can be switched via a common control line, which is downstream (i.e. in the direction of the supply device) of the 3/2 -Way valves is connected to both connecting lines to the supply device via a shuttle valve.
  • the 3/2-way valves connect the chambers in a first switching position with venting outlets and in a second switching position with the supply device, whereby they assume the first switching position in the rest position.
  • the idle position is that switching position which the 3/2-way valves assume due to their automatic return when they are not acted upon by a control pressure. Since the 3/2-way valves are connected to both connecting lines to the supply device via the common control line and a shuttle valve, they are always pressurized at their control inputs in both operating positions of the supply device as long as the supply device provides pressure via one of the two connecting lines. Here they are held in their second switching position, in which they connect the chambers of the working cylinder to the supply device. The chambers of the double-acting working cylinder are acted upon alternately in accordance with the two operating positions of the supply device (and the corresponding chamber is vented via the supply device).
  • the compressed air supply provided by the supply device fails or is switched off, this also results in a loss of control pressure at the control inputs of the two 3/2-way valves.
  • the 3/2-way valves fall back into the rest position due to their automatic return and thus assume the first switching position in which they connect the chambers of the working cylinder with venting outlets.
  • the double-acting working cylinder is thus completely vented in this state and a device driven by it can be moved manually in both directions of movement without resistance.
  • the manual emergency operation is guaranteed by purely pneumatic means and is independent of the existence of an electrical supply.
  • the pneumatic control provides at the same time that parallel connections of check valves and throttle points are arranged upstream of the chambers, the check valves of which are in Block reverse flow direction.
  • the two parallel connections each have the function of an exhaust air throttle, as it is basically, for example, from the DE 10 2008 011 315 A1 is known.
  • the respective check valve opens and gives access to the respective chamber of the working cylinder over the full cross section of the connection line.
  • the check valve blocks, which is why the exhaust air from the chamber can only escape via the reduced throttle cross-section of the throttle point in the direction of the supply device.
  • a counter pressure builds up above the throttle point, which counteracts the piston movement.
  • the piston stroke is braked, which prevents sudden movement of the device driven by the working cylinder, for example sudden opening and closing of connected vehicle doors.
  • the exhaust air throttle does not hinder manual emergency operation in this embodiment.
  • the parallel connections are not arranged directly upstream of the chambers of the working cylinder, but rather are arranged in the connecting lines downstream of the 3/2-way valves in the exhaust air direction, the air displaced from the chambers by the piston movement can be displaced via the ventilation outlets in the event of a failure or shutdown of the compressed air supply of the 3/2-way valves then in the rest position escape over the full cross-section of the connecting line.
  • the invention has recognized that the control shown provides a pneumatic control for a double-acting working cylinder with exhaust air throttling, in which an automatic, resistance-free manual emergency operability with purely pneumatic means is made possible in a simple manner.
  • the throttle points are each designed with an adjustable throttle.
  • the automatic resetting of the 3/2-way valves is achieved in a structurally simple manner in that they are spring-loaded in the rest position.
  • the controllable supply device with the required properties is formed by a pilot-operated 5/2-way valve.
  • the 5/2-way valve has two working connections for the connection with the two connecting lines to the two chambers of the double-acting working cylinder as well as a compressed air connection for alternating pressurization of the working connections in the two operating positions and two compressed air outlets for connecting the respectively not pressurized working connection with the atmosphere Venting.
  • controllable supply device is formed from two pilot-operated 3/2-way valves, which each have a working connection for connection to a connecting line, a compressed air connection and a compressed air outlet and which, as a common device, are pilot-controlled synchronously in such a way that in two switching positions each one chamber of the double-acting working cylinder can be connected to a compressed air source and at the same time the other chamber can be connected to a compressed air outlet.
  • the damping brought about by the parallel connections during operation acts over the entire piston movement.
  • the damping can, however, also be designed only as end-length damping, in that the chamber opposite the respective pressurized chamber is additionally vented in an initial section of the piston path via a further opening, line or a further outlet.
