WO2020244920A1 - Dispositif de freinage de véhicule ferroviaire comprenant un dispositif de frein de stationnement et procédé de commande d'un dispositif de frein de stationnement - Google Patents

Dispositif de freinage de véhicule ferroviaire comprenant un dispositif de frein de stationnement et procédé de commande d'un dispositif de frein de stationnement Download PDF

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Publication number
WO2020244920A1
WO2020244920A1 PCT/EP2020/063912 EP2020063912W WO2020244920A1 WO 2020244920 A1 WO2020244920 A1 WO 2020244920A1 EP 2020063912 W EP2020063912 W EP 2020063912W WO 2020244920 A1 WO2020244920 A1 WO 2020244920A1
Authority
WO
WIPO (PCT)
Prior art keywords
parking brake
cylinder
pressure
control unit
control
Prior art date
Application number
PCT/EP2020/063912
Other languages
German (de)
English (en)
Inventor
Stefan Aurich
Benjamin HECKMANN
Stefan Gustafsson
Michael Hanickel
Robert Seitz
Original Assignee
Knorr-Bremse Systeme für Schienenfahrzeuge GmbH
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Knorr-Bremse Systeme für Schienenfahrzeuge GmbH filed Critical Knorr-Bremse Systeme für Schienenfahrzeuge GmbH
Priority to CN202080040805.2A priority Critical patent/CN113924233A/zh
Priority to EP20727246.9A priority patent/EP3976430A1/fr
Publication of WO2020244920A1 publication Critical patent/WO2020244920A1/fr

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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
    • 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
    • B60T13/24—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 the fluid being gaseous
    • B60T13/26—Compressed-air systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/665—Electrical control in fluid-pressure brake systems the systems being specially adapted for transferring two or more command signals, e.g. railway systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/08—Brake cylinders other than ultimate actuators
    • B60T17/16—Locking of brake cylinders
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/18—Safety devices; Monitoring
    • B60T17/22—Devices for monitoring or checking brake systems; Signal devices
    • B60T17/228—Devices for monitoring or checking brake systems; Signal devices for railway vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
    • B61H13/00—Actuating rail vehicle brakes

