WO2006103636A2

WO2006103636A2 - Braking system for a railway or tramway vehicle

Info

Publication number: WO2006103636A2
Application number: PCT/IB2006/050978
Authority: WO
Inventors: Dario Barberis; Roberto Tione
Original assignee: Faiveley Transport Italia S.P.A.
Priority date: 2005-04-01
Filing date: 2006-03-31
Publication date: 2006-10-05
Also published as: EP1868863A2; WO2006103636A3; ITTO20050215A1

Abstract

The braking system is intended for a railway or tramway vehicle (RV) with a structure or body and at least two axles and controlled pneumatic suspension systems (VSS) , comprising: at least one main pneumatic line (MP) , pneumatic actuator devices (BCl, BC2) for service braking and emergency braking, - at least one compact electro-pneumatic control assembly (Gl, G2) having: - an inlet connector (a) connected to said main pneumatic line (MP) and - a plurality of additional inlet/outlet connectors (b, bl, b2) connected to the service and emergency braking actuators (BCl, BC2); - at least one pneumatic circuit (PNCl) for controlling the service braking and emergency braking, and - an electronic communication and control unit (ECU) connected to at least one communication line (VB) and to the pneumatic circuit (PNC1) and designed to control in a predetermined manner actuation of the service braking or emergency braking on the basis of the information or control signals sent to it via said communication line (VB) . The said at least one compact electro-pneumatic assembly (Gl, G2) also has at least one (first) additional pneumatic circuit (PNCm) connected to the communication and control unit (ECU) and able to control the pneumatic suspension systems (VSS) of the vehicle, driving in a predetermined manner actuator devices (PS) associated with the suspension systems, so as to selectively be able to keep the vehicle body at a predetermined height from the rail level or vary the height of the vehicle body from the rail level or also vary the inclination of the vehicle body relative to the rail level .

Description

Braking system for a railway or tramway vehicle

The present invention relates to braking systems for railway or tramway vehicles .

More specifically the invention relates to a braking system for a railway or tramway vehicle with at least two axles .

One object of the invention is to provide a braking system which has a notable structural simplicity, a large versatility in terms of performance and which results in a drastic reduction in the number of connections and operations required for installation thereof.

These and other objects are achieved according to the invention by a braking system, the main characteristic features of which are defined in the accompanying Claim 1.

Further characteristic features and advantages of the system according to the invention will emerge from the following detailed description provided purely by way of a non-limiting example with reference to the accompanying drawings in which:

Figure 1 is a block diagram of a braking system for a railway or tramway vehicle according to the invention;

Figure 2 is a partial block diagram of a system according to the invention; and

Figure 3 is a block diagram which shows the structure of a compact electro-pneumatic control assembly included in a braking system according to the invention.

In Figure 1 RV denotes overall a railway or tramway vehicle such as a carriage of a train or a locomotive. This vehicle RV has at least two bogies Bl and B2 comprising typically (in a manner known per se) at least two axles. The vehicle RV comprises a braking system including at least one main pneumatic braking line MP which extends along this vehicle and which is connected, at its ends, to the corresponding lines of similar vehicles connected to the one in question.

In the embodiment according to Figure 1, the vehicle RV has, passing through it, a communication bus VB which extends throughout the train of which the vehicle RV forms part, forming a local communication network among electronic data acquisition and control equipment situated for example on the engine .

The braking system of the vehicle RV comprises two electro- pneumatic control assemblies, denoted overall by Gl and G2, each of which is associated with a respective bogie Bl and B2. The internal architecture of each of the electro- pneumatic control assemblies Gl and G2 will be further described below.

Each of the assemblies Gl and G2 comprises an electronic communication and control unit ECU which is formed, for example, using a microprocessor and other electronic components .

In the embodiment according to Figure 1 the electronic unit ECU of each electro-pneumatic assembly Gl and G2 is connected to the communication bus VB by means of an interface device INT of the two-way type. This interface device, which may be for example of the type known as a "gateway", may be preset to interpret command signals which are introduced onto the communication bus VB and convert them into the communication protocol of the units ECU of the individual electro-pneumatic assemblies . Each assembly Gl, G2 has an inlet connector a connected to the main braking line MP by means of a single connection line CP on which a protective throttle or choke constriction PC and a shut-off tap IC are arranged.

Each electro-pneumatic assembly Gl and G2 has a plurality of outlet or inlet/outlet connectors which are denoted by b-n and connected to various actuator devices such as braking actuators and other actuators, with which the associated bogie Bl and B2 are equipped respectively.

Each assembly Gl and G2 has at least one additional inlet/outlet connector f to which an external auxiliary reservoir indicated by AR is connected. Inside each electro- pneumatic assembly Gl or G2 the pressurized air which is supplied from the main line MP via the connection line CP is conveyed to said auxiliary reservoir AR and to any additional reservoirs connected to the assembly.

Each assembly comprises internally a plurality of pneumatic circuits for controlling the activation of the actuators connected to the connectors b-n of the assembly.

