RU117130U1 - LOCOMOTIVE BRAKE EQUIPMENT MODULE - Google Patents

Abstract

A locomotive braking equipment module containing, placed in a common cabinet installed in the driver's cab, a block of electro-pneumatic devices, a brake equipment block for passenger locomotives, a locomotive auxiliary brake valve with remote control, an electro-pneumatic hitchhiking valve with remote control, an electro-pneumatic emergency braking valve for remote control and a block of pneumatic equipment, while this cabinet contains switching valves to ensure the direction of air flow from various autonomous pressure sources through an electrically controlled air distributor in the air distributor block to the controlled pressure switch chambers, the number of which is equal to the number of brake cylinders of the locomotive wheel bogies and the outputs of each of which are communicated with the brake cylinder of the corresponding wheeled carriage, and the inlet with a separate pressure-filled reservoir.

Description

The utility model relates to the field of railway transport, in particular to the braking systems of locomotives. In particular, the design of the module of the braking equipment of a locomotive (hereinafter - MTO) is considered, and more specifically to the devices of the complexes of braking equipment of a railway traction vehicle, mainly a freight locomotive, designed to change the pressure in the brake line, to change the pressure in the brake cylinders of the locomotive depending on the change pressure in the brake line, depending on the control of brake processes by the crane of the auxiliary brake of the locomotive.

Known complexes of brake equipment of a locomotive according to RF patents No. 2020096 dated February 24, 1992, IPC B60T 13/26; No. 100231 dated 12/27/1997, IPC B60T 13/26. The brake equipment complex of these inventions comprises a driver’s crane, a locomotive auxiliary brake valve, a locking device, an air distributor, pneumatic and electro-pneumatic actuators of the locomotive’s brake equipment, including, in particular, electro-pneumatic valves, pressure switches, switching valves, isolation valves, and maximum pressure valves. The crane of the driver, the crane of the auxiliary brake of the locomotive, the locking device are mounted in the driver's cab of the locomotive. The air distributor, actuators are mounted in the engine room of the locomotive. Mentioned cranes by means of a locking device are pneumatically connected to the supply line, brake line, the auxiliary brake line of the locomotive. Such an arrangement of the brake complex equipment on the locomotive necessitates a large number of pipe connections of considerable length, and complicates the maintenance of brake equipment.

The closest set of essential features of the claimed locomotive braking equipment complex is the locomotive braking equipment complex (see album “Automatic brakes of rolling stock of railway vehicles”, V.R. Asadchenko, UMK MPS Russia, Moscow, 2002, p. 38, 39), which contains a driver’s crane with control and executive parts, a locking device, a locomotive auxiliary brake valve with a control part, an air distributor having a main part with a switch Lemma braking modes and a trunk portion, arranged on a two-chamber bracket. In addition, it contains an alarm device for breaking the brake line, and also contains executive pneumatic and electro-pneumatic devices of the braking equipment of the locomotive.

The disadvantage of this complex of locomotive braking equipment is the separate installation of each of the devices of the complex both in the driver’s cab and in the engine room of the locomotive at a considerable distance from each other, which leads to numerous pipe connections between them of considerable length and a through cross section. This reduces the reliability of the braking equipment of the locomotive, complicates its installation, complicates its maintenance and repair both in operating conditions and at repair facilities.

The executive part of the pneumatic brake system of the passenger locomotive-electric locomotive ChS2t is known (see the illustrated manual "Brakes of the rolling stock", part 2. Schemes of the pneumatic brake equipment of the rolling stock. IGSC Zheldorizdat Moscow 2003, pp. 21-23, Fig. 10). It contains a pressure switch pneumatically connected to one of the supply reservoirs and to the brake cylinders of the pneumatic brake system of the electric locomotive, three switching valves, a control element for braking the electric locomotive under high-speed driving conditions, a locking element for electrodynamic and pneumatic braking of the electric locomotive, connected to the air distributor of the pneumatic brake system of the electric locomotive, check valves and filter. The executive part of the pneumatic brake system also contains uncoupling valves, included in its pneumatic connections with the supply line of the pneumatic brake system, in the pneumatic connections of the feed tanks of the pneumatic brake system with the supply line, in the pneumatic connections of its organs and pressure switches. In this executive part of the pneumatic brake system, the electrodynamic and pneumatic braking blocking device is connected to the air distributor by means of an additional valve device and an additional reservoir. The braking control member of this passenger locomotive (ChS2t electric locomotive) in the high-speed mode of movement contains a high-speed valve with a second additional reservoir. The specified high-speed valve is pneumatically connected to the air distributor via an electrodynamic and pneumatic braking block of the electric locomotive and an additional valve device and is pneumatically connected to the second feed tank of the pneumatic brake system, to the pressure switch and through one of the switching valves to the brake cylinders. In addition, the high-speed valve is pneumatically connected through a centrifugal axial regulator and a non-return valve with an electro-pneumatic valve emergency brake device and with a third feed tank. This reservoir, in turn, is pneumatically connected through a pressure limiting device, a check valve and a filter to the supply line of the pneumatic brake system.