  • This can be designed, for example, as an end position damping integrated in the working cylinder, in that the piston of the working cylinder or a damping attachment formed with the piston in the end position sections seals additional venting channels that are arranged in the chambers of the working cylinder and connected to the atmosphere, such as from the DE 33 45 631 A1 is known.
  • both chambers are designed with additional vent openings, each radially arranged at the beginning of an end section of the piston path, which the chambers each via vent lines with non-return valves downstream of the parallel connection in the direction of the supply device with their associated
  • the respectively compressed chamber is in each case vented via an initial section of the compression movement of the piston in addition to venting via the throttle point via the vent opening.
  • the piston passes over the vent opening when it reaches its position, it seals it on the circumference.
  • the respectively compressed chamber in the remaining end section of the piston movement is only vented via the throttle point, which dampens the piston movement until the end position is reached.
  • the length of the throttle path can be determined in a structurally simple manner through the axial position of the ventilation openings on the working path of the piston. In the return flow direction, that is, when the respective supply line is acted upon, the non-return valves block each time.
  • a pneumatic control has a pneumatic drive designed as a double-acting working cylinder 1.
  • the double-acting working cylinder 1 is used to open and close an in Figure 1 Vehicle door, not shown, by the movement of the piston 2.
  • the two chambers 3 and 4 of the working cylinder 1 are connected via connecting lines 5 and 6 to the supply device designed as an electromagnetically piloted 5/2-way valve 7.
  • the 5/2-way valve is pilot-controlled via the electromagnetic pilot control device 8 and has two working connections 9, 9 'for connection with the two connecting lines 5 and 6 to the two chambers 3 and 4 of the double-acting working cylinder 1, as well as a compressed air connection 10 and two compressed air outlets 11 and 11 '(exhaust air outlets).
  • the 5/2-way valve 8 is in accordance with the illustration Figure 1 spring-loaded with a spring device 12 in a first operating position, referred to as the rest position, in which the connecting line 6 with the compressed air connection 10 is connected.
  • 3/2-way valves 13 and 13 ' which can be switched with a control pressure are arranged upstream.
  • the two 3/2-way valves 13 and 13 'each have a first connection 14 and 14' for connection to the chambers 3, 4 and a second connection 15, 15 'for connection to the working connections 9, 9' of the 5 / 2- Directional valve 7 on.
  • 3/2-way valves 13 and 13 ' have ventilation outlets 16, 16'.
  • the pilot control of the 3/2-way valves 13 and 13 ' takes place via the control connections 17, 17' and the common control line 18.
  • the control line 18 receives the control pressure via the shuttle valve 19 and the connecting lines 5, 6 downstream of the 3/2-way valves 13 and 13 'of the working connections 9, 9' of the 5/2-way valve 7.
  • the 3/2-way valves 13 and 13 ' have two switching positions, and they are in accordance with the illustration Figure 1 are each spring-loaded with a spring device 20, 20 'in a first switching position referred to as the rest position, in which the chambers 3 and 4 of the working cylinder 1 are connected to the ventilation outlets 16 and 16'.
  • the connecting lines 5, 6, downstream of the 3/2-way valves 13 and 13 'and upstream i.e.
  • the chambers 3, 4 are each formed with vent openings 23, 23 'arranged radially at the beginning of an end section of the piston path, which the chambers 3, 4 each via vent lines 24, 24' with check valves 25, 25 'downstream of the parallel connection with the sections 5a, 6a of the connecting lines 5, 6 connect.
  • the compressed air connection 10 5/2-way valve 7 is manually operated either via the working connection 27 with the compressed air connection 28 (which is connected to an in Fig. 1 compressed air source (not shown) is connected) or the vent connection 29 can be connected.
  • the pneumatic control shown works when compressed air is applied as follows:
  • the emergency valve 26 is open, the compressed air connection being connected to a compressed air source via the compressed air connection 10 via the working connection 27 and the compressed air connection 28 of the emergency valve 26.
  • the 5/2-way valve 7 is located, according to the Representation in Fig. 1 In its first operating position, which is at the same time its rest position, the compressed air connection 10 is connected to the working connection 9 '.
  • the shuttle valve 19 and the check valve 21 ' are acted upon in parallel.
  • the changeover valve 19 opens due to the application of pressure via the branch 6a of the connecting line 6, whereby the control line 18 is acted upon and both 3/2-way valves 13 and 13 'via the control connections 17, 17' from the first switching position (the preloaded rest position) against the Biases of the spring devices 20, 20 'are each moved into their second switching position. In this second switching position, the first connections 14 and 14 'are connected to the second connections 15, 15'. Due to the application of pressure, the check valve 21 ′ opens via the connecting line 6. The chamber 4 of the working cylinder 1 is pressurized (ventilated) via the open 3/2-way valve 13 '.
