Emergency braking valve assembly for railway vehicle and emergency braking system including same

Abstract

Disclosed are an emergency braking valve assembly for a railway vehicle and an emergency braking system including same. The emergency braking system may comprise: a braking device that performs braking by receiving high-pressure air stored in an auxiliary reservoir; and a braking valve configured to release the braking device by fluidically connecting the braking device to an exhaust port on the basis of receiving high-pressure air from a line pressure line, and supply the braking device with the air stored in the auxiliary reservoir on the basis of the line pressure line being fluidically connected to the exhaust port. The emergency braking valve assembly can perform emergency braking by connecting the line pressure line to the exhaust port when an impact greater than or equal to a target impact is applied.

Description

Emergency brake valve assembly for railway vehicles and emergency brake system including the same

[0001] The present invention relates to an emergency brake valve assembly for a railway vehicle and an emergency brake system including the same, and more particularly, to an emergency brake valve assembly for a railway vehicle and an emergency brake system including the same, which can detect derailment using an impact when a freight car to which electricity is not supplied derails and perform emergency braking.

[0002] While train derailments are rare, when they do occur, they can result in serious casualties and significant property damage. Furthermore, a derailment can render the affected track unusable, significantly disrupting overall rail operations. Therefore, preventing train derailments is paramount.

[0003] However, since it is impossible to completely prevent derailment of a railway vehicle, once a derailment occurs, it is necessary to automatically and urgently apply the brakes to minimize loss of life or property.

[0004] Especially in the case of freight trains that are operated in long formations, there are cases where the driver does not notice a derailment occurring in the freight train behind, and in this case, the derailment may continue to occur and the damage may be very large.

[0005] However, freight trains are generally not supplied with electricity, making it extremely difficult to detect derailments using electrical energy and sensors. Therefore, in the event of a freight train derailment, a method is needed that detects the derailment through impact and simultaneously applies emergency braking using the impact to minimize the damage that follows.

[0006] The information contained in this background section is intended to enhance understanding of the background of the invention and may include matters that are not prior art and are already known to those of ordinary skill in the art.

[0007] An embodiment of the present invention is to provide an emergency brake valve assembly for a railway vehicle capable of detecting derailment and applying emergency braking by using an impact when a freight car without electricity is derailed, and an emergency brake system including the same.

[0008] According to an embodiment of the present invention, an emergency brake valve assembly of an emergency brake system is disclosed. The emergency brake system may include a braking device that receives high-pressure air stored in an auxiliary reservoir to perform braking, and a braking valve configured to release the braking device by fluidly connecting the braking device to an exhaust based on receiving high-pressure air from a line pressure line, and to supply air stored in the auxiliary reservoir to the braking device based on the line pressure line being fluidly connected to the exhaust.

[0009] The above emergency brake valve assembly may include an impact detection unit configured to generate a vertical displacement greater than or equal to a target vertical displacement based on an impact greater than or equal to a target impact; a stopper control valve configured to generate a stopper control pressure based on receiving a vertical displacement greater than or equal to the target vertical displacement from the impact detection unit and to be fixed in an emergency brake position using the stopper control pressure to continue to generate the stopper control pressure; and an emergency brake valve configured to receive a stopper control pressure from the stopper control valve based on receiving a vertical displacement greater than or equal to the target vertical displacement from the impact detection unit and to be fixed in an emergency brake position and to connect a line pressure line to an exhaust at the emergency brake position.

[0010] The above emergency brake valve assembly further includes an emergency brake valve housing, and the impact detection unit, the stopper control valve, and the emergency brake valve can be arranged inside the emergency brake valve housing.

[0011] The above shock sensing unit may include a main mass that generates vertical displacement by impact; a common valve piston that moves vertically together with the main mass; at least one guide that is fixed to the emergency brake valve housing and guides the common valve piston in the vertical direction; at least one main valve spring that elastically supports the main mass in the vertical direction; and a common valve body that is configured to transmit a vertical displacement that is at least a target vertical displacement or more to the stopper control valve and the emergency brake valve based on the generated vertical displacement being at least a target vertical displacement or more.

[0012] The at least one guide includes first and second guides that are spaced apart from each other in the vertical direction and are fixed to the emergency brake valve housing, the common valve piston is guided to move in the vertical direction by penetrating the first and second guides, and the main mass is mounted on the common valve piston between the first and second guides so that the first and second guides can function as upper position limits and lower position limits, respectively.

[0013] A stopper control valve comprises a first valve housing including an upper surface, a lower surface, and a side surface connecting the upper surface and the lower surface; a control exhaust port formed on the side surface and always connected to exhaust; a control stopper port formed on the side surface below the control exhaust port and always connected to a stopper line; a control brake port formed on the side surface below the control stopper port and always connected to a line pressure line; a first stopper hole formed on the side surface below the control brake port; a stopper control piston including an upper surface connected to a common valve body and a lower surface extending from the upper surface into the interior of the first valve housing, the stopper control piston being vertically movable between an initial position and an emergency braking position in which the braking device implements braking by an impact greater than a target impact magnitude; first, second, and third stopper control lands sequentially mounted to the stopper control piston within the first valve housing and spaced apart from each other; And it includes a first stopper that is mounted corresponding to the first stopper hole and is movable into or out of the first valve housing by the stopper control pressure generated in the stopper line, and at the initial position, the first and second stopper control lands connect the control exhaust port and the control stopper port so as not to generate the stopper control pressure in the stopper line, and the third stopper control land is located between the control braking port and the first stopper hole, and at the emergency braking position, the first and second stopper control lands connect the control stopper port and the control braking port so as to generate the stopper control pressure in the stopper line, and the third stopper control land is located below the first stopper hole so that the upward movement can be restricted by the first stopper that has moved into the first valve housing by the stopper control pressure.

[0014] The stopper control valve may further include a first auxiliary valve spring disposed between the lower surface of the first valve housing and the third stopper control land to elastically support the stopper control piston.

[0015] The front end of the first stopper may be formed with a first inclined surface inclined inwardly and downwardly in a radial direction, so as to limit the upward movement of the third stopper control land without limiting its downward movement, and the rear end of the first stopper may be configured so that the stopper control pressure of the stopper line is applied.

[0016] The stopper control valve may further include a first stopper spring that applies an elastic force to the first stopper against the stopper control pressure between the first stopper and the first valve housing.

[0017] An emergency brake valve comprises a second valve housing including an upper surface, a lower surface, and a side surface connecting the upper surface and the lower surface; an emergency brake port formed on the side surface and always connected to a line pressure line; an emergency exhaust port formed on the side surface below the emergency brake port and always connected to the exhaust; a second stopper hole formed on the side surface below the emergency exhaust port; an emergency brake piston including an upper surface connected to a common valve body and a lower surface extending from the upper surface into the interior of the second valve housing, the emergency brake piston being vertically movable between the initial position and the emergency brake position; first, second, and third emergency brake lands sequentially mounted to the emergency brake piston within the second valve housing while being spaced apart from each other; And a second stopper is mounted corresponding to the second stopper hole and is movable into or out of the second valve housing by the stopper control pressure generated in the stopper line, and at the initial position, the first and second emergency braking lands separate the emergency braking port and the emergency exhaust port, and the third emergency braking land is located between the emergency exhaust port and the second stopper hole, and at the emergency braking position, the first and second emergency braking lands connect the emergency braking port and the emergency exhaust port to connect the line pressure line to the exhaust to implement braking by the braking device, and the third emergency braking land is located below the second stopper hole and the upward movement can be restricted by the second stopper moved into the second valve housing by the stopper control pressure.

