KR101546945B1 - EP(Electro Pneumatic) brake valve module for railway vehicle - Google Patents

Abstract

The present invention relates to an electro-pneumatic (EP) brake valve module for a railway vehicle and, more specifically, to an EP brake valve module for a railway vehicle, which modulates various valves for controlling a brake device of a railway vehicle, thereby reducing the total volume; facilitating the assembly thereof; and stably supplying brake pressure by accurately controlling an electromagnetic valve which provides control pressure. To achieve the same, the EP brake valve module for a railway vehicle comprises: a main body in which a movement path for air is formed; an electromagnetic valve which is installed in the main body and generates control pressure according to a control signal transmitted from a brake electronic control unit (ECU) of a brake control device; and a relay valve which is installed in the main body and generates brake pressure supplied to a brake cylinder of the brake device according to the control pressure supplied from the electromagnetic valve.

Description

TECHNICAL FIELD [0001] The present invention relates to a braking valve module for a railway vehicle,

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a braking valve module for a railway vehicle, and more particularly, to a braking valve module for a railway vehicle, And more particularly, to a braking valve module for a railway vehicle capable of precisely controlling a valve to supply a braking pressure stably.

In general, an air braking device using compressed air is applied as a braking device for braking a railway vehicle. Such a braking system for a railway vehicle is a system in which a valve is operated to transmit a pressure signal through an air pipe connected to each vehicle.

Specifically, the braking system for a railway vehicle includes an air compressor, an air cylinder, an air pipe, a control unit, various valves, and a brake. In the operation of the railway vehicle braking device, first, the internal pressure of the air cylinder and the air pipe is kept constant by the compressed air generated by the air compressor, and the pressure of the air cylinder and the air pipe is selectively And the braking device is brought into close contact with the wheel by the air pressure to obtain the desired braking force.

The air pipe, the control unit, and the various valves may be roughly divided into four parts according to their functions. The four parts include a supply part connected to the air cylinder to supply compressed air, a compressed air supplied through the supply part, a distribution part for distributing the compressed air to the plurality of brakes while the railway vehicle is running, And a parking distribution unit for confirming the compressed air supplied through the supply unit and distributing the compressed air to the plurality of brakes while parking the railway vehicle.

In the conventional braking system for a railway vehicle, the control unit 1, the distribution unit 2, the control unit 3, the control unit 3, the control unit 4, 1 and the perspective view of Fig. 2, the gas supply portion 5 for supplying compressed air to the air spring which is not a component of the parking distribution portion 3, the supply portion 4 and the braking device, As shown in Fig. 4A, they are separately assembled one by one by workers in a state where they are scattered on the lower part of the railway vehicle.

The piping work for the air pipes connecting the control devices and the various valves provided in the control unit 1, the distribution unit 2, the parking distribution unit 3, the supply unit 4 and the buffer supply unit 50 is also individually performed .

Therefore, since the assembling work and the piping work of the air pipe are separately performed by the operator at the lower part of the railway car, the assembling and piping work takes a lot of time and labor, and the assembling work and the piping work There is a problem that the fatigue and efficiency of the worker are greatly deteriorated.

In order to solve such a problem, a technique disclosed in Korean Patent No. 10-1130616 as shown in Figs. 3 and 4 has been proposed. The technical feature is that it is mounted on the lower part of a railway vehicle, An integrated panel (10) in which a supply region (11), a distribution region (12), and a control region (13) are partitioned; A supply portion (20) installed in the supply region (11), including a filter (21) for supplying compressed air as a component of the braking device of the railway vehicle, an air pipe and a valve; And an air pipe and a valve for distributing the compressed air to a plurality of brakes while the compressed air is being supplied through the supply part (20) and delivering the compressed air to the plurality of brakes during traveling of the railway vehicle, (30); And a control unit (41) for controlling the compressed air supplied from the supply unit (20) to the distribution unit (30), and a control unit (40) installed in the control area (13) The distribution unit 30 and the control unit 40 are mounted on the lower panel of the railway vehicle through the integrated panel 10 while being installed on the integrated panel 10.