  • the piston 2 moves from the chamber 4 in the direction of the chamber 3 and a vehicle door driven by the working cylinder 1 opens.
  • the chamber 3 is in an initial section of the movement of the piston 2 via the vent opening 23, the vent line 24, the connecting line section 5a, the connecting line 5, the working connection 9 and the compressed air outlet 11 connected to this in the first operating position of the 5/2-way valve 7 vented, the check valve 25 opens due to the pressurization.
  • the chamber 3 in this section of the movement of the piston is also vented to a lesser extent via the control line 5 and the open 3/2-way valve 13, the check valve 21 blocking and air via the throttle point 22 and into the connecting line 5 to the Working connection 9 is released.
  • the piston 2 As soon as the piston 2 passes over the vent opening 23 arranged at the beginning of the end section of its movement, it seals this circumferentially so that no more air escapes from the chamber 3 via the vent opening 23. From this point of movement of the piston 2, the chamber 3 is only vented via the control line 5, the open 3/2-way valve 13 and the throttle point 22. Due to the delayed emptying via the narrowed cross section of the throttle point 22, the pressure in the chamber 3 acts as a counter pressure which dampens the movement of the piston 2 in the end position section and thus the opening movement of the vehicle door.
  • the compressed air connection 10 is connected to the working connection 9.
  • the shuttle valve 19 and the check valve 21 are acted upon in parallel via the connecting line 5.
  • the shuttle valve 19 opens in the opposite direction due to the pressurization via the section 5a of the connecting line 5, whereby the control line 18 is pressurized via the connecting line 5, 5a and both 3/2-way valves 13 and 13 'via the control connections 17, 17' against the bias of the spring devices 20, 20 'are each moved into their second switching position.
  • the chamber 3 of the working cylinder 1 is pressurized (ventilated) via the open 3/2-way valve 13 and the connecting line 5.
  • the piston 2 moves from the chamber 3 in the direction of the chamber 4 and a vehicle door driven by the working cylinder 1 closes.
  • the chamber 4 is in an initial section of the movement of the piston 2 via the vent opening 23 ', the vent line 24', the connecting line section 6a, the connecting line 6, the working connection 9 'and in the second operating position of the 5/2-way valve 7 with this connected compressed air outlet 11 'vented, the check valve 25' opens due to the pressurization.
  • the chamber 4 in this section of the movement of the piston is also vented to a lesser extent via the control line 6 and the open 3/2-way valve 13 ', the non-return valve 21' blocking and air via the throttle point 22 'into the connecting line 6 is delivered to the working connection 9 '.
  • the piston 2 passes over the vent opening 23 'arranged at the beginning of the end section of its movement, it seals this circumferentially so that no more air escapes from the chamber 3 via the vent opening 23'.
  • the chamber 4 is only vented via the control line 6, the open 3/2-way valve 13 'and the throttle point 22'. Due to the delayed emptying via the narrowed cross section of the throttle point 22 ', the pressure in the chamber 4 acts as a counter pressure which dampens the movement of the piston 2 in the end position section and thus the closing movement of the vehicle door.
  • the sealing effect of the piston 2 with respect to the vent openings 23 and 23 ' is improved in that it is formed at both ends with seals, for example sealing rings arranged on the circumference.
  • the representation Fig. 1 shows the pneumatic control in its venting position, in which the vehicle door driven by the working cylinder 1 can be moved manually (opened or closed) without resistance.
  • No air pressure is provided via the compressed air connection 10 because it is switched off via the emergency valve 26 in that the compressed air connection 10 is connected to the vent connection 29 of the emergency valve 26 via the working connection 27.
  • no air pressure is provided via the working connections 9 and / or 9 '.
  • the control line 18 and the control connections 17, 17 'of the 3/2-way valves 13 and 13' are also not subjected to pressure.
  • the 3/2-way valves 13 and 13 ' are each in their first switching position, the rest position, due to the bias of the spring devices 20, 20'.
  • the first connections 14 and 14 'of the 3/2-way valves 13 and 13' are each connected to the ventilation outlets 16, 16 '.
  • Both chambers 3, 4 of the working cylinder 1 are completely vented via the venting outlets 16, 16 'without the air displaced during the movement having to pass the cross-sectional constrictions of the throttling points 22, 22', since these only downstream of the 3/2-way valves 13, 13 'are arranged.
  • the piston 2 can be moved without resistance from the chamber 4 in the direction of the chamber 3 or in the opposite direction and the vehicle door can be opened or closed smoothly. The same behavior occurs in the event of a failure of the compressed air supply regardless of the position of the emergency valve 26.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Analytical Chemistry (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fluid-Pressure Circuits (AREA)
  • Power-Operated Mechanisms For Wings (AREA)