[0018] The emergency brake valve may further include a second auxiliary valve spring disposed between the lower surface of the second valve housing and the third emergency brake land to elastically support the emergency brake piston.

[0019] The front end of the second stopper may be formed with a second inclined surface inclined inwardly and downwardly in a radial direction, so as to limit the upward movement of the third emergency braking land without limiting its downward movement, and the rear end of the second stopper may be configured so that a stopper control pressure of the stopper line is applied.

[0020] The emergency brake valve may further include a second stopper spring that applies an elastic force to the second stopper against the stopper control pressure between the second stopper and the second valve housing.

[0021] The above stopper control piston is further vertically movable to a brake release position where the brake is released, and at the brake release position, the first stopper control land connects the control exhaust port and the control stopper port to discharge the stopper control pressure of the stopper line to the exhaust, and the second stopper control land can push the first stopper out of the first valve housing.

[0022] The above emergency brake pipe can be moved further in the vertical direction to the brake release position, the first emergency brake land separates the emergency brake port and the emergency exhaust port to release the brake, and the second emergency brake land can push the second stopper outward from the second valve housing.

[0023] The above emergency brake valve assembly may further include a warning light configured to indicate that braking is being performed by the emergency brake valve assembly.

[0024] An emergency braking system for a railway vehicle according to another embodiment of the present invention may include: a compressor that intakes air, compresses it, and discharges the compressed high-pressure air; a main reservoir that receives and stores high-pressure air from the compressor; a line pressure line selectively connected to the main reservoir; a braking device that receives high-pressure air and implements braking; an auxiliary reservoir that selectively receives high-pressure air from the line pressure line, stores it, and supplies the stored high-pressure air to the braking device; an exhaust; a braking valve configured to connect the auxiliary reservoir to the line pressure line and the braking device based on the line pressure line being connected to the main reservoir, and to connect the auxiliary reservoir to the braking device based on the line pressure line being connected to the exhaust; and an emergency braking valve assembly according to an embodiment of the present invention.

[0025] The above emergency brake valve assembly can be connected to a line pressure line.

[0026] The above railway vehicle includes a plurality of vehicles that are detachably connected to each other, each vehicle including a line pressure line and an angle cock provided upstream or downstream of the line pressure line of the vehicle, and the line pressure line of one vehicle can be detachably connected to the line pressure line of an adjacent vehicle through the angle cock. The above emergency brake valve assembly can be detachably mounted upstream of the angle cock provided upstream of the line pressure line or downstream of the angle cock provided downstream of the line pressure line.

[0027] According to an embodiment of the present invention, when a railway vehicle derails, the impact can be used to automatically apply emergency braking, thereby minimizing damage caused by the derailment. In particular, the present invention can address the difficulty in detecting and applying emergency braking when a derailment occurs in a freight car without electricity.

[0028] In addition, the effects that can be obtained or expected from embodiments of the present invention will be disclosed directly or implicitly in the detailed description of the embodiments of the present invention. That is, the various effects expected according to embodiments of the present invention will be disclosed in the detailed description that follows.

[0029] Embodiments of the present disclosure may be better understood by reference to the following description taken in conjunction with the accompanying drawings in which like reference numerals designate identical or functionally similar elements.

[0030] FIG. 1 is a schematic diagram illustrating an emergency braking system for a railway vehicle according to an embodiment of the present invention.

[0031] Figure 2 is a schematic diagram showing the flow of air in the brake valve when the brake device is not operating.

[0032] Figure 3 is a schematic diagram showing the flow of air in the brake valve when the brake device is operating.

[0033] FIG. 4 is a perspective view of an emergency brake valve assembly for a railway vehicle according to an embodiment of the present invention.

[0034] FIG. 5 is a perspective view illustrating internal components of an emergency brake valve assembly for a railway vehicle according to an embodiment of the present invention.

[0035] Figure 6 is a cross-sectional view of an example emergency brake valve assembly in a normal state.

[0036] Figure 7 is a cross-sectional view of an example emergency brake valve assembly in a derailment condition.

[0037] Figure 8 is a cross-sectional view of another example of an emergency brake valve assembly in a derailment condition.

[0038] The drawings referenced above are not necessarily drawn to scale, but should be understood to present rather simplified representations of various preferred features that illustrate the fundamental principles of the present disclosure. For example, specific design features of the present disclosure, including specific dimensions, orientations, positions, and shapes, will be determined in part by the specific intended application and usage environment.

[0039] The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the present disclosure. As used herein, the singular forms "a," "an," and "the" are intended to include the plural forms as well, unless the context clearly dictates otherwise. It will also be understood that the terms "comprises" and / or "comprising," when used herein, specify the presence of stated features, integers, steps, operations, elements, and / or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and / or groups thereof. As used herein, the term "and / or" includes any one or all combinations of the associated listed items.

[0040] As used herein, the terms "vehicle" or "vehicle of" or other similar terms are understood to include passenger cars, buses, trucks, trams, and various commercial vehicles, including railway vehicles as well as sports utility vehicles (SUVs). In particular, the vehicle may refer to a vehicle having pneumatically operated braking systems.

[0041] Additionally, it is understood that one or more of the methods or aspects thereof below can be executed by at least one control unit (e.g., an electronic control unit (ECU)), controller, or control server. The terms "control unit," "controller," or "control server" may refer to a hardware device including a memory and a processor. The memory is configured to store program instructions, and the processor is specifically programmed to execute the program instructions to perform one or more processes described in more detail below. The control unit, controller, or control server may control the operation of units, modules, components, devices, or the like, as described herein. It is also understood that the methods below can be executed by a device including a control unit or controller in conjunction with one or more other components, as will be appreciated by those skilled in the art.

[0042] Additionally, the control unit, controller, or control server of the present disclosure may be implemented as a non-transitory computer-readable recording medium containing executable program instructions executed by a processor. Examples of computer-readable recording media include, but are not limited to, read-only memory (ROM), random-access memory (RAM), compact disc (CD) ROM, magnetic tapes, floppy disks, flash drives, smart cards, and optical data storage devices. The computer-readable recording medium may also be distributed throughout a computer network so that the program instructions are stored and executed in a distributed manner, such as, for example, on a telematics server or a Controller Area Network (CAN).

[0043]

[0044] Figure 1 is a schematic diagram illustrating an emergency braking system for a railway vehicle according to an embodiment of the present invention. The railway vehicle includes a plurality of vehicles that are detachably connected to each other.