However, the technique disclosed in Korean Patent No. 10-1130616 can be configured to be compact in a predetermined region in which the components of the braking device classified by function are systematically partitioned, and the length of the air pipe connecting the components can be greatly reduced 3 and 4, the respective components are installed on the front surface of the integrated panel 10, and the air pipes for connecting the respective components are connected to the integrated panel 10, So that the overall structure is not only large but also the air pipes for connecting the respective components are connected to each other.

SUMMARY OF THE INVENTION The present invention is conceived to solve the above-described problems, and an object of the present invention is to provide an air conditioner comprising a main body formed in a rectangular parallelepiped shape, and a main body including a load valve, an average pressure valve, a relay valve, a commercial brake supply solenoid valve, A valve, an emergency braking solenoid valve, a pressure check port, and a pressure sensor are provided, and a connection passage for connecting the valves to each other is formed in the main body so as to reduce the overall volume, Which is capable of omitting the steps and making it easier to manufacture the braking valve module for a railway vehicle.

Another object of the present invention is to provide a commercial braking solenoid valve formed on the upper surface of a main body, which uses two valves, namely a commercial braking supply solenoid valve and a commercial braking exhaust solenoid valve, The present invention provides a braking valve module for a railway vehicle, which can control the control pressure more accurately even in a harsh environment by controlling the braking force by a voltage control method which is less influenced by the environment without using the braking method.

SUMMARY OF THE INVENTION [0006]

And a braking electronic control unit (ECU) installed in the main body for controlling braking of the railway vehicle, the braking electronic control unit (ECU) And a relay valve installed in the main body and generating a braking pressure supplied to the brake cylinder of the braking device in accordance with the control pressure supplied from the solenoid valve.

Here, the main body is further provided with an emergency braking solenoid valve for performing braking in an emergency situation, and an emergency load valve.

The emergency braking electromagnetic valve interrupts the control pressure supplied from the commercial brake solenoid valve when the railway vehicle is in an emergency and supplies the air supplied from the supply air passage connected to the brake control device to the load bearing valve .

At this time, the coin loading valve corrects the pressure of the air supplied from the emergency braking electromagnetic valve according to the pressure supplied from the air spring of the railway car, and supplies the air to the relay valve.

In addition, an average pressure valve is further provided at an upper portion of the main body so as to form an average pressure of the pressure supplied from a plurality of air springs provided in the railway car, and to supply the pressure to the load bearing valve.

On the other hand, the commercial braking solenoid valve includes a commercial braking supply solenoid valve for supplying air supplied from a supply air passage connected to the braking control device to the relay valve, a commercial braking solenoid valve for discharging the air supplied from the commercial braking supply solenoid valve to the outside And an exhaust solenoid valve.

Here, the commercial braking supply solenoid valve and the commercial braking exhaust electromagnetic valve are controlled to be ON-OFF in accordance with a voltage signal transmitted from the braking electronic control unit.

In addition, the upper surface of the main body is further provided with a pressure sensor for sensing the pressure of air supplied to each valve.

In addition, the front surface of the main body is further provided with a pressure check port capable of detecting the pressure of air supplied to each valve by using external equipment.

According to the present invention having the above-described configuration, it is possible to provide an air conditioner having a main body formed in a rectangular parallelepiped shape and a main body including an auxiliary load valve, an average pressure valve, a relay valve, a commercial brake supply solenoid valve, a commercial brake exhaust solenoid valve, By providing a pressure sensor and forming a connection passage for connecting the valves to the inside of the main body, the entire volume can be reduced, and the piping process for connecting the valves can be omitted. There is an effect that can be.

In the present invention, the commercial braking solenoid valve formed on the upper surface of the main body uses two valves, namely, a commercial braking supply solenoid valve and a commercial braking exhaust solenoid valve. When controlling the solenoid valve, It is possible to control the control pressure more accurately even in a harsh environment.

