Railway car braking system including piezoelectric pilot valve and associated methods

• US 6,302,495 B1
• Filed: 06/04/1999
• Issued: 10/16/2001
• Est. Priority Date: 06/04/1999
• Status: Expired due to Fees

• Current Assignee: GE Transportation Systems Global Signaling LLC (General Electric Company)
• Original Assignee: GE Harris Railway Electronics, LLC (GE Aerospace)
• Inventors: Peltz, David
• Primary Examiner(s): Butler, Douglas C.
• Application Number:
  US09/326,361
• Time in Patent Office: 865 Days
• Field of Search: 303/16, 303/15, 303/3, 303/20, 303/2, 303/128-136, 303/7, 303/118.1, 251/129.06, 251/129.08, 251/129.01, 251/30.01, 137/625.65, 137/85, 137/487.5, 137/489, 310/328, 246/167.R, 246/182.R, 701/70, 701/19, 701/20
• US Class Current: 303/16
• CPC Class Codes: B60T 13/665 the systems being specially adapted for transferring two or more command signals, e.g. railway systems B60T13/662 takes precedence
• CPC Class Codes: B60T 17/228 for railway vehicles
• CPC Class Codes: F16K 31/006 having a free end

Abstract

A railway car brake system includes a pneumatic brake cylinder and a relay valve for controlling pressure in the brake cylinder. The relay valve is responsive to a pilot pressure which is generated by a pilot valve connected to the relay valve, the pilot valve including at least one piezoelectric element. The system also includes a controller connected to the piezoelectric element to control the pilot pressure and thereby control braking. The pilot valve releases braking upon loss of power to the at least one piezoelectric element to thereby provide a failsafe release of braking. The pilot valve may also include a first piezoelectric element for controlling fluid flow from a pressure source to the relay valve, and a second piezoelectric element for controlling fluid flow from the relay valve to atmosphere.

Claims

1. A railway car brake system comprising:

at least one pneumatic brake cylinder;

a relay valve for controlling pressure in the at least one brake cylinder responsive to a pilot pressure;

at least one pilot valve connected to said relay valve for controlling the pilot pressure, said at least one pilot valve comprising at least one piezoelectric element; and

a controller connected to said at least one piezoelectric element for controlling the pilot pressure to thereby control braking.

2. A railway car brake system according to claim 1 wherein said at least one pilot valve releases braking upon loss of power to said at least one piezoelectric element to thereby provide a failsafe release of braking.

3. A railway car brake system according to claim 1 wherein said at least one pilot valve comprises:

a first piezoelectric element for controlling fluid flow from a pressure source to said relay valve; and

a second piezoelectric element for controlling fluid flow from the relay valve to atmosphere.

4. A railway car brake system according to claim 3 wherein said first and second piezoelectric elements each have energized and de-energized states;

and wherein said first and second piezoelectric elements are in blocking positions to block respective fluid flows when in the de-energized state.

5. A railway car brake system according to claim 4 wherein said at least one pilot valve further comprises at least one biasing device for biasing said first and second piezoelectric elements to the blocking positions.

6. A railway car brake system according to claim 3 further comprising a common valve body containing said first and second piezoelectric elements;

and wherein said common valve body comprises a first port connected to said relay valve, a second port connected to the pressure source, and a third port connected to atmosphere.

7. A railway car brake system according to claim 6 wherein said valve body further comprises a fourth port connected to atmosphere;

and further comprising a third piezoelectric element for controlling fluid flow from within said valve body through said fourth port to atmosphere.

8. A railway car brake system according to claim 7 wherein said third piezoelectric element is substantially smaller than each of said first and second piezoelectric elements so as to consume relatively less power.

9. A railway car brake system according to claim 8 wherein said third piezoelectric element has energized and de-energized states;

and wherein said third piezoelectric element is in an open position to permit fluid flow from said relay valve, through said valve body and to atmosphere when in the de-energized state to thereby provide a failsafe release of braking.