[0045] As illustrated in FIG. 1, an emergency braking system (10) for a railway vehicle according to an embodiment of the present invention includes a compressor (20), a main reservoir (22), a manual valve (24), a line pressure line (70), an auxiliary reservoir (26), a braking valve (30), a braking device (50), and an emergency braking valve assembly (80).

[0046] The compressor (20) sucks in air, compresses it, and discharges the compressed air. The compressor (20) can operate only when an operation request is received or at all times while the railway vehicle is in operation.

[0047] The main reservoir (22) receives high-pressure air from the compressor (20) and temporarily stores the high-pressure air to ensure a stable supply of air pressure. The main reservoir (22) can selectively supply high-pressure air to the brake valve (30) according to the operation of the manual valve (24).

[0048] The manual valve (24) may be configured to supply high pressure air from the main reservoir (22) to the brake valve (30) or to discharge high pressure air supplied to the brake valve (30) to the atmosphere. Alternatively, the manual valve (24) may be configured to control the brake valve (30) to fluidly connect the auxiliary reservoir (26) to the brake device (50), or to control the brake valve (30) to fluidly connect the main reservoir (22) to the auxiliary reservoir (26) and discharge the braking pressure supplied to the brake device (50).

[0049] The line pressure line (70) can optionally fluidly connect the main reservoir (22) to the brake valve (30) or to the line pressure line (70) of another vehicle. Angle cocks (79) are provided upstream and downstream of the line pressure line (70), respectively, to connect or disconnect the line pressure line (70) of one vehicle with the line pressure line (70) of another adjacent vehicle, and to connect or disconnect the exhaust (78). In a normal state, the angle cock (79) fluidly connects the line pressure line (70) of the vehicle to the line pressure line (70) of the adjacent vehicle, whereas when the connection between the vehicles is disconnected or braking is required, the angle cock (79) can connect the line pressure line (70) of the vehicle to the exhaust (78). Here, the exhaust (78) generally means the atmosphere, but is not limited thereto, and may be any pressure sink.

[0050] The auxiliary reservoir (26) is optionally fluidly connected to the main reservoir (22) or the braking device (50). The auxiliary reservoir (26) is fluidly connected to the main reservoir (22) to receive high-pressure air from the main reservoir (22) and temporarily store it in order to stably supply high-pressure air to the braking device (50). In addition, the auxiliary reservoir (26) can be disconnected from the main reservoir (26) and fluidly connected to the braking device (50) to supply the high-pressure air temporarily stored therein to the braking device (50), thereby implementing braking.

[0051] The braking valve (30) may be configured to fluidly connect the auxiliary reservoir (26) to the braking device (50) or to fluidly connect the main reservoir (22) to the auxiliary reservoir (26) and to fluidly connect the braking device (50) to the exhaust (78) depending on the flow of high-pressure air in the line pressure line (70) or the operation of the manual valve (24).

[0052] The braking device (50) is configured to receive high-pressure air from the auxiliary reservoir (26) as braking pressure according to the operation of the braking valve (30) to brake the wheel (60) or to discharge high-pressure air inside the braking device (50) to the exhaust (78).

[0053] Hereinafter, the braking valve (30) and the braking device (50) will be described in more detail with reference to FIGS. 2 and 3.

[0054] Figure 2 is a schematic diagram showing the air flow in the brake valve when the brake device is not operating, and Figure 3 is a schematic diagram showing the air flow in the brake valve when the brake device is operating.

[0055] As shown in FIGS. 2 and 3, the brake valve (30) includes a brake valve housing (32) and a slide valve body (42).

[0056] The brake valve housing (32) includes a line pressure port (34), a supply pressure port (36), an operating pressure port (38), and an exhaust port (40). The line pressure port (34) is formed at one end of the brake valve housing (32) and fluidly connects the line pressure line (70) to one end inside the brake valve housing (32). The supply pressure port (36) is formed at the other end of the brake valve housing (32) and fluidly connected to the auxiliary reservoir (26) through the operating pressure line (72). The operating pressure port (38) is formed at the other end of the brake valve housing (32) and fluidly connected to the brake device (50) through the brake pressure line (74). The exhaust port (40) is formed at the middle portion of the brake valve housing (32) and fluidly connected to the exhaust (78) through the exhaust line (78). The brake valve housing (32) further includes a feed groove (48) formed on the inner circumferential surface of the central portion. The above feed home (48) selectively connects or blocks the line pressure port (34) and the supply pressure port (36) depending on the position of the slide valve body (42).

[0057] The slide valve body (42) is disposed within the brake valve housing (32) and moves between one side and the other side within the brake valve housing (32) according to the flow of high-pressure air within the line pressure line (70) or the operation of the manual valve (24). The slide valve body (42) includes a first land (44) and a second land (46). The outer diameters of the first and second lands (44, 46) are equal to or slightly smaller than the inner diameter of the brake valve housing (32), so that air cannot move between the outer diameters of the first and second lands (44, 46) and the inner diameter of the brake valve housing (32). However, if the first land (44) is at a position corresponding to the feed groove (48), air can move between both sides of the first land (44) through the feed groove (48).

[0058] When the slide valve body (42) moves between one side and the other side, the first land (44) can move between the feed groove (48) and the other side of the line pressure port (34). As shown in FIG. 2, when the line pressure line (70) supplies high-pressure air through the line pressure port (34) to push the slide valve body (42) to the other side so that the first land (44) is positioned at the feed groove (48), the line pressure port (34) is fluidly connected to the supply pressure port (36) through the feed groove (48), so that high-pressure air in the main reservoir (22) is supplied into the auxiliary reservoir (26) to fill the auxiliary reservoir (26). In this state, the first land (44) is positioned at one side of the exhaust port (40), and the second land (46) is positioned at the other side of the operating pressure port (38), so that the operating pressure port (38) and the exhaust port (40) are fluidly connected. Accordingly, the air supplied to the braking device (50) is discharged to the exhaust (78) through the braking pressure line (74), the operating pressure port (38), the exhaust port (40), and the exhaust line (76).

[0059] As illustrated in FIG. 3, when the line pressure line (70) is connected to the exhaust (78), the high-pressure air supplied to the brake valve (30) through the line pressure port (34) is discharged to the line pressure line (70). In this case, the slide valve body (42) is pushed to one side by the air in the auxiliary reservoir (26), so that the first land (44) is positioned on the other side of the line pressure port (34). At this time, the fluid connection between the line pressure port (34) and the supply pressure port (36) is cut off, and the supply pressure port (36) is fluidly connected to the operating pressure port (38). Therefore, the high-pressure air stored in the auxiliary reservoir (26) is supplied to the brake device (50) through the operating pressure line (72), the supply pressure port (36), the operating pressure port (38), and the brake pressure line (74), so that the brake device (50) brakes the wheel (60). In this state, the second land (46) is located between the operating pressure port (38) and the exhaust port (40), so that the fluid connection between the operating pressure port (38) and the exhaust port (40) is cut off.

