(19)
(11)EP 3 623 238 B1

(12)EUROPEAN PATENT SPECIFICATION

(45)Mention of the grant of the patent:
31.03.2021 Bulletin 2021/13

(21)Application number: 18193585.9

(22)Date of filing:  11.09.2018
(51)International Patent Classification (IPC): 
B60T 13/68(2006.01)
B60T 8/36(2006.01)
B60T 15/52(2006.01)
B60T 8/18(2006.01)
B60T 15/02(2006.01)

(54)

PRESSURE EQUALISATION VALVE

DRUCKAUSGLEICHSVENTIL

SOUPAPE D'ÉGALISATION DE PRESSION


(84)Designated Contracting States:
AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

(43)Date of publication of application:
18.03.2020 Bulletin 2020/12

(73)Proprietor: KNORR-BREMSE Systeme für Schienenfahrzeuge GmbH
80809 München (DE)

(72)Inventors:
  • Hemmings, Mark
    Chippenham, SN15 3AA (GB)
  • Anstey, Nigel
    Bath, BA1 3HE (GB)
  • Peare, Justin
    Malmesbury, SN16 9HE (GB)


(56)References cited: : 
EP-A1- 0 352 522
WO-A1-2016/027045
EP-A2- 0 304 610
DE-A1- 3 430 408
  
      
    Note: Within nine months from the publication of the mention of the grant of the European patent, any person may give notice to the European Patent Office of opposition to the European patent granted. Notice of opposition shall be filed in a written reasoned statement. It shall not be deemed to have been filed until the opposition fee has been paid. (Art. 99(1) European Patent Convention).


    Description


    [0001] The present invention relates to a valve for use in an electro-pneumatic rail brake system.

    [0002] Prior art documents WO2016/027045 A1, EP 0 304 610 A2, EP 0 352 522 A1 and DE 34 30 408 A1 each disclose examples of a brake valve arrangement for a rail brake system adapted to control air flow to brake cylinders comprising a hold valve and a vent valve, each having a control chamber, the vent valve being a membrane valve, wherein the hold valve and vent valve are piloted by a respective solenoid valve.

    [0003] Rail brake systems are characterised by having a very long service life in comparison to other pneumatic brake systems with typical maintenance intervals being around seven years. As the brake system is safety critical, component parts need to be able to reliably achieve this service life not only due to the obvious safety requirements but also due to the difficulties in performing maintenance in the field compared to other vehicles.

    [0004] In addition to this requirement, modern trains in particular on passenger routes, require more sophisticated brake systems including features such as wheel slide protection. Wheel slide protection is a significant safety enhancement that not decreases stopping times but also reduces track and wheel damage in the event of wheel slide and also facilitates greater usage of the rail network as higher speeds and closer spacing of trains is possible without compromising on safety.

    [0005] EP3183147 describes a pneumatic membrane valve for use in a rail brake system having wheel slide protection. This design represented an advance in the design of brake systems but has a limit in how quickly the vent valve membrane can be opened, which limits future performance improvements.

    [0006] There therefore exists a need for a pneumatic valve that can operate with a reduced valve vent time.

    [0007] According to the invention there is a provided a brake valve arrangement for a rail brake system adapted to control air flow to brake cylinders comprising a hold valve and a vent valve, each having a control chamber, the vent valve being a membrane valve, wherein the hold valve and vent valve are piloted by a respective solenoid valve, wherein a further solenoid valve is connected to the control chamber of the vent valve to allow the pressure across the vent valve membrane to be equalised with the brake cylinder pressure in order to decrease the pressure difference across the membrane.

    [0008] Preferably, the further solenoid is in fluid communication with the outlet of the hold membrane valve. Preferably, the further solenoid is in fluid communication with an inlet of the vent solenoid. Preferably, the further solenoid valve receives the brake pressure.

    [0009] The system comprises two membrane pneumatic valves, used to pressurise and vent a brake cylinder. The pressure in the control chambers is controlled by solenoid valves connected to the supply pressure. A further solenoid valve is connected to the control chamber of the vent membrane valve, this is to allow the pressure across the membrane to be equalised with the brake cylinder pressure in order to decrease the pressure difference across the membrane surface.

    [0010] The equalisation of the pressure across the vent membrane surface significantly reduces the time required to open the vent valve membrane. The design of the invention also significantly reduces the stress induced in the membrane, which results in an increased operating life compared to known solutions.

    [0011] An exemplary embodiment of the invention will now be described in greater detail with reference to the drawing in which:

    Fig. 1 shows schematically a valve arrangement in accordance with the Invention.

    Fig 2 shows an operating schema.



    [0012] Figure 1 shows schematically a valve arrangement comprising a valve block 1 having a hold membrane 2 and a vent membrane 3. The inlet 4 of the hold membrane 3 is connected via a choke to the supply pressure 5 and is piloted by a hold solenoid 6.