10. A railway car brake system according to claim 3 wherein said at least one pilot valve comprises first and second pilot valves including respective first and second valve bodies which contain respective first and second piezoelectric elements.

11. A railway car brake system according to claim 10 wherein said first pilot valve is a normally closed valve and said first valve body comprises a first port connected to said relay valve and a second port connected to the pressure source, and wherein said second pilot valve is a normally open valve and said second valve body comprises a third port connected to atmosphere and a fourth port connected to said relay valve.

12. A railway car brake system according to claim 10 wherein said first pilot valve is a normally closed valve and said first valve body comprises a first port connected to said relay valve and a second port connected to the pressure source;

wherein said second pilot valve is a normally closed valve and said second valve body comprises a third port connected to atmosphere, a fourth port connected to said relay valve, and a fifth port connected to atmosphere; and

wherein said second pilot valve further comprises a third piezoelectric element for controlling fluid flow from within said second valve body through said fourth port to atmosphere.

13. A railway car brake system according to claim 12 wherein said third piezoelectric element is substantially smaller than each of said first and second piezoelectric elements so as to consume relatively less power.

14. A railway car brake system according to claim 13 wherein said second piezoelectric element is substantially smaller than said first piezoelectric elements so as to consume relatively less power.

15. A railway car brake system according to claim 13 wherein said second piezoelectric element has energized and de-energized states;

and wherein said second piezoelectric element is in an open position to permit fluid flow from said relay valve, through said valve body and to atmosphere when in the de-energized state to thereby provide a failsafe release of braking.

16. A railway car brake system according to claim 3 wherein said at least one pilot valve further comprises:

a valve body having first, second and third ports, a first port connected to said relay valve, a second port connected to the pressure source, and a third port connected to atmosphere;

wherein the first piezoelectric element is contained in said valve body for controlling fluid flow from the second port to the first port; and

wherein the second piezoelectric element is associated with the third port for controlling fluid flow from within said valve body through the third port to atmosphere.

17. A railway car brake system according to claim 1 wherein said at least one piezoelectric element comprises a bimorphic piezoelectric element having an energized position and a de-energized position.

18. A railway car brake system according to claim 1 further comprising a radio transceiver connected to said controller.

19. A railway car brake system according to claim 1 further comprising at least one pressure transducer connected in fluid communication with the brake cylinder for generating a pressure signal for said controller.

20. A railway car brake system according to claim 1 further comprising at least one of a generator and a battery connected to said controller for providing power thereto.

21. A railway car brake system comprising:

at least one pneumatic brake cylinder;

a relay valve for controlling pressure in the at least one brake cylinder responsive to a pilot pressure;

at least one pilot valve connected to said relay valve for controlling the pilot pressure, said at least one pilot valve comprising first and second piezoelectric elements for controlling fluid flow from a pressure source to said relay valve and for controlling fluid flow from the relay valve to atmosphere, said at least one pilot valve releasing braking upon loss of power thereto to thereby provide a failsafe release of braking; and

a controller connected to said at least one piezoelectric element for controlling the pilot pressure to thereby control braking.

22. A railway car brake system according to claim 21 wherein said first and second piezoelectric elements each have energized and de-energized states;

wherein said first and second piezoelectric elements are in blocking positions to block respective fluid flows when in the de-energized state; and

wherein said at least one pilot valve further comprises at least one biasing device for biasing the piezoelectric elements to the blocking position.

23. A railway car brake system according to claim 21 further comprising a common valve body containing said first and second piezoelectric elements;

and wherein said common valve body comprises a first port connected to said relay valve, a second port connected to the pressure source, and a third port connected to atmosphere.

24. A railway car brake system according to claim 23 wherein said valve body further comprises a fourth port connected to atmosphere;

and further comprising a third piezoelectric element which is substantially smaller than each of said first and second piezoelectric elements, for controlling fluid flow from within said valve body through said fourth port to atmosphere.