[0060] When the slide valve body (42) moves between one side and the other side, the second land (46) can move between one side and the other side of the operating pressure port (38). As shown in FIG. 2, when the second land (46) is located on the other side of the operating pressure port (38), the operating pressure port (38) and the exhaust port (40) are fluidly connected so that the air supplied to the exhaust device (50) is discharged to the exhaust (78), and the supply pressure port (36) is fluidly connected to the line pressure port (34) so ​​that the high-pressure air of the main reservoir (22) is supplied to the auxiliary reservoir (26).

[0061] As illustrated in FIG. 3, when the second land (46) is located on one side of the operating pressure port (38), the operating pressure port (38) is fluidly disconnected from the exhaust port (40) and fluidly connected to the supply pressure port (36). Accordingly, high-pressure air from the auxiliary reservoir (26) is supplied to the braking device (50), and the braking device (50) brakes the wheel (60). In addition, air within one side of the braking valve (30) flows out to the line pressure line (70) through the line pressure port (34).

[0062] As shown in FIGS. 2 and 3, the braking device (50) includes a braking cylinder (52) and a braking piston (54). The braking cylinder (52) forms a braking chamber (56) between itself and the braking piston (54), and one surface of the braking cylinder (52) is fluidly connected to the operating pressure port (38) through a braking pressure line (74). The braking piston (54) is configured to move within the braking cylinder (52), and an operating rod (58) extends from the other surface of the braking piston (54) to the other side, penetrates the other surface of the braking cylinder (52), and extends to the vicinity of the wheel (60). A braking block (59) is provided at the other end of the operating rod (58), and the braking block (59) contacts the wheel (60) to implement braking or is released from the wheel (60) to release braking. The above braking device (50) further includes a braking spring (57) which is arranged between the other surface of the braking piston (54) and the other surface of the braking cylinder (52) and applies an elastic force to the braking piston (54) against the braking force by the high-pressure air supplied to the braking chamber (56).

[0063] As illustrated in FIG. 2, when the line pressure line (70) supplies high-pressure air through the line pressure port (34) so ​​that the slide valve body (42) is pushed to the other side and the slide valve body (42) is positioned on the other side within the brake valve housing (32), the operating pressure port (38) is connected to the exhaust port (40), so that the air supplied to the brake chamber (56) is discharged to the exhaust (78), and the brake piston (54) moves to one side by the elastic force of the brake spring (57). The operating rod (58) connected to the brake piston (54) also moves to one side, and the brake block (59) is separated from the wheel (60). Accordingly, the brake of the wheel (60) is released.

[0064] As illustrated in FIG. 3, when the line pressure line (70) is connected to the exhaust (78), the high-pressure air supplied to the brake valve (30) through the line pressure port (34) is discharged to the line pressure line (70), and the slide valve body (42) is pushed to one side by the air in the auxiliary reservoir (26), so that the slide valve body (42) is positioned on one side in the brake valve housing (32). In this case, the operating pressure port (38) is connected to the supply pressure port (36), so that the air in the auxiliary reservoir (26) is supplied to the brake chamber (56) to operate as braking force, and the braking force overcomes the elastic force of the braking spring (57) and moves the braking piston (54) to the other side so that the braking block (59) comes into contact with the wheel (60). Accordingly, braking of the wheel (60) is implemented.

[0065] Referring back to FIG. 1, the emergency brake valve assembly (80) is arranged on the line pressure line (70) and is configured to connect the line pressure line (70) to the exhaust (78) to implement emergency braking when a large impact, such as a train derailment, occurs. The mounting location of the emergency brake valve assembly (80) is not particularly limited as long as it is mounted on the line pressure line (70). In one example, the emergency brake valve assembly (80) may be arranged on the line pressure line (70) upstream or downstream of the angle cock (79). By arranging the emergency brake valve assembly (80) on the line pressure line (70) upstream or downstream of the angle cock (79), it is possible to choose whether or not to mount the emergency brake valve assembly (80) without affecting the pneumatic circuit of the train. That is, when connecting a vehicle to a locomotive, it is decided whether to use an emergency brake valve assembly (80) or not, and if it is decided to use an emergency brake valve assembly (80), the emergency brake valve assembly (80) can be installed by mounting a T-shaped distributor on the line pressure line (70) upstream or downstream of the angle cock (89).

[0066] Hereinafter, with reference to FIGS. 4 to 7, the emergency brake valve assembly (80) according to an embodiment of the present invention will be described in more detail.

[0067] FIG. 4 is a perspective view of an emergency brake valve assembly for a railway vehicle according to an embodiment of the present invention, FIG. 5 is a perspective view illustrating internal components of an emergency brake valve assembly for a railway vehicle according to an embodiment of the present invention, FIG. 6 is a cross-sectional view of an example of an emergency brake valve assembly in a normal state, and FIG. 7 is a cross-sectional view of an example of an emergency brake valve assembly in a derailment state.

[0068] As illustrated in FIGS. 4 to 7, the emergency brake valve assembly (80) includes an emergency brake valve housing (82), an impact sensor, a stopper control valve (100), and an emergency brake valve (130).

[0069] The emergency brake valve housing (82) defines the appearance of the emergency brake valve assembly (80) and generally has a hollow oval cylinder shape. The upper and lower surfaces of the emergency brake valve housing (82) are open, and an upper cover (84) is coupled to the upper surface of the emergency brake valve housing (82), and a lower cover (86) is coupled to the lower surface of the emergency brake valve housing (82). An upper cover support plate (85) is provided at the center of the upper cover (84), and a lower cover support plate (87) is provided at the center of the lower cover (86). The upper cover (84), the upper cover support plate (85), the lower cover (86), and the lower cover support plate (87) are provided separately from the emergency brake valve housing (82) for assembling the emergency brake valve assembly (80), and are not essential components. That is, as needed, at least one of the upper cover (84) and the lower cover (86) may be formed integrally with the emergency brake valve housing (82), the upper cover support plate (85) may be formed integrally with the upper cover (84), or the lower cover support plate (87) may be formed integrally with the lower cover (86).

[0070] The shock detection unit is configured to mechanically detect a large shock generated in a vehicle due to a cause such as a derailment. The shock detection unit includes a mass that generates vertical displacement due to the shock, a common valve piston (90) that moves vertically together with the mass, at least one guide (94, 95) for guiding the mass in the vertical direction, at least one main valve spring (96) that elastically supports the mass in the vertical direction, and a common valve body (88) that transmits the generated vertical displacement to a stopper control valve (100) and an emergency brake valve (130).

[0071] In one example, the mass includes a main mass (92) and two auxiliary masses (89). The main mass (92) is mounted on a common valve piston (90) and moves up and down together with the common valve piston (90). In addition, the two auxiliary masses (89) are mounted on the common valve body (88) and move up and down together with the common valve body (88). When a vertical impact occurs while the railway vehicle is running, the main mass (92) and the two auxiliary masses (89) move up and down due to the impact. The vertical displacement of the masses can indicate the magnitude of the impact. Whether or not to use the auxiliary masses (89) and the number thereof can be appropriately set by those skilled in the art based on the mass of the main mass, the mass of one auxiliary mass (89), the elastic coefficient of the main valve spring (96), the target vertical displacement according to the magnitude of the target impact, etc.

