Rail vehicle with electropneumatic brake equipped with a portable emergency device in the event of electrical failure

Abstract

TITLE: Railway vehicle with electropneumatic brake equipped with a portable emergency device in the event of electrical failure The present invention relates to a railway vehicle (1) comprising an electropneumatic braking device (7) which comprises at least one pneumatic brake (9); a main compressed air supply line (13) pneumatically connected to the at least one pneumatic brake (9); a control device (15) of the at least one pneumatic brake (9) coupled to a main source (17) of electrical energy; and an emergency power supply device (19) for the control device (15) which comprises a device (29) for converting pneumatic power into emergency electrical power distributed to an electrical output (25);means (46) for coupling the emergency power supply device (19) to the braking device (7) for supplying the control device (15) either from the electrical output (25) or from the main source (17) of electrical energy; and means (35) for coupling the emergency power supply device (19) for its pneumatic supply from the pneumatic inlet (23) from a pneumatic energy source (37). Figure for abstract: Figure 1;

Description

Title of the invention: Railway vehicle with electropneumatic brake equipped with a portable emergency device in the event of electrical failure

[0001] The present invention relates to a railway vehicle of the type comprising a body carried by wheels and an electropneumatic braking device for the vehicle,

[0002] the electropneumatic braking device comprising at least one pneumatic brake, a main compressed air supply line pneumatically connected to the at least one pneumatic brake, and a device for controlling the at least one pneumatic brake coupled to a main source of electrical energy for its power supply.

[0003] In the railway sector, many vehicles are equipped with an electropneumatic braking device.

[0004] In particular, trains frequently include a set of pneumatic brakes pneumatically connected to a main compressed air supply line. The pneumatic brakes are controlled by an electrically powered electro-pneumatic control device.

[0005] The electropneumatic control device aims, among other things, to obtain the activation of the various pneumatic brakes of the train under the action of the air pressure in the main pipe.

[0006] The electropneumatic control device requires, for its operation, a source of electrical energy consisting of the internal electrical network of the train, this network constituting the main source of electrical energy.

[0007] When the main source of electrical energy is absent or faulty, emergency braking is triggered, i.e. the brakes move from a released state to a applied state.

[0008] In the event of a failure of the main source of electrical power, the train must be rescued. The train will then only be able to move, or be moved by a railway vehicle rescuing it, if its pneumatic brakes are released again.

[0009] For this purpose, some trains include a backup battery that can be electrically connected to the control device to supplement the main source. However, the duration of the backup operations may be greater than the duration of complete discharge of the battery. The backup battery, a transient source of energy, is not suitable for such cases.

[0010] Other trains allow for power supply by backup equipment, but the backup equipment does not always operate at the same voltage.

[0011] Furthermore, complete mechanical isolation of the brakes at the bogie level is not always accessible and sometimes not authorized by the applicable regulations.

[0012] Document GB2448318A describes a portable rescue device which allows a first railway vehicle to be rescued by means of a second railway vehicle whose brake control device is different from that of the first vehicle.

[0013] In particular, the portable emergency device makes it possible to obtain the partial or complete release of the brakes of the second vehicle by ensuring the conversion of a pneumatic control signal transmitted by the first railway vehicle into an electrical control signal of the second train.

[0014] The solution described by document GB2448318A has the disadvantage of requiring, in addition to the pneumatic connection, an electrical connection between the first railway vehicle and the emergency device.

[0015] Furthermore, it requires a priori knowledge of the control architecture of the first and / or second vehicle, so that the signal conversion chain is adapted to the pair formed by the first and second vehicles.

[0016] The aim of the invention is then to propose a railway vehicle comprising an electropneumatic braking device equipped with an emergency device, the emergency device making it possible to operate the electropneumatic braking device without time limit by means of a rescuing vehicle, and this with the greatest possible flexibility of adaptation to the particular architectures of the rescuing vehicles and those to be rescued.

[0017] To this end, the invention relates to a vehicle of the aforementioned type further comprising an emergency power supply device for the control device which comprises

[0018] a device for converting pneumatic power received at a pneumatic input into emergency electrical power distributed at an electrical output,

[0019] means for coupling the emergency power supply device to the braking device for supplying the control device either from the electrical output or from the main source of electrical energy, and

[0020] a means for coupling the emergency power supply device for its pneumatic supply from the pneumatic inlet from a pneumatic energy source.

