The invention relates to a brake system with a first emergency brake control valve means, a first emergency brake flow path which is operatively connected to at least one first compressed-air brake cylinder for compressed air applied by the first emergency brake control valve means, an emergency line and a first switch-over valve means, the pneumatic control connection of which is connected to the emergency line, wherein the emergency line is kept at zero pressure during a service operating mode of the brake system and during an emergency operating mode of the brake system a pressure is applied to the emergency line such that, in service operating mode, the first switch-over valve means is kept in a first position and in emergency operating mode it is kept in a second position.
The invention also relates to a rail vehicle having a brake system of this type.
Moreover the invention relates to a method for operating a brake system, which is provided with a first emergency brake control valve means, a first emergency brake flow path which is operatively connected to at least one first compressed-air brake cylinder for compressed air applied by the first emergency brake control valve means, an emergency line and a first switch-over valve means, the pneumatic control connection of which is connected to the emergency line (NL), wherein the emergency line is kept at zero pressure during a service operating mode of the brake system and during an emergency operating mode of the brake system a pressure is applied to the emergency line such that, in service operating mode, the first switch-over valve means is kept in a first position and in emergency operating mode it is kept in a second position.
A generic brake system, a rail vehicle with a generic brake system and also a generic method are known for example from publication EP 2 165 902 B1, wherein the first emergency brake control valve means is constructed in the form of electro-pneumatic control valve means and wherein the first switch-over valve means is embodied in the form of compressed-air brake actuation valve means, which is constructed from one or more pneumatically-actuated valves. The electro-pneumatic control valve means in this case is connected between a brake supply reservoir (brake pressure reservoir) and a compressed-air brake cylinder and has the effect of connecting the compressed-air brake cylinder to the brake supply reservoir when it is not supplied with energy and that the compressed-air brake cylinder is vented when it is supplied with energy. The compressed-air brake actuation valve means serves to isolate the brake supply reservoir (brake pressure reservoir) from the electro-pneumatic control valve means and to vent the compressed-air brake cylinder when pressure is available in the emergency line, and to connect the brake supply reservoir (brake pressure reservoir) to the electro-pneumatic control valve means when no pressure is available in the emergency line.
The underlying object of the invention is to improve the braking behavior of a generic brake system, in particular for the purpose of being able to better rescue a rail vehicle equipped with the brake system in an emergency situation autonomously or using a further rail vehicle—i.e. of being able to move it to a safe section of track.
This object is achieved by a brake system with the features of claim 1, in which the first switch-over valve is embodied such that, in its first position, the first emergency brake flow path is cleared and a first emergency flow path is blocked for compressed air applied by an emergency control valve means and that, in its second position, the first emergency brake flow path is blocked and the emergency flow path is cleared.
Thus, in the inventive brake system, operating actions are not required in all cars of a rail vehicle equipped with said system in order to rescue the rail vehicle and also no additional electrical connections have to be established.
In this case it is seen as advantageous for the brake system to have a second emergency control valve means and a second switch-over valve means, the pneumatic control connection of which is connected to the emergency line, so that the second switch-over valve means is kept in a first position during service operating mode and in a second position during emergency operating mode. Here the second emergency control valve means is embodied such that, in its first position, a second emergency brake flow path having an operative connection to at least one second compressed-air brake cylinder is cleared for compressed air applied by the second emergency control valve means and a second emergency flow path is blocked for compressed air applied by the emergency control valve means and that, in its second position, the second emergency flow path is blocked and the second emergency flow path is cleared.
On the other hand it is seen as advantageous for the brake system to have a parking brake actuation valve means and a third switch-over valve means, the pneumatic control connection of which is connected to the emergency line, so that, during service operating mode, it is kept in a first position and during emergency operating mode it is kept in a second position. Here the third switch-over valve means is embodied such that, in its first position, a parking brake actuation flow path having an operative connection to at least one parking brake actuation cylinder is cleared for compressed air applied by the parking brake actuation cylinder and an emergency actuation flow path is blocked for compressed air applied by the emergency control valve means, and that, in its second position, the parking brake actuation flow path is blocked and the emergency actuation flow path is cleared.
It is advantageous for the first switch-over valve means to have pneumatic connections, of which a first connection is connected to a pneumatic connection of the first emergency brake control valve means and a second connection has an operative connection to the at least one first compressed-air brake cylinder, and for the emergency control valve means to have a pneumatic control connection connected to the emergency line, a pneumatic supply connection connected to the brake supply reservoir and a pneumatic connection connected to the first switch-over valve means.