[0072] A common valve piston (90) is connected to a main mass (92) and is vertically movable together with the main mass (92). The common valve piston (90) is guided to move in the vertical direction by at least one guide (94, 95) and is elastically supported in the vertical direction by at least one main valve spring (96). In one example, the common valve piston (90) may be guided by first and second guides (94, 95) that are arranged to be spaced apart from each other in the vertical direction and elastically supported by two main valve springs (96) arranged at the upper and lower ends of the common valve piston (90).

[0073] The at least one guide (94, 95) is fixed to the emergency brake valve housing (82), and each of the at least one guide (94, 95) includes a guide hole extending vertically, such that the common valve piston (90) is guided to move in the vertical direction by passing through the guide hole. In one example, the at least one guide (94, 95) includes first and second guides (94, 95), the first guide (94) being positioned relatively upward and the second guide (95) being positioned relatively downward. The guide hole of the first guide (94) and the guide hole of the second guide (95) are aligned with each other in the vertical direction, such that the common valve piston (90) simultaneously passes through the guide holes and is guided to move in the vertical direction. A main mass (92) is mounted on the common valve piston (90) between the first and second guides (94, 95), and the size (e.g., diameter or length of one side) of the main mass (92) is larger than the diameters of the guide holes. Accordingly, each of the first and second guides (94, 95) functions as an upper position limit and a lower position limit of the main mass (92). That is, the main mass (92) is vertically movable between the first and second guides (94, 95). For example, the main mass (92) can vertically move between an initial position in contact with or close to the first guide (94), and a brake release position in contact with or close to the second guide (95). In addition, the main mass (92) can be fixed at an emergency brake position between the first and second guides (94, 95).

[0074] At least one main valve spring (96) elastically supports the common valve spring (90) in the vertical direction. The at least one main valve spring (96) is used to set a target vertical displacement according to the size of a target impact. That is, the elastic coefficient of the at least one main valve spring (96) can be adjusted so that the target vertical displacement occurs when an impact greater than the size of the target impact is applied. Here, the size of the target impact corresponds to the size of the impact that may indicate the occurrence of an event requiring emergency braking, such as a derailment, and the target vertical displacement corresponds to a displacement that enables the emergency brake valve assembly (80) to brake the railway vehicle. Therefore, the at least one main valve spring (96) can cause the emergency brake valve assembly (80) to operate only when a large impact, such as a derailment, occurs. In one example, two main valve springs (96) are provided, one main valve spring (96) being mounted between the lower end of the common valve piston (90) and the lower cover support plate (87), and the other main valve spring (96) being mounted between the common valve body (88) connected to the upper end of the common valve piston (90) and the upper cover support plate (85).

[0075] The common valve body (88) is connected to the common valve piston (90) and can move up and down together with the common valve piston (90). The stopper control piston (101) of the stopper control valve (100) and the emergency brake piston (131) of the emergency brake valve (130) are connected to the common valve body (88), so that the stopper control piston (101) and the emergency brake piston (131) can move up and down together with the common valve body (88). That is, the common valve body (88) receives the vertical displacement generated in the main mass (92) from the common valve piston (90) and transfers the generated vertical displacement to the stopper control valve (100) and the emergency brake valve (130). In one example, the common valve body (88) is connected to the upper end of the common valve piston (90). However, the position of the common valve body (88) is not limited thereto. For example, the common valve body (88) may be connected to the lower end of the common valve piston (90).

[0076] The stopper control valve (100) is located on one side of the emergency brake valve housing (82), receives vertical displacement from the common valve body (88), and is configured to generate a stopper control pressure based on a vertical displacement greater than or equal to a target vertical displacement to operate the first stopper (122) of the stopper control valve (100) and operate the second stopper (152) of the emergency brake valve (130). When the first stopper (122) operates, the stopper control valve (100) is fixed in a state of generating the stopper control pressure, whereby the first and second stoppers (122, 152) continue to operate. In addition, when the second stopper (122) operates, the emergency brake valve (130) is fixed in a state in which the braking device (50) brakes the wheel (60) by connecting the line pressure line (70) to the exhaust (78). The above stopper control valve (100) includes a first valve housing (102), a stopper control piston (101), first, second, and third stopper control lands (114, 116, 118), a first auxiliary valve spring (120), and a first stopper (122).

[0077] The first valve housing (102) defines the appearance of the stopper control valve (100), and is generally formed in a cylindrical shape with an upper surface and a lower surface opened. The first upper housing cover (104) is coupled to the opened upper surface, and the first lower housing cover (106) is coupled to the opened lower surface. The first upper housing cover (104) and the first lower housing cover (106) are provided separately from the first valve housing (102) for assembling the stopper control valve (100), and are not essential components. That is, if necessary, at least one of the first upper housing cover (104) and the first lower housing cover (106) may be formed integrally with the first valve housing (102).

[0078] The first valve housing (102) includes a control exhaust port (108), a control stopper port (110), a control braking port (112), and a first stopper hole (113) formed on a side surface. The control exhaust port (108), the control stopper port (110), the control braking port (112), and the first stopper hole (113) are formed sequentially from the top to the bottom and are spaced apart from each other. The control exhaust port (108) is always connected to the exhaust (78), the control stopper port (110) is always connected to the stopper line (158), the control brake port (112) is always connected to the line pressure line (70), and the first stopper hole (113) is provided so that the first stopper (122) can move into or out of the first valve housing (102) through the first stopper hole (113).

[0079] The stopper control piston (101) is connected at the upper end to one side of the common valve body (88) so that the stopper control piston (101) can move up and down together with the common valve body (88). The stopper control piston (101) has a lower end that extends through the first upper housing cover (104) into the interior of the first valve housing (102) and is positioned at a set distance from the first lower housing cover (106).

[0080] The first, second, and third stopper control lands (114, 116, 118) are sequentially mounted from top to bottom on the stopper control piston (101) within the first valve housing (102) and spaced apart from each other. The outer diameters of the first, second, and third stopper control lands (114, 116, 118) are equal to or slightly smaller than the inner diameter of the first valve housing (102), so that air cannot move between the outer diameters of the first, second, and third stopper control lands (114, 116, 118) and the inner diameter of the first valve housing (102).

[0081] As shown in FIG. 6, in the initial position, the first stopper control land (114) is located above the control exhaust port (108), the second stopper control land (116) is located between the control stopper port (110) and the control braking port (112) to connect the stopper line (158) to the exhaust (78), and the third stopper control land (118) is located between the control braking port (112) and the first stopper hole (113). Therefore, since the stopper line (158) is connected to the exhaust (78), the stopper control pressure is not generated. In addition, since the stopper control pressure is not applied to the first stopper (122), the first stopper (122) is located outside the first valve housing (102) and does not impede the vertical movement of the stopper control piston (101).