Definitions

  • the invention relates to a rail vehicle braking device with a parking brake device according to the preamble of claim 1.
  • the invention also relates to a method for controlling a parking brake device.
  • Rail vehicles are equipped with such braking devices. Parked rail vehicles must be secured against rolling away for an indefinite period of time.
  • a parking brake device with the associated brake cylinders is provided, which ensures a correspondingly high braking force even without an external power supply.
  • the parking brake is also called the parking brake.
  • spring-loaded brakes are common solutions for the parking brake.
  • the spring-loaded brake is a brake in which a mechanical spring force acts. The lifting of the effect of this spring force takes place with the help of a counter force generated by compressed air. When bleeding, the spring force acts as a permanent braking force and can therefore be used as a parking brake.
  • No. 9,623,855 B2 describes a parking brake system with a brake cylinder in which, based on the pressure in the main air line, a lock in the service brake cylinder is activated, whereby the braking force remains upright even if the cylinder pressure escapes.
  • EP 3 245 110 B1 relates to a braking system for rail vehicles and braking methods for a rail vehicle with such a system.
  • a mechanical lock also maintains the braking force, even if the cylinder pressure escapes.
  • the lock is activated by a control pressure.
  • the control pressure is controlled by an electromagnetic valve.
  • the braking force for the holding brake is generated by a second pneumatic pressure. Similar designs are described in the following documents:
  • EP2826683B1 US9550504B2, EP2826684B1, US9956971 B2,
  • WO2017149244A1 WO2017149245A1
  • WO2017149245A1 where WO2017149245A1 in particular contains an acquisition and storage unit.
  • a brake cylinder with a locking device for mechanical braking force locking is described in a not yet published application from the applicant.
  • the braking force generated by the cylinder pressure and the braking force generated by the spring brake or locking is closely interlinked. This has a safety-relevant influence on the service and emergency brakes. Either the emergency brake can be prevented or overbraking can take place.
  • a hose break in the spring brake line can lead to a loss of cylinder pressure. This can lead to a loss of braking force in the emergency brake.
  • This is usually solved with a nozzle for overlay protection.
  • the overlay protection prevents a force overlay between the force from the cylinder pressure and the force from the spring of the spring-loaded brake.
  • the mentioned nozzle can lead to unfavorable temporal behavior during the release process of the service brake (braking force through Zylin derdruck) by the spring brake. This delay can lead to the train unintentionally rolling.
  • the braking force is maintained by locking even if the cylinder pressure is released. Since a braking force is generated and maintained with it, a check is required the cylinder pressure and the control pressure, as well as their ep ical behavior necessary. A status determination is described in WO2017149245A1. An additional acquisition and storage unit is necessary here.
  • the object of the invention is therefore to further develop a generic rail-mounted vehicle braking device with a parking brake device in a functionally advantageous manner, the above-mentioned disadvantages no longer occurring or occurring to a considerably reduced extent.
  • the object is achieved by a rail vehicle braking device having the features of claim 1 and a method having the features of claim 13.
  • a rail vehicle braking device comprises a parking brake device, a service brake cylinder, a first control unit for a cylinder pressure of the service brake cylinder and a second control unit for a control pressure of the parking brake device.
  • the cylinder pressure is an input variable for the second control unit for the control pressure of the parking brake device.
  • the holding brake control receives the command to vent the control pressure.
  • the cylinder pressure control receives a request to apply a defined cylinder pressure to generate the braking force. Due to the usual architecture of the cylinder pressure control, no safety-relevant intervention has to be made in the service and emergency brakes.
  • the cylinder pressure generated in this case serves as a control variable for venting the control pressure, ie only when the cylinder pressure is sufficiently high, the control pressure can be vented.
  • the level of the cylinder pressure decides whether the control pressure can be vented or not. The control of the holding brake thus only vents the control pressure when a holding brake is requested and a sufficiently high cylinder pressure is generated.
  • An inventive method for controlling a parking brake device of the above-mentioned rail vehicle braking device comprises the method steps (S1) applying a first input-side Signallei device of the second control unit of the parking brake device with a parking brake signal for adjusting the locking mechanism from an unlocked position to a locked position; (S2) Determine whether a sufficiently high cylinder pressure signal is pending on a second input-side Signallei device of the second control unit of the parking brake device; and (S3) activating the parking brake device by means of venting by the second control unit of the parking brake device and adjusting the locking mechanism from the unlocked position to the locked position when a sufficiently high cylinder pressure signal was detected on the second input-side signal line.
  • the parking brake device advantageously only assumes clearly defined states. This ensures that if the cylinder pressure control is faulty and the cylinder pressure is insufficient, the parking brake device does not assume any intermediate states.
  • the first control unit for the cylinder pressure applies the cylinder pressure to a pressure line, the pressure line branching into a cylinder pressure line, which is connected to a service brake chamber of the service brake cylinder, and into a signal line, which is connected on the input side to the second control unit.
  • the cylinder pressure is advantageously generated via conventional cylinder pressure control.
  • a further embodiment provides that the service brake cylinder has a locking mechanism of the parking brake device as a mechanical braking force lock of the service brake cylinder, the locking mechanism being adjustable from an unlocked position to a locked position and back by means of the second control unit.