In a similar way the second switch-over valve means preferably has pneumatic connections, of which a first connection is connected to a pneumatic connection of the second emergency brake control valve means, a second connection has an operative connection to the at least one second compressed-air brake cylinder and a third connection is connected to the connection of the emergency control valve means.
Furthermore there is preferably provision for the third switch-over valve means to have pneumatic connections, of which a first connection is connected to a pneumatic connection of the parking brake actuation valve means, a second connection has an operative connection to the at least one parking brake actuation cylinder and a third connection is connected to the connection of the emergency control valve means.
The use of a first pressure converter with a pneumatic supply connection is advantageous, which is connected to the brake supply reservoir, with a connection which is connected to the at least one first compressed-air brake cylinder, and with a first pneumatic control connection, which is connected to the second pneumatic connection of the first switch-over valve means.
The use of a second pressure converter with a pneumatic supply connection is also advantageous, which is connected to the brake supply reservoir, with a connection which is connected to the at least one first compressed-air brake cylinder, and with a first pneumatic control connection which is connected to the second pneumatic connection of the first switch-over valve means.
The use of a first switch-over valve means is furthermore advantageous, with a first pneumatic input, a second pneumatic input and a pneumatic output, wherein the first input is connected to the connection of the first pressure converter and the second input is connected to the connection of the second pressure converter.
The use of a second switch-over valve means with a first pneumatic input, a second pneumatic input and a pneumatic output is further advantageous, wherein the first input is connected to the output of the first switch-over valve means, the second input is connected to the second pneumatic connection of the third switch-over valve means and the output is connected to the at least one parking brake actuation cylinder.
Preferably the braking system has an emergency pressure control module for controlling the pressure in the emergency line and an activation valve means for activating the emergency pressure control module.
The object underlying the invention is also achieved by a method with the features of claim 13, in which the first switch-over valve means, in its first position, clears the first emergency brake flow path and blocks a first emergency flow path for compressed air applied by an emergency control valve means and, in its second position, blocks the first emergency brake flow path and clears the first emergency flow path.
On the one hand it is seen as advantageous for the brake system to be provided with a second emergency brake control valve means and a second switch-over valve means, of which the pneumatic control connection is connected to the emergency line, so that in service operating mode it is kept in a first position and in emergency operating mode it is kept in a second position. In its first position the second switch-over valve means clears a second emergency flow path having an operative connection to at least one compressed-air brake cylinder for compressed air applied by the second emergency brake control valve means and blocks a second emergency flow path for compressed air applied by the emergency control valve means. In its second position the second switch-over valve means blocks the second emergency brake flow path and clears the second emergency flow path.
On the other hand it is seen as advantageous for the brake system to be provided with a parking brake actuation valve means and a third switch-over valve means, of which the control connection is connected to the emergency brake line, so that during service operating mode it is kept in a first position and during emergency operating mode it is kept in a second position. In its first position the third switch-over valve means clears a parking brake actuation flow path having an operative connection to a parking brake actuation cylinder for compressed air applied by the parking brake actuation valve means and blocks an emergency flow path for compressed air applied by the emergency control valve means. In its second position the third switch-over valve means blocks the parking brake actuation flow path and clears the emergency flow path.
The invention is explained in greater detail below on the basis of figures. In the figures:
The inventive rail vehicle 1 shown in
In accordance with
On the car side each of the brake arrangements 6.I and 6.II has a brake supply reservoir 15, which is connected in the way shown via a connection formed from pneumatic line sections, in the course of which a filter 16 and a non-return valve 17 are arranged, to the main air reservoir line HBL and which provides a brake supply pressure R.
Furthermore each of the brake arrangements 6.I and 6.II on the car side has a brake device unit 18 in the form of a brake panel, a drive and brake unit 19 in the form of an electronic brake control device arrangement, wheel-slide protection units 20a, 20b and shut-off devices 21a, 21b and also 61a, 61b.
The drive and brake unit 19 is used, inter alia, for activating electrically-activatable components of the brake device unit 18, wherein, for the sake of clarity, the corresponding electrical connections are not shown in the figures.