    [0013] The hold solenoid 6 is supplied with pressure from the supply pressure 5, which also supplies an equalisation solenoid 9, which is in series with the vent solenoid 10. The equalisation solenoid 9 is in fluid connection with the valve block 1 and receives a brake pressure from the outlet 7 of the hold membrane 2. The hold solenoid supplies a pilot pressure to the hold membrane 2, which is biased by spring means to the closed position.

    [0014] The outlet 7 of the hold membrane 2 is in fluid communication with the outlet to the brake cylinders 8 and also with the equalize solenoid 9 and with the inlet of the vent membrane 3. The vent membrane is piloted by the vent solenoid 10 with the outlet of the vent membrane being the exhaust to atmosphere.

    [0015] In brake release the hold membrane 2 is held closed by applying the supply pressure to its control chamber, by energising the hold solenoid valve 6. The brake cylinder is vented to atmosphere by exhausting the vent valve control chamber 3, by energising the vent solenoid valve 9.

    [0016] When the brake is applied, the vent membrane 3 is closed by applying the supply pressure 5 to the vent valve control chamber by de-energising the vent solenoid valve 9. The hold valve membrane 2 is then opened by exhausting the hold valve control chamber, by de-energising the hold solenoid valve 6. The supply pressure 5 is thus applied to the brake cylinder.

    [0017] To hold the pressure in the brake cylinder following an application of the brakes the hold membrane 2 is closed by energising the hold solenoid valve 6 enabling application of supply pressure 5 to the hold valve control chamber. The pressure across the vent valve membrane 3 can then be equalised to the brake cylinder pressure by energising the equalisation solenoid valve 9.

    [0018] To vent pressure in the brake cylinder the vent valve control chamber is exhausted, by opening the vent solenoid valve 10. As the control chamber has been equalised to the brake cylinder pressure the time to open the valve, which depends on the differential pressure across the membrane is reduced compared to the prior art design.

    [0019] In order to return to a hold condition from a vent condition the vent valve 3 is initially closed by applying supply pressure to the vent valve control chamber, by de-energising the vent solenoid valve 10 and equalisation solenoid valve 9. After a period of time the pressure across the vent membrane can be equalised by energising the equalisation solenoid valve 9. The time between applying the hold and equalising the pressure is dependent on the size and design of the valve membrane.

    [0020] Figure 2 shows an exemplary operating schema for the solenoid valves in which the hold and equalisation solenoids are energised at substantially the same time. The vent valve solenoid is then energised before the equalisation valve is de-energised after a time period T1, in readiness to close the vent again with the higher pressure after a vent membrane operation.

    [0021] T2 is the time duration to ensure the vent membrane has closed with the higher pressure before the equalisation solenoid is actuated to equalise the pressures. The time periods T1 and T2 are variable depending on conditions as the behaviour of the rubber of the diaphragm valve will change with temperature. An exemplary time at ambient temperature, pressure and humidity is 60ms.


    Claims

    1. A brake valve arrangement for a rail brake system adapted to control air flow to brake cylinders comprising a hold valve (2) and a vent valve (3), each having a control chamber, the vent valve being a membrane valve, wherein the hold valve (2) and vent valve (3) are piloted by a respective solenoid valve (6,10), characterised in that a further solenoid valve (9) is connected to the control chamber of the vent valve (3) to allow the pressure across the vent valve membrane to be equalised with the brake cylinder pressure in order to decrease the pressure difference across the membrane.
     
    2. A brake valve arrangement according to Claim 1, wherein the further solenoid (9) is in fluid communication with the outlet of the hold membrane valve (2).
     
    3. A brake valve arrangement according to Claim 1 or Claim 2, wherein the further solenoid (9) is in fluid communication with an inlet of the vent solenoid.
     
    4. A brake valve arrangement according to any one of Claims 1 to 3, wherein the further solenoid valve (9) receives the brake cylinder pressure.
     
    5. A brake valve arrangement according to any one of Claims 1 to 4, wherein to release the brakes in use the hold membrane is held closed by applying the supply pressure to its control chamber and by energising the hold solenoid valve (6), the brake pressure in a brake cylinder is vented to atmosphere by exhausting the vent valve control chamber by energising the vent solenoid valve (10).
     
    6. A brake valve arrangement according to any one of Claims 1 to 5, wherein in use to hold the pressure in the brake cylinder following an application of the brakes the hold membrane is closed by energising the hold solenoid valve (6) enabling application of supply pressure to the hold valve control chamber, pressure across the vent valve membrane is then equalised to the brake cylinder pressure by energising the equalisation solenoid valve (9).
     