25. A railway car brake system according to claim 24 wherein said third piezoelectric element has energized and de-energized states;

and wherein said third piezoelectric element is in an open position to permit fluid flow from said relay valve, through said valve body and to atmosphere when in the de-energized state to thereby provide a failsafe release of braking.

26. A railway car brake system according to claim 21 wherein said at least one pilot valve further comprises:

a valve body having first, second and third ports, a first port connected to said relay valve, a second port connected to the pressure source, and a third port connected to atmosphere;

wherein the first piezoelectric element is contained in said valve body for controlling fluid flow from the second port to the first port; and

wherein the second piezoelectric element is associated with the third port for controlling fluid flow from within said valve body through the third port to atmosphere.

27. A railway car brake system according to claim 26 wherein said second piezoelectric element has energized and de-energized states;

and wherein said second piezoelectric element is in an open position to permit fluid flow from said relay valve, through said valve body and to atmosphere when in the de-energized state to thereby provide a failsafe release of braking.

28. A railway car brake system according to claim 21 wherein each of said first and second piezoelectric element comprises a bimorphic piezoelectric element having an energized position and a de-energized position.

29. A railway car brake system according to claim 21 further comprising at least one pressure transducer connected in fluid communication with the brake cylinder for generating a pressure signal for said controller.

30. A control system for a railway car brake system 112 comprising at least one pneumatic brake cylinder and a relay valve for controlling pressure in the at least one brake cylinder responsive to a pilot pressure, the control system comprising:

at least one pilot valve for controlling the pilot pressure, and comprising at least one piezoelectric element; and

a controller connected to said at least one piezoelectric element for controlling the pilot pressure by the at least one pilot valve.

31. A control system according to claim 30 wherein said at least one pilot valve opens to atmosphere upon loss of power to said at least one piezoelectric element to thereby provide a failsafe release of braking.

32. A control system according to claim 30 wherein said at least one piezoelectric element comprises a bimorphic piezoelectric element having an energized position and a de-energized position.

33. A control system according to claim 30 further comprising a radio transceiver connected to said controller.

34. A control system according to claim 30 further comprising at least one pressure transducer for connection with the brake cylinder for generating a pressure signal for said controller.

35. A method for railway car braking comprising the steps of:

controlling a pilot pressure using at least one piezoelectric element; and

controlling pressure in at least one pneumatic brake cylinder in response to the pilot pressure.

36. A method for railway car braking according to claim 35, wherein the at least one piezoelectric element is contained in at least one pilot valve body, and further comprising the step of opening the at least one pilot valve body to atmosphere upon loss of power to the at least one piezoelectric element to thereby provide a failsafe release of braking.

37. A method for railway car braking according to claim 35 wherein the step of operating at least one piezoelectric element further comprises the steps of:

controlling fluid flow from a pressure source to a relay valve with a first piezoelectric element; and

controlling fluid flow from the relay valve to atmosphere with a second piezoelectric element.

38. A method for railway car braking according to claim 35 wherein the at least one piezoelectric element comprises a bimorphic piezoelectric element having an energized position and a de-energized position.

39. A method for railway car braking according to claim 35, further comprising the step of generating a pressure signal for use in controlling pressure in the at least one pneumatic brake cylinder.

40. A railway car brake system comprising:

at least one pneumatic brake cylinder;

a relay valve for controlling pressure in the at least one brake cylinder responsive to a pilot pressure;

at least one pilot valve connected to said relay valve comprising at least one piezoelectric element, said at least one pilot valve releasing braking upon loss of power to said at least one piezoelectric element; and

a controller connected to said at least one piezoelectric element for controlling the pilot pressure to thereby control braking.

41. A railway car brake system according to claim 40 wherein said at least one piezoelectric element comprises a bimorphic piezoelectric element having an energized position and a de-energized position.