[0021] The emergency power supply device makes it possible to generate electrical power without time limit, by converting pneumatic power supplied by the rescue vehicle. This electrical power is used to supply the brake control device as a priority, as well as, if necessary, other electrical devices of the vehicle to be rescued.

[0022] The emergency power supply device only requires a pneumatic connection to the rescue vehicle. The means for such a connection are provided from the outset, since the rescue vehicle necessarily includes a pneumatic energy source to supply the main line of the vehicle to be rescued. The conversion device therefore does not require any specific adaptation to the rescue vehicle.

[0023] The emergency power supply device according to the invention does not require any a priori knowledge of the control architecture of the train to be rescued or of the control architecture of the rescuing train, insofar as the control device is designed to supply the electrical power necessary for the proper operation of the control device rather than to generate a control signal itself.

[0024] According to other advantageous aspects of the invention, the railway vehicle equipped with an emergency power supply device comprises one or more of the following characteristics, taken individually or in all technically possible combinations:

[0025] - the conversion device comprises a compressed air motor coupled to an al ternator;

[0026] - the emergency power supply device comprises means for configuring a electrical voltage at the output of the conversion device;

[0027] - the backup power supply device comprises a configuration device of an air pressure at the inlet of the conversion device;

[0028] - the means for coupling to an auxiliary source of pneumatic energy includes a connection to the main compressed air supply line;

[0029] - the electrical output includes means for coupling to an internal electrical network of the railway vehicle;

[0030] - the railway vehicle comprises at least one battery and the device emergency power supply comprises a device for coupling the electrical output with the at least one battery for charging the latter or for powering the electrical output by means of the battery;

[0031] - the railway vehicle comprises at least one electrical receiving device ad additional and a subsidiary coupling device of the emergency power supply device to the at least one additional electrical receiving device for its power supply from the electrical output;

[0032] - the emergency power supply device is configured to be movable between a storage position and at least one emergency position relative to the body of the railway vehicle;

[0033] The invention also relates to a railway assembly comprising a railway vehicle to be rescued according to one of the embodiments described above and a vehicle rescue railway vehicle, the rescue railway vehicle comprising an auxiliary source of pneumatic energy coupled to the pneumatic input of the emergency power supply device of the railway vehicle to be rescued via the pneumatic coupling means.

[0034] According to a particular embodiment of the railway assembly, the rescuing and to be rescued railway vehicles are not electrically coupled to each other.

[0035] The invention also relates to a railway assembly formed by a railway vehicle comprising an emergency power supply device for the electropneumatic braking control device and a rescue vehicle comprising a pneumatic energy source.

[0036] The invention finally relates to a method for emergency operation of a railway vehicle comprising a device for emergency power supply of the electropneumatic braking control device by a rescue vehicle comprising a pneumatic energy source, the method comprising the following steps:

[0037] a) an electrical coupling of the emergency power supply device to the electropneumatic braking device for powering the control device from the electrical output of the emergency power supply device; and

[0038] b) a pneumatic coupling of an auxiliary source of pneumatic energy included in a backing railway vehicle with the pneumatic input of the emergency power supply device.

[0039] The invention will appear more clearly on reading the description which follows, given solely by way of non-limiting example, and made with reference to the drawings in which:

[0040] [Fig-1] [Fig.l] is a schematic representation of a railway assembly comprising a rescue vehicle and a railway vehicle to be rescued according to the invention, and

[0041] [Fig.2] [Fig.2] is a detailed representation of an embodiment of a power supply device for the braking control device fitted to the vehicle to be rescued in [Fig.l].

[0042] The railway vehicle 1 illustrated in [Fig.l] comprises a body 3 carried by wheels 5.

[0043] The railway vehicle 1 also comprises an electropneumatic braking device 7, configured to allow the slowing of the wheels 5, as well as the total immobilization of the railway vehicle 1.

[0044] To this end, the braking device 7 comprises a pneumatic brake 9 capable of acting on the wheels 5, this action being symbolized in [Fig.l] by the braking action arrow 11.

[0045] The braking device 7 comprises a pneumatic circuit configured to allow the pneumatic brake 9 to perform the braking function of the railway vehicle 1.