The brake device unit 18 of each of the brake arrangements 6.I and 6.II is connected in the way shown via pneumatic line sections to the brake supply reservoir 15, so that the brake device unit 18 is supplied with the compressed air of the brake supply reservoir 15—i.e. with the brake supply pressure R.
The brake device unit 18 of one of the brake arrangements 6.I and 6.I in each case is moreover connected in the way shown via a pneumatic line section to the emergency line NL.
The brake device unit 18 of one of the brake arrangements 6.I and 6.II in each case is further connected on the one hand via a first of the shut-off units 21a and a first of the wheel-slide protection units 20a as well as assigned pneumatic line sections, which for the sake of clarity are not shown in any greater detail, to the compressed-air brake cylinders 12 of the compressed-air brake actuators 11 of a first bogie 4a of the bogies of the respective cars.
On the other hand the brake device unit 18 of one of the respective brake arrangements is connected via the second shut-off unit 21b and the second wheel-slide protection unit 20b as well as assigned pneumatic line sections to the compressed-air brake cylinders 12 of the compressed-air brake actuators 11 of the second bogie of the respective car.
The brake pressures Ra or Rb for the compressed-air brake actuators 11 are thus controlled bogie by bogie. Such a bogie-by-bogie method of control is preferably provided when the rail vehicle 1 is a high-speed rail vehicle.
As an alternative thereto, brake pressures for the compressed-air brake actuators can be controlled car by car, preferably when the rail vehicle 1 is a commuter vehicle or regional vehicle.
Moreover the brake device unit 18 of one of the respective brake arrangements is connected via corresponding pneumatic line sections to the parking brake actuating cylinders 14 of the parking brake actuators 15 of the two bogies 4a and 4b of the respective car.
A parking brake actuation pressure L for the parking brake actuating cylinders 14 is thus controlled car by car.
Each of the bogies 4a or 4b is provided with one of the air suspension units 7a or 7b, which are connected in the way shown via assigned pneumatic line sections to the brake device unit 18 of the respective car and output a load pressure Ta or Tb to the brake device unit 18.
In accordance with
The activation means 25 has three connections 251, 252 and 253, of which a first connection 251 is connected to the main air reservoir line HBL and a second connection 252 is connected to the emergency pressure control module 22 and the third connection 253 is provided with venting of the air into the open air.
In accordance with
Via one of the coupling devices 27 shown in
In accordance with
In service operating mode of the rail vehicle 1 the shut-off devices 29, 30 are in the first positions shown in
If the rail vehicle is to be rescued under its own power in an emergency, then initially the shut-off devices 30 of the two drive cars 2 must be moved into their second position, in order to close off the emergency line NL at its ends. Subsequently the activation means 25 of one of the drive cars 2 (preferably the drive car pointing in the direction of travel) should be moved from its blocked position shown in the figures into its activation position. In the blocked position the connections 252 and 253 are connected and thus the emergency pressure control module 22 vents into the open air. In the activation position the activation means forwards the pressure D of the main air reservoir line HBL in the direction of the emergency pressure control module 22, since its connection 251 is connected to its connection 252.
In accordance with
In accordance with
The cabin module 23, in addition to the activation means 25 and the shut-off devices 29 and 30, has two pressure sensors 56 and 57.
As well as the cabin module 23, a double manometer 58, a speed and brake regulator 59 and an emergency brake button 60 belong to the cabin device 24.
The brake device unit 18 shown in
In the brake device unit 18 operative connections from a first of the switch-over valve means 38a to the compressed-air brake cylinders 12 of the first bogie 4a are formed by means of a first of the pressure converters 35a. Operative connections from the second switch-over valve means 38a to the compressed-air brake cylinders 12 of the second bogie 4b are formed by means of the second pressure converter 35b.
In addition operative connections from a first of the switch-over valve means 38a to the compressed-air brake cylinders 12 of the second bogie 4b are formed by means of the first pressure converter 35a and first of the changeover valve means 40 and by means of the second pressure converter 35b and the first changeover valve means 40 operative connections are formed from a second of the switch-over valve means 38b to the compressed-air brake cylinders 12 of the first bogie 4a.
Moreover operative connections are formed from the third switch-over valve means 39 to the parking brake actuation cylinders 14 of the two bogies 4a and 4b of the respective car by means of the second changeover valve means 41.
Furthermore operative connections are formed from the first switch-over valve means 38a and the second switch-over valve means 38b to the parking brake actuation cylinders 14 of the two bogies 4a and 4b of the respective car are formed by means of the two pressure converters 35a, 35b and the two changeover valve means 40, 41.
