GB1115177A - Control device for automatic air brakes - Google Patents
Control device for automatic air brakesInfo
- Publication number
- GB1115177A GB1115177A GB48137/65A GB4813765A GB1115177A GB 1115177 A GB1115177 A GB 1115177A GB 48137/65 A GB48137/65 A GB 48137/65A GB 4813765 A GB4813765 A GB 4813765A GB 1115177 A GB1115177 A GB 1115177A
- Authority
- GB
- United Kingdom
- Prior art keywords
- pressure
- valve
- brake pipe
- brake
- blow
- 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.)
- Expired
Links
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
- B60T15/18—Triple or other relay valves which allow step-wise application or release and which are actuated by brake-pipe pressure variation to connect brake cylinders or equivalent to compressed air or vacuum source or atmosphere
- B60T15/184—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
Landscapes
- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Braking Systems And Boosters (AREA)
- Valves And Accessory Devices For Braking Systems (AREA)
Abstract
1,115,177. Fluid-pressure braking systems. OERLIKON-BUHRLE HOLDING A.G. 12 Nov., 1965 [12 Nov., 1964], No. 48137/65. Heading F2F. In automatic compressed air brakes for railway vehicles, service applications of the brakes due to pressure reduction in the brake pipe 44 caused by actuation of a driver's valve 40 are effected by means of an electrical circuit acting through a braking wire 60 running the entire length of the train, the circuit being influenced by the difference between a pilot pressure in a pipe 46 which can be reduced by the driver's brake valve 40 and the pressure in the brake pipe 44 and responding when the latter pressure exceeds the pilot pressure by more than the certain minimum value. A safety device in the form of a blow-off valve 35 for the brake pipe which initiates emergency application of the brakes when an actuating member opens is provided and the actuating member is responsive to the pressure difference exceeding a certain minimum value between the brake pipe pressure and the pilot pressure existing in the pilot-pressure system. When the blow-off valve 35 is open, a chamber 3 of the blow-off valve connected to the pilot-pressure pipe 46 is connected to atmospheric pressure and the chamber 4 of the blow-off valve connected to the brake pipe 44 is provided with a narrow escape port 12 such that a back pressure is created in the blow-off valve which ensures that the pressure difference required to hold the valve open continues to exist until the brake pipe is completely empty. Both chambers 3 and 4 of the blow-off valve are connected to one another by means of an additional valve 18 which is controlled during release of the brakes by an electrical energizing circuit containing a switch 48 fitted with a clockwork delay mechanism. In operation, service braking is effected by actuation of the driver's brake valve 40 into the braking position such that the pilot pressure is reduced and the pressure in the brake pipe is lowered. The reduction of pressure in the brake pipe is delayed so as to create the difference between the pilot pressure in the pipe 46 and the pressure in the brake pipe 44 which is sufficient to close a switch 47 by means of a braking and release mechanism 50 which responds to a minimum pressure difference. Brake application current then flows through the wires 60, 56 and 62 via energizing coils 38 of braking valve 34 which connect the brake pipe to the outside atmosphere in individual carriages of the train. A triple pressure valve 68 responds to the difference in the pressure between the brake pipe and the constant pressure reservoir 59 and control the flow of compressed air from the auxiliary reservoir 49 to the brake cylinder 69. Should there be a defect in the electrically controlled braking mechanism, the valves 34 are either only partially opened or not at all and the reduction in the brake pipe is delayed with respect to that pilot pressure. This creates the necessary pressure difference on the piston 5 in the blow-off valve 35 to cause the piston to raise the valve disc 15 from its seat so that the pressure in chamber 3 is connected directly to outside atmosphere. Since air at the pilot pressure can only flow through the choke 33 provided in the pilot pressure pipe 46, the pressure in the chamber 3 falls to atmospheric level. Movement of the piston 5 in the blowoff valve 35 continues under the influence of the pressure in the brake pipe 44 to lift the valve disc 9 from its seat and allow air from the chamber 4 to escape to atmosphere via a restricted port 12 to initiate an emergency application of the brakes. When the brake pipe pressure has been exhausted the valve 35 closes again and the pilot pressure now builds up again in the chamber 3. A manual switch 64 is then closed to isolate the blow-off valve 35 and energize the solenoid 27 to close the valve 18 so that the two chambers 3 and 4 of the blowoff valve are connected together to prevent automatic opening of the blow-off valve. To release the brake, the driver's brake valve is moved to its release position which raises the 'pilot pressure and at the same time raises the brake pipe pressure. The rise in the brake pipe pressure is delayed so that a difference exists between the pilot and the brake pipe pressures which causes the braking and release mechanism 50 to close a switch 67 and allow current to -flow through the wires 61, 57 and 62 to actuate solenoids 37 of release valves 31 which connect the brake pipe with the supply pipe 39 in the individual carriages. To prevent charging pulses being generated in the brake pipe 44 when the brakes are released, a switch 48 is held closed by the release current -flowing through its actuating solenoid 32 so that the solenoid 27 is energized and the valve 18 maintain's communication between the chambers 3 and 4 of the blow-off valve 35. When charging is complete and the release current is again switched off, the clockwork delay mechanism of the switch 48 maintains it closed for a short period so that the charging pulses shave time to die away before the switch 48 interrupts the flow of current to the solenoid 27.