[0046] The pneumatic circuit comprises a main compressed air supply line 13, to which the pneumatic brake 9 is pneumatically connected via a solenoid valve 14.

[0047] For the supply of compressed air to the main pipe 13, the railway vehicle 1 comprises means for producing compressed air not shown in [Fig.l], for example a compressor.

[0048] The braking device 7 also comprises a device 15 for controlling the pneumatic brake 9 electrically connected to the solenoid valve 14 for its control.

[0049] The control device 15 is therefore capable of generating an electrical control signal for the solenoid valve 14.

[0050] For its normal operation, the control device 15 is electrically powered by a main source of electrical energy 17, consisting of the internal electrical network of the railway vehicle 1 powered from a connection to a catenary or a generator set.

[0051] The braking device 7 is further configured so that, if the main source of electrical energy 17 is faulty or absent, so-called emergency braking is triggered. In this case, the pneumatic brake 9 is applied, and it can only be released again if an opening control signal is sent to the solenoid valve 14 and compressed air has flowed to the pneumatic brake 9 from the main pipe 13.

[0052] The railway vehicle 1 further comprises an emergency power supply device 19 for the control device 15.

[0053] The emergency power supply device 19 comprises a pneumatic inlet 23 and an electrical outlet 25.

[0054] The emergency power supply device 19 is shown alone in [Fig.2].

[0055] Advantageously, the emergency power supply device 19 comprises a housing 27 containing all the elements constituting it, and thus forming a mobile case inside the railway vehicle 1.

[0056] The housing 27 is advantageously stored in a dedicated space when not in use and brought into position when it needs to be used.

[0057] The emergency power supply device 19 comprises a device 29 for converting pneumatic power received at the pneumatic input 23 into electrical power distributed at the electrical output 25.

[0058] In the example, the conversion device 29 comprises a compressed air motor 31 coupled to an alternator 33.

[0059] The emergency power supply device 19 comprises a coupling means 35 pneumatic of the emergency power supply device 19 to an auxiliary pneumatic energy source 37 for its supply of compressed air.

[0060] In the example, the auxiliary pneumatic energy source 37 is external to the railway vehicle 1 and more precisely, it is included in a second railway vehicle 39, hereinafter called the rescue railway vehicle 39.

[0061] The pneumatic coupling means 35 comprises an auxiliary compressed air line 41. One end of the auxiliary line 41 is connected to the conversion device 29 and another end is provided with a connector 41A for connection to a tapping 43 provided on the main line 13, which is provided with a connector 43A complementary to the connector 41A.

[0062] The auxiliary pipe 41 is advantageously formed from a flexible pipe and equipped with a stopcock 41B.

[0063] Advantageously, the emergency power supply device 19 comprises a device 45 for configuring an air pressure at the inlet of the conversion device 29, so that the pressure of the air received by the conversion device 29 is adapted for the operation of the elements which constitute the pneumatic energy conversion chain.

[0064] In the case of the example of [Fig.2], the air pressure at the outlet of the configuration device 45 is a nominal supply pressure of the compressed air motor 31.

[0065] The configuration device 45 comprises, by way of example, at least one pneumatic pressure limiter and optionally, a pneumatic flow regulator.

[0066] The emergency power supply device 19 further comprises an electrical coupling means 46 adapted to couple the emergency power supply device 19 to the control device 15 for the electrical supply of the latter, either from the main source of electrical energy 17, or from the electrical output 25.

[0067] To this end, the electrical coupling means 46 comprises a connecting cable provided at one end with two electrical terminals 46A, 46B and another end of which is connected to the alternator 33.

[0068] The electrical terminals 46A, 46B are capable of being connected to the power supply terminals of the control device 15 and in particular to the internal electrical network of the railway vehicle 1.

[0069] For example, the electrical terminals 46A, 46B are those of an electrical connector, the internal electrical network of the railway vehicle comprising a complementary electrical connector for supplying the control device 15 from the electrical output 25.

[0070] Advantageously, the electrical coupling means 46 also comprises an electrical switching device 47 adapted to enable the electrical supply of the control device 15 either from the main electrical energy source 17 or from the electrical output 25.

[0071] The electrical switching device 47 comprises, for example, a set of manual or electrically controlled switches.