To form the said operative connections, the first pressure converter 35a has a pneumatic supply connection 35a1 connected to the brake supply reservoir 15, a pneumatic supply connection 35a2 and three pneumatic supply connections 35a3, 35a4 and 35a5. The pressure converter 35a outputs the brake pressure Ra at the pneumatic connection 35a2. Here the pneumatic connection 35a2 is connected via pneumatic line sections to the first connection 21a1 of the shut-off unit 21a, which in the open position of the shut-off unit 21a shown in
Accordingly the second pressure converter 35b has a pneumatic supply connection 35b1 connected to the brake supply reservoir 15, a pneumatic supply connection 35b2 and three pneumatic supply connections 35b3, 35b4 and 35b5. The pressure converter 35b outputs the brake pressure Rb at the pneumatic connection 35b2. Here the pneumatic connection 35b2 is connected via pneumatic line sections to the first connection 21b1 of the shut-off unit 21b, which in the open position of the shut-off unit 21b shown in
The first changeover valve means 40 has a first pneumatic input 401, a second pneumatic input 402 and a pneumatic output 403, wherein the first input 401 is connected to the second connection 35a2 of the first pressure converter 35a and the second input 402 is connected to the connection 35b2 of the second pressure converter 35b.
The second changeover valve means 41 has a first pneumatic input 411, a second pneumatic input 412 and a pneumatic output 413, wherein the first input 411 is connected to the output 403 of the first changeover valve means 40, the second input 412 to the second pneumatic connection 392 of the third switch-over valve means 39 and the output 413 to the parking brake actuation cylinders 14 of the two bogies 4a, 4b.
A first of the emergency brake valve means 34a has a pneumatic supply connection 34a1, a pneumatic connection 34a2 and a venting connection 34a3. Moreover the first emergency brake valve means 34a has an electrical control connection 34a4 activated by the brake control unit 19.
The second emergency brake valve means 34b has a pneumatic supply connection 34b1, a pneumatic connection 34b2 and a venting connection 34b3. Moreover the second emergency brake valve means 34b has an electrical control connection 34b4 activated by the brake control unit 19.
Furthermore the parking brake actuation valve means 36 has a pneumatic supply connection 361, a pneumatic connection 362 and a venting connection 363. Moreover the parking brake actuation valve means 36 has two electrically-activated control connections 364 and 365.
A first emergency brake flow path NBa is embodied by pneumatic line sections for compressed air applied by the first emergency brake control valve means 34a (see also
This first emergency brake flow path NBa is thus, by means of the first pressure converter 35a, in an operative connection with the compressed-air brake cylinders 12 of the first bogie 4a of the respective car.
Moreover this first emergency brake flow path NBa, by means of the first pressure converter 35a and the first switchover valve means 40, is also in an operative connection with the compressed-air brake cylinders 12 of the second bogie 4b of the respective car.
Furthermore a first emergency flow path NFa is formed by pneumatic line sections for compressed air applied by the emergency control valve means 37 (see also
The emergency control valve means 37 has a pneumatic control connection 371 connected to the emergency line NL, a pneumatic supply connection 372 connected via one of the pressure reduction valve means 49 to the brake supply reservoir 15 and a connection 373, wherein the emergency flow path NFa extends from the connection 373 of the emergency control valve means 37 to the first control connection 35a2 of the first pressure converter 35a.
The first emergency flow path NFa likewise has an operative connection, by means of the first pressure converter 35a, to the compressed-air brake cylinders 12 of the first bogie 4a of the respective car or has an operative connection, by means of the first pressure converter 35a and the first changeover valve means 40, to the compressed-air brake cylinders 12 of the second bogie 4b.
A first of the switch-over valve means 38a is arranged in the course of the first emergency brake flow path NBa and the first emergency flow path NFa, which has pneumatic connections 38a1, 34a2, 34a3. A first of the connections 38a1 is connected to the pneumatic connection 34a2 of the first emergency brake control valve means 34a. A second of the connections 38a2 is connected to the control connection 35a3 of the pressure converter 35a and thus has an operative connection to the compressed-air brake cylinders 12 of the first bogie 4a of a respective car. Moreover the first switch-over valve means 38a has a pneumatic control connection 38a4 connected to the emergency line NL.
