AT527601A4 - Device for releasing the brakes of a rail vehicle - Google Patents

Abstract

Device for releasing brakes of a rail vehicle, wherein a first release device (1) is provided for releasing a service brake and a second release device (2) is provided for releasing a parking brake, characterized in that the first release device (1, 1.1) can be electrically controlled in two poles via a first release relay (3) and the second release device (2, 2.1) can be electrically controlled in two poles in parallel with a parking brake venting valve (10) via a second release relay (4), wherein the first release relay (3) is connected to a first supply voltage (6) via a three-stage switch (5) in the second and third stages of the three-stage switch (5) and wherein the second release relay (4) is only connected to the first supply voltage (6) in the third stage of the three-stage switch (5), and wherein electrical return lines (8) of the first release relay (3) and the second release relay (4) in the second and third stages of the three-stage switch (5) are connected to a second supply voltage (7).

Description

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Description

Device for releasing the brakes of a rail vehicle

Technical area

The invention relates to a device for releasing brakes of a rail vehicle and

a rail vehicle with such a device.

State of the art

Rail vehicles are generally equipped with compressed air-operated brakes, although so-called direct brakes are also used on multiple units, such as subways. Direct brakes are those whose braking effect is achieved by increasing the air pressure in an air line or a brake cylinder. In contrast, with indirect brakes, the braking effect is achieved by a spring force on a brake pad or caliper, with the air pressure being used to reduce the braking force or to release the brake. Parking brakes cannot be modulated in their braking force and always operate according to the indirect braking principle. Certain faults can prevent a direct service brake or a parking brake from being released, thus blocking the vehicle in its current position. With a direct-acting service brake, this can be caused, for example, by a defective brake valve, and can be remedied by manually releasing the air pressure in the affected brake cylinder or for all brake cylinders on a chassis. To trigger this venting, shut-off valves are usually provided inside the vehicle or on the chassis itself, which are often operated by a Bowden cable. In response to customer requests, electrical emergency release devices have also been developed that enable remote decommissioning. Since it must be ensured under all circumstances that not too many brakes on a vehicle or multiple unit are decommissioned at the same time, complex safety circuits are required to prevent this. A defective parking brake cannot be released by releasing air pressure, as falling pressure causes the brake pads to become even more compressed. However, according to the state of the art, a defective parking brake can be released mechanically. The spring in the parking brake is released from its position, thus eliminating any spring force acting on the brake pad. In this process, the

The spring fastening is released. The Bowden cable is operated on the chassis itself, which

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In certain situations, such as in narrow tunnels, next to live third rails, or in front of a platform, this can be difficult or even impossible. The same problem also exists with airless electrohydraulic brakes, which use hydraulic oil instead of air as the power-transmitting fluid. However, with electrically operated emergency release devices, a failure of the rail vehicle's electrical power supply can prevent the driver from taking the brakes out of service.

can be carried out, the vehicle must therefore be repaired on the open road.

Description of the invention

The invention is therefore based on the object of specifying a device which enables the release of brakes of a rail vehicle, in particular of a multiple unit, whereby the necessary operating actions are carried out from the vehicle interior

can.

The object is achieved by a device for releasing brakes of a rail vehicle having the features of claim 1. Advantageous embodiments are the subject

subordinate claims.

According to the basic idea of the invention, a device for releasing brakes of a rail vehicle is described, wherein a first release device is provided for releasing a service brake and a second release device is provided for releasing a parking brake, and wherein the first release device can be electrically controlled in two poles via a first release relay and the second release device can be electrically controlled in two poles in parallel with a parking brake venting valve via a second release relay, wherein the first release relay is connected to a first supply voltage via a three-stage switch in the second and third stages of the three-stage switch and wherein the second release relay is only connected to the first supply voltage in the third stage of the three-stage switch, and wherein electrical return lines of the first release relay and the second release relay in the second and third stages of the three-stage

switch are connected to a second supply voltage.

This provides the advantage of having both a service brake and a parking brake

of a rail vehicle out of operation, whereby only switching operations

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inside the vehicle. Manipulations outside the vehicle, such as operating pneumatic valves, are eliminated. Another significant advantage of the device according to the invention is that it works both with the vehicle's own power supply and, in the event of a power failure, with an external power supply.

can be fed in.

According to the invention, release devices are provided that release a rail vehicle brake. If the service brake is designed as a so-called direct brake, it is advantageous to design the release device as an electrically controlled pneumatic valve that is configured to release compressed air from a brake cylinder. This allows the braking force to be canceled in the case of a direct brake, so that the vehicle remains or becomes ready to drive even with a defective brake valve on the relevant bogie, for example.