Such an embodiment of the braking control element of a passenger locomotive under high-speed driving conditions complicates its design, complicates the design of the executive part of the pneumatic brake system of a passenger locomotive.

The known executive part of the pneumatic brake system of a passenger locomotive-electric locomotive EP1 (see the illustrated manual "Brakes of rolling stock", part 2. Schemes of pneumatic brake equipment of rolling stock. CPI "Zheldorizdat" Moscow, 2003, pp. 17-21, Fig. 9) . It contains pressure switches pneumatically connected to the feed tank and to the brake cylinders of the pneumatic brake system of the passenger locomotive and to the control pressure line. The executive part of the pneumatic brake system of the electric locomotive EP1 (passenger locomotive) contains three switching valves, a replacement element for the electrodynamic brake of the passenger locomotive with a pneumatic brake, pneumatically connected to each other a pressure limiting device in the brake cylinders, pneumatically connected to the reservoir of the pneumatic brake system, and an electro-pneumatic valve device pneumatically connected to the control pressure line. The considered executive part of the pneumatic brake system also contains a control unit for braking the passenger locomotive under high-speed driving conditions, having a pressure limiting device in the brake cylinders pneumatically connected to the feed tank of the pneumatic brake system, and an electro-pneumatic valve device pneumatically connected to the control pressure line and to the said device pressure limits in the brake cylinders. This executive part of the pneumatic brake system has an electrodynamic and pneumatic braking blocking device for the passenger locomotive, pneumatically connected through the first switching valve to the air distributor of the pneumatic brake system of the passenger locomotive and pneumatically connected to the control pressure line. The control pressure line is pneumatically connected to the auxiliary brake line of the passenger locomotive. In addition, the executive part of the pneumatic brake system has filters and a check valve, which is included in the pneumatic connection of the feed tank of the pneumatic brake system with the feed line of the pneumatic brake system. Disconnecting valves are included in the pneumatic connections of the pressure switch, the braking control element of the passenger locomotive during high-speed driving, and the electrodynamic brake replacement element of the passenger locomotive with the pneumatic brake. In the executive part of the pneumatic brake system of the electric locomotive EP1, an additional pressure switch is connected to the pneumatic connection of the electrodynamic and pneumatic braking blocking device with the air distributor, which is communicated with the feed tank either through an additional disconnecting valve or through a sequentially placed additional pressure limiting device in the brake cylinder, a filter, a second additional uncoupling tap. In addition, in this executive part of the pneumatic brake system, the filters are included in pneumatic communication with the feed tank of all pressure limiting devices in the brake cylinders. This embodiment of the executive part of the pneumatic brake system of a passenger locomotive complicates its design, complicates the design of the pneumatic brake system as a whole.

You are accepted as a prototype.

The inventive executive part of the pneumatic brake system of a passenger locomotive solves the problem of increasing the safety of the passenger locomotive.

The technical result that will be obtained by implementing the proposed utility model is to increase the reliability of the brake system control and the reliability of the pneumatic brake system of the locomotive.

The specified technical result is achieved by the fact that the locomotive braking equipment module contains located in a common cabinet installed in the driver’s cab, an electro-pneumatic device block, a braking equipment unit for passenger-type locomotives, a remote control locomotive auxiliary brake valve, a remote control electro-pneumatic autostop valve, a valve electro-pneumatic emergency braking for remote control and pneumatic equipment unit, at In this case, switching valves are mounted in this cabinet to ensure the direction of air flow from various autonomous pressure sources through an electrically controlled air distributor in the air distributor unit to the controlled chambers of the pressure switch, the number of which is equal to the number of brake cylinders of the locomotive’s wheel trolleys and the outputs of each are connected to the brake cylinder of the corresponding wheel trolley , into the inlet with a separate pressure-filled tank.