Claims (7)

  1. Commande pneumatique comportant un cylindre de travail (1) à double effet, les deux
    chambres (3, 4) de celui-ci peuvent être raccordées par l'intermédiaire d'un dispositif d'alimentation (7) commandable comportant deux positions de fonctionnement
    s'opposant respectivement à une source d'air comprimé et à une sortie d'air comprimé,
    et une vanne directionnelle (13, 13') à 3/2 voies à rappel automatique et commutable avec une pression de commande est disposée en amont de chaque chambre dans une conduite de raccordement (5, 6) vers le dispositif d'alimentation
    , ladite vanne directionnelle raccordant, dans une première
    position de commutation, les chambres aux sorties de ventilation et, dans une seconde position de commutation, au dispositif d'alimentation, et
    un montage en parallèle constitué d'une vanne anti-retour (21,21') et d'un point d'étranglement (22, 22') est respectivement disposé en amont de chaque chambre,
    les vannes anti-retour desdits montages en parallèle étant bloquées dans le sens du retour, caractérisée en ce que les deux vannes directionnelles (13, 13') à 3/2 voies, dans la position de repos, prennent la première position de commutation et peuvent être commutées par l'intermédiaire d'une conduite de commande (18) commune, laquelle est raccordée aux deux conduites de raccordement (5, 6) en aval des vannes directionnelles (13, 13') à 3/2 voies en direction du dispositif d'alimentation par l'intermédiaire d'une vanne (19) à deux voies vers le dispositif d'alimentation, et les montages en parallèle sont disposés dans les conduites de raccordement (5, 6) respectivement dans la direction du dispositif d'alimentation en aval des
    vannes directionnelles (13, 13') à 3/2 voies.
  2. Commande pneumatique selon la revendication 1, caractérisée en ce que les points d'étranglement (22, 22') sont respectivement conçus avec un étranglement réglable.
  3. Commande pneumatique selon la revendication 1 ou 2, caractérisée en ce que les vannes directionnelles (13, 13') à 3/2 voies sont précontraintes par ressort dans la position de repos.
  4. Commande pneumatique selon l'une quelconque des revendications 1 à 3, caractérisée en ce que le dispositif d'alimentation est constitué d'une vanne directionnelle (7) à 5/2 voies à commande par pilote.
  5. Commande pneumatique selon l'une quelconque des revendications 1 à 3, caractérisée en ce que le dispositif d'alimentation est constitué de deux vannes directionnelles à 3/2 voies à commande par pilote, lesquelles sont respectivement affectées à une chambre (3, 4).
  6. Commande pneumatique selon l'une quelconque des revendications 1 à 5, caractérisée en ce que la chambre (3, 4) opposée à la chambre (3, 4) sous pression respective est en outre désaérée dans une première section de commencement de la course de piston par l'intermédiaire d'une ouverture ou conduite supplémentaire, ou d'une sortie supplémentaire.
  7. Commande pneumatique selon l'une quelconque des revendications 1 à 5, caractérisée en ce que les deux chambres (3, 4) sont conçues avec des ouvertures de désaération (23, 23') supplémentaires, respectivement disposées au commencent d'une section d'extrémité de la course de piston de manière radiale, lesdites ouvertures de désaération raccordant les chambres (3, 4) aux conduites de raccordement (5, 6), lesquelles leur sont associées, respectivement, par l'intermédiaire des conduites de désaération (24, 24') comportant
    des vannes anti-retour (25, 25') en aval du montage en parallèle dans la direction du
    dispositif d'alimentation.
EP17768964.3A 2016-08-31 2017-08-21 Commande pneumatique Active EP3507505B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102016010481.3A DE102016010481B3 (de) 2016-08-31 2016-08-31 Pneumatische Steuerung
PCT/DE2017/000255 WO2018041284A1 (fr) 2016-08-31 2017-08-21 Commande pneumatique

