Electropneumatic brake device

Abstract

The invention relates to an electropneumatic brake device of a guided vehicle (B) which can be coupled into a train set with at least one guiding vehicle (A). The electropneumatic brake device comprises a main air line (1) which can be coupled between adjacent vehicles of the train set so as to allow air to pass and actuates the compressed air brakes of the vehicles of the train set and the pressure of which in each guided vehicle (B) can be influenced by means of at least one electrically switchable brake valve (2) and at least one electrically switchable release valve (3). The electropneumatic brake device is to allow the braked weight of a train set guided by a traction vehicle to be increased. This is achieved in that the brake device also has an electrical transmission means (4), comprising at least one first wire (41) and a second wire (42), for energizing the at least one electrically controllable brake valve (2) and the at least one electrically controllable release valve (3) by means of a control voltage, said two wires (41, 42) being electrically couplable between adjacent vehicles of the train set. Each brake valve (2) is designed to close when a control voltage is applied, and each release valve (3) is designed to open when a control voltage is applied. The at least one brake valve (2) and the at least one release valve (3) are connected in parallel in the electrical transmission means (4), each brake valve (2) being connected regardless the direction of the current and each release valve (3) being connected on the basis of the direction of the current in the electrical transmission means (4).

Description

[0001] Electropneumatic braking system

[0002] The invention relates to an electropneumatic braking device for a guided vehicle that can be coupled into a train formation with at least one leading vehicle, comprising a main air line that can be coupled between adjacent vehicles of the train formation and that controls the compressed air brakes of the vehicles of the train formation, the pressure of which can be influenced in each guided vehicle by means of at least one electrically switchable brake valve and at least one electrically switchable release valve.

[0003] Braking of moving rail vehicles is usually achieved using pneumatically controlled indirect air brakes. For this purpose, all vehicles in a train consist are connected to each other via a continuous air line (the so-called "main air line"). A drop in pressure in the main air line activates the braking system of each individual vehicle. Even in the event of an unintended drop in pressure in the main air line, for example, due to a leak or the separation of two vehicles in the train consist, the brakes are applied in all vehicles, including those that have separated from the train.A disadvantage, however, is the time delay in the propagation of the pressure drop in the main air line from a leading vehicle, which controls the pressure in the main air line, towards the vehicles of the train consist. This means that the braking effect on each vehicle controlled by the pressure drop in the main air line begins later with increasing distance from the leading vehicle. As a result, especially in long trains, unbraked vehicles at the rear of the train can push against vehicles in the leading section that have already been braked.

[0004] To remedy this problem, electropneumatic braking systems of this type have long been known in the art. These systems enable electrically transmitted brake request signals to be applied simultaneously to all brakes in the entire train consist. In this way, braking action is achieved simultaneously at all brakes in the entire train, and dynamic longitudinal forces in the train consist caused by time-delayed brake response are reduced to a minimum. While in a direct-acting electropneumatic system the brake cylinders are directly pressurized and vented via electric brake and release valves, in an indirect-acting electropneumatic system the pressure in the main air line is controlled by the brake and release valves, which are combined in an electropneumatic control unit present on each vehicle in the train consist.The brake and release valves are typically designed as electrically actuated solenoid valves. To initiate braking, the brake valve is activated, which vents the main air line to the atmosphere. To release the brake, the pressure in the main air line is increased by the release valve from a reservoir, which is replenished from a separate main air line. As a backup, the brake can also be actuated purely pneumatically via the main air line.

[0005] This so-called "indirect electro-pneumatic brake" has become the standard in Europe for trainsets hauled by a leading locomotive. The electrical brake and release signals are generated in the leading vehicle in parallel with the control of the pressure in the main air line and transmitted via electrical lines to all vehicles in the trainset. This ensures simultaneous activation of the relevant brake and release valves throughout the entire trainset.

