TAXTURN OUT FOR FUR AN ELECTRO-PNEUMATICALLY BETATIGBARE, MULTI-LEVEL ONE BRAKE

The invention concerns a controller for an electro-pneumatically operatable, multi-level brake, in particular spring brake for rail-mounted vehicles, with load-sensitive pressure control valve, which is attached to a multi-level control valve over switchable single solenoid valves. On a well-known controller of this kind (Swiss patent specification Nr.535150) still another printing converter is necessary except the load-sensitive pressure control valve, which is designed as two-printing organ. A load-sensitive form controlled by the pressure control valve in reverse proportionally to the loading condition causes the rejection of an actuating pressure by admission of the Druckumwancllers in reverse proportionally to the load-sensitive form, i.e. directly proportionally to the loading condition. The load-sensitive form and the actuating pressure subject working a differential piston arrangement, i.e. a multi-level control valve, whose differential piston is electro-pneumatically in the same direction controlable. Form and actuating pressure determine together the height of the release printing and/or the measure of the gradual pressure drop. This well-known controller has the disadvantage that with a Vollbremsung the single solenoid valves pressure the affecting the differential pistons on Nnl [lower. In order to avoid with empty vehicle over brakes, it is along like implemented above become necessary, the Differntialkolbenanordrtung, D, h, to subject the control valve to the form and to the actuating pressure working. The invention aims at the creation of a controller, which exhibits this disadvantage and with from there a printing converter for the production of a Vordmckes is not necessary, whereby also the control valve, i.e. the Dffferenfialkolbeuanordnung are subjected only to the Steuerdtuck and from there be substantially more simply developed can. The controller according to invention is thereby marked that the single solenoid valves are attached to a feeder additionally, in their a position the control valve by the feeder and in its other position the control valve with the pressure control valve connects. Two remark examples of the controller according to invention are in detail descriptive in the following on the basis the designs. Fig.1 a schematic representation of a controller shows in accordance with a first Ausflflarungsbeispiel, and Fig.2 a schematic representation of a controller in accordance with a second remark example. The controller in accordance with Fig.1 possesses a control valve --10--, three single solenoid valves ---11, 12 and 13-- and a load-sensitive pressure control valve --14--. To the controller is on the one hand a feeder --15--, a brake hose ---16--- and a load expensive line ---17--- attached. Over the brake hose ---16--- is a brake cylinder --18-- connected with the controller. In the brake cylinder --18-- is a memory feather/spring --19--, which with endüftetem brake cylinder --18-- the full braking force produces. This memory feather/spring --19-- supports itself on the one hand at the ground of the brake cylinder --18-- and on the other hand at the Bremskolben --20-- off. The feeder --15-- is over a relief valve --21-- attached to a not represented Druclduftquelle. The load expensive line --17-- is attached either to not a represented airspring or a not represented cradle valve, which a load-sensitive pressure produce, which is directly proportional to the vehicle load. The control valve --10-- the controller points three diaphragm pistons --22, 23 and 24-- up. As is shown by the designs, these three diaphragm pistons are differently large. The middle diaphragm piston --23-- is twice as large as the upper diaphragm piston --22-- and half so largely as the lower diaphragm piston --24--, or with other words, if the sum of the three diaphragm piston surfaces with F is designated, then is the surface of the diaphragm piston --22-- 1/7 F, the surface of the diaphragm piston --23-- 2/7 F and the surface of the diaphragm piston --24-- 4/7 F. these three diaphragm pistons --22, 23 and 24-- are at a piston rod --25-- fastened, those to the tmteren end a tubular tappet --26-- , that exhibits itself on a valve disk --27-- supports. This Ventiheller --27-- becomes by a valve spring --28-- against