1 is an air piping diagram of a conventional braking system for a railway vehicle.
2 is a perspective view of a conventional braking system for a railway vehicle including an air cylinder.
3 is a front view of a conventional improved braking system integration module for a railway vehicle.
4 is a top view of a conventional improved braking system integration module for a railway vehicle.
FIG. 5 is a front view of a braking control apparatus to which a braking valve module for a railway vehicle according to the present invention is applied.
6 is an air piping diagram of a braking device to which a brake valve module for a railway vehicle according to the present invention is applied.
7 is a perspective view of a braking valve module for a railway vehicle according to the present invention.
FIG. 8 is an air flow chart for commercial braking of a braking valve module for a railway vehicle according to the present invention.
9 is an air flow chart for emergency braking of a braking valve module for a railway vehicle according to the present invention.
10 is a functional state diagram of a commercial braking solenoid valve of a braking valve module for a railway vehicle according to the present invention.
11 is a functional state diagram of a relay valve of a braking valve module for a railway vehicle according to the present invention.
12 is an operational state diagram of an emergency braking solenoid valve of a braking valve module for a railway vehicle according to the present invention.
FIG. 13 is a functional state diagram of an emergency load valve of a braking valve module for a railway vehicle according to the present invention.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. The same reference numerals are used for the same constituent elements in the drawings and redundant explanations for the same constituent elements are omitted. It is to be understood that the present invention may be embodied in many different forms and should not be construed as limited to the embodiments set forth herein.

FIG. 5 is a front view of a braking control apparatus to which a braking valve module for a railway vehicle according to the present invention is applied, FIG. 6 is an air piping diagram of a braking apparatus to which a braking valve module for a railway vehicle according to the present invention is applied, FIG. 8 is an air flow chart for commercial braking of a braking valve module for a railway vehicle according to the present invention, and FIG. 9 is a view showing an air flow during emergency braking of a braking valve module for a railway vehicle according to the present invention. 10 is an operational state view of a commercial braking solenoid valve of a braking valve module for a railway vehicle according to the present invention, Fig. 11 is a functional state diagram of a relay valve of a braking valve module for a railway vehicle according to the present invention, Fig. 13 is a view showing the operational state of the emergency braking solenoid valve of the braking valve module for a railway vehicle according to the present invention, For a functional state diagram of the response of the load valve major brake valve module.

As shown in FIG. 5 and FIG. 6, the brake control apparatus for a railway vehicle according to the present invention includes a braking control module for controlling a braking operation of a railway vehicle, (ECU) 110 for generating a signal and transmitting the signal to each of the components, and an overall braking valve module 200 of the present invention which performs a braking action in accordance with a control signal transmitted from the braking electronic control unit 110, A safety brake valve (130) for performing a braking action when the braking valve module (200) is not operated normally, and a braking control valve And a double check valve 140 and a heater 150 for supplying pressure of one side to the braking device according to the pressure supplied from the module 200 and the security brake valve 130.

7, the main brake valve module 200 of the present invention includes a main body 210 in which an air transfer path (not shown) is formed therein, a commercial brake electronic An emergency brake solenoid valve 600 installed in the main body 210 and an auxiliary load valve 500 installed in the main body 210. The emergency valve 400 includes a valve 300 and a relay valve 400 installed in the main body 210.

The commercial brake solenoid valve 300 generates a control pressure according to a control signal transmitted from the brake electronic control unit 110 and supplies the control pressure to the relay valve 400. As shown in FIG. 10, The braking electromagnetic valve 300 includes a commercial braking supply solenoid valve 310 for supplying air supplied from a supply air passage (not shown) provided in the braking control device 100 to the relay valve 400, And a commercial braking exhaust solenoid valve 320 for discharging the air supplied from the outdoor unit 310 to the outside.

At this time, the commercial braking supply electromagnetic valve 310 and the commercial braking exhaust electromagnetic valve 320 are ON-OFF controlled in accordance with the voltage signal transmitted from the braking electronic control unit 110 to maintain the supply, neutral, .

The conventional solenoid valve is composed of only one valve and is controlled by the current signal transmitted from the braking electronic control unit 110. In the conventional current control method, the predetermined current is supplied according to the supply, neutral, and exhaust states Respectively.

However, the current is relatively weak due to environmental influences (temperature, noise), and the value of the current signal may change due to environmental influences. Therefore, it is possible to control the correct 3 position (supply, There is a difficult problem.

In addition, in the case of current control, the linearity of the solenoid, the hysteresis, and the output characteristics according to the stroke must be satisfied, so that the flow rate of the valve relative to the current is accurately outputted and the pressure according to the output is accurately controlled. In the case of the current control method, there are many conditions that must be satisfied in advance in order to accurately control the pressure.