[0006] However, the brake valve of such an indirect electropneumatic brake must be energized to assist in venting the main air line. Without energization, for example in the event of a train separation, no venting assistance is possible, and consequently—given a sufficiently large distance between the affected vehicle and the leading vehicle of the train—no rapid brake application is possible. This, in turn, causes the aforementioned problems due to longitudinal dynamic forces within the train. Therefore, according to current regulations, the positive effects of an indirect electropneumatic brake, particularly in trains led by a locomotive, may not be considered operationally, and thus the permissible braking weight of such a train may not be increased despite electropneumatic brake control.From DE 32 09 157 A1 a system for monitoring the safety status of a train consisting of several track-bound vehicles is known, in which two monitoring devices performing a monitoring function (e.g. door closing, train completeness) are connected by means of separate monitoring lines, which are supplied at opposite ends of the train from a common power supply loop running through the entire train.

[0007] From CH 474 931 A, a device for the automatic control and recording of processes within a train consist is known, which is based on an electrical transmission of commands between the vehicles of the train consist by means of appropriately designed transmitters and receivers on the vehicles and represents an early precursor of later train bus transmission systems.

[0008] Finally, WO 2006 / 027165 discloses a method for forming trains from individual wagons without traction equipment, which provides for a first autonomously operable individual wagon that is equipped for transferring energy and / or information to other non-autonomously operable individual wagons of the train consist.

[0009] The invention is therefore based on the technical problem of providing a generic electropneumatic braking device which overcomes this aforementioned disadvantage and in particular enables the increase of the braking weight of a train consist led by a traction vehicle, especially a freight train.

[0010] This is solved according to the invention by the fact that

[0011] ■ the braking device further comprises an electrical transmission means comprising at least one first conductor and one second conductor for supplying current to the at least one electrically controllable brake valve and the at least one electrically controllable release valve by means of a control voltage, wherein both conductors can be electrically coupled between adjacent vehicles of the train consist,

[0012] ■ wherein each brake valve is configured to close when a control voltage is applied and each release valve is configured to open when a control voltage is applied, ■ wherein the at least one brake valve and the at least one release valve are connected in parallel to each other in the electrical transmission means,

[0013] ■ and wherein each brake valve is interconnected in the electrical transmission medium in a direction-independent manner and each release valve is interconnected in a direction-dependent manner.

[0014] In this way, an electropneumatic braking system is implemented in which no current is required to energize the brake valve to assist with venting the main air line. This is achieved by allowing the electropneumatic braking system to be switched between three operating states by means of an interruption or a polarity switch of the control voltage that reverses the current direction in the electrical transmission medium, as follows:

[0015] 1) Initial operating state: When the electrical transmission medium is energized with a control voltage of the first polarity, the brake valve is energized and therefore in the closed position, while the release valve is de-energized and thus also in the closed position. In this initial operating state, the main air line is neither vented to the atmosphere via the brake valve nor replenished from the reservoir via the release valve. Thus, the pressure in the main air line is maintained at a previously achieved pressure level, allowing the vehicle connected to the brake system to travel without brakes.

[0016] 2) Second operating state: When the electrical transmission medium is energized with a second polarity opposite to the control voltage of the first polarity, the brake valve is still energized and thus in the closed position, while the release valve is also energized but in the open position. In such a second operating state, the main air line is not vented to the atmosphere via the brake valve, but is replenished from the reservoir via the release valve. This increases the pressure in the main air line compared to a previous pressure level, allowing the main air line to be filled or the brake to be released, for example, after a previous pressure drop or braking.

[0017] 3) Third operating state: When the power supply or control voltage of the electrical transmission medium is interrupted, both the brake valve and the release valve are de-energized. Therefore, the brake valve is in the open position and the release valve is in the closed position. In this third operating state, the main air line is vented to the atmosphere via the brake valve without replenishment from the reservoir. This reduces the pressure in the main air line compared to a previous pressure level, enabling the vehicle to brake.