In a service operating mode of the brake system 6, the emergency line NL is kept at zero pressure (PD=0), so that the first switch-over valve means 38a is kept in a first position (as shown in
In an emergency operating mode of the brake system 6, a pressure PD≠0 is applied in the emergency line (NL), so that the first switch-over valve means 38a is kept in a second position.
The first switch-over valve means 38a is embodied such that, in its first position, the first emergency brake flow path NBa is cleared and also the first emergency flow path NFa is blocked and that, in its second position, the first emergency brake flow path NBa is blocked and also the first emergency flow path NFa is cleared.
In the same way, in the brake device unit 18, a second emergency brake flow path NBb is embodied by pneumatic line sections for compressed air applied by the second emergency brake valve means 34b, which extends from connection 34b2 of the second emergency brake valve means 34b to a first of the control connections 35b3 of the second pressure converter 35b.
This second emergency brake flow path NBb thus, by means of the second pressure converter 35b, has an operative connection to the compressed-air brake cylinders 12 of the second bogie 4b of the respective car.
This second emergency brake flow path NBb also has an operative connection, by means of the first pressure converter 35a and the first changeover valve means 40, to the compressed-air brake cylinders 12 of the first bogie 4a of the respective car.
Furthermore a second emergency flow path NFa is formed by pneumatic line sections for compressed air applied by an emergency control valve means 37, which extends from the connection 373 of the emergency control valve means 37 to the connection 35b3 of the second pressure converter 35b.
This second emergency brake flow path NBb also has an operative connection, by means of the second pressure converter 35b, to the compressed-air brake cylinders 12 of the second bogie 4b of the respective car or has an operative connection, by means of the second pressure converter 35b and the first changeover valve means 40, to the compressed-air brake cylinders 12 of the first bogie 4a.
The second switch-over valve means 38b is arranged in the course of the second emergency brake flow path NBb and the second emergency flow path NFb, which has pneumatic connections 38b1, 34b2, 34b3. A first of the connections 38b1 is connected to the pneumatic connection 34b2 of the second emergency brake control valve means 34b. A second of the connections 38b2 is connected to the control connection 35b3 of the second pressure converter 35b and thus has an operative connection to the compressed-air brake cylinders 12 of the second bogie 4b of a respective car. Moreover the second switch-over valve means 38b has a pneumatic control connection 38b4 connected to the emergency line NL.
In a service operating mode of the brake system 6, the second switch-over valve means 38b, because of the zero-pressure (PD=0) emergency line NL, is kept in a first position (as shown in
In an emergency operating mode of the brake system 6, the second switch-over valve means 38b, because of the pressure PD≠0 activated in the emergency line NL, is kept in a second position.
The second switch-over valve means 38b is embodied such that, in its first position, the second emergency brake flow path NBb is cleared and also the second emergency flow path NFb is blocked and that, in its second position, the second emergency brake flow path NBb is blocked and also the second emergency flow path NFb is cleared.
Moreover a parking brake actuation flow path FBL is formed in the brake control unit 18 by pneumatic line sections for compressed air applied by the parking brake actuation flow means 36, which extends from connection 362 of the parking brake actuation flow means 36 to connection 412 of the second changeover valve means 41. The parking brake actuation flow path FBL, by means of the second changeover valve means 41, has an operative connection to the parking brake actuation cylinders 14 of the two bogies 4a and 4b of the respective car.
Moreover a emergency actuation flow path NFL is formed by pneumatic line sections for compressed air applied by the emergency control valve means 37, which extends from connection 372 of the emergency control valve means 37 to connection 412 of the second changeover valve means 41. This emergency actuation flow path NFL, by means of the second changeover valve means 41, likewise has an operative connection to the parking brake actuation cylinders 14 of the two bogies 4a and 4b of the respective car.
Arranged in the course of the parking brake actuation flow path FBL and the emergency actuation flow path NFL is the third switch—over valve means 39, which has pneumatic connections 391 392, 393. A first of the connections 391 is connected to the pneumatic connection 362 of the parking brake actuation valve means 36. A second of the connections 392 is connected to the connection 412 of the second changeover valve means 41 and thus has an operative connection to the compressed-air brake cylinders 12 of the two bogies 4a, 4b of a respective car. Moreover the third switch-over valve means 39 has a pneumatic control connection 394 connected to the emergency line NL.