the stationary valve seat --29-- the valve housing --30-- pressed and separates in this position two valve chambers --31 and 32-- from each other off. The chamber --31-- is over the brake hose --16-- to the brake cylinder --18-- and the chamber --32-- over the feeder --15-- and over the relief valve --21-- to the not represented pressure! uftqnelle attached. Each of the three diaphragm pistons --22, 23 and 24-- is between ever two tax chambers --33, 34; 35, 36; 37, 38--. The tax chamber --33-- the upper diaphragm piston --22-- is to the first single solenoid valve --13--, the tax chamber --35-- the middle diaphragm piston --23-- to the second single solenoid valve --12-- and the tax chamber --37-- the lower diaphragm piston --24-- to the third single solenoid valve --11-- attached. The tax chambers --34,36 and 38-- are connected with the atmosphere. Between the valve chamber --31-- and the tax chamber --38-- behemdet itself still another diaphragm piston --26a--, that likewise at the piston rod --25-- is fastened. Each of the three single solenoid valves --11, 12 and 13-- points a valve disk --39 and/or 40 and/or 41-- up. Everyone this valve disk --39, 40, 4! -- an upper valve chamber separates --42 and/or 43 and/or 44-- of a lower valve chamber --45 and/or 46 and/or 47-- off. The upper three valve chambers --42, 43 nnd 44-- are over feeder --15-- and the relief valve --21-- attached to the not represented Druckluftquelh. The lower three valve chambers --45, 46 and 47-- are over lines --48-- to a P, more eglerkammer --49-- the load-sensitive pressure control valve --14-- attached. The three single solenoid valves --11, 12 and 13-- point ever an anchor --50-- up, that in usual way an electrical manipulation of the Ventiheller --39, 40 and 41-- made possible. Become the single solenoid valves --11, 12 and 13-- excites, then the valve disks become --39,40 and 41-- against Kraft von Federn --51-- raised. Are the single solenoid valves --11, 12 and 13-- does not excite, then is the Ventiheller --39, 40 and 41-- in the drawn position. In this position compressed air from the feeder can --15-- into the tax chambers --33, 35 and 37-- the control valve --10-- arrive. Are the single solenoid valves --11, 12 and 13-- excited and the Ventiheller --39, 40 and 41-- raised, then compressed air from the automatic controller chamber can --49-- the pressure control valve --14-- into the tax chambers --33, 35 and 37-- the control valve --10-- arrive. The pressure control valve --14-- two automatic controller pistons point --52 and 53-- up. The upper automatic controller piston --52-- the mentioned P separate, more eglerkammer --49-- of a chamber connected with the atmosphere --54-- off. The lower government piston --53-- if an upper separates, mät the load expensive line --17-- connected chamber --55-- of a chamber connected with the atmosphere --56-- off. The lower automatic controller piston --53-- is by a feather/spring --63-- loaded, yield the automatic controller pistons --53-- the more strongly raises, the smaller the vehicle load is, and the smaller the pressure in the load expensive line --17-- and in the chamber --55-- is. The two automatic controller pistons --52 and 53-- are over a piston rod --57-- connected, which at the upper end is hollow and for the manipulation of a Ventihellers --58-- serves. The Ventiheller --58-- the mentioned chamber separates in the position shown --49-- of a valve chamber --59-- off, those to the feeder --15-- is attached. A valve spring--60--has the tendency, the valve disk --58-- on a valve seat --61-- the valve housing --62-- to press. On the controller in accordance with Fig.2 appropriate parts with the same reference numbers are characteristic as in Fig.1. This second remark example of the controller differs from the first remark example by the following characteristics. The control valve --10-- possesses an additional Steuerkoiben --64--, the two tax chambers --65 and 66-- from each other defines. In addition is a further single solenoid valve --67-- available, a Ventiheller --68-- exhibits, the one upper valve chamber --69-- of a lower valve chamber --70-- separates. The upper Ven¢flkammer --69-- is over Speiseleitnng --15-- and relief valves --21-- attached to the not represented air supply line. The lower valve chamber --70-- is connected with the atmosphere. The single solenoid valve --67-- points an anchor --50-- up, that in usual way an electrical manipulation of the Ventihellers --68-- ermößicht. Becomes the single solenoid valve --67-- excites, then the Ventiheller becomes --68-- raised and the tax chamber --66-- the control valve --10-- completely airs out. Is the single solenoid valve --67-- not excited, compressed air from the feeder can --15-- into the tax chamber --66-- the control valve arrive. The impact of the controller after the two remark examples essentially is and is from there together to be described. To the differences at the conclusion one refers. 