  • the service brake cylinder can be adjusted from an operational position to a braking position by applying the cylinder pressure, the service brake cylinder being locked in the braking position by the locking mechanism of the parking brake device when the locking mechanism is in the locked position and the service cylinder is in the braking position is released again by the locking mechanism of the parking brake device when the locking mechanism is in the unlocked position.
  • the locking mechanism comprises a parking brake cylinder with a locking element, the parking brake cylinder being designed as a spring-loaded cylinder. This enables a space-saving design, with the locking mechanism being able to be integrated into the service brake cylinder.
  • the locking mechanism is adjustable by the parking brake cylinder by applying the control pressure generated by the second control unit from the locked position to the unlocked position, and by venting the control pressure by the second control unit from the unlocked position to the locked position is adjustable.
  • the second control unit has a solenoid valve, two piston valves and an overflow valve, an input connection of the overflow valve being connected to the signal line to which the cylinder pressure can be applied.
  • the overflow valve is an inexpensive, high-quality component and is advantageously easy to adjust to a threshold value for the cylinder pressure.
  • the overflow valve interacts with an actuation unit of a first of the two piston valves. This is also advantageous because the piston valve can be actuated by a pressure and as second input variable fed cylinder pressure (after the overflow valve) can be used directly without converting to another variable.
  • a vent line can be connected through the solenoid valve to a control pressure line of the locking mechanism and is connected to the first piston valve. This results in an advantageously easily controllable venting path.
  • a preferred embodiment provides that the second piston valve with its actuation unit is connected to the control pressure line of the locking mechanism and forms a self-holding of the locked position of the locking mechanism when the cylinder pressure is vented.
  • step (S3) in method step (S3) it is provided that, in the event of an insufficiently high cylinder pressure signal on the second input-side signal line of the second control unit of the parking brake device, the first control unit for the cylinder pressure for generating the braking force will send a request to control a defined cylinder pressure receives in the service brake cylinder. It is thus advantageously possible that the parking brake device can only be actuated when the braking position of the service brake cylinder is clearly assumed.
  • a rail vehicle braking device with a parking brake device is made possible with the aid of a locking mechanism in which the function of the parking brake device does not control the function of the service brake and emergency brake.
  • the parking brake device advantageously only assumes clearly defined states. This ensures that in the event of a faulty cylinder pressure control and insufficient cylinder pressure, the parking brake device does not assume any intermediate states.
  • the cylinder pressure is generated via conventional cylinder pressure control.
  • the cylinder pressure is controlled when the parking brake is requested.
  • the display device can follow it with conventional display devices.
  • FIG. 1-2 schematic block diagrams of an embodiment of a braking device according to the invention with a parking brake device in different positions;
  • FIG. 3 shows a schematic block diagram of a variation of the exemplary embodiment according to FIG. 1;
  • Figure 4-5 schematic pneumatic plans of the embodiment according to Figure 1;
  • FIG. 6 shows a schematic flow diagram of a method according to the invention for controlling the parking brake device of the braking device according to the invention according to FIG.
  • Figure 1 shows a schematic block diagram of an embodiment of egg ner braking device 1 according to the invention with a parking brake device 2 in an operational position.
  • the inventive braking device 1 is shown with a parking brake device 2 in a parking brake position of the braking device 1 with the parking brake device 2 locked.
  • the parking brake device is also referred to as a holding brake or parking brake.
  • a position of the activated parking brake device 2 is also called the parking brake position.
  • the braking device 1 is simplified as a so-called block brake is presented and described.
  • the braking device 1 is a disc brake, which is not shown here but is conceivable. With such a disk brake, the braking device 1 can act on one or more brake disks which transmit the braking force to a wheel or an axle
  • the braking device 1 has a parking brake device 2, a service brake cylinder 4, a first control unit 9 for cylinder pressure of the service brake cylinder 4 and a second control unit 10 for control pressure of the parking brake device 2.
  • the braking device 1 is supplied by a supply pressure R with which the first control unit 9 and the second control unit 10 are fed.
  • the service brake cylinder 4 is shown here schematically with a service brake piston 5 displaceable in a housing of the service brake cylinder 4.
  • the service brake piston 5 is connected to a piston rod 6, at the free end of which a brake lining 7 is attached.
  • the brake lining 7 is shown schematically in simplified form and interacts with a wheel 3 to be braked during braking.
  • the piston rod 6 is guided with the service brake piston 5 so as to be displaceable in the longitudinal direction of the piston rod 6.
  • a compression spring not shown, but easily imaginable, is tensioned during a braking operation and presses the operating brake piston 5 back into the starting position shown in FIG. 1 when the brake is released, ie the operational position.
  • the service brake cylinder 4 also has a locking mechanism 11 of the parking brake device 2 as a mechanical braking force lock of the service brake cylinder 4 in the locked position (FIG. 2).
  • the locking mechanism 11 is shown in the following only abstractly as an example. Of course, other designs are possible.
  • the locking mechanism 11 here comprises a parking brake cylinder 12 with a connection 12a for control pressure Pp, a spring element 12b and a locking element 13.
  • the parking brake cylinder 12 is designed here as a spring storage cylinder, the spring storage of which is implemented as a compression spring by the spring element 12b.
  • the locking element 13 is the piston of the parking brake cylinder 13 or is connected to it.
  • the first control unit 9 for cylinder pressure of the service brake cylinder 4 is connected to the supply pressure R.
  • a signal line 9a is connected to an input of the first control unit 9.
  • the signal line 9a is an input for a control signal Cc “Command for emergency brake or service brake” for cylinder pressure. This is explained in more detail below.
