Device for releasing brakes of a rail vehicle

Abstract

The invention relates to a 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 controlled electrically with two poles via a first release relay (3) and the second release device (2, 2.1) can be controlled electrically with two poles, in parallel with a parking brake venting valve (10), by means of a second release relay (4), the first release relay (3) being connected to a first supply voltage (6) by means of a three-step switch (5) in the second and third steps of the three-step switch (5) and the second release relay (4) being connected to the first supply voltage (6) only in the third step of the three-step switch (5), and electrical return lines (8) of the first release relay (3) and of the second release relay (4) being connected to a second supply voltage (7) in the second and third steps of the three-step switch (5).

Description

[0001] Description

[0002] Device for releasing brakes of a rail vehicle

[0003] Technical area

[0004] The invention relates to a device for releasing brakes of a rail vehicle and to a rail vehicle with such a device.

[0005] State of the art

[0006] 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 brake 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 result in a direct service brake or a parking brake not being able to be released, thus blocking the vehicle in its current position.In the case of a direct-acting service brake, this can be caused, for example, by a defective brake valve. This can be remedied by manually releasing the air pressure in the affected brake cylinder or for all brake cylinders on a chassis together. To trigger this bleeding, shut-off valves are usually provided inside the vehicle or on the chassis itself, which are often operated using a Bowden cable. In response to customer requests, electrical emergency release devices have also been developed that enable remote decommissioning. Since it is essential to ensure under all circumstances that not too many brakes on a vehicle or multiple unit are deactivated 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 pressed down further.However, according to the current 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. The spring's fastening is released, typically using a Bowden cable. The Bowden cable is operated on the chassis itself, which can be difficult or even impossible in certain situations, such as in narrow tunnels, next to live third rails, or in front of a platform. The same problem also exists with airless electro-hydraulic brakes, which use hydraulic oil as the force-transmitting fluid instead of air. However, with electrically operated emergency release devices, a failure of the rail vehicle's electrical power supply can prevent the train crew from taking the vehicle out of service, meaning the vehicle must be repaired on the open track.

[0007] Description of the invention

[0008] 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, wherein the operating actions required for this can be carried out from the interior of the vehicle.

[0009] 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 of subordinate claims.

[0010] 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 connected to the first supply voltage only 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.,

[0011] This provides the advantage of being able to deactivate both a service brake and a parking brake of a rail vehicle, requiring only switching operations 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 operates both with the vehicle's own power supply and can be supplied with an external power supply in the event of a power failure.

[0012] 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 released during a direct brake application, so that the vehicle remains operational, or becomes operational again, even with a defective brake valve on the relevant bogie, for example.

[0013] 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.

[0014] Parking brakes are always designed as indirect brakes. Typically, they have brake pads that are pressed against a friction partner, e.g. a brake disc, by spring force, and 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 that is configured to release a parking brake cylinder without compressed air.

[0015] According to the invention, this is achieved by means of an electromechanical device, for example an electric motor or a pulling magnet or a linear drive.

[0016] 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 can be connected and disconnected together with an electrical power supply. In this way, the power supply to the emergency release relays can be disconnected, thereby providing significantly greater security against incorrect operation and accidental brake release.

[0017] It is essential that this switching device, as well as the control of the release relays and pneumatic valves, be designed as a two-pole device. This ensures that simple errors and defects, such as a short circuit to ground at any point in the circuit or the application of voltage to any point in the circuit, cannot lead to an unwanted brake release.

[0018] 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 brought about between the activation of the parking brake relay and the parking brake venting valve, wherein the parking brake venting valve switches before the parking brake relay. As a result, any compressed air still present in a parking brake cylinder is first released, the parking brake is thus applied, and only then is the second release device actuated. This causes the parking brake to first be brought into a defined position and only then to be released, i.e.the spring that causes the braking effect of the parking brake is released from its position.

[0019] A further preferred embodiment of the invention provides for the ability to release the brakes 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, respectively, 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 from a portable power supply.

[0020] The first and second supply voltages are advantageously conducted through 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. In multi-part vehicles such as multiple units or subway trains, it is advantageous to provide a switching device at each end of the vehicle, i.e. the end car, so that the brakes can be released from any driver's cab. The first and second supply voltages are preferably also conducted 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 can release the brakes of one of the aforementioned units together.

[0021] Brief description of the drawings

[0022] Examples include:

[0023] Fig.1 Device for releasing brakes of a rail vehicle.