1. For the complete loosening of the brake the river for the single solenoid valves must --11, 12 and 13-- are ausgeschahet. Thus compressed air from the feeder arrives --15-- into the tax chambers --33, 35 and 37-- the control valve --10-- and the valve disks --27-- becomes from the valve seat --29-- taken off, thus compressed air from the valve chamber arrives --32-- into the brake cylinder --18-- and shifts the piston --20-- against Kraft of the memory feather/spring --19-- into its Lösestellung. 2. For a Vollbremsung the river for the single solenoid valves must --11, 12 and 13-- are switched on. Thus the chamber becomes --49-- the pressure control valve --14-- with the tax chambers --33, 35 and 37-- the control valve --10-- connected and in the tax chambers --33, and 37-- a load-sensitive rule printing prevails. This pressure is the smaller, is the more strongly the vehicle burdening. 2a) With completely loaded vehicle prevails in the load expensive line --17-- a maximum pressure, which is sufficient, the automatic controller pistons --53-- against Kraft of the feather/spring --63-- to press completely downward. The Ventiheller --58-- lies then on the seat --61-- up and the upper end of the piston rod --52-- affects the Ventflteller --58-- no more. Air from the chamber --49-- can thus by the hollow upper end of the piston rod --57-- and the chamber --54-- into the atmosphere escape. Also the pressure in the chambers becomes --33, 35 and 37-- completely lowered. If in the brake cylinder --18-- still compressed air was present, presses these in the chamber --31-- against the diaphragm piston --26a--, so that the tappet --26-- itself of the Ventiheller --27-- and air from the brake cylinder takes off --18-- by line --16--, Chamber --31--, the hollow tappet --26-- and the chamber --38-- into the atmosphere to escape can. 2b) With completely unloaded vehicle prevails in the Laststeuerleitnng --17-- a minimum pressure. The feather/spring --63-- is from there able, the automatic controller piston --53-- to press upward. That valve-expensively --58-- from there from the valve seat one takes off. Into the chamber --49-- ! 0 3. so long compressed air flows out of the chamber --59-- to in the chamber --49-- dominant pressure, that on the automatic controller pistons --52-- works, able is, the pressure control valve --14-- to bring into a conclusion position. The same pressure as in the chamber --49-- prevails with Vollbremsung also in the tax chambers --33, 35 and 37-- and an appropriate pressure places itself thus also in the brake cylinder --18-- . The braking force is accordingly smaller from there with empty vehicle than with full vehicle. With partly loaded vehicle the braking force is always proportional to the load of the vehicle. Becomes only the single solenoid valve --13-- switched on, then the braking force reaches only 1/7 of the Vollbremsung. There is seven brake stages possible, i.e. valve 13 -- Stage 1 valve 12 -- Stuß 2 valve 13 + 12 -- Stage 3 valve 11 -- Stage 4 valve 11 + 13 -- Valve gradates 11 + 12 -- Stage 6 valve 11+12+13 --Stufe7 around applying brakes gently to facilitate, is in accordance with Fig.2 still another fourth single solenoid valve --67-- available. Becomes this Magnetvenfil --67-- switched on, then the pressure in the tax chamber sinks --66-- the control valve --10-- on atmospheric pressure off, whereby independently of the vehicle load and of the Bremsstu£e Anbremskra£t develops, there according to the sinking of the pressure in the tax chamber --66-- also the pressure in the brake cylinder --18-- and the memory feather/spring drops --19-- a certain braking force to produce can. This applying brakes gently is particularly with empty vehicles and low brake stage of importance.