  • a pressure line 14 forms an output of the first control unit 9 and branches into a cylinder pressure line 15 and a signal line 16.
  • the cylinder pressure line 15 is connected to a connection 4a for the service brake pressure of the service brake cylinder 4 and to a service brake chamber 4b of the service brake cylinder 4.
  • the signal line 16 is connected to an input of the second control unit 10 for control pressure of the parking brake device 2.
  • the second control unit 10 for control pressure of the parking brake device 2 it generates from the supply pressure R the control pressure Pp with which the control pressure line 18 and thus the parking brake cylinder 12 of the locking mechanism 11 is applied.
  • the locking mechanism 11 is unlocked in this way in the operationally ready position of the service brake cylinder 4 and in an unlocked position.
  • the first control unit 9 for the cylinder pressure controls a predefined or variable cylinder pressure Pc on the basis of the control for the cylinder pressure via the signal line 9a, on which a control signal Cc for the emergency brake or service brake is available. That is, the first control unit 9 then acts on the pressure line 14 and thus the pressure chamber 4b of the operating brake cylinder 4 with the cylinder pressure Pc.
  • the service brake piston 5 ver sets the brake lining 7 via the piston rod 6 to rest on the wheel 3 in a braking position in order to perform an emergency braking process or service braking process.
  • the first control unit 9 controls a defined cylinder pressure Pc for the cylinder pressure on the basis of the control signal Cc as described above for applying the service brake. This process can already have taken place when the rail vehicle or the associated train has stopped and the parking brake device 2 is to be activated.
  • the pressure line 14 carries the cylinder pressure Pc and is also connected to the Signallei device 16, which forms a second input of the second control unit 10, the cylinder pressure Pc is also present at this second input.
  • the cylinder pressure Pc thus forms a control signal as an input variable for the second control unit 10.
  • the lock is activated by a renewed control pressure Pp e ntri eg e It.
  • Pp e ntri eg e It the second control unit 10 applies control pressure Pp to the control line 18 again. This moves the parking brake cylinder 12 of the locking mechanism 11 out of the locked position back into the unlocked position adjusted.
  • connection lines with the supply pressure R to the control units 9 and 10 and the control pressure line 18 are provided with an arrow in FIG. 1 in the operational position. This is intended to illustrate that these lines are each subjected to pressure in the operational position. In FIG. 2, in the parking brake position, these are also the connection lines with the supply pressure R to the control units 9 and 10, the input lines 9a, 16 and 17 as well as the pressure line 14 and cylinder pressure line 15.
  • Figure 3 is a schematic block diagram of a variation of the Ausrete approximately example according to Figure 1 in the service and emergency brake and shows the parking brake position of the braking device 1 with the parking brake device 2 in the locked position, so with the parking brake applied.
  • the first control unit 9 In order to apply the parking brake, ie activate the parking brake device 2, a defined cylinder pressure in the service brake cylinder 4 that is not load-dependent, the first control unit 9 also takes into account the control signal Cp for the parking brake device 2 as a further input variable on a further signal line for the cylinder pressure 9b. In this case, taking into account the parking brake device 2, a defined cylinder pressure of the service brake cylinder 4 is controlled by the first control unit 9.
  • the first control unit 9 controls a load-dependent cylinder pressure for the service brake cylinder 4 as a service and emergency brake.
  • a cylinder pressure that is not load-dependent can also be controlled.
  • FIG. 4 shows a schematic pneumatic plan of the exemplary embodiment according to FIG. 1.
  • an expanded pneumatic plan according to FIG. 4 is Darge.
  • the service brake cylinder 4 with its connection to the cylinder pressure line 15 and the locking mechanism 11 with the connected Control pressure line 18 have already been explained above.
  • the service brake cylinder 4 is shown in the service brake position and applied to the cylinder pressure Pc.
  • the Verriege treatment mechanism 11 is being vented and moved from the unlocked position to the locked position. That is, the parking brake device 2 is activated.
  • Functional units of the second control unit 10 are shown here in an exemplary embodiment. These functional units include a solenoid valve 24, two piston valves 25 and 26, an overflow valve 27 and a shut-off valve 28.
  • the solenoid valve 24 is connected to the control pressure line 18 by a first connection 24a1.
  • a second connection 24a2 of the solenoid valve 24 is connected to an output connection 23a of the shut-off valve via a connection 18a 23 connected, which in turn is connected with an input connection 23b to a feed line 18b for the control pressure s which is generated by the second control unit 10 in a manner not shown.
  • a third connection 24a3 of the solenoid valve 24 communicates with a first connection 25a1 of the first piston valve 25 via a vent line 19.
  • a second connection 25a2 of the first piston valve 25 is connected by a vent line 20 to a first connection 26a1 of the second piston valve 26.
  • a third connection 25a3 of the first piston valve 25 communicates with the atmosphere.
  • a second connection 26a2 of the second piston valve 26 is connected to the connecting line 18a via a connecting line 21.
  • a third connection 26a3 of the second piston valve 26 communicates with the atmosphere.
  • An actuation unit of the second piston valve 26 is connected via a holding line 22 to the control pressure line 18 between the first connection 24a1 of the solenoid valve 24 and the locking mechanism 11.
  • the cylinder pressure Pc is introduced into the service brake chamber 4b of the brake cylinder via the pressure line 14 and the cylinder pressure line 15.
  • the cylinder pressure Pc is controlled by the first control unit 9 for the cylinder pressure Pc (not shown here).
  • the shut-off valve 23 is used to shut off the parking brake device 2 in the event of a fault in the parking brake control, ie in the second control unit 10, by blocking the supply line 18b of the control pressure S to the connecting line 18a and control pressure line 18.
  • the shut-off valve 23 with a double switching contact 28 (two changeover switches) are shown, whereby an electrical signaling of the switching state of the shut-off valve 23 is possible.
  • the shut-off valve 23 can be operated manually, pneumatically, hydraulically and / or electrically (electromagnet or motor).