[0024] Fig. 2 Device for releasing the brakes of a rail vehicle, with a time delay. Fig. 3 Device for releasing electronically controlled brakes of a rail vehicle.

[0025] Implementation of the invention

[0026] Fig. 1 shows, by way of example and schematically, a device for releasing brakes on 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 activated 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 which 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 without compressed air.For this purpose, the release device 2 is mechanically connected to a spring holder in a parking brake cylinder, which, when the release device 2 is electrically activated, 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 bipolarly controlled by a first release relay 1, wherein the release device 1 is activated when the first release relay 1 is closed. In the closed state, the first release relay 1 supplies a first supply voltage 6 and a second supply voltage 7 to the first release device 1. The first release relay 3 is activated 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 activated, in the second and third switching position of the three-stage switch 5 the first release relay 3 is activated and thus passes the supply voltages 6, 7 to the first release device 1, which then releases the service brake assigned to it.

[0027] The second release device 2 is controlled by a second release relay 2 with two poles, whereby the release device 2 is controlled when the second release relay 4 is closed. The second release relay 4, when closed, 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 builds up the braking force of the parking or handbrake, but in the process, the spring that causes the braking effect is partially relaxed.The release of the fastening of this spring by the second release device 2 therefore takes place at the lowest possible preload 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.

[0028] 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 service brake assigned to it, as well as to the parking brake bleed valve 10.

[0029] 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.

[0030] To increase operational reliability and as protection against false triggering of the release devices 1, 2, all electrical controls are designed as two-pole, meaning that both the electrical forward and return lines are switched. A single fault, such as the application of external voltage to any circuit component, cannot therefore lead to an unintentional release of a brake. Therefore, the shared electrical return line 8 of the release relays 3, 4 is routed via a further branch of the three-stage switch 5, with the electrical return line 8 only being 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 on a rail vehicle, and 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 located in a driver's cab, while the device for releasing brakes, i.e. the three-stage switch 5 and the release relays 3, 4, can be provided for each vehicle or each bogie, for example. The exemplary embodiment shown is therefore equipped with a supply line to further release devices 14, which forwards the supply voltages 6, 7 to further devices or to further coupled vehicles and their brake release device. This is particularly advantageous for vehicle types that are not uncoupled during operation, as any electrical cables can be routed through the entire vehicle assembly, since there is no need to ensure that electrical couplings are compliant with standards.

[0031] 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, introduces 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, thus applying the parking brake. 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 specific 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 is to be dimensioned such that when it expires, the pneumatic cylinder of the parking brake is vented sufficiently that the spring can be released without the risk of damaging the parking brake and with a sufficiently low expenditure of force, so that the force that can be applied by the second release device 2 is sufficient to release the spring. The other circuit components of this exemplary embodiment are identical to the exemplary embodiment shown in Fig. 1.

[0032] 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 embodied, 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 a control input of a first release device 1.1 for an electronically controlled service brake and as a 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 can also be equipped with a brake release device according to the invention, along with a conventional pneumatic parking brake.

[0033] 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 voltages. This allows the brakes to be released electrically and remotely by the device shown here, even on a vehicle with a defective electrical power supply 12.

[0034] 1 First release device for service brake

[0035] 1.1 First release device for service brake, electronic

[0036] 2 Second release device for parking brake

[0037] 2.1 Second release device for parking brake, electronic

[0038] 3 First release relay

[0039] 4 Second release relay

[0040] 4.1 Second release relay with time delay

[0041] 5 Three-stage switch

[0042] 6 First supply voltage

[0043] 7 Second supply voltage

[0044] 8 Electrical return lines

[0045] 9 Switching device

[0046] 10 Parking brake bleeder valve

[0047] 11 Parking brake relay

[0048] 12 Electrical power supply

[0049] 13 Feed-in connection

[0050] 14 Supply line to additional release devices

Claims

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) are connected to a second supply voltage (7) in the second and third stages of the three-stage switch (5).

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) can be connected together to an electrical power supply and can be disconnected again.

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) can be controlled 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).

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 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, 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 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.

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 which is designed to be contactable with an external power supply.

9. A rail vehicle comprising at least one device for releasing brakes of a rail vehicle according to one of claims 1 to 8.

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 is arranged, wherein the first supply voltage (6) and the second supply voltage (7) of both end carriages are connected to one another and by the Middle wagons are guided.

11. Rail vehicle according to claim 10, characterized in that at least one device for releasing a service brake and a parking brake is arranged in each of the center carriages.

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