[0072] Optionally, the emergency power supply device 19 comprises a complementary coupling device 49 of the electrical output 25 of the emergency power supply device 19 with at least one battery of the railway vehicle 1, either for charging this battery, or for supplying the electrical output 25 by means of this battery.

[0073] Advantageously, the emergency power supply device 19 comprises a complementary switching device 51, manual or automated, configured to allow the battery to be charged from the emergency power supply device 19 and / or to allow the battery to supply electrical energy to a receiving electrical device of the railway vehicle 1 coupled to the electrical output 25.

[0074] Optionally, the emergency power supply device 19 comprises a subsidiary coupling device 53 of the electrical output 25 to at least one additional electrical receiving device of the railway vehicle 1 for supplying this additional electrical receiving device from the electrical output 25.

[0075] The additional electrical receiving device may be selected from a loudspeaker, an electric lighting device, a radio, or any other necessary emergency equipment.

[0076] Advantageously, the emergency power supply device 19 comprises a subsidiary switching device 55, manual or automated, capable of enabling the additional electrical receiving device to be powered either from the electrical output 25 or from the main source of electrical energy 17.

[0077] Advantageously, the emergency power supply device 19 further comprises means 57 for configuring an electrical voltage supplied to the electrical output 25, as shown in [Fig. 2], so that an electrical voltage applied to the control device 15 and / or to another electrical receiver via the electrical output 25 is a nominal supply voltage of the control device 15 and / or of this other electrical receiver.

[0078] The configuration means 57 comprises, by way of example, an alternating current-direct current (AC / DC) conversion device between the electrical output of the alternator 33 and the electrical output 25, and optionally a device for regulating the voltage at the output of the alternating current-direct current conversion device.

[0079] The railway vehicle 1 can, in particular in the event of a breakdown, be integrated into a railway assembly 59 according to the invention.

[0080] The railway assembly 59 comprises, in addition to the railway vehicle 1, the iron vehicle emergency vehicle 39 equipped with the pneumatic energy source 37, for example a compressor powered electrically by means of an electrical circuit connecting it for example to a catenary 60.

[0081] The rescue rail vehicle 39 comprises an air pipe 61, one end of which is connected to the pneumatic energy source 37 and another end of which is provided with an additional connector 61B, advantageously preceded by a stopcock 61C.

[0082] Advantageously, the connector 61B is placed on an exterior surface of the rescue vehicle 39.

[0083] The railway vehicle 1 and the rescue railway vehicle 39 are pneumatically coupled via an intermediate air duct 63, one end of which is provided with a first connector 63A complementary to the additional connector 61B and another end is provided with a second connector 63B.

[0084] One end of the main air duct 13 is equipped with a main connector 13A complementary to the second connector 63B, advantageously preceded by a stopcock 13B.

[0085] Advantageously, the main connector 13A is placed on the body 3 of the railway vehicle 1.

[0086] A method for rescuing a railway vehicle 1 according to the invention using the rescuing railway vehicle 39 is described below.

[0087] Before implementing the emergency method, the railway vehicle 1 was immobilized following an emergency braking control signal. The railway vehicle 1 is in a state in which no means of the railway vehicle 1 allows the control device 15 to be electrically powered in an unlimited manner over time. The emergency of the railway vehicle 1 was therefore required automatically or by an operator.

[0088] For this rescue, the rescuing railway vehicle 39 was placed near the railway vehicle 1 to be rescued. A mechanical coupling operation is carried out via a coupler 65.

[0089] In an electrical coupling step, the emergency power supply device 19 is electrically coupled to the control device 15.

[0090] For this, the housing 27 is moved from its storage location to its implementation location. Then the electrical terminals 46A and 46B are connected to the internal electrical network of the railway vehicle 1, so that the control device 15 of the railway vehicle 1 can be powered from the electrical output 25 of the emergency power supply device 19.

[0091] Advantageously, the state of the electrical switching device 47 is modified to allow the power supply of the control device 15 of the railway vehicle 1 from the electrical output 25 of the emergency power supply device 19.

[0092] In a pneumatic coupling step, the pneumatic input 23 of the emergency power supply device 19 is coupled to the pneumatic energy source 37 via the pneumatic coupling means 35.