  • the solenoid valve 24 switches on the basis of the parking brake signal / control signal Cp for the parking brake device 2 (see Figures 1 to 3).
  • the control signal Cp is used to apply (here: vent control pressure Pp) and to release (here: apply control pressure Pp) the parking brake device 2.
  • the control signal Cp can have different "signal values".
  • the control signal Cp can have logical signal values (analog and / or digital) embodied by electrical quantities (voltage, current, resistance, frequency, pulse sequence, data packet, etc.) or embodied by pneumatic / hydraulic / mechanical quantities.
  • control signal Cp for applying the parking brake device 2 has the logical signal value "1" in the form of an electrical voltage of e.g. 24 V or in the form of an electrical current of e.g. 10 mA.
  • the control signal Cp then has the logical signal value "0" in the form of an electrical voltage of e.g. 0 V or in the form of an electric current of e.g. 4 mA.
  • inverted values can also be used for the respective control signal Cp for applying and releasing the parking brake device 2.
  • the solenoid valve 24 is opened when the control signal Cp is present for releasing the parking brake device 2 and connects the first connection 24a1 to the second connection 24a2.
  • the control pressure line 18 is acted upon by control pressure Pp and the locking mechanism 11 unlocked.
  • the solenoid valve 24 closes the connection between the connections 24a1 and 24a2 and opens a connection between the first connection 24a1 and the third connection 24a3.
  • This state of the closed solenoid valve 24 is shown in FIG. In Figure 4, the cylinder pressure Pc is below a threshold value of the overflow valve 27, or the service brake cylinder 4 is vented.
  • the connecting line 16a from the output connection 27b of the overflow valve 27 is thus depressurized and the first piston valve 25 is open, whereby its connections 25a1 and 25a2 are connected.
  • control pressure line 18 is connected to the atmosphere, ie vented, via the vent line 19, the piston valve 25, the vent line 20 and the connected connections 26a1 and 26a3 of the second piston valve 26.
  • Such a self-holding by means of the second piston valve 26 takes place in that the second piston valve 26 is and remains closed when the control pressure Pp is vented and then continues in the locked position of the locking mechanism 11.
  • the vent line 19 is then connected via the opened first piston valve 25 through the further vent line 20 to the first port 26a1 of the second piston valve 26 and, due to the closed second piston valve 26, to the third port 26a3 of the second piston valve 26 to the atmosphere.
  • the second piston valve 26 remains unactuated, that is to say closed, as long as the holding line 22, which is connected to the control pressure line 18 and is thus also vented, remains vented.
  • first piston valve 25 is closed.
  • the control pressure line 18 continues to be vented via the vent line 19 and the third connection 24a3 of the solenoid valve 24, which is connected to the first connection 24a1 of the solenoid valve 24.
  • the locked position of the locking mechanism 11 is not released in this case.
  • control pressure Pp When releasing the parking brake device 2, i.
  • control pressure Pp When control pressure Pp is applied to control pressure line 18, cylinder pressure Pc is applied to service brake cylinder 4 and solenoid valve 24 is closed.
  • the control pressure line 18 carries control pressure Pp, as does the control holding line 22.
  • the second piston valve 26 is open, the first piston valve 25 is closed when the cylinder pressure Pc exceeds the threshold value of the overflow valve 27.
  • a display device 30 is added here.
  • the solenoid valve 24 is closed.
  • the control pressure S is applied upstream of the solenoid valve 24, while the control pressure line 18 is vented downstream of the magnetic valve 24.
  • the display device 30 thus shows the control pressure S. This means that parking brake device 2 is applied (locking mechanism in locked position).
  • the control pressure is relevant to the display device 30, whether it is applied or released Pp.
  • the connection with the supply pressure S after the stopcock is an additional display.
  • the display device 30 does not work with the pressure difference between Pp and control pressure S (supply pressure).
  • the display device can be performed pneumatically, mechanically or electrically. If the supply pressure R is shut off or there is no supply pressure R, this status is displayed.
  • the display device shows the state of the parking brake only on the basis of the control pressure Pp.
  • FIG. 6 shows a schematic flow diagram of a method according to the invention for controlling the parking brake device 2 of the braking device 1 according to the invention according to FIG.
  • a first input-side signal line 17 of the second control unit 10 of the parking brake device 2 is supplied with a parking brake signal Cp for activating the parking brake device 2, i. to adjust the locking mechanism 11 from an unlocked posi tion in a locked position, applied.
  • the first control unit 9 receives a request for the cylinder pressure for the braking force generation to control a defined cylinder pressure in the service brake cylinder 4. This can then be possible, for example , if the loading service brake is not applied and the parking brake device 2 is to be operated. The determination then takes place again whether a sufficiently high cylinder pressure signal Pc is pending on the second input-side signal line 16 of the second control unit 10 of the parking brake device 2.
  • the cylinder pressure Pc generated here serves as a control variable for venting the control pressure Pp, i.e.
  • the control pressure Pp can only be vented if the cylinder pressure Pc is sufficiently high.
  • the level of the cylinder pressure Pc decides whether the control pressure Pp can be vented or not.
  • the second control unit 10 of the holding brake device 2 thus vents the control pressure Pp only when there is a request for the activation of the holding brake device 2 and a sufficiently high cylinder pressure Pc generated.
  • a pressure sensor 29 for detecting the current control pressure Pp in the control pressure line 18 can be connected to this.
  • the pressure sensor 29 has, for example, an electronic pressure-voltage or current converter for generating an electrical voltage or current corresponding to the current control pressure Pp.
  • This electrical value can be evaluated by the control units 9, 10, and a suitable display with possible warning messages in the event of errors can also take place.
  • the signal of a sufficiently high cylinder pressure Pc can also be transmitted electrically, electronically or mechanically to the second controller (10).

