MXPA99002336A - Improved method to control the pressure of the fr tube - Google Patents

Abstract

An improved method is used to control the pressure in the brake tube of a train. The train is equipped with an automatic brake handwheel, a compensating tank, a brake tube control device and a computer to control the control device according to the position of the crank. The method involves the steps of: moving the crank to a point along its range of motion, and storing in the computer as a reference point the desired value for the pressure in the brake pipe. At any point occupied by the crank along its range of motion, there is a particular pressure reference point corresponding to this. The method then includes the steps of: instructing the computer to order the control device to modify the current pressure in the buffer tank to the reference point, thereby also causing the current pressure in the brake pipe to approach the point reference, when the current pressure in the brake pipe approaches the reference point, the computer is instructed to command the control device to adjust the current pressure of the compensating tank to a slightly higher value (if it is desired to increase the pressure of the brake hose) or lower (if you wish to decrease the brake hose pressure) to the reference point, until the current pressure in the brake hose reaches the reference point. While checking the current pressure of the brake pipe, the computer then instructs the control device to adjust the current pressure of the buffer tank to maintain the current pressure of the brake pipe at the reference point corresponding to the crank position of the brake.

Description

IMPROVED METHOD TO CONTROL THE PRESSURE OF THE BRAKE PIPE FIELD OF THE INVENTION The present invention relates, in general, to the brake maneuvering equipment a train. More particularly, the present invention pertains to an improved method controlling the pressure within a brake tube of a train.

BACKGROUND OF THE INVENTION A typical train includes one or more locomotives, a plurality of wagons and several train lines. The train lines include both pneumatic and electric lines, most of which run from the first locomotive to the last car on the train. A pneumatic train line is the brake tube. The brake tube consists of a series of lengths of individual tubes, each of which are secured to the underside of a car. Each tube length is interconnected to another such tube length via a flexible coupler, located between each car. Usually controlled to mimic the pressure contained within a storage tank called a buffer tank, the brake tube is thus a continuous long tube running from the first locomotive to the last car. This tube conducts the pressurized air that is required by the brake maneuvering system to load the different tanks and operate the brake maneuver valves of each car in the train. In a locomotive, the pneumatic lines of the train include a pipe of accionamiento, a tube of compensation of the main deposit (CDP), and a tube of application and independent release (ALI), in addition to the tube of brake. Inside a locomotive consists of (example, two or more locomotives connected together), the CDP, drive and ALI tubes of each locomotive connected to the CDP, drive and ALI tubes of the adjacent locomotives. The ALI tube supplies the compressed air that can be used to control the release of pressurized air, and thus operate, the brakes of each locomotive on the train. The brakes of a train, either on wagons or locomotives are applied using the brake cylinders and associated components. During braking, the brake cylinders convert the pressurized air they receive into mechanical e. Of the brake cylinders, this e is transmitted by an articulated mechanism to the brake shoes. When the brakes are applied, it is the brake pads that are ultimately used to slow down or stop the rotation of the wheels on each vehicle in the train.