These signs are significant and interconnected with the formation of a stable set of essential features sufficient to obtain the desired technical result.

The present utility model is illustrated by a specific example of execution, which, however, is not the only possible one, but clearly demonstrates the possibility of achieving the desired technical result.

Figure 1 presents the block diagram of the MTO;

figure 2 - schematic diagram of the MTO

According to this useful model, the design of the brake equipment module (MTO) is considered, which is performed in the form of a frame cabinet and installed in the engine room of the locomotive. MTO is designed for use on a passenger electric locomotive power supply and to ensure:

- automatic pneumatic braking of the locomotive at a speed of less than 120 km / h;

- electro-pneumatic braking of the locomotive at a locomotive speed of less than 120 km / h;

- electro-pneumatic braking of the locomotive at a speed of more than 120 km / h;

- giving a warning sound signal and discharging the brake line at an emergency pace according to the signals of the locomotive security system;

- adaptive replacement of the electrodynamic brake by pneumatic;

- remote release of locomotive brakes during pneumatic or electro-pneumatic braking;

- control of reduced air pressure in the line of cleaning wheel bandages;

- remote and backup manual control of the automatic parking brake by means of the parking brake control system;

- reduced air pressure in the brake cylinders when following a locomotive in an idle state (“cold reserve”);

- reduced pressure of compressed air of the backup control valve of the auxiliary brake of the locomotive 025 l;

- exclusion of the possibility of control from a non-working control cabin of a locomotive by a pneumatic backup module;

- individual filling of the brake cylinder (TC) of each truck from the tanks;

- control (diagnosis) of the position of the handles of uncoupling taps;

- control (diagnostics) of air pressure in pneumatic control circuits.

- reduced pressure of compressed electric devices of an electric locomotive;

- blowing electric apparatus of an electric locomotive with compressed air.

MTO is carried out in the form of a frame cabinet and is installed in the engine room of the locomotive. MTO includes:

- block 1 of electro-pneumatic devices (BEPP);

- block 2 layout brake equipment for passenger-type locomotives (BTO);

- crane auxiliary brakes of a locomotive with remote control 224D-01 (KW);

- valve electropneumatic hitchhiking with remote control (EPK);

- valve 3 electropneumatic emergency braking for remote control 266-1 (KEB);

- block 4 of pneumatic equipment 143 (BPO);

- equalization tank 5 with a safety valve VS13T2, adjusted to a pressure of [0.95 MPa (9.5 kgf / cm ² )], a volume of 20 l, (hereinafter referred to as UR);

- a spare tank 6 with a safety valve VS14NT2, adjusted to pressure [(0.6 MPa (6.0 kgf / cm ² )], volume 20 l, (ЗР);

- tank 7 with a safety valve VS14NT2, adjusted to a pressure of [0.95 MPa (9.5 kgf / cm ² )], a volume of 10 l, (PP1);

- tank 8 with a volume of 5.1 l, (hereinafter - PP2);

- tank 9 with a volume of 10 l, (hereinafter - PP3);

- tank 10 with a safety valve VS14NT2, adjusted to pressure [(0.6 MPa (6.0 kgf / cm ² )], with a volume of 15 l further - PP4);

- Check Valve;

- drain cock;

- Three ball disconnecting valves;

- adapter, junction box, CAN gateway. The control panel is installed in the driver's cab and includes for cab A and B:

- two controllers 11 crane operator (KKM);

- two controllers 12 auxiliary cranes (KKVT);

- two circuit breakers 13 control circuits (hereinafter - the VTsU);

- four valves 14 emergency emergency braking (CAET);

- two control units 15 (BU EPK);

- two modules 16 pneumatic backup 025M-1 (MPR).

MTO operates as follows.

Charging

Compressed air from the crane of the driver enters the brake line (TM) and to the air distributor 17 (BP) (figure 2) located on the block 18 of the electric air distributor (EVR) and then to the reserve reservoir ZR.