As will be described below, at least some of these pneumatic circuits comprise a plurality of electromagnetic control valves controlled by the electronic unit ECU as well as sensors/transducers intended to provide electric signals indicating parameters or conditions which are monitored in these pneumatic circuits .

With reference to Figure 1, a first and a second outgoing conductor Ia and 2a extend inside the vehicle RV, a first and a second return conductor Ib and 2b being connected to said outgoing conductors respectively. These conductors extend through the whole train and each outgoing conductor is connected to the corresponding return conductor at one end of the railway or tramway train of which the vehicle RV forms part, so as to form a first and a second safety loop Rl and R2. At the other end of the train the conductors Ia, Ib and 2a and 2b are connected to a power supply device denoted by SD in Figure 1, which keeps them at respective different potentials .

At least one pair of wires xl and x2, which are connected to the return conductors 2a and 2b of the safety loops Rl and R2 , extend as far as each electro-pneumatic assembly Gl and G2 , for controlling the emergency braking, in the manner which will be better explained below.

A line y connected to a control apparatus CU installed preferably inside a cabin may also extend along the vehicle RV. Along the line y there is arranged at least one interlocking device ID which can be operated by means of an enabling key. The line y is connected to the control unit ECU of each assembly Gl, G2 by means of branched lines y¹ and y². In the event of a malfunction, for example, of the bus VB, enabling of the device ID allows the sending of "breakdown repair" signals (for example of the on/off or PWM type) from the apparatus CU to the unit ECU of each assembly Gl, G2 , ensuring an acceptable braking and brake-releasing action and continued operation.

As can be seen from Figure 1, the braking system described above has an architecture which is extremely simplified and requires the need for a limited number of electrical and pneumatic connections in order to install it.

In a variation of embodiment (not shown here) each bogie Bl and B2 of the vehicle has, associated with it, respective electro-pneumatic control assemblies Gl and G2, the electronic communication and operating units ECU of which are directly connected to the communication bus VB.

In any case the electro-pneumatic control assemblies Gl and G2 respectively associated with the bogies Bl and B2 may be physically installed directly on these bogies.

In a further variation of embodiment (not shown here) the braking system of a vehicle RV comprises a single compact electro-pneumatic control assembly coupled to both the bogies Bl and B2 of the vehicle. In this case the assembly may be installed on one of the bogies, or underneath the vehicle, in an intermediate position between these bogies.

In the remainder of the present description reference will be made to an embodiment in which a respective electro-pneumatic control assembly is associated with each bogie of the railway or tramway vehicle. Moreover, the simple modifications required to produce a braking system comprising a single electro-pneumatic control assembly associated with all the bogies of the vehicle will be obvious to persons skilled in the art .

The invention is also applicable to railway or tramway vehicles equipped with only two axles, with which a single electro-pneumatic control assembly is associated.

In Figure 2, in which only one bogie Bl is shown, blocks graphically indicate some actuator devices with which the bogie is provided and which are connected to the electro- pneumatic assembly Gl associated therewith. In particular, the cylinders BCl and BC2 of the service and emergency brakes of the two axles of the bogie Bl are connected to the inlet/outlet connectors bl and b2 of the assembly Gl. The connector c of the assembly Gl is connected to the actuators EMA for emergency braking, while the connector d is connected to the cylinders PBR for braking during parking. In a manner not shown, a further connector of the assembly Gl may be connected, for example, to the cleaning shoes actuating cylinders .

As shown in Figure 2, the electro-pneumatic assembly G associated with a bogie may have an inlet g connected to the system for controlling the pneumatic suspension systems VSS of the vehicle, in order to extract data regarding the weight of the vehicle, which can be used in particular to regulate the braking pressure applied to the actuators during emergency braking. Alternatively, this vehicle weight data may be supplied to the electro-pneumatic assembly by other sensor or transducer devices of the type known per se, such as load sensors and the like, associated with said vehicle.

In the embodiment schematically shown in Figure 3, an electro-pneumatic control assembly Gl has a plurality of inlet and outlet connectors fl, f2, f3 which are connected to specific reservoirs indicated by AR, ER and PR, respectively. The reservoir AR is associated in particular with service braking and with emergency braking as well as (for example) with control of the actuators (bellows) associated with the pneumatic suspension systems and the sanding ejectors of the sandboxes. The reservoir ER is associated with control of the emergency braking actuators, while the reservoir PR is associated with control of the stopping or parking braking actuators .

Inside the assembly Gl, the connectors fl, f2 and f3 are coupled to the inlet connector a., and therefore to the main line MP, via respective lines or pipes 11, 12 and 13, with the intervening arrangement of respective chokes cl-c3 and respective non-return valves zl-z3. The electro-pneumatic assembly Gl in Figure 3 comprises a plurality of pneumatic control circuits which are denoted by PNCl to PNCn.

A pneumatic circuit PNCl is connected between the connector fl and the connectors bl and b2 and controls activation and deactivation of the cylinders BCl and BC2 of the service and emergency brakes .