A typical locomotive has a brake maneuver system, such as any of the different EPIC® Brake Equipment Systems produced by the Air Brake Company (ABCO). These brake maneuvering systems generally include a cabin station unit, a keyboard, a display device, a locomotive interconnection unit, a brake control computer and a pneumatic operation unit. The cab station unit generates several signals, including those that represent the positions of the automatic and independent brake handles, and transmits the corresponding commands to them to the control computer of the engine. The keyboard also allows a train operator to have access to the brake equipment, allowing, example, the operator to enter certain adjustment parameters. The display device allows the operation of the brake equipment to be checked. The locomotive interconnection unit (UIL) connects the electric power and certain train lines to the brake equipment and provides various signals to the brake control computer. Based on the input data it receives and the programs and programming systems that dictate its operation, the brake control computer essentially controls the entire operation of the brakes. Shown in Figure 1, the pneumatic operation unit (UPO) controls the pressures in the pneumatic lines of the train and in several tanks to control the brakes according to the orders received from your brake control computer. The UPO presents a pneumatic sheet in which the brake control computer and several devices operated pneumatically and electropneumatically are mounted. The design of the blade allows these components to be removed for repair and maintenance without disturbing the pipe or wiring of the locomotive. Through a number of doors and internal passages, the pneumatic sheet interconnects these devices with each other and with bifurcations carrying air to or from the drive tube, the CDP tube, the ALI tube, the brake tube, the brake cylinder and / or several storage tanks such as the compensating deposit. It is through the internal doors and passages of the pneumatic blade that these devices communicate fluidly with each other and the pneumatic tubes in the train. Among the sheet-mounted devices are the independent application and release control part of ALI, the brake cylinder control part (CF) and the brake tube control part (TF) shown in Figure 1. These operating parts of the UPO are controlled mainly by the brake control computer. The control part of ALI presents the pneumatic logic circuit together with the solenoid-operated valves, by means of which the pressure in both the drive and ALI tubes can be controlled. The control part of the CF also features a pneumatic logic circuit together with the solenoid-operated valves by which the pressure in the brake cylinders in the locomotive can be controlled. The control part of the CF controls the pressure in the brake cylinders of the locomotive in response to the commands generated by the movement of either of the two brake handles. These demand signals from the automatic and independent braking can also be generated by changes in the pressure in the brake tube, the ALI tube, the emergency brake or the brake brake circuit. The control portion of the CF uses the pneumatic logic circuit and the solenoid-operated valves by which the pressure in the compensating tank and thus the brake tube of the train can be controlled. Shown in Figure 2, the control part of the CF also controls the functions of emergency purging and closing of the brake pipe. The cabin station unit generally includes a handling unit and a cabin control unit. The handling unit houses the two brake handles and related components. The cabin control unit has, essentially, a computer and a cabin interconnection card. From the handling unit the cabin control computer receives, via the interconnection card, the signals indicating the positions of the automatic and independent brake handles. Based on that input data, the cab control computer calculates the representative commands of how much, or even if, the braking effort should be reduced. Along with other information, the cabin control computer then transmits those commands to the brake control computer. The automatic brake hand crank is the device that the train operator can manipulate to direct the brake equipment to apply and release the brakes on each locomotive and each train car. The level at which the brake equipment reduces or increases the pressure inside the brake hose, and thus the amount of braking energy exerted by the train brakes, corresponds to the position of the automatic brake handle. The independent brake handwheel, in contrast, allows the train operator to apply and release the brakes only on the train's locomotive (s). The independent brake hand crank can be moved between and positioned within any of two positions. When the independent brake handle is moved to its application position, the brake control computer commands the ALI part to increase the pressure inside the ALI tube. The control part of the CF pneumatically responds to this increase in the ALI tube pressure by directing the air from the main tank to the brake cylinders of the locomotive to fully apply the locomotive's brakes. Similarly when the independent brake handle is moved to its release position, the brake control computer commands the ALI part to reduce the pressure inside the ALI tube. Pneumatically responding to the decrease in the pressure of the ALI tube, the control part of the CF now purges the air from the brake cylinders to release the brakes of the locomotive. The pressure in the ALI tube and the brake cylinders of the locomotive is reduced and increased in proportion to the position of the independent brake handle. The automatic brake handwheel can be moved from and between a release position at one end, at which the brake pipe pressure is maximum and the brakes are fully released to an emergency position at the other end, at which the Brake hose pressure is zero and the brakes are fully applied. When the brakes are applied, the reduction of the pressure in the brake pipe is generally controlled from the first locomotive via the control part of the TF. The exact amount at which the pressure is reduced depends on which of the application positions the crank is placed on. It is this reduction in pressure that signals the brake actuation valve (s) in each car to supply pressurized air from the appropriate reservoir (s) to the brake cylinders to apply the brake. wagon. The positions of the automatic brake hand crank include release, minimum service, full service, suppression, continuous duty and emergency. Between the minimum and full service positions are the service area, where each increase in the movement of the crank towards the full service position produces a greater reduction in brake tube pressure. When the automatic brake hand crank is moved to its release position, the brake control computer commands the control part of the TF to increase the pressure inside the buffer tank and thus the brake tube. Specifically, the compensating tank fully charges up to the adjustment value / objective appropriate to the type of train (passenger or merchandise) in question. The pressure inside the brake tube is very close to this target pressure, but due to the mechanical nature of the control part of the TF can not reach it. However, the brake control valves on each car respond pneumatically to this high pressure of the brake pipe by purging the air from the brake cylinders, thereby completely releasing the car brakes. The control part of the CF also responds pneumatically to the increase in the pressure of the brake pipe by purging air from the brake cylinders of the locomotive. Moving the automatic brake handle to its release position also causes the brake control computer to electrically command the solenoid operated valves of the CF control part to depressurize the brake cylinders of the locomotive. The control part of the CF in this way can release the brakes of the locomotive by responding to any electrical commands or pneumatic commands or both, the first one issued by the brake control computer and the last one to the increase in brake tube pressure. When the automatic brake handle is moved to its minimum service position, the brake control computer commands the control part of the TF to reduce the pressure inside the compensating tank approximately 41,379.3103 to 48,275.8620 Pascals (ß to 7 psi), regardless of brake tube pressure. This prepares the brake maneuvering system for a somewhat faster application of the train brakes than would be possible from the release position. Moving the automatic brake handle to the service area even to the full service position causes the control part of the TF to further reduce the pressure in the compensating tank, albeit in a manner corresponding to the position of the crank. The control part of the TF reduces the pressure of the brake pipe accordingly, thus allowing the braking maneuver valves in the wagons to apply the brakes of the wagon. Meanwhile, the pressure transducers provide electrical signals indicative of the current pressures in the compensating tank and the brake tube to the brake control computer. Based in part on those signals, the brake control computer then instructs the control part of the CF to direct air from the main tank to the brake cylinders of the locomotive to apply the locomotive's brakes. Moving the automatic brake handle beyond the full service position to the suppression position does not cause an additional reduction in the pressure in the compensating tank or brake hose. When the automatic brake handle is moved beyond the suppression position, the control portion of the TF reduces the pressure of the compensating reservoir at a service rate that rou corresponds to the position of the crank. Placing the automatic brake handle in the continuous duty position causes the compensating tank to be reduced to zero at a service rate. Moving the automatic brake handle back to the service area causes the control part of the TF to assume an isolation state, in which the pressure inside the compensating tank and the brake tube is maintained at the existing level. The control part of the CF can also assume a state of isolation in which the pressure in the brake cylinders of the locomotive can be maintained at the current pressure level. When the automatic brake handle is moved to the emergency position, the brake equipment energizes two emergency magnet valves located in the control part of the TF. As described in more detail below, an emergency magnet valve is energized by the brake control computer, while the other emergency magnet valve is directly energized by a microswitch that closes when the automatic brake hand crank is moved. to your emergency position. Through these two emergency magnet valves, the control part of the TF purges the brake hose into the atmosphere at an emergency rate to apply the train brakes quickly and completely. The keyboard allows the train operator to enter the different parameters necessary to adjust the brake equipment for its operation. For example, the train operator must enter the target pressure of the aforementioned buffer tank, appropriate for the type of train in question: typically 620,689.6551 Pascals (90 psi) for a freight train and 758,620.6896 Pascals (110 Psi) for a train. passenger train. Through the keyboard, the train operator can select the mode in which the brake equipment of the locomotive will be operated. In the FORWARD CONNECT mode, the brake control computer allows the locomotive operator to direct train control through both independent and automatic brake handles. This gives the operator control over the brakes of both the locomotive (s) and the wagons. In the INTERRUPT OR DISCONNECT ADVANCE mode, the brake control computer allows the locomotive operator to direct control only through the independent brake hand crank. This gives the operator control over the brakes of the locomotive (s) only. In the TRAILER mode, both brake handles become inoperable, except for the emergency position. In a complex locomotive, the brake equipment of a locomotive operating in TOWING mode is essentially subservient to the brake equipment of another locomotive operating in any of the FORWARD modes. The operation of the control part of the TF is affected by the way in which the locomotive is operated. The above fundamental information was provided to assist the reader in understanding the invention described and claimed below. Accordingly, any terms used herein are not intended to be limited to any particular restricted interpretation, unless specifically stated otherwise in this document.