[0082] As shown in FIG. 7, in the emergency braking position, the first stopper control land (114) is located between the control exhaust port (108) and the control stopper port (110), the second stopper control land (116) is located between the control braking port (112) and the first stopper hole (113) to connect the stopper line (158) to the line pressure line (70), and the third stopper control land (118) is located below the first stopper hole (113). When the stopper line (158) is connected to the line pressure line (70), high-pressure air of the line pressure line (70) is supplied to the stopper line (158) to generate a stopper control pressure, and the stopper control pressure acts on the first stopper (122) to push the first stopper into the first valve housing (102). In this case, even if the shock weakens or disappears and the stopper control piston (101) tries to move upward, the third stopper control land (118) is caught by the first stopper (122) and the upward movement is restricted. Therefore, the stopper control piston (101) is fixed in the emergency braking position.

[0083] When an accident such as a derailment that occurred in a railway vehicle is resolved and the railway vehicle is to be operated normally, the user separates the upper cover (84) from the emergency brake valve housing (82) and presses the upper cover support plate (85) or the common valve body (88) downward to the brake release position. In the brake release position, the first stopper control land (114) is located between the control stopper port (110) and the control exhaust port (112) to connect the stopper line (158) to the exhaust (78), and the second stopper control land (116) can be located at a position corresponding to the first stopper hole (113) or below the first stopper hole (113). Since the stopper line (158) is connected to the exhaust (78), no stopper control pressure is generated. In addition, the second stopper control land (116) that moves downward without the stopper control pressure being applied to the first stopper (122) pushes the first stopper (122) outward from the first valve housing (102). In this state, when the force that was pressing the upper cover support plate (85) or the common valve body (88) downward disappears, the stopper control piston (101) moves upward to the initial position without any obstruction.

[0084] The first auxiliary valve spring (120) is arranged between the third stopper control land (118) and the first lower housing cover (106) to elastically support the third stopper control land (118), particularly the stopper control piston (101). Accordingly, the first auxiliary valve spring (120) applies an upward elastic force to the third stopper control land (118).

[0085] The first stopper (122) is mounted corresponding to the first stopper hole (113) and can move between the inside and the outside of the first valve housing (102) through the first stopper hole (113). A first inclined surface (124) that is inclined radially inward and downward is formed at the front end of the first stopper (122), so that the upward movement of the third stopper control land (118) can be restricted without restricting the downward movement of the third stopper control land (118).

[0086] The stopper control pressure of the stopper line (158) can be applied to the rear end of the first stopper (122). When the stopper control pressure is applied to the rear end of the first stopper (122), the first stopper (122) is pushed into the inside of the first valve housing (101). In addition, a first stopper spring (126) is provided between the first stopper (122) and the first valve housing (102) to apply an elastic force to the first stopper (122) against the stopper control pressure. When the stopper control pressure is not applied to the rear end of the first stopper (122), the first stopper spring (126) applies an elastic force to push the first stopper (122) out of the first valve housing (102).

[0087] The emergency brake valve (130) is located on the other side of the emergency brake valve housing (82), receives vertical displacement from the common valve body (88), and is configured to operate the second stopper (152) of the emergency brake valve (130) using the stopper control pressure generated from the stopper control valve (100). When the second stopper (152) operates, the emergency brake valve (130) is fixed in an emergency brake position that implements braking by connecting the line pressure line (70) to the exhaust (78). The emergency brake valve (130) includes a second valve housing (132), an emergency brake piston (131), first, second, and third emergency brake lands (144, 146, 148), a second auxiliary valve spring (150), and a second stopper (152).

[0088] The second valve housing (132) defines the appearance of the emergency brake valve (130), and is generally formed in a cylindrical shape with an upper surface and a lower surface opened. A second upper housing cover (134) is coupled to the opened upper surface, and a second lower housing cover (136) is coupled to the opened lower surface. The second upper housing cover (134) and the second lower housing cover (136) are provided separately from the second valve housing (132) for assembling the emergency brake valve (130), and are not essential components. That is, if necessary, at least one of the second upper housing cover (134) and the second lower housing cover (136) may be formed integrally with the second valve housing (132).

[0089] The second valve housing (132) includes an emergency braking port (138), an emergency exhaust port (140), and a second stopper hole (142) formed on the side. The emergency braking port (138), the emergency exhaust port (140), and the second stopper hole (142) are formed sequentially from the top to the bottom and are spaced apart from each other. The emergency braking port (138) is always connected to the line pressure line (70), the emergency exhaust port (140) is always connected to the exhaust (78), and the second stopper hole (142) is provided with a second stopper (152) that can move into or out of the second valve housing (132) through the second stopper hole (142).

[0090] The emergency braking piston (131) is connected at the upper end to the other side of the common valve body (88) so that the emergency braking piston (131) can move up and down together with the common valve body (88). The emergency braking piston (131) has a lower end that extends through the second upper housing cover (134) into the interior of the second valve housing (132) and is positioned at a set distance from the second lower housing cover (136).

[0091] The first, second, and third emergency braking lands (144, 146, 148) are sequentially mounted from top to bottom on the emergency braking piston (131) within the second valve housing (132) and spaced apart from each other. The outer diameters of the first, second, and third emergency braking lands (144, 146, 148) are equal to or slightly smaller than the inner diameter of the second valve housing (132), so that air cannot move between the outer diameters of the first, second, and third emergency braking lands (134, 136, 138) and the inner diameter of the second valve housing (132).

[0092] As shown in FIG. 6, in the initial position, the first emergency braking land (144) is located above the emergency braking port (138), the second emergency braking land (146) is located between the emergency braking port (138) and the emergency exhaust port (140), and the third emergency braking land (148) is located between the emergency exhaust port (140) and the second stopper hole (142). Since no stopper control pressure is applied to the second stopper (152), the second stopper (152) is located outside the second valve housing (132) and does not impede the vertical movement of the emergency braking piston (131). In addition, since the line pressure line (70) is not connected to the exhaust (78), high-pressure air in the line pressure line (70) is supplied to the auxiliary reservoir (26) through the braking valve (30).

[0093] As shown in FIG. 7, in the emergency braking position, the first emergency braking land (144) is located above the emergency braking port (138), the second emergency braking land (146) is located between the emergency exhaust port (140) and the second stopper hole (142), so that the line pressure line (170) is connected to the exhaust (78), and the third stopper control land (148) is located below the second stopper hole (142). When the line pressure line (170) is connected to the exhaust (78), the high-pressure air supplied to the braking valve (30) through the line pressure port (34) is discharged to the line pressure line (70), and the slide valve body (42) is pushed to one side by the air in the auxiliary reservoir (26), so that the slide valve body (42) is located on one side within the braking valve housing (32). In this case, the operating pressure port (38) is connected to the supply pressure port (36), so that the air in the auxiliary reservoir (26) is supplied to the braking chamber (56) to act as braking force, and the braking force overcomes the elastic force of the braking spring (57) and moves the braking piston (54) to the other side so that the braking block (59) comes into contact with the wheel (60). Accordingly, emergency braking is implemented.