[0018] Thus, in the aforementioned third operating state of the electro-pneumatic braking system, the main air line is vented when the brake valve is de-energized. This is a significant advantage over the previous state of the art, as the brake assistance provided by the electro-pneumatic braking system can therefore be used to brake the vehicle or train consist even in the event of an interrupted power supply to the electrical transmission system, for example, due to a train separation.

[0019] To set these three aforementioned operating states, a DC voltage source, which can be interrupted by a first switching device and whose polarity can be switched or reversed by a second switching device, can be provided on the leading vehicle or traction unit. To trigger the brakes during a service, full, or emergency braking of the train unit initiated by the brake control system, the supply voltage on the leading vehicle is interrupted by the first switching device mentioned above, causing the at least one brake valve in each vehicle of the train unit to open and thus synchronizing and accelerating the pressure drop in the main air line in all vehicles of the train unit.

[0020] Furthermore, the at least one brake valve of each vehicle can be connected in the electrical transmission medium by means of an upstream rectifier, so that a control voltage polarity independent of the switching state of the aforementioned second switching medium is applied to each brake valve. In contrast, the at least one release valve is connected in series with a blocking diode and is therefore only energized during the aforementioned second operating state and thus in the open position. The invention further provides that the braking device includes a first pressure switch, actuated by the pressure in the main air line, which is configured to interrupt the second conductor of the electrical transmission medium as soon as the pressure in the main air line falls below a first switching pressure below the pressure value set during a full braking maneuver of the train.

[0021] This allows for an immediate de-energization of the transmission system in all subsequent vehicles of the same train consist, thus enabling the immediate activation of the brake valves of each vehicle further down the train. However, the pressure drop propagating towards the leading vehicle of the same train consist in the main air line causes a delayed response of the first pressure switches of each vehicle ahead in the train consist, and therefore a delayed or successive response of the brake valves of the vehicles ahead in the train consist. The resulting stretching of the braked train consist is unproblematic with regard to the force dynamics within the train consist.

[0022] It is particularly advantageous if the braking device includes a second pressure switch, actuated by the pressure in the main air line, which is configured to energize an electrically controlled relay for switching an electrical bypass of the aforementioned interruption in the second conductor of the electrical transmission medium, as well as for energizing at least one brake valve. The switching pressure of the second pressure switch is lower than the switching pressure of the first pressure switch. Thus, the switching pressure of the first pressure switch represents an upper switching point, and the switching pressure of the second pressure switch represents a lower switching point of the braking device. The switching contact of the second pressure switch is closed as long as the pressure in the main air line is below the lower switching point and opens when this point is exceeded.

[0023] The electrical control of the aforementioned relay enables the restoration of electrical conductivity in the electrical transmission system by closing the aforementioned interruption in the second conductor, thus restoring the power supply to the vehicles following in the train consist, and by re-energizing its own brake valve as soon as the polarity of the DC voltage source on the leading vehicle or the current direction in the electrical transmission system is switched according to the aforementioned second operating state. To ensure the current direction dependency of the brake valve's energization, appropriately oriented blocking diodes can also be provided in all conductor paths of the transmission system connecting the respective brake valve to the DC voltage source. Such a switching state of the second pressure switch is maintained as long as the pressure in the main air line is below the switching pressure of the second pressure switch.of the lower switching point.

[0024] Furthermore, the second pressure switch is designed to power the relay by switching a third current-direction-dependent electrical connection, which is connected in parallel to at least one brake valve and release valve in the electrical transmission means.

[0025] Additionally, the first pressure switch is configured to open or close the third electrical connection that powers the relay. In this way, the relay latches by closing a third relay contact as soon as the pressure in the main air line exceeds the switching pressure of the second pressure switch (lower switching point) but remains below the switching pressure of the first pressure switch (upper switching point). This latching action is only released once the pressure in the main air line again exceeds the switching pressure of the first pressure switch (upper switching point).