OBJECTIVES OF THE INVENTION Therefore, a first object of the invention is to provide an improved method for controlling the pressure within the brake tube of a train without requiring the use of additional equipment. Another object of the invention is to control the pressure inside the brake tube of a train, in such a way that the dependence of the pressure difference developed through a diaphragm of a pneumatic valve is eliminated, as is common with the control methods of the brake tube pressure currently known. Still another object of the invention is to modify the algorithm executed by the brake control computer, so that the computer can use the feedback of the current pressure of the brake pipe to control the pressure inside the brake pipe better than the brake control methods. brake tube pressure control currently known. In addition to the objects and advantages listed above, several of the other objects and advantages of the invention will become more readily apparent to those skilled in the relevant art from the reading of the detailed description section of this document. The other objects and advantages will become particularly apparent when the detailed description is considered in conjunction with the following drawings and claims.

BRIEF DESCRIPTION OF THE INVENTION The invention provides a method for controlling the pressure within a brake tube of a train. In a preferred embodiment so far, the method comprises the steps of: providing a computer with an objective value for the pressure within a buffer tank; and store the target value in the computer as a reference point for the pressure inside the brake tube. The computer via a transducer is typically used to verify the current pressure in the brake tube. When the brake handle is placed in its release position, the method includes the steps of: instructing the computer to increase the current pressure in the buffer tank to the reference point, thereby causing the current brake pipe pressure increase; and, when the current brake tube pressure approaches the reference point, tell the computer to adjust the current pressure of the compensating tank to a value slightly higher than the reference point until the current pressure in the brake tube reaches the point reference. Then, while checking the current brake pipe pressure, the computer is instructed to adjust the current pressure of the buffer tank to maintain the current brake pipe pressure at the reference point. When a reduction in l, under pressure of the brake hose is desired, the method includes the steps of: moving the brake handle to a desired value for the pressure of the compensating tank that shows in the field of the compensating tank of a display device which is at a desired reference point; and indicate to the computer to reduce the current pressure in the compensating tank to the desired reference point, thereby causing the current pressure in the brake pipe to be reduced. Then, when the current pressure in the brake pipe approaches the desired reference point, the computer is instructed to adjust the current pressure of the buffer tank to a value slightly below the desired reference point until the current pipe pressure brake reach the desired reference point. Then, while checking the current brake pipe pressure, the computer is instructed to adjust the current pressure of the buffer tank to maintain the current pressure in the brake pipe at the desired reference point.

BRIEF DESCRIPTION OF THE DRAWINGS Figure 1 is a front view of the operating pneumatic unit showing a brake control computer and an ALI control part, whose operation controls the brake control computer. Figure 2 is a cross-sectional view of an ALI control part of the prior art. Figure 3 is a block diagram illustrating, in a progressive manner, according to the present invention, an improved method for controlling the pressure of the brake pipe in a train.