[0094] In addition, the stopper control pressure generated from the stopper control valve (100) acts on the second stopper (152) to push the second stopper (152) into the second valve housing (132). In this case, even if the impact weakens or disappears and the emergency brake piston (131) tries to move upward, the third emergency brake land (148) is caught by the second stopper (152) and the upward movement is restricted. Therefore, the emergency brake piston (131) is fixed in the emergency brake position.

[0095] When an accident such as a derailment that occurred in a railway vehicle is resolved and the railway vehicle is to be operated normally, the user separates the upper cover (84) from the emergency brake valve housing (82) and presses the upper cover support plate (85) or the common valve body (88) downward to the brake release position. In the brake release position, the first emergency brake land (144) is located between the emergency brake port (138) and the emergency exhaust port (140) to separate the line pressure line (170) from the exhaust (78), and the second emergency brake land (146) may be located at a position corresponding to the second stopper hole (142) or below the second stopper hole (142). Since the stopper control valve (100) does not generate stopper control pressure, no stopper control pressure is applied to the second stopper (152), and the second emergency braking land (146) moving downward pushes the second stopper (152) outward from the second valve housing (132). In this state, when the force that was pressing the upper cover support plate (85) or the common valve body (88) downward disappears, the emergency braking piston (131) moves upward to the initial position without being obstructed.

[0096] The second auxiliary valve spring (150) is arranged between the third emergency braking land (148) and the second lower housing cover (136) to elastically support the third emergency braking land (148), particularly the emergency braking piston (131). Accordingly, the second auxiliary valve spring (150) applies an upward elastic force to the third emergency braking land (148).

[0097] The second stopper (152) is mounted corresponding to the second stopper hole (142) and can move between the inside and the outside of the second valve housing (132) through the second stopper hole (142). A second inclined surface (154) that is inclined radially inward and downward is formed at the front end of the second stopper (152), so that the upward movement of the third emergency braking land (148) can be restricted without restricting the downward movement of the third emergency braking land (148).

[0098] The stopper control pressure of the stopper line (158) can be applied to the rear end of the second stopper (152). When the stopper control pressure is applied to the rear end of the second stopper (152), the second stopper (152) is pushed into the inside of the second valve housing (131). In addition, a second stopper spring (156) is provided between the second stopper (152) and the second valve housing (132) to apply an elastic force to the second stopper (152) against the stopper control pressure. When the stopper control pressure is not applied to the rear end of the second stopper (152), the second stopper spring (156) applies an elastic force to push the second stopper (152) out of the second valve housing (132).

[0099] The above-described emergency brake valve assembly (80) may further include a warning light (170). The warning light (170) may illuminate when emergency braking is performed, thereby notifying the user that emergency braking has been performed. For example, the warning light (170) may be designed to illuminate based on the operation of the first stopper (122) or the second stopper (152).

[0100] According to an embodiment of the present invention, when an impact greater than the target impact size is applied to a railway vehicle, the impact detection unit generates a vertical displacement greater than the target vertical displacement and transmits the vertical displacement to the stopper control valve (100) and the emergency brake valve (130), and the stopper control valve (100) generates a stopper control pressure by connecting the line pressure line (70) to the stopper line (158), and applies the stopper control pressure to the first and second stoppers (122, 152) to fix the stopper control piston (101) and the emergency brake piston (131) to the emergency brake position. In this case, the emergency brake valve (130) can implement braking through the braking valve (30) and the braking device (50) by connecting the line pressure line (70) to the exhaust (78).

[0101] Meanwhile, according to an embodiment of the present invention, the size of the target impact, which can be considered as a derailment, and the target vertical displacement for executing emergency braking can be appropriately set by the designer. That is, the target vertical displacement according to the size of the target impact can be appropriately set by adjusting the total mass of the main mass (92) and at least one auxiliary mass (89), the total elastic coefficient of the main valve spring (96) and the first and second auxiliary valve springs (120, 150), etc.

[0102] Figure 8 is a cross-sectional view of another example of an emergency brake valve assembly in a derailment condition.

[0103] Another example of an emergency brake valve assembly (80) is identical to the example of an emergency brake valve assembly (80) except for the stopper control piston (101) and the emergency brake piston (131). Accordingly, only the stopper control piston (101) and the emergency brake piston (131) will be described in detail.

[0104] The stopper control piston (101) includes a first stopper control piston (161) and a second stopper control piston (162), and the emergency brake piston (131) includes a first emergency brake piston (163) and a second emergency brake piston (164). The first stopper control piston (161) is connected to one side of the common valve body (88), and the second stopper control piston (162) is aligned vertically with the first stopper control piston (161) and may be arranged to be spaced apart from the bottom of the first stopper control piston (161) in the initial state. Similarly, the first emergency braking piston (163) is connected to the other side of the common valve body (88), and the second emergency braking piston (164) is aligned vertically with the first emergency braking piston (163) and may be arranged to be spaced apart from the bottom of the first emergency braking piston (163) in the initial state. In this way, if the stopper control piston (101) and the emergency brake piston (131) are configured with the first and second stopper control pistons (161, 162) and the first and second emergency brake pistons (163, 164) spaced apart from each other, when an impact below a set size is applied, the components within the stopper control valve (100) and the emergency brake valve (130) do not move in the vertical direction despite the vertical movement of the impact detection unit. Therefore, wear of the components within the stopper control valve (100) and the emergency brake valve (130) can be reduced, thereby improving durability.

[0105]

[0106] Although the preferred embodiments of the present invention have been described above, the present invention is not limited to the above embodiments, and includes all changes that can be easily modified and deemed equivalent by a person having ordinary skill in the art to which the invention pertains from the embodiments of the present invention.

Claims

1. An emergency brake valve assembly of an emergency brake system, comprising a brake device that implements braking by receiving high-pressure air stored in an auxiliary reservoir, and a brake valve configured to release the brake device by fluidly connecting the brake device to an exhaust based on receiving high-pressure air from a line pressure line, and to supply air stored in the auxiliary reservoir to the brake device based on the line pressure line being fluidly connected to the exhaust. An impact detection unit configured to generate a vertical displacement greater than a target vertical displacement based on an impact greater than a target impact size; A stopper control valve configured to generate a stopper control pressure based on receiving a vertical displacement greater than a target vertical displacement from the shock sensor, and to be fixed in an emergency braking position to continue generating the stopper control pressure using the stopper control pressure; and An emergency braking valve configured to receive stopper control pressure from a stopper control valve based on receiving a vertical displacement greater than a target vertical displacement from the shock sensor, and to be fixed in an emergency braking position, and to connect a line pressure line to an exhaust at the emergency braking position; Emergency brake valve assembly including.

2. In paragraph 1, Further including an emergency brake valve housing, An emergency brake valve assembly in which the shock sensor, the stopper control valve, and the emergency brake valve are disposed inside the emergency brake valve housing.