    Ansprüche

    1. Bremsventilanordnung für ein Schienenbremssystem, ausgelegt zum Steuern eines Luftstroms zu Bremszylindern umfassend ein Halteventil (2) und ein Entlüftungsventil (3), wobei jedes eine Steuerkammer aufweist, wobei das Entlüftungsventil ein Membranventil ist, wobei das Halteventil (2) und das Entlüftungsventil (3) durch ein jeweiliges Magnetventil (6, 10) gesteuert werden, dadurch gekennzeichnet, dass ein weiteres Magnetventil (9) mit der Steuerkammer des Entlüftungsventils (3) verbunden ist, damit der Druck an der Entlüftungsventilmembran mit dem Bremsylinderdruck ausgeglichen werden kann, um die Druckdifferenz an der Membran zu verringern.
     
    2. Bremsventilanordnung nach Anspruch 1, wobei der weitere Magnet (9) mit dem Auslass des Haltemembranventils (2) in Fluidkommunikation steht.
     
    3. Bremsventilanordnung nach Anspruch 1 oder Anspruch 2, wobei der weitere Magnet (9) mit einem Einlass des Entlüftungsmagneten in Fluidkommunikation steht.
     
    4. Bremsventilanordnung nach einem der Ansprüche 1 bis 3, wobei das weitere Magnetventil (9) den Bremszylinderdruck empfängt.
     
    5. Bremsventilanordnung nach einem der Ansprüche 1 bis 4, wobei zum Lösen der verwendeten Bremsen die Haltemembran geschlossen gehalten wird und durch Anlegen des Versorgungsdrucks an ihre Steuerkammer und durch Bestromen des Haltemagnetventils (6), wobei der Bremsdruck in einem Bremszylinder durch Entleeren der Belüftungsventilsteuerkammer durch Bestromen des Entlüftungsmagnetventils (10) zur Atmosphäre entlüftet wird.
     
    6. Bremsventilanordnung nach einem der Ansprüche 1 bis 5, wobei bei Verwendung zum Halten des Drucks in dem Bremszylinder nach einem Anlegen der Bremsen die Haltemembran durch Bestromen des Haltemagnetventils (6) geschlossen wird, was das Anlegen von Versorgungsdruck an die Halteventilsteuerkammer ermöglicht, der Druck an der Entlüftungsventilmembran wird dann durch Bestromen des Ausgleichsmagnetventils (9) zum Bremszylinderdruck ausgeglichen.
     


    Revendications

    1. Dispositif de soupape de frein pour un système de frein sur rail, propre à commander l'écoulement d'air aux cylindres de frein, comportant une soupape (2) de maintien et une soupape (3) d'évent, ayant chacune une chambre de commande, la soupape d'évent étant une soupape à membrane, dans lequel la soupape (2) de maintien et la soupape (3) d'évent sont pilotées par une électrovanne (6,10) respective, caractérisé en ce qu'une électrovanne (9) supplémentaire est reliée à la chambre de commande de la soupape (3) d'évent pour permettre à la pression de l'autre côté de la membrane de la soupape d'évent d'être égale à la pression des cylindres de frein, afin de diminuer la différence de pression de l'autre côté de la membrane.
     
    2. Dispositif de soupape de frein suivant la revendication 1, dans lequel l'électrovanne (9) supplémentaire est en communication fluidique avec la sortie de la soupape (2) de maintien à membrane.
     
    3. Dispositif de soupape de frein suivant la revendication 1 ou 2, dans lequel l'électrovanne (9) supplémentaire est en communication fluidique avec une entrée de l'électrovanne d'évent.
     
    4. Dispositif de soupape de frein suivant l'une quelconque des revendications 1 à 3, dans lequel l'électrovanne (9) supplémentaire reçoit la pression des cylindres de frein.
     
    5. Dispositif de soupape de frein suivant l'une quelconque des revendications 1 à 4, dans lequel, pour desserrer les freins en utilisation, la membrane de maintien est maintenue fermée en appliquant la pression d'alimentation à sa chambre de commande et en excitant l'électrovanne (6) de maintien, la pression de frein dans un cylindre de frein est évacuée à l'atmosphère en évacuant la chambre de commande de la soupape (3) d'évent en excitant l'électrovanne (10) d'évent.
     
    6. Dispositif de soupape de frein suivant l'une quelconque des revendications 1 à 4, dans lequel, en utilisation, pour maintenir la pression dans le cylindre de frein à la suite d'une application des freins, la membrane de maintien est fermée en excitant l'électrovanne (6) de maintien en permettant l'application de la pression d'alimentation à la chambre de commande de la soupape de maintien, la pression de l'autre côté de la membrane de la soupape (3) d'évent est alors rendue égale à la pression du cylindre de frein, en excitant l'électrovanne (9) d'égalisation.
     




    Drawing








    Cited references

    REFERENCES CITED IN THE DESCRIPTION



    This list of references cited by the applicant is for the reader's convenience only. It does not form part of the European patent document. Even though great care has been taken in compiling the references, errors or omissions cannot be excluded and the EPO disclaims all liability in this regard.

    Patent documents cited in the description