DETAILED DESCRIPTION OF THE INVENTION Before describing the invention in detail, the reader is warned that, in order to be clearer and for a better understanding, where possible identical components have identical functions have been marked with the same numerical references in each of the Figures provided in this document. Figure 2 illustrates a control part of the brake pipe (TF), through which the pressure inside the brake pipe is controlled in an entire train. This control part of the TF is a known device whose construction and operation is shown and explained in Document No. 4208-32 of the Operation and Maintenance Manual, Revision Date 8/96, published by WABCO and incorporated herein by reference. The control part of the TF typically employs six magnet valves and four pneumatic valves. The magnet valves include the magnet valves for application and release 1 and 2, the magnet valves for connection and disconnection 3 and 4 and two emergency magnet valves 5 and 6. The pneumatic valves include a load-closing valve 7 , an emergency purge valve 8, a supply valve 9 and an exhaust or exhaust valve 10. It is through these pneumatic valves, such as those controlled by the magnet valves, that the air from the exhaust pipe is supplied to or purged. train brake. Among other internal pneumatic routes, the control part of the TF defines several passages, as shown in Figure 2. Described better in terms of networks, those passages include a network of primary passages and a network of control passages. As described in more detail below, the network of primary passages is essentially a network of interconnected passages that is used to interconnect the brake tube TF to certain chambers of the pneumatic valves. Similarly, the network of control passages is used to interconnect the magnet valves to a control pressure source such as the filtered air supplied by the main tank (DPF) of the locomotive. (As alluded to in the background section of this document, the control part of the TF itself does not connect directly to the so-called pneumatic tubes and tanks of the train, only indirectly - through the doors and passages internal of the pneumatic lamina and several bifurcations that lead to this- to the control part of the TF that communicates fluidly with the so-called pneumatic tubes and reservoirs). The aforementioned magnet valves are each two-position magnet valves, controlled either by the brake control computer (not shown) or other known control components. The application magnet valve (VIA) 1 is connected in its exhaust port to the atmosphere and its outlet port to the control chamber of the buffer tank (DC) 101 located adjacent to the underside of the diaphragm-operated exhaust valve 10. The release magnet valve (VIL) 2 is connected at its entrance port to the main filtering tank (DPF) via the network of control passages and at its output port to the DC 101 control chamber. magnet valve connection (VICN) 3 is connected at its entrance door to the network of control passages and at its exit door to a first inlet of the double check valve 11. The disconnect magnet valve (VIDN) 4 is connected in its entrance door to the network of control passages and at its exit door to a closing chamber 71 of the load shut-off valve 7. The first emergency magnet valve (VIE1) 5 is connected at its entry port to the network of control passages and at its exit door to an opening chamber 81 of the emergency purge valve 8. Likewise, the second emergency magnet valve (VIE2) 6 is connected at its entry port to the network of control passages and its exit port to the opening chamber 81 of the emergency purge valve 8. With respect to the operation of the control part of the TFWhen the train operator chooses to operate the locomotive in the CONNECT ADVANCE mode, the brake control computer energizes the VICN 3 and deenergizes the VIDN 4. The VI'DN 4 via its exit port then allows the closing chamber 71 of the load shut-off valve 7 is vented or vented to the atmosphere. Meanwhile, the VICN 3 allows the air of the DPF, via the network of control passages, to flow to the first inlet of the double check valve 11. The air of the brake pipe TF is also capable of flowing through the network of primary passages through the purge chamber 73 of the load shut-off valve 7 to the second inlet of the double check valve 11. Any of the air currents of the DPF and TF that exhibit the highest pressure, the double valve retention 11 directs the air with the highest pressure through its outlet to the opening chamber 72 of the load shut-off valve 7. If this pressure is sufficient to overcome the spring deviation of the load shut-off valve 7 , the valve 7 assumes the connection position (not shown) in which the brake tube TF via the network of primary passages and the purge chamber 73 is in communication with the immediate chamber A located between the supply and exhaust valves 9 Y 10. When the automatic brake hand crank is moved to its release position, the brake control computer energizes both VIA 1 and VIL 2. The VIA 1 in its energized state disconnects its exit door from the exhaust door avoiding therefore, the air in the DC 101 control chamber escapes into the atmosphere. Meanwhile, the VIL 2 allows the air from the DPF, via the control passages network, to flow into the control chamber of the DC 101 of the exhaust valve 10. Consequently, when the pressure in the control chamber of the DC 101 increases, the pressure in the control tank (DC) increases up to the adjustment pressure / target vial of the DC tube. This increase in pressure causes the exhaust valve 10 to move further to the right to seat, via the stem of the valve 103, the supply valve 9. The air from the CPD tube of the locomotive is then able to flow through the supply chamber 91 of the supply valve 9 through chamber A and towards the load shut-off valve 7. When the locomotive is operating in the ADVANCE CONNECTION mode, valve 7 is opened, so that the air of the CPD tube continues to flow through the purge chamber 73 via the network of primary passages to the brake tube TF. The pressure in the brake pipe, in this way, rises together with the pressure in the compensating tank. By pneumatically responding to the resulting increase in brake tube pressure, the brake actuation valves in each car then purge the air from the brake cylinders to completely release the brakes from the car. As described at the outset, the control part of the CF also releases the locomotive's brakes by responding both pneumatically to the increase in brake tube pressure and electrically (via the solenoid-operated valves) to the resulting commands issued by the computer. brake control. The automatic brake handwheel should then move to its full service position or any other position between the minimum and continuous service, the brake control computer deenergizes both the VIA 1 and the VIL 2. The VIA 1 in its de-energized state it connects its exit door to its exhaust door, thereby allowing the air in the control chamber of the DC 101 to escape into the atmosphere. Meanwhile, the VIL 2 disconnects its entrance door from its exit door, thus preventing the air of the DPF, via the control passages network, from flowing to the control chamber of the DC 101. Consequently, when the Pressure in the DC control chamber, 101 drops, the pressure in the compensating tank drops via the DC tube. This pressure drop causes the exhaust valve 10 to move back to the left, to seat the supply valve 9 (shown) and disengage by itself (not shown). With the supply valve 9 closed, air from the CPD tube is prevented from flowing through the supply chamber 91 of the supply valve 9 to the chamber A. With the exhaust valve 10 open, the air is able to flow from the brake pipe via the network of primary passages to the purge chamber 73 of the load shut-off valve 7. The air from the brake pipe continues to flow through the intermediate chamber A and the exhaust chamber 102 into the atmosphere via the EX exhaust door of the control part of the TF. The pressure in the brake hose thus falls together with the pressure in the compensating tank. Pneumatically responding to the resulting increase in brake tube pressure, the brake control valves on each carriage then supply pressurized air from the appropriate reservoir (s) to the brake cylinders to apply the car's brakes. Specifically, for passenger transit cars, the brake tube pressure reduction from 758,620,696 to 689,655.1724 Pascals (110 to 100 psi) causes the brake cylinder pressure to rise to approximately 172,413.7931 Pascals (25 psi). An additional fall in brake tube pressure, ie from 689,655.1724 to 620,689.6551 Pascals (100 to 90 psi), will cause the brake cylinder pressure to rise another 172,413.7931 Pascals (25 psi). For freight traffic wagons, the brake tube pressure drop from 620.689.6551 to 551.724.1379 Pascals (90 to 80 psi), and, again from 551.724.1379 to 482.758.6207 Pascals (80 to 70 psi), produces a similar increase in pressure of the brake cylinder. As described at the beginning, the pressure transducers provide signals indicative of the current pressures in the compensating tank and the brake tube to the brake control computer. Based in part on those signals, the brake control computer then instructs the control part of the CF to direct air (via the solenoid operated valves) from the main tank to the brake cylinders of the locomotive to apply the brake. locomotive. When the pressure of the buffer tank has reached the level corresponding to the position of the automatic brake hand crank, or after moving the crank back to the service area of the continuous duty position, for example, it causes the control computer to of the brake reenergize the VIA 1. The VIA 1 in this way, disconnects again its exit door of its exhaust door, thus preventing the air in the control chamber of the CD 101 from escaping into the atmosphere. The VIL 2, still de-energized, prevents the air from the DPF, via the control passages network, from flowing into the control chamber of the DC 101. Consequently, the pressure remains constant in the control chamber of the DC 101, thus as in the compensating reservoir via the DC tube. The exhaust valve 10 remains open in both the pressure of the air flowing from the brake tube TF (via the primary passage network, the purge chamber 73, the chamber A and the exhaust chamber 101 to the EX exhaust door ) exceeds the opposite deflection of the exhaust valve 10. The total deviation of the exhaust valve 10, however, is selected so that the exhaust valve 10 closes the brake tube once the pressure drops to equal that of the compensating deposit. The control part of the TF thus assumes an insulation state in which the pressure inside the compensating tank and the brake tube is maintained at the existing level. In response to this constant pressure from the brake pipe, the brake control valves in each car also assume a state of isolation, in which the force with which the car's brakes are applied remains constant. The control part of the TF immediately assumes a state of isolation in which the pressure in the brake cylinders of the locomotive is also maintained at the then existing pressure level. When the automatic brake hand crank is moved from within the service area or up to the release positionThe way in which the brakes operate depends on whether the brake equipment has been designed to allow a gradual release of the brakes. Passenger trains typically contain brake equipment that allows a gradual release of the brakes while the brake equipment of the freight trains typically allow only a direct release. For direct release equipment, in response to such movement of the brake handle, the brake control computer does not command the control part of the TF to increase the pressure in the buffer tank (via the control chamber of the DC 101 and the DC tube) until the automatic brake hand crank is placed in the release position. The pressure in the brake pipe follows this increase in the pressure of the compensating tank as noted at the beginning. Once the pressure in the brake tube increases more than approximately 13,793.1034 Pascals (2 psi), however, the control part of the CF and the brake control valves of the car respond by fully purging the brake cylinders, releasing by so completely the brakes of the train. For the gradual release equipment, in response to such movement of the brake handle to the release position, the brake control computer commands the control part of the CF to increase the pressure in the buffer tank gradually. The level at which the pressure of the buffer tank rises depends on the degree to which the crank is moved to the release position. The release in the brake hose, assumed position, follows this increase in the pressure of the compensating tank. Unlike the control part of the CF the typical brake control valves found in freight trains, those in the passenger trains are designed to react to this gradual increase in brake tube pressure by proportionally reducing the pressure in the brake cylinders, thereby reducing the force with which the train brakes are applied. While the automatic brake handle can be moved to its emergency position at any time, the control portion of the TF is controlled, essentially in the same manner as when the automatic brake handle is placed in the continuous duty position. In addition, the cab control computer sends the emergency control order to the brake control computer, that is, the signal indicating that the automatic brake hand crank has been placed in the emergency position. The brake control computer responds immediately by energizing VIE1 5. VIE1 5 in its energized state connects its input and output ports, thus allowing air from the DPF, via the network of control passages, to flow into the chamber opening 81 of the emergency vent valve 8. The positioning of the automatic brake handle in its emergency position also closes a microswitch (not shown). When closed, the microswitch energizes the VIE2 6. Like the VIE1, the VIE2 6 in its energized state connects its input and output doors, thus allowing the air of the DPF, via the network of control passages, flow to the opening chamber 81 of the emergency bleed valve 8. This rapid increase in pressure in the opening chamber 81 causes the emergency bleed valve 8 to open, thereby venting the brake tube pressure to the atmosphere. During an emergency, the control part of the TF responds, thus, causing the brake pipe pressure to drop at an emergency rate.