On the other hand, since the voltage control method can be controlled only when the ON / OFF signal is applied, accurate pressure control can be performed only when the minimum operating voltage (generally, the rated voltage is less than 60%) is guaranteed. There is no problem in that the temperature is lowered.

The control pressure generated by the commercial brake solenoid valve 300 is supplied to the relay valve 400 through an air transfer path (not shown) formed in the main body 210, A shaft valve 410 provided at a lower portion of a space (not shown) formed in the main body 210 as shown in FIG. 11 and a shaft valve 410 provided at a predetermined distance from the upper portion of the shaft valve 410 A valve seat 405 having a through hole at its center is formed between the shaft valve 410 and the first supply valve 420 and a valve seat 405 is formed between the shaft valve 410 and the first supply valve 420, A first outlet 440 is formed so as to communicate with the lower portion of the portion.

The shaft valve 410 and the first supply valve 420 are elastically supported by the first and second springs 412 and 422 and the first supply valve 420 is connected to the valve seat 405 The control valve 430 is formed at a lower portion of the shaft valve 410 so that the control pressure generated by the commercial brake solenoid valve 300 is supplied through the passage formed in the main body 210 The chamber 430 is communicated with the lower space of the shaft valve 410 so that the diaphragm type first piston 414 provided at the lower portion of the shaft valve 410 as the blue arrow A1 So as to overcome the force of the first spring 412 and move to the upper part.

At this time, the upper end of the shaft valve 410 presses the lower portion of the first supply valve 420 to move the first supply valve 420 upward, The air supplied through the first supply part 450 formed on the valve seat 405 is supplied to the second supply part 460 formed on the side of the shaft valve 410 through the through hole of the valve seat 405 like a red arrow A2 do.

Meanwhile, the first supply unit 450 is connected to a supply air passage provided outside through a traveling path formed inside the main body 210, and receives air from the supply air passage, through the second supply unit 460, Is supplied to a brake cylinder (not shown) to perform a braking action.

When the pressure of the air supplied to the second supply part 460 is lower than the control pressure, the pressure of the air supplied to the second supply part 460 is continuously supplied to the second supply part 460, The first piston 414 of the diaphragm formed at the lower portion of the shaft valve 410 is pressed down to cause the shaft valve 410 to move downward, The first supply valve 420 which has been pressed upward by the second spring 422 also moves downward due to the elastic force of the second spring 422 to close the through hole of the valve seat 405.

The air supplied through the first supply part 450 is shut off and the air supplied through the second supply part 460 flows through the through hole formed in the central part of the shaft valve 410, The pressure of the air supplied to the second supply part 460 and the pressure of the first piston 414 of the shaft valve 410 are discharged to the outside through the first discharge port 440 formed at the lower part of the shaft 400, The upper end of the shaft valve 410 is hermetically contacted with the lower surface of the first supply valve 420 because the force for pressing the first piston 414 up and down is the same The braking pressure supplied to the second supply portion 460 to perform the braking action maintains the same pressure as the control pressure supplied from the commercial braking electromagnetic valve 300.

The main body 210 is provided with an emergency braking electromagnetic valve 600 and an emergency load valve 500. The emergency braking electromagnetic valve 600 performs braking in an emergency situation and the emergency load valve 500 Generates an appropriate control pressure according to the pressure of the air spring in an emergency situation and supplies it to the relay valve 400 to perform braking.

12 (a), the emergency braking electromagnetic valve 600 includes a valve seat 632 provided at a lower portion of a space (not shown) formed in the body 210, A second supply valve 630 provided on the inner side of the valve body 632 and a rod bush 622 spaced from the upper portion of the valve seat 632 and a rod valve 620 provided inside the rod bushing 622, And a solenoid valve 610 located above the rod valve 620. [

12 (a), the solenoid valve 610 is maintained in a state in which the power source is turned on, so that the air supplied from the external supply air can be supplied to the upper portion of the rod valve 620 The lower end of the rod valve 620 presses the second supply valve 630 downward so that the lower end of the rod valve 620 is vertically passed through the center portion of the second supply valve 630 (Not shown) communicating with the second inlet 660 formed at the lower portion of the space is sealed to block the air in the supply air stream supplied to the second inlet 660, The control pressure supplied from the braking electromagnetic valve 300 is injected into the first injection port 640 formed in the upper portion of the second injection port 660 and the control pressure thus injected flows through the space of the first injection port 640 And a second outlet 650 formed at the upper portion And is supplied to the relay valve 400 through the load-bearing valve 500 to be used as the control pressure.