Publications (2)

Publication Number Publication Date
EP3507505A1 EP3507505A1 (fr) 2019-07-10
EP3507505B1 true EP3507505B1 (fr) 2021-10-20

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US (1) US10760318B2 (fr)
EP (1) EP3507505B1 (fr)
KR (1) KR102156503B1 (fr)
CN (1) CN109844326B (fr)
DE (1) DE102016010481B3 (fr)
WO (1) WO2018041284A1 (fr)

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KR102315374B1 (ko) * 2017-03-17 2021-10-21 두산공작기계 주식회사 오토 도어의 공압 제어 장치 및 공압 제어 방법
JP7089244B2 (ja) * 2019-09-06 2022-06-22 Smc株式会社 エアシリンダ、ヘッドカバー及びロッドカバー
JP7063436B2 (ja) * 2019-09-06 2022-05-09 Smc株式会社 流量コントローラ及びそれを備えた駆動装置
CN111042690B (zh) * 2019-12-30 2021-04-23 中国重汽集团济南动力有限公司 一种乘客车门控制系统及方法
CN111322286A (zh) * 2020-03-30 2020-06-23 广东宏工物料自动化系统有限公司 一种安全气动集成控制阀及控制方法

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JPS5530520A (en) * 1978-08-22 1980-03-04 Teijin Seiki Co Ltd Liquid pressure circuit
DE3225536A1 (de) * 1982-07-08 1984-01-12 Wabco Westinghouse Fahrzeugbremsen GmbH, 3000 Hannover Pneumatische tuerbetaetigungsanlage
DE3345631A1 (de) * 1983-12-16 1985-06-27 Knorr-Bremse GmbH, 8000 München Steuereinrichtung zur endlagendaempfung eines wahlweise pneumatisch oder manuell bewegbaren kolbens eines tuerschliesszylinders
DE3420631A1 (de) * 1984-06-02 1985-12-05 Wabco Westinghouse Fahrzeugbremsen GmbH, 3000 Hannover Tuerbetaetigungsanlage
DE19645701A1 (de) * 1996-11-06 1998-05-07 Wabco Gmbh Ventileinrichtung für eine durch ein Druckmittel betätigbare Türanlage
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DE102006049491A1 (de) 2006-10-17 2008-04-24 Festo Ag & Co. Verfahren und Steuermodul für einen pneumatischen Aktor
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DE102011001003B4 (de) * 2011-03-01 2014-05-15 Reinhold Schulte Fahrzeugtür-Steuerkreis
CN102192205A (zh) * 2011-05-17 2011-09-21 武汉智德通信科技有限公司 一种多段行程流体动力装置
CN203114785U (zh) * 2013-03-08 2013-08-07 上海安莱德汽车零部件有限公司 一种用于夹具上的缓冲装置
CN104314635B (zh) * 2014-09-04 2017-01-11 宁波华液机器制造有限公司 可变驱动器
US10954969B2 (en) * 2017-06-10 2021-03-23 Shahin Fallahi Servo governor by PWM

Also Published As

Publication number Publication date
WO2018041284A1 (fr) 2018-03-08
DE102016010481B3 (de) 2017-07-13
US10760318B2 (en) 2020-09-01
KR20190031529A (ko) 2019-03-26
CN109844326A (zh) 2019-06-04
CN109844326B (zh) 2021-04-20
EP3507505A1 (fr) 2019-07-10
US20190194998A1 (en) 2019-06-27
KR102156503B1 (ko) 2020-09-23

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