[0026] The present invention is explained in more detail below with reference to an exemplary embodiment and accompanying drawings. These show:

[0027] Figure 1: Circuit diagram of a braking device according to the invention with respect to the leading vehicle of a train consist

[0028] Figure 2: Circuit diagram of a braking device according to the invention with respect to a guided vehicle of a train consist

[0029] The circuit diagram shown in Figures 1 and 2 visualizes an electropneumatic braking device according to the invention in a current- and pressure-free state, with all actuating devices shown in an unactuated initial state. The circuit diagram schematically visualizes the electrical and pneumatic integration of a train consist, formed from a leading traction vehicle (A) and a plurality of identically equipped guided vehicles (B), wherein Figure 1 shows the circuit diagram of the leading vehicle of the train consist and Figure 2 shows the circuit diagram of a single guided vehicle (B), each in a highly abstracted manner.

[0030] Pneumatically, all vehicles (A, B) of the train consist are connected to each other by means of a main air line (1), the main air lines of adjacent vehicles being pneumatically connectable by means of connecting hoses (not shown in Figures 1 and 2). A pressure drop in the main air line (1) activates the braking system (not shown in Figure 2) of each guided vehicle (B). Electrically, all guided vehicles (B) of the train consist are connected by means of an electrical transmission element (4) consisting of two conductors (41, 42) for transmitting electrical brake request signals to the brakes of the vehicles, the conductors (41, 42) of which can be electrically connected between two adjacent vehicles of the same train consist by means of coupling elements (48).Furthermore, each driven vehicle (B) has at least one brake valve (2) and at least one release valve (3), which are designed to influence the pressure in the main air line (1) depending on the aforementioned electrical request signals. For this purpose, the brake and release valves are designed as electrically controlled solenoid valves. The electrical brake and release signals are generated in the leading vehicle (A) in parallel with the control of the pressure in the main air line and transmitted to each driven vehicle (B) of the train via the conductors (41, 42) of the electrical transmission medium (4). To initiate a braking process, the brake valve (2) is activated, which vents the main air line (1) to the atmosphere.To release the brake, the pressure in the main air line (1) is increased from a reservoir air (11) by means of the release valve (3). The reservoir air (11) is replenished from a separate main air line (not shown in Figure 2) that is separate from the main air line (1). The brake valve (2) can be isolated or deactivated by means of a shut-off valve (12) located between the main air line (1) and the brake valve (2), so that the brake of a guided vehicle (B) can also be actuated exclusively pneumatically via the main air line (1) in an alternative operating mode. The power supply to the brake valve (2) can be interrupted by means of an electrical switch when the shut-off valve (12) is closed. For the sake of clarity, only one brake valve (2) and one release valve (3) are shown as examples in the guided vehicle (B).However, the inventive idea is not limited to such a singularity, but is also fundamentally applicable to a plurality of brake or release valves.

[0031] Furthermore, each guided vehicle (B) has a manually operated push button (T1, T2) and an indicator light on each of its two longitudinal sides for manually checking the functionality of the braking system. Each push button (T1, T2) has three switching positions. The first switching position represents the unactuated state of the push button (T1, T2). In this first switching position, the power supply to the brake valve (2) is active, and the brake valve (2) is energized. In a second switching position, the indicator light associated with the push button (T1, T2) is connected in parallel to the brake valve (2), so that it illuminates when power is applied. This second switching position serves to check whether the corresponding brake valve (2) is energized. In a third switching position, the power supply to the brake valve (2) and the indicator light is interrupted.This third switching position is used to check whether the brake valve (2) actually vents the main air line (1) when de-energized.