When the power is not supplied in the emergency state, the solenoid valve 610 is not operated as shown in FIG. 12 (b), and the load valve 620 The rod valve 620 is moved upward by the spring supporting the rod valve 620. When the pressing force of the rod valve 620 is removed, The supply valve 630 is also moved upward by the elastic force of the spring so that the first inlet 640 for supplying the control pressure generated by the commercial brake solenoid valve 300 by the second supply valve 630 And air supplied from an external supply air passage moves through the air flow path formed inside the main body 210 and flows into the center of the second inlet 660 and the center of the second supply valve 630 And the air thus supplied is discharged through the second outlet 650 formed in the upper portion of the first inlet 640 and is supplied to the counter load valve 500 Is adjusted to a preset emergency braking pressure by the coin load valve (500) and supplied to the control pressure of the relay valve (400).

12, the air supplied from the commercial braking electromagnetic valve 300 or the emergency braking electromagnetic valve 600 is supplied to a traveling path formed inside the main body 210, And the control pressure supplied from the commercial brake solenoid valve 300 is supplied to the relay valve 400 through the load control valve 500. In case of an emergency, The air supplied by the emergency braking electromagnetic valve 600 reflects the pressure of the air spring which is varied by the passenger or the cargo in the coercive load valve 500 to form a control pressure corresponding to the fluctuating load, 400).

13, the co-axial load valve 500 includes a diaphragm-type second piston 510 formed in a space (not shown) formed on the inner side of the main body 210, A first piston rod 512 provided at a lower portion of the piston 510 and a balance beam 520 having one end pressed by the first piston rod 512 and the other end portion of the balance beam 520 A stem valve 572 provided in a space formed inside the main body 210 and being pressed upward by the tappet 560 and the tappet 560 and a diaphragm type And a main valve 580 provided at the upper portion of the stem valve 570 and the third piston 570.

An average pressure valve 700 is provided at an upper portion of one side of the coercive force valve 500. The mean pressure valve 700 is provided in a plurality of air cylinders through a moving path formed inside the main body 210, And the pressure of the introduced air is converted into an average pressure and supplied to the upper portion of the second piston 510. The average pressure thus supplied presses the second piston 510 downward, The first piston rod 512 provided at the lower portion of the second piston 510 moves downward and presses one end portion of the balance beam 520 downward so that the balance beam 520 is moved to the center And the other end moves upward with respect to the roller 503.

The tappet 560 located above the other end of the balance beam 520 is moved upward and the tappet 560 is inserted into a space formed inside the stem valve 572, The stem valve 572 is moved upward by the first piston 560 and the main valve 580 located at the upper portion of the stem valve 572 is moved upward to move the third piston 570 A control pressure supplied to the space in which the main valve 580 is provided through the third supply port 506 is transmitted through the fourth supply port 507 formed at the side of the third piston 570, (400).

That is, a sealing member 574 is formed at the upper end of the space portion where the stem valve 572 is formed, a through hole (not shown) is formed at the center of the sealing member 574, and the stem valve 572 (Not shown) protruding from the upper end of the main valve 580 is inserted to contact the lower end of the main valve 580 so that the main valve 580 elastically supported by the lower portion is moved upward by the spring, The control pressure supplied to the space provided with the main valve 580 is moved downward through the space between the through hole and the protrusion of the sealing member 574 because the inner circumferential surface of the through hole of the through hole 574 is formed to be larger than the outer circumferential surface of the protrusion, And is supplied to the space provided with the third piston 570.

At this time, a second adjusting bolt 504 is provided on one side of the lower part of the balance beam 520 where the tappet 560 is located, and a spring is provided on the upper part of the second adjusting bolt 504, And the second adjusting bolt 504 is adjusted to adjust the pressing force of the lower portion of the balance beam 520 so that the load applied to the load valve 500 The initial pressure is set.