Pneumatically responding to the precipitous drop in brake tube pressure, the brake control valves in each car quickly supply pressurized air to the brake cylinders, thus applying the brakes of the car. The control part of the CF also responds by directing air from the main tank to the brake cylinders of the locomotive, thus quickly applying the brakes of the locomotive. With respect to the operation of the control part of the TF, when the train operator chooses to operate the locomotive in the FORWARD DISCONNECT mode, the brake control computer de-energizes VICN 3 energizes the VIDN 4. The VICN 3 in its The de-energized state connects its outlet door to its exhaust port, thereby purging the first inlet of the double check valve 11 into the atmosphere. The opening chamber 72 of the load shut-off valve 7 thus receives air from the brake pipe TF (via the second inlet of the double check valve 11, the purge chamber 73 and the primary passages network). Meanwhile, the VIDN 4 connects its entrance and exit doors, thus allowing the air of the DPF, via the network of control passages, to flow towards the closing chamber 71 of the load-closing valve 7. with the spring deflection of the load shut-off valve 7, the pressure exhibited by the air flow of the DPF forces the load shut-off valve 7 to close. The load shut-off valve 7 thus assumes the disconnection position, as shown in Figure 2, in which the brake tube TF no longer communicates with the chamber A between the supply and exhaust valves 9 and 10. Operating the locomotive in the FORWARD DISCONNECT mode prevents the control part of the TF from affecting the pressure inside the brake pipe, as long as the automatic brake handle is out of its emergency position. Because the load shut-off valve 7 is closed when the locomotive is operating in the FORWARD DISCONNECT mode, the brake tube TF can not communicate with the chamber A located between the supply and exhaust valves 9 and 10. In As a result, the TF brake tube can not be purged (via the EX exhaust port) or charged (via the CDP tube connection). Moving the automatic brake handwheel anywhere between and including the release and continuous duty positions has no effect on the pressure inside the brake hose. When the automatic brake handwheel is moved to the emergency position, the control portion of the TF will affect the pressure of the brake tube even when its load shutoff valve 7 is in the disconnected position. As the principle was alluded to, the cockpit control computer sends the emergency command to the brake control computer. The brake control computer responds by immediately energizing the VIE1 5. Moving the automatic brake handle to the emergency position also closes the microswitch, thereby energizing the VIE2 6. The VIE1 5 and 1 VIE2 6 in their energized states connect each its inlet and outlet doors, thereby allowing air from the DPF, via the network of control passages, to flow into the opening chamber 81 of the emergency vent valve 8. The pressure increase in the chamber opening 81 causes the emergency purge valve 8 to open thereby venting the pressure of the brake pipe to the atmosphere. Pneumatically responding to the precipitous drop in brake tube pressure, the brake actuation valves in each car quickly supply pressurized air to the brake cylinders thereby applying the brakes of the car. The control part of the CF also responds by directing air from the main tank to the brake cylinders of the locomotive, thus quickly applying the brakes of the locomotive.