If the service brake is hydraulic or electric, for example, in a vehicle without a compressed air system, such a braking system also includes an associated control unit. In such an embodiment, the first release device is embodied as an electronic circuit in a control unit of a brake unit. The device according to the invention for releasing the brakes of a rail vehicle transmits a signal causing the release to this control unit, which then cancels the braking force.

Parking brakes are always designed as indirect brakes. Typically, they have brake pads pressed against a friction partner, e.g., a brake disc, by spring force, which are lifted off the friction partner using compressed air. If the compressed air supply or a component of the compressed air supply, such as a compressed air valve, is defective, it may be impossible to release the parking brake. Therefore, a mechanical emergency release device (second release device) is provided that removes the spring force. For this purpose, the spring attachment is released, thus eliminating any spring force acting on the brake pad. This second release device is therefore designed as an electromechanical device, which is designed to relieve a parking brake cylinder without compressed air.

This is achieved according to the invention by means of an electromechanical device, for example

an electric motor or a traction magnet or a linear drive. In a further embodiment of the invention, a switching device is provided by means of which the

first supply voltage and the second supply voltage together with a

electrical power supply can be connected and disconnected again. In this way, the

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The power supply to the emergency release relays can be disconnected, which provides significantly greater security against incorrect operation and accidental release of brakes.

It is essential that this switching device, as well as the control of the release relays and the pneumatic valves, be bipolar. This ensures that simple errors and defects, such as a short circuit to ground at any point in the circuit or the supply of voltage to any point in the circuit, do not lead to a

can lead to unwanted release of a brake.

A preferred embodiment of the invention provides for the second release relay to be equipped with a pull-in delay and for the parking brake venting valve to be designed to be controllable by a parking brake relay, which is connected to the first supply voltage via the three-stage switch only in the third stage of the three-stage switch, and wherein the electrical return lines are connected to an electrical return line of the parking brake relay. In this way, a time delay is created between the activation of the parking brake relay and the parking brake venting valve, with the parking brake venting valve switching before the parking brake relay. As a result, any compressed air still present in a parking brake cylinder is first released, thus applying the parking brake, and only then is the second release device actuated. This causes the parking brake to be first brought into a defined position and only then released, i.e.

the spring that causes the braking effect of the parking brake is released from its position.

A further preferred embodiment of the invention provides for the brakes to be released even in the event of a failure of the internal electrical power supply of the affected rail vehicle. For this purpose, a feed connection is provided which comprises contacts that are electrically connected to both the first supply voltage and the second supply voltage, and which is designed to be contactable with an external power supply. Such a feed connection allows the supply of electrical energy for operating the release device, for example from an emergency power battery of the rail vehicle, from another vehicle or a

portable power supply.

The first and second supply voltages are advantageously conducted throughout the entire rail vehicle, so that the brakes of each axle, chassis, or bogie can be equipped with a release device according to the invention. For multi-part vehicles such as multiple units or subways, it is advantageous to have a release device at each end of the vehicle, i.e., the

A switching device must be provided for each end car so that the brakes can be released from each

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The first and second supply voltages are preferably also carried through intermediate cars coupled between the end cars, so that brakes in these cars can also be equipped with a release device according to the invention. Depending on the desired selectivity of the release device, a three-stage switch can be assigned to an axle, a chassis, a bogie, or even an entire car, and the brakes of one of the aforementioned units can be activated jointly.

solve.

Brief description of the drawings

Examples include:

Fig.1 Device for releasing the brakes of a rail vehicle. Fig.2 Device for releasing the brakes of a rail vehicle, with time delay.

Fig.3 Device for releasing electronically controlled brakes of a rail vehicle.

Implementation of the invention

Fig. 1 shows, by way of example and schematically, a device for releasing the brakes of a rail vehicle. This device comprises a first release device 1 for a service brake. This release device 1 is designed as an electromagnetic pneumatic valve and is incorporated into a pneumatic system of a rail vehicle in such a way that, when electrically actuated, it allows compressed air to escape from a brake cylinder. To simplify the illustration, the pneumatic system of the exemplary rail vehicle is not shown in Fig. 1. To release a parking brake, a release device 2 for a parking brake is provided. This release device is designed as an electromechanical release device suitable for releasing a parking brake cylinder without compressed air, i.e., for canceling the braking force when the parking brake cylinder is depressurized. For this purpose, the release device 2 is mechanically connected to a holder for a spring in a parking brake cylinder. When the release device 2 is electrically actuated, this spring releases this spring from its operating position and relaxes it, thereby canceling the braking force exerted by the parking brake cylinder. The release device 1 for a service brake is controlled by a first release relay 1 in two poles, whereby when the first release relay 1 is closed, the release device 1

The first release relay 1, when closed, initiates a first

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Supply voltage 6 and a second supply voltage 7 are applied to the first release device 1. The first release relay 3 is controlled via a three-stage switch 5, which has three switching positions. In a first switching position of the three-stage switch 5, the normal or rest position of the device for releasing brakes of a rail vehicle, the first release relay 3 is not energized, i.e., not controlled. In the second and third switching positions of the three-stage switch 5, the first release relay 3 is controlled and thus conducts the supply voltages 6, 7 to the first release device 1, which then releases the service brake assigned to it.