The center roller 503 is provided below the central portion of the balance beam 520. The center roller 503 is rotatably installed on the fork 502. The fork 502 is connected to the load balancer 500 The balance beam 520 is moved by the first adjusting bolt 501 formed to protrude to the side of the balance beam 520 to control the center of rotation of the balance beam 520 and is provided at the other end by the biasing force of the second piston 510 (Inclination) of the emergency braking pressure according to the tolerance and the speed difference between the railway vehicle and the third control bolt 505 is provided on the upper portion of the second piston 510, And an auxiliary piston 508 which is elastically supported by the lower portion by a spring is provided to adjust the third adjustment bolt 505 to correspond to 80% of the tolerance condition of the railway car even if the air spring is damaged To output the emergency braking pressure.

The pressure of the air supplied to the relay valve 400 through the fourth supply port 507 is adjusted by the pressure regulated by the first adjustment bolt 501 and the second adjustment bolt 504 and by the air spring When the pressure supplied to the fourth supply port 507 is larger, the third piston 570 is pushed downward, and the main valve 580 is closed, The through hole formed in the sealing member 574 is closed so that air introduced through the third supply port 506 is prevented from being supplied to the fourth supply port 507, The air supplied to the supply port 507 moves to the bottom of the through hole of the sealing member 574 so that the upper end of the stem valve 572 is separated from the lower portion of the main valve 580, And is moved downward through a through hole passing through the upper and lower portions of the stem valve 572 And then discharged through the third discharge port 590 formed on the side where the balance beam 520 is installed.

As a result of being discharged through the third outlet 590, the air pressure of the fourth supply port 507 and the pressure adjusted by the first adjustment bolt 501, the second adjustment bolt 504, and the air spring The upper end of the stem valve 572 is brought into contact with the main valve 580 so that the through hole formed at the central portion is blocked to close the air supplied to the fourth supply port 507, The neutral state in which both supply and exhaust are not performed is maintained.

Since the pressure regulated by the first adjusting bolt 501 and the second adjusting bolt 504 is set to be larger than the control pressure for normal braking occurring in the normal state, The main valve 580 is maintained in an open state since the air can not completely move the third piston 570 to the lower portion so that the control pressure supplied from the commercial brake solenoid valve 300 is supplied to the third supply port 506, And the fourth supply port 507. When the air supplied from the supply air port is supplied to the relay valve 400 by the emergency braking electromagnetic valve 600 operating in an emergency , The pressure of the air supplied from the supply air passage is greater than the sum of the pressure regulated by the first adjustment bolt 501 and the second adjustment bolt 504 and the pressure exerted by the air spring, The air supplied to the fourth supply port 507 The upper end of the stem valve 572 is separated from the main valve 580 and moves to the lower portion of the through hole of the sealing member 574, 4 supplied to the supply port 507 is discharged to the third discharge port 590 through the through hole formed in the center portion of the stem valve 572 and is discharged to the first adjustment bolt 501 and the second adjustment bolt 504 The first and second adjustment bolts 501 and 504 are adjusted to the same pressure as the sum of the pressure adjusted by the first adjustment bolt 504 and the pressure applied by the air spring, A control pressure equal to the sum of the pressure applied by the air spring and the pressure applied to the relay valve 400 is supplied to the relay valve 400.

Therefore, during commercial braking, the braking device is braked at the same pressure as the control pressure generated by the commercial braking electromagnetic valve 300, and the braking device is braked at the control pressure set by the load-carrying valve 500 during the emergency braking .

A pressure sensor 230 is provided on the upper surface of the main body 210 to communicate with the respective passages for supplying air to the respective valves, thereby sensing the pressure of the air supplied to the respective valves.

Therefore, the pressure sensed by the pressure sensor 230 is transmitted to the braking electronic control unit 110 to control the valves so as to generate a proper control pressure by sensing the state of each valve.

In addition, a pressure check port 220 is formed on the front surface of the main body 210 so as to communicate with the respective passageways for supplying air to the respective valves, so that the pressure of the air supplied to each valve can be measured using external equipment , The pressure state of each traveling passage can be checked from the outside as necessary.