A pneumatic circuit PNC2 is connected between the connector f2 and the connector c and is intended to control activation and deactivation of the emergency braking actuators EMA.

A pneumatic circuit PNC3 is arranged between the connectors f3 and d and is intended to control the actuators PBR for braking during stopping or parking.

A pneumatic circuit PNCm is situated between the connectors fl and m and controls the actuators PS (bellows) associated with the pneumatic suspension systems.

Finally, a pneumatic circuit PNCn is situated between the connectors fl and n and controls the sanding ejectors SE of the sandboxes .

Although in the diagram according to Figure 3 three reservoirs AR, ER and PR are present, it is understood that only one of these reservoirs (for example the reservoir AR) is sufficient.

The pneumatic control circuits PNCl to PNCn comprise respective electromagnetic control valves which are driven by the electronic communication and control unit ECU.

In Figure 3, Ll denotes a plurality of conductors by means of which the electronic unit ECU is connected to the electromagnetic control valves of the pneumatic control circuit PNCl . So as not to overcomplicate the illustration in Figure 3, the corresponding connections by means of which the unit ECU controls the devices included in the other pneumatic control circuits PNC2 to PNCn have not been shown. The pneumatic circuits PNC may also comprise sensor or transducer devices which are intended to provide the unit ECU with electric signals indicating parameters or conditions which are monitored in these circuits. In Figure 3, L2 denotes overall the lines which connect the sensors or transducers of the circuit PNCl to the unit ECU. However, the lines which connect the sensors or transducers of the other pneumatic control circuits to the unit ECU have not been shown, again with the aim of not overcomplicating the illustration.

The pneumatic circuit PNCm is also controlled by the unit ECU and is designed to control the pneumatic suspension systems VSS of the vehicle by driving in a predetermined manner actuator devices PS, such as electromagnetic valves which control the supply and release of pressurized air to the bellows of these suspension systems.

The control unit ECU is in particular designed to drive the pneumatic circuit PNCm so as to be able to selectively keep the vehicle at a predetermined height from the rail level or vary the height of the vehicle from said rail level or also vary the inclination of the vehicle relative to the rail level .

By varying the height of the vehicle relative to the rail level, it is possible to compensate for the wear of the wheels and/or assist invalid persons and/or elderly people when boarding or getting off the vehicle. It is also in general possible to implement a control mode such that the pressure to the bellows of the suspension systems is varied separately, for each axle or for each side. In this latter case it is therefore possible to incline the vehicle body at stop-off points, so as to make it easier for users to get off and/or get on-board, this being achieved using a smaller amount of air compared to normal vertical displacement of the vehicle.

In any case it is also easier to achieve levelling of the vehicle body in the event of non-uniform distribution of the loads .

The pneumatic circuit PNCn is also driven by the control unit ECU and controls in turn auxiliary devices such as sanding ejector devices SE and/or edge-greasing devices.

Obviously, without departing from the principle of the invention, the embodiments and constructional details may be widely varied with respect to that described and illustrated purely by way of a non-limiting example, without thereby departing from the scope of the invention, as defined in the accompanying claims .

Claims

1. Braking system for a railway or tramway vehicle (RV) with a structure or body and at least two axles and controlled pneumatic suspension systems (VSS) , comprising: at least one main pneumatic line (MP) , pneumatic actuator devices (BCl, BC2) for service braking and emergency braking, at least one compact electro-pneumatic control assembly (Gl, G2) having: an inlet connector (a) connected to said main pneumatic line (MP) and a plurality of additional inlet/outlet connectors (b, bl, b2) connected to the service and emergency braking actuators (BCl, BC2); at least one pneumatic circuit (PNCl) for controlling the service braking and emergency braking, and an electronic communication and control unit (ECU) connected to at least one communication line (VB) and to said at least one pneumatic circuit (PNCl) and designed to control in a predetermined manner actuation of the service braking or emergency braking on the basis of the information or control signals sent to it via said communication line (VB) ; the system being characterized in that said at least one compact electro-pneumatic assembly (Gl, G2) also has at least one (first) additional pneumatic circuit (PNCm) connected to said communication and control unit (ECU) and able to control the pneumatic suspension systems (VSS) of the vehicle, driving in a predetermined manner actuator devices (PS) associated with said suspension systems, so as to selectively be able to keep the vehicle body at a predetermined height from the rail level or vary the height of the vehicle body from the rail level or also vary the inclination of said vehicle body relative to the rail level.

2. Braking system according to Claim 1, in which said first additional pneumatic circuit (PNCm) is designed to drive said actuator devices (PS) associated with the suspension systems so as to produce a variation in the transverse inclination of the vehicle body relative to the rail level.

3. Braking system according to Claim 1 or 2, in which said at least one compact electro-pneumatic assembly (Gl, G2) also has at least one second additional pneumatic circuit (PNCn) connected to said electronic communication and control unit (ECU) and able to control auxiliary devices such as sanding ejectors (SE) and/or edge-greasing devices.