The second release device 2 is bipolarly controlled by a second release relay 2, whereby the release device 2 is controlled when the second release relay 4 is closed. In the closed state, the second release relay 4 conducts the first supply voltage 6 and the second supply voltage 7 to the second release device 2. A parking brake vent valve 10 is connected electrically in parallel with the second release device 2 and is designed such that, when controlled, it allows the compressed air in a parking brake cylinder to escape. This part of the rail vehicle's compressed air system is also not shown in Fig. 1. The escape of compressed air from the parking brake cylinder causes the braking force of the parking or holding brake to build up, but the spring that causes the braking effect is partially relaxed in the process. The release of the fastening of this spring by the second release device 2 therefore takes place at the lowest possible pretensioning force of this spring, the release mechanism is thus exposed to the lowest possible mechanical load, so that the driving force which has to be applied by the second release device 2 is also reduced.

The second release relay 4 is also controlled via the three-stage switch 5. In a first switching position of the three-stage switch 5, the normal or rest position of the device for releasing brakes of a rail vehicle, and in the second switching position, the second release relay 4 is not energized, i.e., not controlled. In the third switching position of the three-stage switch 5, the second release relay 4 is controlled and thus transmits the supply voltages 6, 7 to the second release device 2, which then releases the associated service brake, as well as to the parking brake bleed valve 10.

The device according to the invention thus makes it possible to deactivate either a service brake or a service brake together with a parking brake with a single operating action on the three-stage switch.

To increase operational safety and to protect against false triggering of the release devices 1, 2, all electrical controls are bipolar, meaning that both the electrical forward and return lines are switched, a single fault,

For example, applying external voltage to any part of the circuit can

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not lead to an unintentional release of a brake. Therefore, the common electrical return line 8 of the release relays 3, 4 is also routed via a further branch of the three-stage switch 5, whereby the electrical return line 8 is only connected to the second supply voltage 7 in the second and third switching stages of the three-pole switch 5. A switching device 9 is connected upstream of the device for releasing brakes of a rail vehicle, which is designed to connect and disconnect the supply voltages 6, 7 to an electrical power supply 12. This means that two operating steps are required to release a brake, which significantly reduces the risk of incorrect operation. The switching device 9 can, for example, be arranged in a driver's cab, and the device for releasing brakes, i.e. the three-stage switch 5 and the release relays 3, 4, can, for example, be provided for each vehicle or each bogie. The illustrated embodiment is therefore equipped with a supply line to additional release devices 14, which transmits the supply voltages 6, 7 to additional devices or to additional coupled vehicles and their brake release devices. This is particularly advantageous for vehicle types that are not uncoupled during operation, as any electrical lines can be routed through the entire vehicle assembly, since standard-compatible electrical couplings are not taken into account.

must.

Fig. 2 shows, by way of example and schematically, a device for releasing the brakes of a rail vehicle with a time delay. It depicts a release device very similar to the embodiment shown in Fig. 1, which, when a parking brake is released, has a time delay between the activation of the parking brake vent valve 10 and the activation of the second release device 4. For this purpose, a parking brake relay 11 is provided, which is wired identically to the second release relay 4 shown in Fig. 1 and which is activated in the third switching stage of the three-stage switch 5. When activated, this parking brake relay 11 energizes the parking brake vent valve 10 so that the compressed air in the associated parking brake cylinder can flow out and the parking brake is thus applied. The second release device 2 is activated via a second release relay 4.1 with a time delay, which is electrically connected in parallel to the parking brake relay. After the activation of this second release relay 4.1 and the specified time delay of this relay, the second release device 2 is energized and thereby releases the spring in the parking brake from its position, so that the parking brake is released. The duration of the time delay must be such that, upon its expiration, the pneumatic cylinder of the parking brake is vented sufficiently.

is that the spring can be released without the risk of damaging the parking brake and with

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sufficiently low force expenditure, so that the force applied by the second release device 2 is sufficient to release the spring. The other circuit components of this embodiment are identical to those in Fig. 1

illustrated embodiment.