[0032] The leading vehicle (A) has a switchable DC voltage source (43) for generating a control voltage that can be transmitted to the guided vehicle (B) via the conductors (41, 42) of the electrical transmission element (4), a switching element (46) designed as a relay for switching the polarity of this control voltage, and a conductor interrupting element (471) acting on the second conductor (42), by means of which the control voltage can be interrupted during a service, emergency, or full braking action triggered by the brake control system. Additionally, further conductor interrupting elements (472, 473) acting on both conductors (41, 42) are provided, by means of which the control voltage can be interrupted, for example, during an emergency braking action triggered by a train protection system (not shown in detail in Figure 1).In the guided vehicle (B), the brake valve (2) and the release valve (3) are connected in parallel to each other in the electrical transmission element (4), wherein the brake valve (2) is connected in a current-direction-independent manner by means of an upstream rectifier circuit (45), and the release valve (3) is connected in a current-direction-dependent manner by means of a blocking diode (D4) in the electrical transmission element (4). Furthermore, a first pressure switch (5) and a second pressure switch (6) are provided, each connected to the main air line (1), wherein the switching point of the second pressure switch (6) is set lower than the switching point of the first pressure switch (5).The first pressure switch (5) has three switching contacts (51, 52, 53), wherein two first switching contacts (51, 52) are provided for switching an interruption of the second conductor (42) of the electrical transmission means (4), and a third switching contact (53) is provided for switching a voltage supply to a relay (7) designed to electrically bridge this aforementioned interruption of the second conductor (42). The second pressure switch (6) has a switching contact (61) which is also designed to switch a voltage supply to this aforementioned relay (7).The aforementioned relay (7) for switching the electrical bridging of the interruption of the second conductor (42) has three switching contacts (71 , 72 , 73), wherein two first switching contacts (71 , 72) are provided for the aforementioned electrical bridging of the interruption of the second conductor (42) effected by the switching contacts (51 , 52) of the first pressure switch (5) and a third switching contact (73) is provided for the self-holding of the relay (7).

[0033] Based on this circuit diagram, the functions of the braking device according to the invention in different operational scenarios during the operation of the vehicle will be discussed below.

[0034] The switching device (46) allows the control voltage generated by the DC voltage source (43) to be switched between two polarities and interrupted by means of wire interrupters (471, 472, 473). This results in the following operating states of the braking device:

[0035] In a first operating state, the switching device (46) is in a first switching position, and the electrical transmission device (4) is energized with a control voltage of the first polarity (first conductor (41): negative, second conductor (42): positive). The brake valve (2) is energized and therefore in the closed position, while the release valve (3) – due to the blocking effect of the blocking diode (D4) connected in series with it – is de-energized and thus also in the closed position. In such a first operating state, the main air line (1) is neither vented to the atmosphere via the brake valve (2) nor replenished from the reservoir (11) via the release valve (3). Thus, the pressure in the main air line (1) is maintained at a previously achieved pressure level, which allows the vehicle (B) to travel without brakes.

[0036] In a second operating state, the switching device (46) is in a second switching position, and the electrical transmission device (4) is energized with a second polarity opposite to that in the aforementioned first operating state (first conductor (41): positive, second conductor (42): negative). In this state, the brake valve (2) remains energized and thus in the closed position due to the upstream rectifier circuit (45), while the release valve (3) is also energized and thus in the open position. In this second operating state, the main air line (1) is not vented to the atmosphere via the brake valve (2), but is replenished from the reservoir (11) via the release valve. This increases the pressure in the main air line (1) compared to a previous pressure level, enabling the main air line (1) to be filled or the brake to be released, for example, after a previous pressure drop or braking action.