Braking

During braking, compressed air from the air supply system through BP 17 enters the switching valve 19 (PC) and then to the control cavity of the pressure switch (position valve) 20 of the EVR unit 18. Under the action of compressed air in the control cavity of the pressure switch 20, the relay supply valve and compressed air open from the PR, it flows to the BTO 2 unit and then through the switching valve, the KEB 3 electric blocking valve, and the switching valves 19 and 21 into the control cavities of the pressure switch 22, 23 of the executive equipment block 24 (BIO), which fill the shopping center 25. Each relay eniya 22 or 23 fills TC one trolley. The number of pressure switches 22 or 23 may be more than two. The pressure switch is powered by compressed air autonomously from the feed tanks V = 55 l. Filling of reservoirs occurs from PM through the BIO 24 check valves.

Vacation

Brake release i.e. Discharge of the TC occurs after a decrease in pressure in the control cavities of the pressure switch 22 and 23 of the BIO during the release of BP 17.

The operation of the electro-pneumatic brake (EPT)

When controlling the EPT, electrical signals are supplied to the electro-pneumatic valves 26 (EPVN10 and EPVN12) of the EVR unit 18.

Braking

When braking, compressed air through the switching valve 19 and pressure switch 20 enters the BTO 2 and then to the shopping center 25. The maximum pressure in the shopping center during operation is limited by the pressure switch on the EVR unit 18. When the pressure reaches 0.26 + 0.01 MPa in the shopping center ( 2.6 ± 0.1 kgf / cm ² ), to which the pressure switch is adjusted, the voltage from the EPVN12 valve is removed

Vacation

To release the brakes of the locomotive, it is necessary to remove the voltage from the valves ЭПВН10 and ЭПВН12 ЭВР 18. ЭВР 18, it is possible to perform stepwise braking and stepwise release with a minimum step of 0.03 MPa (0.3 kgf / cm ² ).

Autonomous vacation locomotive

For autonomous vacation of the locomotive, a release button is installed on the driver’s cab panel, which is connected by electrical contacts to the KEB 3 electrolock valve and EPVN10 valve contacts. To release the locomotive brake, press the release button and hold it in this position.

Under the action of EPT, pressing the button breaks the power supply circuit of the computer. The valves are de-energized and the brake of the locomotive is released. When you return the button to its original position, the action of the EVR is restored.

Under the action of a pneumatic brake, the EPVN5 27 KEB 3 circuit closes, which stops the access of compressed air from the EVR 18 to the control cavities of the pressure switches 22 and 23 of the BIO 24 and communicates them with the atmosphere. Shopping centers are discharged. When the button returns to its original position, the voltage from EPVN5 27 KEB 3 is removed and the pressure in the shopping center is restored.

Reserve Management

The lock of the pneumatic backup module is designed to turn off the backup pneumatic cranes of the driver and auxiliary brake in an inactive cab.

Two electro-pneumatic valves (EPVN3, EPVN4) are installed on the lock, the voltage for one of which is supplied from the working cabin when the VTsU is turned on.

The lock provides pneumatic communication between the backup crane of the driver and BEPP 1, and the backup crane of the auxiliary brake with the executive unit of the auxiliary brake.

When controlling the backup valve of the auxiliary brake, compressed air enters through the switching valve 21 to the control cavities of the pressure switch 22 and 23, and when released, the control cavities of the pressure switch communicate with the atmosphere through the CT. The magnitude of the maximum pressure in the shopping center during the control of the HW is limited by the gear.

When the automatic brake is operating, it is possible to increase the brake pressure by increasing the pressure in the shopping center of the locomotive by the auxiliary brake valve.

Electrical braking (ET) and displacement

With ET, voltage is applied to the KEB electrically lock valve to disable the air brake. When ET is depleted, it is replaced by a pneumatic brake. To replace the electric brake, two valves are used: the release VO 28 and the brake VT 29 of the executive unit 30. The pressure in the brake cylinders is set in proportion to the pressing force of the pads. The maximum pressure during substitution is 0.26 MPa (2.6 kgf / cm ² ). When replacing the compressed air from the PM through the gearbox, VT and switching valves 19 and 21, it enters the control cavities of the pressure switch 22 and 23 of the BIO unit 24. A pressure equal to the pressure created by the VT 29 and VO 28 is created in the TC.

To release the brakes, the voltage from VO 28 is removed, while the control cavities of the pressure switch communicate with the atmosphere through VO 28.