3. In paragraph 2, The above shock detection unit A main mass that generates vertical displacement due to impact; A common valve piston moving vertically together with the main mass; At least one guide fixed to the emergency brake valve housing and for guiding the common valve piston in a vertical direction; At least one main valve spring elastically supporting the main mass in the vertical direction; and A common valve body configured to transmit a vertical displacement of at least the target vertical displacement to the stopper control valve and the emergency brake valve based on the above-mentioned generated vertical displacement being greater than or equal to the target vertical displacement; Emergency brake valve assembly including.

4. In paragraph 3, The above at least one guide comprises first and second guides spaced apart from each other in the vertical direction and fixed to the emergency brake valve housing, The above common valve piston is guided to move in the vertical direction by penetrating the first and second guides, An emergency brake valve assembly in which the above main mass is mounted on a common valve piston between the first and second guides, and the first and second guides function as upper and lower position limits, respectively.

5. In paragraph 3, The stopper control valve is A first valve housing comprising an upper surface, a lower surface, and a side surface connecting the upper surface and the lower surface; A control exhaust port formed on the side surface and always connected to the exhaust; A control stopper port formed on the side surface of the lower side of the above control exhaust port and always connected to the stopper line; A control braking port formed on the side surface below the control stopper port and always connected to the line pressure line; A first stopper hole formed on the side surface below the control braking port; A stopper control piston comprising an upper portion connected to a common valve body and a lower portion extending from the upper portion into the interior of the first valve housing, the stopper control piston being vertically movable between an initial position and an emergency braking position in which the braking device implements braking by an impact greater than the size of a target impact; First, second, and third stopper control lands sequentially mounted on the stopper control piston within the first valve housing; and A first stopper mounted corresponding to the first stopper hole and movable into or out of the first valve housing by a stopper control pressure generated in the stopper line; Including, In the above initial position, the first and second stopper control lands connect the control exhaust port and the control stopper port so as not to generate stopper control pressure in the stopper line, and the third stopper control land is located between the control braking port and the first stopper hole. An emergency brake valve assembly in which the first and second stopper control lands connect the control stopper port and the control brake port at the emergency brake position to generate a stopper control pressure in the stopper line, and the third stopper control land is located below the first stopper hole and the upward movement is restricted by the first stopper moved into the inside of the first valve housing by the stopper control pressure.

6. In paragraph 5, An emergency brake valve assembly, wherein the stopper control valve further includes a first auxiliary valve spring disposed between the lower surface of the first valve housing and the third stopper control land to elastically support the stopper control piston.

7. In paragraph 5, The front end of the first stopper is formed with a first inclined surface inclined inwardly and downwardly in the radial direction, so that the upward movement of the third stopper control land can be restricted without restricting the downward movement. An emergency brake valve assembly configured to apply stopper control pressure of a stopper line to the rear end of the first stopper.

8. In paragraph 7, An emergency brake valve assembly, wherein the stopper control valve further includes a first stopper spring that applies an elastic force to the first stopper against the stopper control pressure between the first stopper and the first valve housing.

9. In paragraph 5, The emergency brake valve A second valve housing comprising an upper surface, a lower surface, and a side surface connecting the upper surface and the lower surface; An emergency brake port formed on the side and always connected to the line pressure line; An emergency exhaust port formed on the side surface of the lower side of the emergency brake port and always connected to the exhaust; A second stopper hole formed on the side surface below the emergency exhaust port; An emergency brake piston comprising an upper portion connected to the common valve body and a lower portion extending from the upper portion into the interior of the second valve housing, the emergency brake piston being vertically movable between the initial position and the emergency brake position; First, second, and third emergency brake lands sequentially mounted on the emergency brake piston within the second valve housing; and A second stopper mounted corresponding to the second stopper hole and movable into or out of the second valve housing by the stopper control pressure generated in the stopper line; Including, In the above initial position, the first and second emergency braking lands separate the emergency braking port and the emergency exhaust port, and the third emergency braking land is located between the emergency exhaust port and the second stopper hole. An emergency brake valve assembly in which the first and second emergency brake lands connect the emergency brake port and the emergency exhaust port at the above emergency braking position to connect the line pressure line to the exhaust to implement braking by the braking device, and the third emergency brake land is located below the second stopper hole and the upward movement is restricted by the second stopper moved into the inside of the second valve housing by the stopper control pressure.

10. In paragraph 9, An emergency brake valve assembly further comprising a second auxiliary valve spring disposed between the lower surface of the second valve housing and the third emergency brake land to elastically support the emergency brake piston.

11. In paragraph 9, The front end of the second stopper is formed with a second inclined surface inclined inwardly and downwardly in the radial direction, so that the upward movement of the third emergency braking land can be restricted without restricting the downward movement. An emergency brake valve assembly configured to apply stopper control pressure of a stopper line to the rear end of the second stopper.

12. In paragraph 11, An emergency brake valve assembly further comprising a second stopper spring between the second stopper and the second valve housing, the second stopper applying an elastic force against the stopper control pressure to the second stopper.

13. In paragraph 9, The above stopper control piston is further vertically movable to a brake release position where the brake is released, An emergency brake valve assembly in which, at the above brake release position, the first stopper control land connects the control exhaust port and the control stopper port to discharge the stopper control pressure of the stopper line to the exhaust, and the second stopper control land pushes the first stopper outward from the first valve housing.

14. In paragraph 13, The above emergency brake pipe can be moved further in the vertical direction to the brake release position, An emergency brake valve assembly in which the first emergency brake land separates the emergency brake port and the emergency exhaust port to release the brake, and the second emergency brake land pushes the second stopper outward from the second valve housing.

15. In paragraph 1, An emergency brake valve assembly further comprising a warning light configured to indicate that braking is being performed by the emergency brake valve assembly.

16. A compressor that sucks in air, compresses it, and discharges the compressed, high-pressure air; A main reservoir that receives and stores high-pressure air from the compressor; A line pressure line optionally connected to the above main reservoir; A braking device that implements braking by receiving high-pressure air; An auxiliary reservoir that optionally receives high-pressure air from the line pressure line, stores the air, and supplies the stored high-pressure air to the braking device; emission; A braking valve configured to connect the auxiliary reservoir to the line pressure line and to connect the braking device based on the line pressure line being connected to the main reservoir, and configured to connect the auxiliary reservoir to the braking device based on the line pressure line being connected to the exhaust; and An emergency brake valve assembly according to any one of claims 1 to 15; Emergency braking system for railway vehicles including:

17. In paragraph 16, The above emergency brake valve assembly is an emergency brake system for a railway vehicle connected to a line pressure line.

18. In paragraph 17, The above railway vehicle includes a plurality of vehicles that are detachably connected to each other, each vehicle including a line pressure line and an angle cock provided upstream or downstream of the line pressure line of the vehicle, and the line pressure line of one vehicle is detachably connected to the line pressure line of an adjacent vehicle through the angle cock. An emergency braking system for a railway vehicle, wherein the above emergency braking valve assembly is detachably mounted upstream of an angle cock provided upstream of the line pressure line or downstream of an angle cock provided downstream of the line pressure line.

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