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Braking Systems And Boosters (AREA)
  • Regulating Braking Force (AREA)
  • Valves And Accessory Devices For Braking Systems (AREA)

Abstract

Dispositif de freinage de véhicule ferroviaire (1) comprenant un dispositif de frein de stationnement (2), un cylindre de frein de service (4), une première unité de commande (9) pour une pression de cylindre (Pc) du cylindre de frein de service (4) et une deuxième unité de pression (10) pour une pression de commande (Pp) du dispositif de frein de stationnement (2). La pression de cylindre (Pc) est une valeur d'entrée pour la deuxième unité de commande (10) pour la pression de commande (Pp) du dispositif de frein de stationnement (2) ;l et un procédé pour la commande d'un dispositif de frein de stationnement (2) d'un dispositif de freinage de véhicule ferroviaire.
PCT/EP2020/063912 2019-06-03 2020-05-19 Dispositif de freinage de véhicule ferroviaire comprenant un dispositif de frein de stationnement et procédé de commande d'un dispositif de frein de stationnement WO2020244920A1 (fr)

Priority Applications (2)

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CN202080040805.2A CN113924233A (zh) 2019-06-03 2020-05-19 具有驻车制动装置的轨道车辆制动设备和用于控制驻车制动装置的方法
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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2022261738A1 (fr) * 2021-06-14 2022-12-22 Instituto Hercílio Randon Panneau de vannes pneumatiques, système pneumatique, procédé de commande de système pneumatique, véhicule routier et procédé de fabrication de panneau de vannes pneumatiques

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