Rail Vehicle Direct Braking Device with Solenoid Valve Switching
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Solution Overview
Problem
Current direct braking systems in rail vehicles are complex and costly to manufacture, with a high probability of failure due to multiple components, and are not suitable for use as a train brake due to pressure loss and leakage issues, and electronic failures leading to loss of braking functionality.
Innovation Solution
A simplified direct braking device design that replaces the brake valve, release valve, and shuttle valve with a solenoid valve actuated by the brake actuation device, allowing direct connection between the pressure-reducing valve and control valve, ensuring braking functionality even in electronic failures by switching to an electro-pneumatic control signal.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If a direct braking device with multiple components (brake valve, release valve, shuttle valve) is used, then braking functionality is achieved, but the device complexity and probability of failure increase
Solution Approach 1:
The patent removes the brake valve, release valve, and shuttle valve from the braking system, retaining only the essential components (compressor, reservoir, control valve, and solenoid valve). This extraction of non-essential components reduces complexity while maintaining braking functionality through the simplified direct electro-pneumatic control architecture.
Solution Approach 2:
The solenoid valve serves multiple functions: it controls both brake application and brake release operations, replacing the separate brake valve and release valve. The control valve also performs pressure regulation and signal distribution functions that were previously handled by multiple separate components, thereby reducing the overall component count while maintaining system reliability.
2Ease of operation
If brake valve, release valve, and shuttle valve are included, then complete braking control is achieved, but manufacturing cost increases
Solution Approach 1:
The patent combines the functions of the brake valve, release valve, and shuttle valve into a single solenoid valve and control valve assembly. This merging of functions reduces the number of parts that need to be manufactured, assembled, and tested, thereby lowering manufacturing costs while maintaining complete braking control through the integrated electro-pneumatic system.
3Reliability
If multiple valves and piping are used for redundancy, then safety is improved, but the probability of failure increases due to more components
Solution Approach 1:
The patent replaces the mechanical shuttle valve and complex valve arrangements with an electro-pneumatic control system using solenoid valves. This substitution simplifies the mechanical component count while maintaining safety through electronic control and monitoring, making safety verification more straightforward with fewer mechanical parts that could fail.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
The design reduces the number of components, lowers the probability of failure, simplifies safety verification, and ensures continuous braking functionality by switching to an electro-pneumatic control signal in case of electronic failure, maintaining safe braking and holding of the train.
Implementation Method 1
the switching valve device contains a solenoid valve that can be actuated electrically by the brake actuation device, which connects a control input of the second control valve device either directly to a pressure output of the pressure-reducing valve or to an output of the first control valve device
Implementation Method 2
a pressure reducing valve fed by the pressure reservoir
Implementation Method 3
A brake actuation device with at least one operating lever, which emits electrical control signals depending on the position of the operating lever
Data Source
Figure 1
AI summary
The invention relates to a direct braking device (1) for a rail vehicle, in which compressed air from at least one compressed air reservoir (14) is fed into at least one brake cylinder (20) to apply the brake and the at least one brake cylinder (20) is vented to release the brake. It includes a brake actuation device (2) with at least one operating element (4) which, depending on the position of the operating element (4), triggers electrical control signals; a direct electronic braking device (6) in which an electronic control unit (8), depending on the electrical control signals triggered by the brake actuation device (2), controls a first control valve device (10, 28, 30) to generate a controlled pneumatic control signal; and a direct electro-pneumatic braking device (12).which, depending on the electrical control signals output by the brake actuation device (2), generates a further pneumatic control signal from the supply pressure (R) of a compressed air reservoir (14), comprising a pressure reducing valve (16) supplied by the compressed air reservoir (14), a second control valve assembly (18) which, depending on a pneumatic control signal, generates a brake pressure for the at least one brake cylinder (20) from a supply pressure derived from a compressed air reservoir (14), wherein a switching valve assembly (22) is provided which switches the controlled pneumatic control signal of the direct electronic brake device (6) or the further pneumatic control signal of the direct electro-pneumatic brake device (12) to the second control valve assembly (18). The invention provides that the switching valve assembly (22) includes a solenoid valve that can be electrically controlled by the brake actuation device (2),which connects a control input (39) of the second control valve assembly (18) either directly to a pressure output of the pressure reducing valve (16) or to an output (38) of the first control valve assembly (10, 28, 30).