[0037] In a third operating state, the current or control voltage of the electrical transmission element (4) is interrupted by actuating one of the conductor interrupting devices (471, 472, 473), regardless of the position of the switching device (46). Thus, both the brake valve (2) and the release valve (3) are de-energized; the brake valve (2) is therefore in the open position and the release valve (3) in the closed position. In such a third operating state, the main air line (1) is vented to the atmosphere via the brake valve (2) without replenishment from the reservoir air (11). This reduces the pressure in the main air line (1) compared to a previous pressure level, enabling the vehicle to brake. To refill an emptied main air line (1), a voltage with a second polarity (i.e., polarity) is applied by the brake control unit (not shown in Figures 1 and 2).The switching device (46) is in its second switching position and is connected to the two conductors (41, 42) of the electrical transmission device (4), so that the blocking diodes (D2, D3, D4) have no blocking effect. The release valve (3) is thus energized and in the open position; the brake valve (2) is energized and in the closed position. The first two switching contacts (51, 52) of the first pressure switch (5) are open when the main air line (1) is still empty or only partially filled. The third switching contact (53) of the first pressure switch (5) and the switching contact (61) of the second pressure switch (6) are closed when the main air line (1) is still empty or only partially filled, and the relay (7) is thus energized. The relay (7) has three switching contacts (71, 72, 73) which are closed when the relay (7) is energized.Two of these switching contacts (71, 72) electrically bridge the second conductor (42), which is interrupted by the switching contacts (51, 52) of the first pressure switch (5), and thus the relays in the vehicles following in the train consist are also energized in an analogous manner. The brake valve (2) is thereby energized via the rectifier circuit (45) and is in the closed position. In this way, the main air line (1) at the brake valve (2) is sealed from the environment and can be filled both via a driver's brake valve located on the leading vehicle (not shown in Figure 1) and additionally via the open release valve (3) from the reservoir air (11). As soon as the pressure in the main air line (1) exceeds the lower switching point or the switching pressure of the second pressure switch (6), the switching contact (61) of the second pressure switch (6) is opened.This opening is initially bridged by the still-closed third switching contact (73) of the relay (7), allowing the main air line (1) to continue filling as described above. As soon as the pressure in the main air line (1) exceeds the upper switching point or the switching pressure of the first pressure switch (5), the first two switching contacts (51, 52) of the first pressure switch (5) are closed, thus also closing the open circuit of the second wire (42). Simultaneously, the third switching contact (53) of the first pressure switch (5) is opened, thereby de-energizing the relay (7) and opening its switching contacts (71, 72, 73). The pressure in the main air line (1) has now reached a "service brake pressure range" above the so-called "full brake pressure," i.e., it is within a pressure range intended for the proper operation of the vehicle (B) or the train consist.

[0038] In the event of a rupture of the connecting hose (not shown in Figures 1 and 2) that connects the main air line (1) of the guided vehicle (B) to the main air line of the leading vehicle (A), a nearly instantaneous pressure drop occurs in the section of the train's main air line trailing the point of separation, i.e., also in the main air line (1) of the guided vehicle (B). When the pressure in the main air line (1) drops below the aforementioned "full brake pressure," the first pressure switch (5) closest to the point of separation opens the second conductor (42) of the transmission medium (4) by means of its two first switching contacts (51, 52) and closes the third switching contact (53) to energize the relay (7).Due to the aforementioned separation of the second conductor (42) of the transmission element (4), the electrical transmission elements of all other vehicles in the train consist following the driven vehicle (B) are also immediately de-energized, and their brake valves respond simultaneously and immediately. However, since the electrical transmission elements of the vehicles preceding the separation point in the train consist are still energized at this time, their brake valves are still closed, so that the portion of the main air line preceding the separation point is initially only vented through the separation point of the broken connecting hose.Nevertheless, a pressure drop propagates from this separation point in the main air line towards the leading vehicle (A) of the train consist, so that the first pressure switches of the vehicles preceding the separation point are successively triggered by the pressure falling below the upper switching point. This leads to additional venting of the main air line in the preceding vehicles through their brake valves, which are then de-energized or open. As long as the pressure in the main air line (1) does not fall below the lower switching point or switching pressure of the second pressure switch (6), its switching contact (61) remains open and the relay (7) remains de-energized. Even with a release command applied, the interruption of the second conductor (42) of the electrical transmission medium (4) cannot be bridged by closing the relay contacts (71, 72), and the brake valve (2) remains de-energized or in the open position.Assuming that the main air line is intact again, i.e., continuous at the point of separation, energizing and thus closing the brake valve (2) is only possible after the lower switching point or the switching pressure of the second pressure switch (6) has been undercut.