High pressure braking

For braking when driving at speeds above 120 km / h, increased pressure in the shopping center is provided. For this, voltage is supplied to EPVN1 31 of the BTO 2 unit. Compressed air from the PM through the uncoupling valve, gearbox, EPVN1 31, the switching valve, the KEB solenoid valve, valves 19 and 21 enter the control cavities of the pressure switch 22 and 23 of the BIO, in which pressure 0.37 ± 0.01 MPa 3.7 ± 0.1 kgf / cm ² ), i.e. pressure regulated by a reducer. When the locomotive speed decreases, the voltage from EPVN1 is removed, the control cavities of the pressure switch and the TC communicate with the atmosphere. The pressure in the shopping center decreases to the pressure caused by the action of the air distributor or the electric air distributor.

Cold Reserve Movement

For movement by “cold reserve”, it is necessary to open the uncoupling valve 32, which is installed between the PM and the TM on the BIO block 24. The TMs of the lead and driven locomotives are connected: air from the brake line of the lead locomotive enters through the non-return valves to the feed tanks 33, which create a reserve of compressed air for supply pressure switch 22 and 23. The brakes are controlled from the lead locomotive.

Auto parking brake action

Compressed air from the PM through the gearbox and check valve fills the 25 V reservoir. and goes to a three-way valve. At the same time, compressed air is supplied to the electro-pneumatic valve EPVN. When voltage is removed from the EPVN, compressed air fills the TC through the switching valve.

When voltage is applied to the EPVN, the shopping centers are discharged.

The block has a backup manual control of the parking brake. In this case, to fill the shopping center, you must open the three-way valve. Compressed air from the reservoir brake reservoir through an open valve enters the shopping center. To discharge, close the three-way valve. In this case, the shopping centers are connected to the atmosphere.

The design feature of the unified module is block execution. On aluminum plates in which pneumatic channels are formed, pneumatic and electro-pneumatic devices are installed. The use of brake equipment in the form of blocks is convenient for installation on a locomotive and maintenance in operation. The module includes brake control devices (crane operator with remote control, crane auxiliary brake of the locomotive). The main brake control device is a driver's crane with remote control for interaction with electronic brake control devices. The driver’s crane with remote control is compatible with microprocessor-based motion control and locomotive diagnostics installed on the locomotive. The driver’s crane includes: control devices (controller, control circuit breaker, emergency emergency braking valve, backup control valve), actuator unit (electro-pneumatic device block). The control devices are structurally adapted for integration into the cockpit console. The block of electro-pneumatic devices is located in the engine room, which eliminates the noise from the operation of these devices in the cabin. On the driver’s console, in addition, a locomotive auxiliary brake control valve with automatic overlaps is installed. Executive blocks of cranes and building blocks are panels on which pneumatic and electro-pneumatic devices are placed. Pneumatic communication between the devices is carried out by channels formed inside the panel. To provide external electrical connections, electrical connectors are installed on the panels. Air from the mains is supplied to the lower part or side surfaces of the executive units. This allows you to install them so that the space of the engine room on the locomotive is rationally used. On the building blocks, as well as on the Executive block of the crane operator installed pressure sensors for diagnosing the brake system. Information from the sensors is transmitted to electronic adapters, which are also located on the blocks of the air distributor and brake equipment. Further, all diagnostic information is transmitted via the CAN2.0B interface to the processor of the electronic control unit installed on the Executive unit of the crane operator. The building blocks, as well as the Executive block of the crane operator are mounted on a single cabinet, thereby concentrating the braking equipment of the locomotive in one place.

Claims (1)

Locomotive braking equipment module, which contains in the common cabinet installed in the driver’s cab, an electro-pneumatic device block, a braking equipment unit for passenger-type locomotives, a remote control locomotive auxiliary brake valve, a remote control electro-pneumatic auto-stop valve, an electro-pneumatic emergency brake valve for remote control and a pneumatic equipment unit, at the same time switching valves are mounted in this cabinet To ensure the direction of air flow from various autonomous pressure sources through an electrically controlled air distributor in the air distribution block to the controlled chambers of the pressure switch, the number of which is equal to the number of brake cylinders of the locomotive’s wheel trolleys and the outputs of each are connected to the brake cylinder of the corresponding wheel trolley, pressure-filled tank.