Train Brake Control Device Reducing Pneumatic Complexity
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Solution Overview
Problem
The existing train brake control systems require a high design and manufacturing effort to meet different safety and security standards across various rail networks, leading to complex and unreliable emergency brake control systems.
Innovation Solution
A train brake control system with at least two separate electropneumatic brake groups, each controlled via its own electrical emergency brake line, using electromechanical actuators with redundant electrical switching contacts to initiate emergency braking without direct mechanical coupling to pneumatic vent valves, simplifying the design and installation while maintaining safety.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Adaptability or versatility
If multiple pneumatic vent valves are provided for different safety devices, then emergency braking can be initiated by multiple safety systems, but the design complexity and manufacturing effort increase significantly
Solution Approach 1:
The system divides the brake control into at least two separate electropneumatic brake groups (first and second brake groups), each with its own independent control path through separate vent valves (first and second vent valves). This segmentation allows different safety devices to control different brake groups independently, reducing the complexity of integrating multiple safety systems into a single unified control mechanism.
Solution Approach 2:
The driver's brake device is designed with multiple switching contacts (first, second, third, and fourth switching contacts) that can interface with various safety devices and security devices. These switching contacts serve universal functions by being able to control either the first or second vent valve, allowing a single driver's brake device to work with multiple different rail network safety systems without requiring separate dedicated controls for each system.
2Loss of time
If a large cross-section vent valve is used for rapid pressure drop, then emergency braking response time is reduced, but the mechanical coupling required for direct actuation increases device complexity
Solution Approach 1:
The system replaces direct mechanical coupling between the driver's brake device and the vent valves with an electropneumatic control mechanism. The driver's brake device contains switching contacts that electrically control the vent valves, eliminating the need for complex mechanical linkages while maintaining rapid actuation capability. This substitution of mechanical control with electrical control simplifies the mechanical structure while preserving the rapid response required for emergency braking.
Solution Approach 2:
The patent introduces electrical switching contacts as an intermediary between the driver's brake device and the electropneumatic vent valves. Instead of direct mechanical coupling, the switching contacts serve as mediators that translate the driver's braking command into electrical signals that actuate the vent valves. This intermediary electrical control layer simplifies the mechanical coupling requirements while enabling rapid vent valve actuation for quick pressure drop.
3Reliability
If redundant electrical switching contacts and separate brake groups are implemented, then system reliability is improved, but the number of electrical components increases
Solution Approach 1:
The brake control system is segmented into at least two independent electropneumatic brake groups, each controlled by its own vent valve and switching contacts. This segmentation provides redundancy because if one brake group or its control path fails, the other brake group can still execute emergency braking. The separate segmentation of control paths increases reliability without requiring excessive complexity in any single control path.
Solution Approach 2:
The system implements beforehand cushioning by providing redundant switching contacts (first, second, third, and fourth switching contacts) and separate control paths for the vent valves. These redundant elements are prepared in advance to cushion against potential failures in the emergency brake control system. If one switching contact or control path fails, the redundant paths are already in place to ensure emergency braking can still be initiated, providing prior protection against system failures.
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
This solution reduces the design and manufacturing complexity while ensuring system reliability and safety, allowing for rapid pressure drop in the main air line for maximum braking effect, and enables integration of additional safety devices without additional pneumatic vent valves.
Implementation Method 1
The electropneumatic vent valves, which work according to the quiescent current principle, are designed in such a way that they change to an open venting position if the electrical emergency brake line connected to the corresponding active brake group is interrupted
Implementation Method 2
In order to achieve a rapid pressure drop below this value throughout the train, it is therefore usual to vent the main air duct via at least one vent valve with a large cross-section
Data Source
Figure 1
Figure 2
AI summary
The train brake system comprises a driver's brake application device (41) with a lever which can be mechanically moved into multiple control positions (43-48) including a rapid brake application position. The movement of the lever in the rapid brake application position causes the main brake pipe (69) to request rapid brake application. The driver's brake application device is embodied as an electromechanical actuator and comprises two separate electrical switching contacts (49,50) which are coupled to the lever such that two electrical switching contacts are opened when the lever is moved into the rapid brake application position, resulting in two separate electrical rapid brake application pipes (51,52,76,77) being disconnected. Each electrical rapid brake application pipes comprises switching contacts and is connected to brake application groups (65,66) which are fitted with an electropneumatic bleeding valve that operates by a fail-safe principle. The brake application group is connected to the main brake pipe and is moved into an open bleeding position when the electrical rapid brake application pipe connected to the brake application group is disconnected. An independent claim is also included for driver's brake application device.