[0093] In the example of [Fig. 1], the pneumatic coupling comprises the deployment of the auxiliary line 41 out of the housing 27 and the connection of the connector 41A to the complementary connector 43A.

[0094] The pneumatic coupling step also comprises the deployment of the intermediate pipe 63 between the railway vehicle 1 to be rescued and the rescuing railway vehicle 39, as well as the connection of the first connector 63A with the additional connector 61B, and the connection of the second connector 63B with the complementary main connector 13A.

[0095] Finally, the pneumatic coupling step includes opening the stop valves 41B, 13B and 61C.

[0096] The electrical coupling step and the pneumatic coupling step can be performed simultaneously or successively in any order.

[0097] Once the mechanical, pneumatic and electrical coupling steps have been carried out, one or more subsequent emergency steps can be implemented on the railway assembly 59.

[0098] In particular, a step of releasing the pneumatic brake 9 can be carried out.

[0099] For this, pneumatic energy is effectively transferred from the rescuing vehicle 39 to the emergency power supply device 19 of the railway vehicle 1 to be rescued. The emergency power supply device 19 converts this pneumatic energy into electrical energy which it supplies to the control device 15.

[0100] A control signal can then be transmitted by the control device 15 to the solenoid valve 14, causing the release of the at least one pneumatic brake 9. The control signal is transmitted by the control device 15 when the emergency operation requires it, according to the logic of the control device 15 and according to the wishes of the operators.

[0101] The release step makes possible a subsequent emergency step of moving the railway vehicle 1 to be rescued. In addition, since the control device 15 is correctly electrically powered by the emergency device 19 via the electrical output 25, the electropneumatic braking device 7 can be used without time limit during the emergency operations.

[0102] The rescue method advantageously comprises a step of mechanically coupling the railway vehicle 1 to be rescued with the rescuing railway vehicle 39 before the rescue movement step.

[0103] A subsequent backup step is optionally a recharging step of a battery of railway vehicle 1 by emergency device 19.

[0104] The recharging step comprises the connection of a battery of the railway vehicle 1 to the electrical output 25 via the complementary coupling device 49 and, if necessary, the switching of the complementary switching device 51.

[0105] A subsequent emergency step is optionally a step of supplying power to an additional electrical receiving device of the railway vehicle 1. This step comprises the connection of the additional electrical receiving device of the railway vehicle 1 to the electrical output 25 via the subsidiary coupling device 53 as well as the switching of the subsidiary switching device 55.

[0106] The various subsequent rescue steps can be executed simultaneously or successively, and iteratively or not.

[0107] In a particular embodiment, priorities are assigned to the different steps. For example, the recharging step and / or the step of supplying power to an additional electrical receiving device are only implemented if the control device 15 receives sufficient electrical energy for its operation.

[0108] Alternatively, the electrical coupling step then only comprises the switching of the electrical switching device 47, the electrical output 25 then being electrically coupled to the internal electrical network of the railway vehicle 1 permanently.

[0109] Alternatively, the pneumatic coupling step comprises connecting the connector 41A with the additional connector 61B, which in this case is complementary to the connector 41A.

[0110] The emergency power supply device 25 has the advantage of allowing the railway vehicle 1 in which it is mounted to be backed up with a wide variety of emergency railway vehicles 39, provided that the latter comprise a pneumatic energy source 37.

[0111] In particular, the emergency only requires a pneumatic connection between the pneumatic input 23 of the emergency power supply device 19 and the rescuing railway vehicle 39, as well as an electrical connection between the control device 15 and the electrical output 25 of the emergency power supply device 19.

[0112] No other prerequisites, therefore no other prior adaptation is necessary. In particular, no specific electrical connection between the two railway vehicles is necessary.

[0113] The emergency operations require very little handling for the couplings of the pneumatic input 23 and the electrical output 25, which can for example be carried out by means of quick pneumatic and / or electrical connections and simple pneumatic and / or electrical switching devices, controlled manually or automatically.

[0114] The emergency power supply device 19 makes it possible to regain control of the control device 15, and therefore of the electropneumatic braking device 7 as a whole, without time limit, as long as the pneumatic energy source of the rescuing railway vehicle 39 is available. The electropneumatic braking device 7 is therefore controllable in particular during the movement of the railway vehicle 1 to be rescued.