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
CH1462564A CH417672A (en) | 1964-11-12 | 1964-11-12 | Control device for indirectly acting compressed air brakes |
Publications (1)
Publication Number | Publication Date |
---|---|
GB1115177A true GB1115177A (en) | 1968-05-29 |
Family
ID=4402446
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
GB48137/65A Expired GB1115177A (en) | 1964-11-12 | 1965-11-12 | Control device for automatic air brakes |
Country Status (9)
Country | Link |
---|---|
AT (1) | AT259006B (en) |
BE (1) | BE672050A (en) |
CH (1) | CH417672A (en) |
DE (1) | DE1255700B (en) |
DK (1) | DK121870B (en) |
FR (1) | FR1453659A (en) |
GB (1) | GB1115177A (en) |
NL (2) | NL6514499A (en) |
SE (1) | SE324583B (en) |
Cited By (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
RU2452640C1 (en) * | 2011-01-12 | 2012-06-10 | Николай Васильевич Маликов | Method of electric air distributor operation |
RU2459731C1 (en) * | 2010-12-27 | 2012-08-27 | Федеральное государственное бюджетное образовательное учреждение высшего профессионального образования "Дальневосточный государственный университет путей сообщения" (ДВГУПС) | Railway vehicle braking clamp electrically drive air control valve |
RU2468943C1 (en) * | 2011-04-13 | 2012-12-10 | Федеральное государственное бюджетное образовательное учреждение высшего профессионального образования "Дальневосточный государственный университет путей сообщения" (ДВГУПС) | Railway vehicle electro-pneumatic brake |
CN113738793A (en) * | 2021-09-09 | 2021-12-03 | 北京裕峻汽车技术研究院有限公司 | Braking system and control method of hydraulic retarder |
Families Citing this family (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CH592536A5 (en) * | 1975-07-17 | 1977-10-31 | Oerlikon Buehrle Ag | |
DE102014112780A1 (en) | 2014-09-04 | 2016-03-10 | Knorr-Bremse Systeme für Schienenfahrzeuge GmbH | Control valve for automatic air brakes with a special valve body |
Family Cites Families (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE1172711B (en) * | 1963-04-13 | 1964-06-25 | Knorr Bremse Gmbh | Monitoring device for an electropneumatic rail vehicle compressed air brake |
-
0
- NL NL129095D patent/NL129095C/xx active
-
1964
- 1964-11-12 CH CH1462564A patent/CH417672A/en unknown
-
1965
- 1965-10-20 DE DEO11192A patent/DE1255700B/en not_active Withdrawn
- 1965-10-21 AT AT952965A patent/AT259006B/en active
- 1965-11-08 BE BE672050A patent/BE672050A/xx unknown
- 1965-11-09 NL NL6514499A patent/NL6514499A/xx unknown
- 1965-11-10 SE SE14493/65A patent/SE324583B/xx unknown
- 1965-11-10 DK DK577565AA patent/DK121870B/en unknown
- 1965-11-12 GB GB48137/65A patent/GB1115177A/en not_active Expired
- 1965-11-12 FR FR38160A patent/FR1453659A/en not_active Expired
Cited By (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
RU2459731C1 (en) * | 2010-12-27 | 2012-08-27 | Федеральное государственное бюджетное образовательное учреждение высшего профессионального образования "Дальневосточный государственный университет путей сообщения" (ДВГУПС) | Railway vehicle braking clamp electrically drive air control valve |
RU2452640C1 (en) * | 2011-01-12 | 2012-06-10 | Николай Васильевич Маликов | Method of electric air distributor operation |
RU2468943C1 (en) * | 2011-04-13 | 2012-12-10 | Федеральное государственное бюджетное образовательное учреждение высшего профессионального образования "Дальневосточный государственный университет путей сообщения" (ДВГУПС) | Railway vehicle electro-pneumatic brake |
CN113738793A (en) * | 2021-09-09 | 2021-12-03 | 北京裕峻汽车技术研究院有限公司 | Braking system and control method of hydraulic retarder |
Also Published As
Publication number | Publication date |
---|---|
NL129095C (en) | |
BE672050A (en) | 1966-03-01 |
DE1255700B (en) | 1967-12-07 |
CH417672A (en) | 1966-07-31 |
AT259006B (en) | 1967-12-27 |
FR1453659A (en) | 1966-06-03 |
DK121870B (en) | 1971-12-13 |
NL6514499A (en) | 1966-05-13 |
SE324583B (en) | 1970-06-08 |
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