[0039] Reference symbol list:

[0040] 1 Main air duct

[0041] 11 air reservoirs

[0042] 12 shut-off valve

[0043] 13 Control valve

[0044] 14 vent openings in the surrounding area

[0045] 2 brake valve

[0046] 3 Release valve

[0047] 4 electrical transmission equipment

[0048] 41 first conductor of the electrical transmission medium (4)

[0049] 42 second conductor of the electrical transmission medium (4)

[0050] 43 DC voltage source for generating the control voltage

[0051] 44 third electrical connection between first conductor (41) and second conductor (42)

[0052] 45 Rectifier circuit

[0053] 46 Switching devices for polarity reversal of the control voltage

[0054] 471 Interrupting device for service, full and emergency braking; controllable by brake control

[0055] 472 Conductor interrupting device, controllable by train protection system

[0056] 473 Circuit breaker for emergency braking

[0057] 48 electrical coupling device

[0058] 5 first pressure switch

[0059] 51, 52, 53 Switching contacts of the first pressure switch (5)

[0060] 6 second pressure switch

[0061] 61 Switching contact of the second pressure switch (6)

[0062] 7 relays for switching an electrical jumper

[0063] 71, 72, 73 Switching contacts of the relay (7)

[0064] D2 ... D4 Blocking diodes

[0065] T1, T2 first / second push button for brake test

[0066] A leading vehicle of the train consist

[0067] B-led vehicle of the train formation

Claims

Patent claims 1. Electropneumatic braking device of a guided vehicle (B) that can be coupled into a train consist with at least one leading vehicle (A), comprising a main air line (1) that can be coupled air-through between adjacent vehicles of the train consist and that controls the compressed air brakes of the vehicles of the train consist, the pressure of which can be influenced in each guided vehicle (B) by means of at least one electrically switchable brake valve (2) and at least one electrically switchable release valve (3), characterized in that ■ the braking device further comprises an electrical transmission means (4) comprising at least one first conductor (41) and a second conductor (42) for supplying current to the at least one electrically controllable brake valve (2) and the at least one electrically controllable release valve (3) by means of a control voltage, wherein both conductors (41, 42) can be electrically coupled between adjacent vehicles of the train consist, ■ wherein each brake valve (2) is designed to close when a control voltage is applied and each release valve (3) is designed to open when a control voltage is applied, ■ wherein the at least one brake valve (2) and the at least one release valve (3) are connected in parallel to each other in the electrical transmission means (4), ■ and wherein each brake valve (2) is connected in the electrical transmission means (4) independently of the direction of flow and each release valve (3) is connected in the direction of flow depending on the direction of flow.

2. Electropneumatic braking device according to claim 1, characterized in that the braking device comprises a first pressure switch (5) which can be actuated by means of the pressure in the main air line (1) and which is designed to interrupt the second conductor (42) of the electrical transmission means (4) as soon as the pressure in the main air line (1) falls below a first switching pressure below the pressure value set during a full braking of the train consist.

3. Electropneumatic braking device according to claim 2, characterized in that the braking device comprises a second pressure switch (6) which can be actuated by means of the pressure in the main air line (1) and which is configured to energize an electrically controllable relay (7) for switching an electrical bridging or interruption of the second conductor (42) of the electrical transmission means (4) and for energizing the at least one brake valve (2) as long as the pressure in the main air line (1) is below the switching pressure of the first pressure switch.

4. Electropneumatic braking device according to claim 3, characterized in that the second pressure switch (6) is configured to switch a third current-direction-dependent electrical connection (44) in the electrical transmission means (4) in parallel to the at least one brake valve (2) and release valve (3) for the purpose of energizing the relay (7).

5. Electropneumatic braking device according to claim 4, characterized in that the first pressure switch (5) is additionally configured to open the third electrical connection (44) which energizes the relay (7).

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