[0115] The pneumatic energy to be taken from the emergency railway vehicle 39 for the operation of the emergency supply device 19 and for the pneumatic supply of the main air line 13 is generally much lower than that which is produced by the pneumatic energy source 37.

[0116] It is also possible to envisage the electrical supply of a battery and / or one or more additional electrical receiving devices of the railway vehicle 1 to be rescued via the electrical output 25, as long as the pneumatic energy to be taken from the rescuing railway vehicle 39 for the operation of the emergency power supply device 19 remains acceptable. The conversion of pneumatic energy into electrical energy via the emergency power supply device 19 therefore allows the operation of electrical receiving devices present in the railway vehicle 1 to be rescued in greater number than if a simple emergency battery were used. This arrangement is particularly useful in the case where passengers are present in the railway vehicle 1 to be rescued.

Claims

Claims

1. Railway vehicle (1) comprising a body (3) carried by wheels (5) and an electropneumatic braking device (7) of the vehicle, the electropneumatic braking device (7) comprising: - at least one pneumatic brake (9), - a main compressed air supply line (13) pneumatically connected to the at least one pneumatic brake (9), - a control device (15) of the at least one pneumatic brake (9) coupled to a main source (17) of electrical energy for its supply, the railway vehicle (1) being characterized in that it further comprises an emergency power supply device (19) of the control device (15) which comprises: - a device (29) for converting pneumatic power received on a pneumatic input (23) into emergency electrical power distributed on an electrical output (25),- means (46) for coupling the emergency power supply device (19) to the braking device (7) for supplying the control device (15) either from the electrical output (25) or from the main source (17) of electrical energy, and - means (35) for coupling the emergency power supply device (19) for its pneumatic supply from the pneumatic inlet (23) from a pneumatic energy source (37).,

2. A railway vehicle (1) according to claim 1 wherein the conversion device (29) comprises a compressed air motor (31) coupled to an alternator (33).

3. A railway vehicle (1) according to any preceding claim wherein the emergency power supply device (19) comprises means (57) for configuring an electrical voltage at the output of the conversion device (29).

4. A railway vehicle (1) according to any one of the claims previous in which the emergency power supply device (19) comprises a device (45) for configuring an air pressure at the inlet of the conversion device (29).

5. A railway vehicle (1) according to any preceding claim wherein the means (35) for coupling to an auxiliary source of pneumatic energy (37) includes a connection to the main compressed air supply line (13).

6. A railway vehicle (1) according to any preceding claim wherein the electrical output (25) includes means (46) for coupling to an internal electrical network of the railway vehicle (1).

7. A railway vehicle (1) according to any preceding claim further comprising at least one battery and wherein the emergency power supply device (19) comprises a device (49) for coupling the electrical output (25) with the at least one battery for charging the latter or for powering the electrical output (25) by means of the battery.

8. Railway vehicle (1) according to any one of the preceding claims comprising at least one additional electrical receiving device and a device (53) for subsidiary coupling of the emergency power supply device (19) to the at least one additional electrical receiving device for its power supply from the electrical output (25).

9. A railway vehicle (1) according to any preceding claim wherein the emergency power supply device (19) is configured to be movable between a storage position and at least one emergency position relative to the body (3) of the railway vehicle (1).

10. A railway assembly (59) comprising a railway vehicle (1) to be rescued according to any one of the preceding claims and a rescuing railway vehicle (39), the rescuing railway vehicle (39) comprising an auxiliary pneumatic energy source (37) coupled to the pneumatic inlet (23) of the emergency power supply device (19) of the railway vehicle (1) to be rescued via the pneumatic coupling means (35).

11. A railway assembly (59) according to claim 10 wherein the rescuing (39) and rescued (1) railway vehicles are not electrically coupled to each other.

12. A method of rescuing a railway vehicle (1) to be rescued, the vehicle railway (1) being according to any one of claims 1 to 9, the method comprising the following steps: a. an electrical coupling of the emergency power supply device (19) to the electropneumatic braking device (7) for supplying the control device (15) from the electrical output (25) of the emergency power supply device (19); and b. a pneumatic coupling of an auxiliary pneumatic energy source (37) included in a rescuing railway vehicle (39) with the pneumatic inlet (23) of the emergency power supply device (19).

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