The construction and operation of the TF control part has been described herein to the extent necessary to understand the environment in which the method of the present invention will be used. It should be understood, however, that this constitutes a brief and simplified explanation of how this part of the operation works. A more detailed explanation of the operation of the control part of the TF can be found in the document of the Operation and Maintenance Manual published by the aforementioned WABCO, previously incorporated here as reference. It is evident that the foregoing is illustrative of a method for controlling the pressure of the brake pipe, which depends on the development of a pressure difference across the diaphragm of the exhaust valve 10. Specifically, the control part of the 'TF and the brake control computer that controls the pressure in the compensating tank in use to control the pressure inside the brake hose. As noted at the beginning, the adjustment pressure for the compensating tank (corresponding to the release of the car's brakes) is introduced by the train operator after starting the system. Subsequently, wherever the automatic brake crank is moved, the brake control computer derives a new target pressure for the compensating tank corresponding to the position of the crank. The brake control computer then operates the valve (s) of the appropriate magnet (s) of the TF control part to bring the pressure in the buffer tank to the new target level. The computer receives from a transducer the current pressure of the compensating tank that it uses to keep the compensating tank at the appropriate target pressure for the position of the given crank. The target pressure, of course, is applied to the control chamber of the DC 101 against the diaphragm of the exhaust valve 10 where it acts as a reference pressure for the brake pipe. As mentioned above, the movement of the diaphragm allows the exhaust valve 10 to assume any of three states: (1) the exhausted state in which the brake tube can be vented to the atmosphere, (2) the state of supply in which the air of the DPF can charge the brake tube, and (3) the state of isolation in which the communication with both the DPF air and the atmosphere is closed, thus preserving the pressure compensating reservoir then applicable objective. The pressure inside the brake tube approaches this target pressure, but due to the mechanical nature of the control part of the TF it can not reach it. Consequently, there is always a difference between the pressure in the compensating tank and in the brake hose. Figure 3 illustrates an improved method for controlling the brake pipe pressure that can be employed with any of the above mentioned EPIC * Brake Equipment Systems. Referring to the control part of the TF described above, as well as to the planned improvements or variations to it, this new method eliminates the dependence on the development of the pressure difference across the diaphragm of the exhaust valve 10. Comprised of several steps , the improved method for controlling brake tube pressure involves using the brake control computer in the control part of the TF under its control. When the parameters are entered during the initial adjustment of the brake equipment, the train operator provides the computer with the objective value for the pressure in the compensating tank to release the brakes. Typically, the target value is 620,689.6551 Pascals (90 psi) for a freight train and 758,620.6896 Pascals (110 psi) for a passenger train. This target value is stored in the computer as a reference point for the pressure in the brake pipe. The computer via a transducer is typically used to verify the current pressure in the brake tube. When the automatic brake hand crank is placed inside the release position, the method includes the following steps, preferably carried out in the order listed. The brake control computer is instructed to set the pressure inside the compensating tank equal to the reference point. The computer instructs the control part of the TF to increase the current pressure inside the buffer tank to the reference point, thereby causing the current pressure in the brake tube to increase. When the current brake pipe pressure approaches the reference point, the computer is instructed to command the TF control part to adjust the current pressure of the buffer tank to a value slightly above the setpoint until the current pressure of the brake pipe reaches the reference point. When the computer checks the current brake pipe pressure, the computer is instructed to order the TF control part to adjust the current pressure of the buffer tank to maintain the current brake pipe pressure at the reference point. Although the pressure of the compensator tube is currently slightly higher, then the display device is instructed to indicate the reference point as the current pressure inside the compensating tank. When a reduction in the pressure in the brake pipe is desired, the method includes the following steps, preferably carried out in the order set forth below. The train operator moves the brake handle to a desired value for the pressure of the compensating tank that shows in the field of the compensating tank of the display device that it is at a desired reference point. Meanwhile, the control computer is instructed to order the control part of the TF to reduce the current pressure inside the buffer tank to the desired reference point, thereby causing the current pressure in the brake tube to be reduced. When the current pressure in the brake tube approaches the desired reference point, the computer is instructed to command the control part of the TF to adjust the current pressure in the buffer tank to a value slightly below the desired reference point until the current brake tube pressure reaches the desired reference point. When the current pressure of the reference pipe is checked, the computer instructs the TF control part to adjust the current pressure of the buffer tank to maintain the current pressure inside the brake pipe at the desired reference point. The display is then instructed to indicate the desired reference point as the current pressure within the buffer tank. The method also includes the following steps for those trains that are equipped with brake equipment designed to allow a gradual release of the brakes. After the reduction in the current pressure of the brake hose mentioned above has been reached, the train operator can move the brake handle to the release position to a value intended for the pressure of the compensating tank shown in the field. of the compensating tank of the display device at a desired new reference point higher than the pressure in the brake pipe. Meanwhile, the computer is instructed to order the control part of the TF to increase the current pressure of the buffer tank to the desired new reference point, thereby causing the current pressure in the brake tube to increase accordingly. When the current brake pipe pressure approaches the desired new reference point, the computer is instructed to command the TF control part to adjust the current pressure of the buffer tank to a value slightly higher than the new desired reference point, until the current pressure in the brake pipe reaches the new desired reference point. While checking the current brake pipe pressure, the computer is instructed to command the TF control part to adjust the current pressure of the buffer tank to maintain the current pressure inside the brake pipe at the new desired reference point . The display is then indicated to indicate the new desired reference point as the current pressure inside the buffer tank. The invention having already been described, it is also within the ability of a person skilled in the art of brake control to encode the improved method in the programming code of the brake control computer. The logic incorporated in the aforementioned steps only needs to be incorporated into the algorithms of the programs and programming systems and the control modules involved in the verification and regulation of the pressures inside the compensating tank and the brake tube. The preferred embodiment so far for carrying out the invention has already been set forth in detail according to the Patent Act. Those skilled in the art to which this invention pertains may nonetheless recognize to vary alternative ways to practice the invention without departing from the spirit and scope of the following claims. Those skilled in the art will also recognize that the foregoing description is merely illustrative and is not intended in any way to limit the resulting claims to any particular produced interpretation. Accordingly, in order to promote the progress of science and useful techniques, we ensure by ourselves through the exclusive rights of the Patent of Invention all the subject matter covered by the following claims during the time prescribed by the Patent Act, state that in relation to this date, the best method known by the applicant to carry out the aforementioned invention is that which is clear from the present description of the invention. Having described the invention as above, property is claimed as contained in the following:

Claims (20)

1. A method to control the pressure inside a brake tube of a train, the train is equipped with a brake crank, a compensating tank, a brake tube control device and a computer to control the tube control device. brake according to the position of the brake handle, the method is characterized in that it comprises the steps of: (a) providing the computer with an objective value for the pressure inside the compensating tank; (b) store the target value on the computer as a reference point for the pressure inside the brake tube; (c) tell the computer to check the current pressure inside the brake hose; (d) moving the brake handle to a release position when it is desired for the computer to set the pressure inside the compensating tank equal to that reference point; (e) instructing the computer to command the brake control device to increase the current pressure within the buffer tank to the reference point, thereby causing the current pressure within the brake tube to increase; (f) indicate to the computer, when the current pressure within the brake pipe approaches such a reference point, order the brake pipe control device to adjust the current pressure within the buffer tank to a value slightly higher than the point of reference until the current pressure within the brake tube reaches such a reference point; (g) indicate, when the computer verifies the current pressure inside the brake pipe, the computer command the brake control device to adjust the current pressure inside the buffer tank to maintain the current pressure inside the brake pipe at the point of reference; (h) displaying on a display device the reference point as the pressure within the buffer tank in place of the current pressure contained within the buffer tank; (i) moving the brake handle away from the release position, when a reduction in the current pressure in the brake hose is desired, to a desired value for the pressure within the compensating tank shown in the display device in a desired reference point; (j) instructing the computer to command the brake tube control device to reduce the current pressure within the buffer tank to the desired reference point, thereby causing the current pressure within the brake tube to be reduced; (k) indicate to the computer, when the current pressure within the brake pipe approaches the desired reference point, command the brake control device to adjust the current pressure within the buffer tank to a value slightly lower than the desired reference point , until the current pressure inside the reference tube reaches the desired reference point; (1) indicate, when the computer verifies the current pressure inside the brake pipe, the computer order the brake pipe control device to adjust the current pressure inside the buffer tank to maintain the current pressure inside the brake pipe in the desired reference point; and (m) displaying on the display device the desired reference point as the pressure inside the buffer tank more than the current pressure contained within the buffer tank.

2. The method for controlling the pressure inside a brake pipe according to claim 1, characterized in that the computer checks the current pressure inside the brake pipe via a transducer.

3. The method for controlling the pressure inside a brake pipe according to claim 1, characterized in that the computer checks the current pressure inside the buffer tank via a transducer.

4. The method for controlling the pressure inside a brake pipe according to claim 1, characterized in that the method is implemented by updating the programming code executed by the computer to adapt the steps of such a method.

5. The method for controlling the pressure inside a brake pipe according to claim 1, characterized in that the target value for the pressure inside the buffer tank is typically 620,689.6551 Pascals (90 psi) for a freight train and typically 758,620.6896 Pascals (110 Psi) for a passenger train.

6. The method for controlling the pressure inside a brake hose according to claim 1, characterized in that it also includes, for trains equipped to allow the gradual release of the brakes, characterized in that it comprises the steps of: (n) moving the handle of the brake; brake back to the release position, when the. reduction in the actual pressure in the brake hose has already been achieved, up to a target value for the pressure inside the compensating tank that is shown in the display device at a new desired reference point higher than the current pressure in the tube Brake; (o) instructing the computer to command the brake pipe control device to increase the current pressure within the buffer tank to the new desired reference point, thereby causing the current pressure within the brake pipe to increase; (p) indicate to the computer, when the current pressure inside the brake pipe approaches the new desired reference point, order the brake pipe control device to adjust the current pressure inside the buffer tank to a value slightly higher than the new one desired reference point, until the current pressure inside the brake tube reaches the new desired reference point; and (q) indicate, when the computer checks the current pressure inside the brake pipe, the computer commands the brake pipe control device to adjust the current pressure inside the buffer tank to maintain the current pressure inside the brake pipe at the new desired reference point.

7. The method for controlling the pressure inside a brake pipe according to claim 6, characterized in that the computer checks the current pressure inside the brake pipe via a transducer.

8. The method for controlling the pressure inside a brake pipe according to claim 6, characterized in that the computer checks the current pressure inside the buffer tank via a transducer.

9. The method for controlling the pressure inside a brake tube according to claim 6, characterized in that the method is implemented by updating the programming code executed by the computer to adapt the steps of such a method.

10. The method for controlling the pressure inside a brake hose according to claim 6, characterized in that the target value for the pressure inside the buffer tank is typically 620,689.6551 Pascals (90 psi) for a freight train and typically 758,620.6896 Pascals (110 Psi) for a passenger train.