Fig. 3 shows, by way of example and schematically, a device for releasing brakes on a rail vehicle with electronically controlled brakes. A service brake is designed, for example, as a hydraulic or electric brake, as is required for vehicles without a compressed air supply. Therefore, release by releasing compressed air is not possible. These hydraulic or electric brakes are equipped with associated control units, which typically have a signal input for releasing the brake. This also applies to pneumatic-free parking brakes. According to this exemplary embodiment, the device for releasing brakes on a rail vehicle is equipped with release devices 1.1 and 2.1, which are controlled identically to those in Fig. 1 or 2, but as the control input of a first release device 1.1 for an electronically controlled service brake and as the control input of a second release device 2.1 for an electronically controlled parking brake. It is important to note that any combination of electronically controlled release devices and electromagnetically controlled release devices can be provided. Thus, a vehicle with an electronically controlled hydraulic brake together with a conventional pneumatic parking brake can also be equipped with a brake release device according to the invention.

The embodiment shown in Fig. 3 illustrates yet another feature that can be provided in any embodiment of the device for releasing brakes on a rail vehicle. According to this further development, a feed connection 13 is provided, via which electrical energy can be supplied directly to the lines of the first 6 and second 7 supply voltage. This allows the brakes to be released even on a vehicle with a defective electrical power supply 12 by means of the

The device shown can be solved electrically and remotely.

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List of reference symbols

1 First release device for service brake

1.1 First release device for service brake, electronic 2 Second release device for parking brake

2.1 Second release device for parking brake, electronic 3 First release relay

4 Second release relay

4.1 Second release relay with time delay

5 Three-stage switch

6 First supply voltage 7 Second supply voltage 8 Electrical return lines

9 Switching device

10 Parking brake bleeder valve 11 Parking brake relay

12 Electrical power supply 13 Feed-in connection

14 Supply line to additional release devices

Claims (11)

15 20 25 30 35 202403947 10 patent claims 1. Device for releasing brakes of a rail vehicle, wherein a first release device (1) is provided for releasing a service brake and a second release device (2) is provided for releasing a parking brake, characterized in that the first release device (1, 1.1) can be electrically controlled in two poles via a first release relay (3) and the second release device (2, 2.1) can be electrically controlled in two poles in parallel with a parking brake venting valve (10) via a second release relay (4), wherein the first release relay (3) is connected to a first supply voltage (6) via a three-stage switch (5) in the second and third stages of the three-stage switch (5) and wherein the second release relay (4) is only connected to the first supply voltage (6) in the third stage of the three-stage switch (5), and wherein electrical return lines (8) of the first release relay (3) and the second release relay (4) in the second and third stage of the three-stage switch (5) with a second supply voltage (7). 2. Device for releasing brakes of a rail vehicle according to claim 1, characterized in that a switching device (9) is provided, by means of which the first supply voltage (6) and the second supply voltage (7) are connected together with can be connected to and disconnected from an electrical power supply. 3. Device for releasing brakes of a rail vehicle according to claim 1 or 2, characterized in that a second release relay (4.1) is equipped with a pull-in delay and the parking brake vent valve (10) is controllable by a parking brake relay (11) which is connected to the first supply voltage (6) via the three-stage switch (5) only in the third stage of the three-stage switch (5) and wherein the electrical return lines (8) are connected to an electrical return line of the parking brake relay (11) are connected. 4. Device for releasing brakes of a rail vehicle according to claim 3, characterized in that. the second release device (2.1) is designed as an electromechanical device, which is designed to release a parking brake cylinder without compressed air. 5. Device for releasing brakes of a rail vehicle according to claim 3, characterized in that 5 the second release device (2.1) is designed as an electronic device which is designed to release a parking brake cylinder without compressed air. 6. Device for releasing brakes of a rail vehicle according to one of claims 1 to 5, 10 characterized in that the first release device (1) is designed as an electrically controlled pneumatic valve, which is designed to release compressed air from a brake cylinder. 7. Device for releasing brakes of a rail vehicle according to one of the 15 claims 1 to 5, characterized in that the first release device (1.1) is designed as an electronic circuit in a control unit of a brake unit is designed. 20 8. Device for releasing brakes of a rail vehicle according to one of claims 1 to 7, characterized in that a feed connection (13) is provided which is electrically conductively connected to the first supply voltage (6) and the second supply voltage (7) and 25 which is designed to be connected to an external power supply. 9. Rail vehicle comprising at least one device for releasing brakes a rail vehicle according to one of claims 1 to 8. 30 10. Rail vehicle according to claim 9, characterized in that the rail vehicle is constructed as a multiple unit with two end carriages and at least one intermediate carriage coupled between the end carriages, wherein in each end carriage a device for releasing a service brake and a parking brake 35 is arranged, wherein the first supply voltage (6) and the second Supply voltage (7) of both end carriages are connected to each other and by the middle wagons. 11. Rail vehicle according to claim 10, characterized in that in the middle carriages at least one device for releasing a service brake and a parking brake is arranged.