In service operating mode of the brake system 6, the third changeover valve means 39, because of the zero-pressure (PD=0) emergency line NL, is kept in a first position (as shown in
In emergency operating mode of the brake system 6, the third changeover valve means 39, because of the pressure PD≠0 activated in the emergency line NL, is kept in a second position.
The third changeover valve means 39 is embodied such that, in its first position, the parking brake actuation flow path FBL is cleared and also the emergency actuation flow path NFL is blocked and that, in its second position, the parking brake actuation flow path FBL is blocked and the emergency actuation flow path NFL is cleared.
The following is a description of how the brake system 6 operates.
The directly-acting brake pressure regulators 33a or 33b are each formed from an air inlet valve and an air outlet valve, wherein the air inlet valves and the air outlet valves are electrically activated by the drive and brake control unit 19.
In normal service operating mode the directly-acting brake pressure regulators 33a or 33b, during operational braking and during emergency braking, apply a pilot control pressure Cvla≠0 or Cvlb≠0 to a second of the control connections 35a4 or 35b4 of the pressure converters 35a or 35b. In emergency operating mode the two brake pressure regulators 33a or 33b assume the position shown in
The directly-acting emergency brake control valve means 34a and 34b, which are only electrically actuated by a safety loop not shown here, are supplied with power in normal service operating mode of the brake system 6 with the safety loop closed, so that the control inputs 35a4 or 35b4 of the pressure converters 35a and 35b will be vented into the open air (Cv2a=0, Cv2b=0).
If the safety loop is interrupted for emergency braking, the two emergency brake control valve means 34a and 34b apply pilot pressures Cv2a≠0 or Cv2b≠0 to the first control inputs 35a3 or 35b3 of the pressure converters 35a and 35b. The position of the emergency brake control valve means 34a and 34b during emergency braking is shown in
Present as pilot pressures at the third control inputs 35a5 or 35b5 of the pressure converters 35a and 35b are the load pressures Ta or Tb of the air suspension units 7a or 7b, which serve as a measure for a loading state of the rail vehicle 1.
The pressure converters 35a and 35b, as a function of the pilot pressures Cv1a, Cv2a Ta or Cv1b, Cv2b, Tb present at their control inputs, apply the brake pressure Ra or Rb to the compressed-air brake cylinders 12 to the connection 35a2 or 35b2. If Ra=0 and Rb=0, then the compressed-air brake actuators 11 are in the released position. If Ra≠0 and Rb≠0 then the compressed-air brake actuators 11 are in a braking position.
In normal service operating mode of the brake system the holding brake (parking brake) is applied by means of the parking brake actuation valve means 36.
In the position of the parking brake actuation valve means 36 shown in
The changeover valve means 40 and 41 prevent the compressed-air brake actuators 11 and the parking brake actuators 13 being in their braking position at the same time.
So that the rail vehicle can rescue itself in an emergency (rescue case), it must be transferred into emergency operating mode. To do this the blocking device 30 in the two drive cars must be moved from its first position shown in
Through the pressure ND applied in the emergency line NL, on the one hand the control connections 38a3, 38b3 and 393 are activated and thus moved from their first position into their second position, wherein in the second position first emergency brake flow paths NBa and NBb as well as the parking brake actuation flow path FBL are blocked, while the emergency flow paths NFa and NFb as well as the emergency actuation flow path (NFL) are cleared. On the other hand the emergency control valve means 37 are controlled by the pressure ND in the emergency line. The switchover into the second position is made as soon as the pressure ND in the emergency line exceeds 2.5. Then the “low-active” emergency brake control valve means 34a and 34b as well as the parking brake actuation valve means 36 are deactivated by the pneumatic switch-over valve means 38a, 38b and 39.
As soon as the pressure ND in the emergency line reaches 5 bar, all compressed-air brake actuators 11 and all parking brake actuators 13 are moved into the actuation position—i.e. applied.
In the event of an emergency, the rail vehicle can now be smoothly braked, by the pressure ND in the emergency line being reduced to 4.6 to 3.5 bar.
Moreover emergency braking is also possible in the event of an emergency. To do this the emergency line must be vented, which can be done by actuating the electrically-actuatable emergency brake valve means 55 or by a manual activation of the emergency brake button 60.
Number | Date | Country | Kind |
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10 2016 205 125.3 | Mar 2016 | DE | national |
Filing Document | Filing Date | Country | Kind |
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PCT/EP2017/056482 | 3/20/2017 | WO | 00 |