8, when the control signal for commercial braking is transmitted from the braking electronic control unit 110 to the commercial braking electromagnetic valve 300 as shown in FIG. 8, the commercial braking electromagnetic valve 300 supplies The air supplied from the air cylinder is controlled to be the target control pressure through the ON-OFF control and is transmitted to the relay valve 400 through the emergency braking electromagnetic valve 600 and the load-bearing valve 500, The relay valve 400 forms a braking pressure of the same intensity as the control pressure provided by the commercial braking electromagnetic valve 300 using the air supplied from the supply air passage. The capacity of the relay valve 400 is amplified and supplied to the brake cylinder of the braking device Braking is performed.

9, when the emergency braking is performed, the current supplied to the emergency braking electromagnetic valve 600 is cut off and the emergency braking electromagnetic valve 600 is controlled by the control supplied from the commercial braking electromagnetic valve 300 And the air supplied from the air supply pipe is supplied to the coin load valve 500. The coin load valve 500 is a device for supplying the air supplied from the supply air reservoir The relay valve 400 supplies the control pressure formed by the pressure value to the relay valve 400. The relay valve 400 uses the air supplied from the supply air reservoir, Pressure is generated, and the capacity is amplified and supplied to the brake cylinder of the braking device to perform braking.

On the other hand, a plurality of through holes (not shown) are formed on each surface of the main body 210. The through holes are connected to an external device (a supply air cylinder, a braking device, etc.) .

While the present invention has been described in connection with certain exemplary embodiments, it is to be understood that the scope of the present invention is not limited to the disclosed embodiments, It will be understood by those skilled in the art that various changes in form and details may be made therein without departing from the spirit and scope of the invention as defined by the appended claims.

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a braking valve module for a railway vehicle, and more particularly, to a braking valve module for a railway vehicle, And more particularly, to a braking valve module for a railway vehicle capable of precisely controlling a valve to supply a braking pressure stably.

100: Brake control device 110: Brake electronic control unit
120: Kang Wan Wang valve 130: Security brake valve
140: Double check valve 150: Heater
200: Major brake control module 210: Main body
220: Pressure check port 230: Pressure sensor
300: commercial brake solenoid valve 400: relay valve
500: Stress load valve 600: Emergency brake solenoid valve
700: Average pressure valve

Claims (9)

A main body having an air passage formed therein,
A commercial braking solenoid valve provided in the main body and generating a control pressure in accordance with a control signal transmitted from a braking electronic control unit (ECU) of a braking control device for controlling braking of a railway vehicle,
And a relay valve installed in the main body for generating a braking pressure supplied to the brake cylinder of the braking device in accordance with the control pressure supplied from the solenoid valve,
The main body is provided with an emergency braking solenoid valve for performing braking in an emergency situation and an emergency load valve,
Wherein the emergency braking electromagnetic valve interrupts a control pressure supplied from the commercial brake solenoid valve when the railway vehicle is in an emergency and supplies air supplied from a supply air passage connected to the brake control device to the load bearing valve Braking Valve Module for Railway Vehicle.
delete delete The method according to claim 1,
Wherein the energizing load valve corrects the pressure of the air supplied from the emergency braking electromagnetic valve according to the pressure supplied from the air spring of the railway car and supplies the air to the relay valve.
5. The method of claim 4,
Wherein an average pressure valve is provided at an upper portion of one side of the main body to form an average pressure in a pressure supplied from a plurality of air springs provided in a railway vehicle and supply the pressure to the load bearing valve.
The method according to claim 1,
The commercial braking solenoid valve includes a commercial braking supply solenoid valve for supplying air supplied from a supply air passage connected to the braking control device to the relay valve,
And a commercial braking exhaust electromagnetic valve for discharging the air supplied from the commercial braking supply solenoid valve to the outside.
The method according to claim 6,
Wherein the commercial braking supply solenoid valve and the commercial braking exhaust electromagnetic valve are ON-OFF controlled in accordance with a voltage signal transmitted from the braking electronic control unit.
The method according to claim 1,
And a pressure sensor for sensing a pressure of air supplied to each valve is further provided on an upper surface of the main body.
The method according to claim 1,
Wherein the front surface of the main body is further formed with a pressure check port capable of detecting the pressure of air supplied to each valve by using external equipment.

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