11. The method for controlling the pressure inside a brake hose according to claim 6, characterized in that it further includes, after step (q) the step of: (r) displaying on the display device the new desired reference point as the pressure inside the buffer tank, instead of the current pressure contained within the buffer tank.

12. A method for controlling the pressure within a brake tube of a train, the method is characterized in that it comprises the steps of: (a) providing a computer with an objective value for the pressure within a compensating reservoir; '(b) storing in the computer the target value as a reference point for the pressure inside a brake tube; (c) tell the computer to check the current pressure inside the brake hose; (d) move the brake handle to a release position when you want the computer to set the pressure inside the equalizer reservoir equal to the reference point; (e) indicate to the computer to increase the current pressure within the buffer tank to the reference point, thereby causing the current pressure within the brake tube to increase; (f) indicate to the computer, when the current pressure inside the brake pipe approaches the reference point, adjust the current pressure inside the buffer tank to a value slightly higher than the reference point, until the current pressure inside the pipe brake reach a reference point; (g) indicate, when the computer verifies the current pressure inside the brake pipe, to the computer adjust the current pressure inside the buffer tank to maintain the current pressure inside the brake pipe at the reference point; (h) moving the brake handle away from the release position, when a reduction in the current pressure in the brake hose is desired, to a desired value for the pressure within the compensating tank that is shown on a display device in a desired reference point; (i) instruct the computer to translate the current pressure inside the buffer tank to the desired reference point, thereby causing the current pressure within the brake tube to be reduced; (j) indicate to the computer, when the current pressure inside the brake tube approaches the desired reference point, set the current pressure inside the compensating tank to a value slightly lower than the desired reference point, until the current pressure inside of the brake hose reaches the desired reference point; and (k) indicate, when the computer checks the current pressure inside the brake pipe, the computer will adjust the current pressure inside the buffer tank to maintain the current pressure inside the brake pipe at the desired reference point.

13. The method for controlling the pressure inside a brake hose according to claim 12, characterized in that it further includes, between steps (g) and (h), the step of: (a) displaying the point on the display device reference as the pressure inside the buffer tank instead of the current pressure contained within the buffer tank; and, after step (k), the step of: (b) displaying on the display the desired reference point as the pressure inside the buffer tank instead of the current pressure contained within the buffer tank.

14. The method for controlling the pressure inside a brake pipe according to claim 13, characterized in that the computer checks the current pressure inside the brake pipe via a transducer.

15. The method for controlling the pressure inside a brake hose according to claim 13, characterized in that the computer checks the current pressure inside the compensating tank via a transducer.

16. The method for controlling the pressure inside a brake pipe according to claim 13, characterized in that the method is implemented by updating the programming code executed by the computer to adapt the steps of such a method.

17. The method for controlling the pressure inside a brake hose according to claim 13, characterized in that the target value for the pressure inside the buffer tank is typically 620,689.6551 Pascals (90 psi) for a freight train and typically 758,620.6896 Pascals (110 Psi) for a passenger train.

18. The method for controlling the pressure inside a brake hose according to claim 13, characterized in that the computer controls the current pressure inside the compensating tank via a brake tube control device according to the movement of the brake handle.

19. The method for controlling the pressure inside a brake pipe in accordance with the claim 12, characterized in that it also includes, for trains equipped to allow the gradual release of the brakes, the steps of: (1) moving the brake lever back to a release position, when reducing the current pressure in the brake pipe it has already been reached, up to a value intended for the pressure inside the compensating tank shown in the display device at a new desired reference point higher than the current pressure in the brake pipe; () indicate to the computer to increase the current pressure inside the buffer tank to the new desired reference point, thereby causing the current pressure within the brake tube to increase; (n) indicate to the computer, when the current pressure inside the brake tube approaches the new desired reference point, adjust the current pressure inside the compensating tank to a value slightly higher than the new desired reference point, until the pressure current inside the brake tube reach the new desired network point; and (o) indicate, when the computer verifies the current pressure inside the brake pipe, the computer will adjust the current pressure inside the buffer tank to maintain the current pressure inside the brake pipe at the desired new reference point.

20. The method for controlling the pressure inside a brake hose according to claim 19, characterized in that it further includes, between steps (g) and (h), the step of: (a) displaying the point on the display device reference as the pressure inside the buffer tank instead of the current pressure contained within the buffer tank; and, after step (k), the step of: (b) displaying on the display device the desired reference point as the pressure inside the buffer tank instead of the current pressure contained within the buffer tank; and, after step (o), the step of: (b) displaying on the display device the new desired reference point as the pressure inside the buffer tank instead of the current pressure contained within the buffer tank; and, after step (o), the step of (c) displaying on the display device the new desired reference point as the pressure inside the buffer tank instead of the current pressure contained within such buffer tank. SUMMARY OF THE INVENTION An improved method is used to control the pressure in the brake tube of a train. The train is equipped with an automatic brake crank, a compensating tank, a brake tube control device and a computer to control the control device according to the position of the crank. The method involves the steps of: moving the crank to a point along its range of motion; and store in the computer as a reference point the desired value for the pressure in the brake pipe. At any point occupied by the crank along its range of motion, there is a particular pressure reference point corresponding thereto. The method then includes the steps of: instructing the computer to order the control device to modify the current pressure in the buffer tank to the reference point, thereby also causing the current pressure in the brake pipe to approach the point reference, when the current pressure in the brake pipe approaches the reference point, the computer is instructed to command the control device to adjust the current pressure of the compensating tank to a slightly higher value (if it is desired to increase the pressure of the brake hose) or lower (if you wish to decrease the brake hose pressure) to the reference point, until the current pressure in the brake hose reaches the reference point. While checking the current pressure of the brake pipe, the computer then instructs the control device to adjust the current pressure of the buffer tank to maintain the current pressure of the brake pipe at the reference point corresponding to the position of the brake handle. .