RU128166U1 - Executive part of pneumatic brake system of railway truck - Google Patents

Executive part of pneumatic brake system of railway truck Download PDF

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Publication number
RU128166U1
RU128166U1 RU2012157764/11U RU2012157764U RU128166U1 RU 128166 U1 RU128166 U1 RU 128166U1 RU 2012157764/11 U RU2012157764/11 U RU 2012157764/11U RU 2012157764 U RU2012157764 U RU 2012157764U RU 128166 U1 RU128166 U1 RU 128166U1
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pneumatic
brake
pressure
control
valve
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RU2012157764/11U
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Russian (ru)
Inventor
Николай Анатольевич Егоренков
Сергей Иванович Афанасьев
Сергей Георгиевич Чуев
Сергей Алексеевич Популовский
Павел Михайлович Тягиев
Евгений Владимирович Манушкин
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Открытое акционерное общество МТЗ ТРАНСМАШ
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Abstract

The executive part of the pneumatic brake system of the railway traction vehicle, which contains installed in the housings and mounted on the bracket plate with the possibility of pneumatic communication channels made in it with a supply, brake, auxiliary brake lines, with a cargo type air distributor, with spare, additional and feed tanks, with brake cylinders, and between themselves - the control pressure line, executive pneumatic and electro-pneumatic devices, including by the number of running trolleys, pressure switches, the control cavity of each of which is connected to the control pressure line, and the output and input, respectively, to the brake cylinder and the feed tank, switching valves installed on the control pressure line, connected through the corresponding switching valve to the control pressure line with pressure switch and brake cylinders adjustable pressure organs, including the replacement organ of the electrodynamic brake by pneumatic, organ control braking control of the disconnected sections, each of which includes a pressure limiting device in the brake cylinders pneumatically connected to the feed tank and a pneumatic valve device, and an electrodynamic and pneumatic braking blocking device including an electro-pneumatic valve and a pneumatic valve device connected to the feed tank and through an air distributor with a brake line adapter, electrically connected pressure sensors mounted on magi

Description

The utility model relates to the field of railway transport, and more specifically, to the arrangement of the executive part of the pneumatic brake systems of railway traction means, mainly locomotives of a cargo-passenger type.
The known Executive part of the pneumatic brake system of a railway traction means, containing installed in the buildings and mounted on the bracket plate with the possibility of pneumatic communication made in it channels with a feed, brake, auxiliary brake lines, with a spare, additional and feed reservoirs, with brake cylinders, and between themselves - executive control pneumatic and electro-pneumatic devices, including the number of undercarriage pressure switches, the control cavity of each of which is connected to the control pressure line, and the output and input respectively to the brake cylinder and the feed tank, a passenger-type air distributor communicated with its input and output to the brake and control pressure line, respectively, switching valves installed on the line control pressure, connected through the corresponding switching valve with a control pressure line with pressure switch and brake cylinders s of adjustable pressure, including an electrodynamic brake pneumatic brake replacement part, which includes a pneumatic cylinder pressure limiting device for pneumatic brake cylinders and a pneumatic valve device, and an electrodynamic and pneumatic braking blocking device connected to the nutrient reservoir and brake line, including an electropneumatic valve and a pneumatic valve device , adapter, electrically connected pressure sensors, mounted e brake cylinders on the highways, a nutrient reservoir razobschitelnye taps installed in the pneumatic lines and pneumatic circuits organs regulated pressure / cm. the decision to grant a patent for a utility model dated October 11, 2012 according to the application "Executive part of the pneumatic brake system of a locomotive" No. 2012136249 / (027833) 24.08. 2012, IPC V60T13 / 26 /.
The disadvantage is the impossibility of using this unit with pneumatic and electro-pneumatic actuators for braking the railway passenger locomotive on high-speed heavy-duty locomotives, for example, of a cargo type, due to the lack of devices that provide the necessary braking characteristics.
The known executive part of the pneumatic brake system of a railway traction vehicle, comprising installed in the housings and mounted on the bracket plate with the possibility of pneumatic communication channels made in it with a supply, brake, auxiliary brake lines, with a cargo type air distributor, with spare, additional and feed tanks, with brake cylinders, and between each other - with a line of control pressure, executive pneumatic and electro-pneumatic devices comprising, by the number of running trolleys, pressure switches, the control cavity of each of which is connected to the control pressure line, and the output and input, respectively, to the brake cylinder and the feed tank, three switching valves installed on the control pressure line connected through the corresponding switching valve to the control line pressure switch with pressure switch and brake cylinders adjustable pressure organs, including the replacement element of the electrodynamic brake pneumatically him, the braking control element of the disconnected sections, each of which includes a pressure limiting device in the brake cylinders pneumatically connected to the feed tank and a pneumatic valve device in communication with the feed tank and, through the air distributor with the brake line, an electrodynamic and pneumatic braking blocking device, including electric pneumatic valve and pneumatic valve device, adapter, electrically connected pressure sensors, mounted disconnected on the lines of the brake cylinders, the feed tank and the air distributor, isolation valves installed in the pneumatic lines and pneumatic circuits of the organs of adjustable pressure, / cm. RF patent for utility model No. 44290, IPC В60Т 15/60 dated November 12, 2004 /
The disadvantage is the impossibility of solving the complex task of using a high-speed large-capacity locomotive for freight and passenger trains, since there are no devices for performing passenger modes, a microprocessor-based control system for locomotive braking, diagnostics of the brake system, display unit, as well as placing devices on separate units, for example, the air distribution unit, complicates the design and requires additional pipelines, fasteners, which generally reduces t the effectiveness and reliability of its use.
The inventive utility model solves the problem of reliability and expanding the operational capabilities of a high-speed freight high-speed locomotive through the use of a unified block of brake equipment on it, including interconnected devices for executive parts of the pneumatic brake systems of passenger and freight locomotives.
The executive part of the pneumatic brake system of a railway passenger-and-freight traction vehicle, made in the form of a unified block of brake equipment, solves the complex task of automatic pneumatic braking of a train in passenger and cargo modes, electro-pneumatic braking of a locomotive in passenger mode, replacing an electrodynamic brake by pneumatic, remote release of automatic and electro-automatic brakes of an electric locomotive with powered av The train’s brake system provides the “self-disconnecting sections” function, diagnostics of air pressure in pneumatic circuits, and the brake line break alarm function.
The technical result that will be obtained in the implementation of the proposed utility model is to increase the reliability and safety, the efficiency of using a locomotive of increased power for freight and passenger transportation.
The specified technical result is achieved by the fact that the executive part of the pneumatic brake system of the railway traction means, containing installed in the buildings and mounted on the bracket plate with the possibility of pneumatic connection made channels in it with a supply, brake, auxiliary brake lines, with a cargo air distributor, with spare , additional and feed tanks, with brake cylinders, and between each other - executive control lines Vmatic and electro-pneumatic devices, including, according to the number of running trolleys, pressure switches, the control cavity of each of which is connected to the control pressure line, and the output and input, respectively, to the brake cylinder and the feed tank, switching valves installed on the control pressure line, connected through the corresponding switching valve with a control pressure line with a pressure switch and brake cylinders; adjustable pressure elements including an electronic replacement element pneumatic electrodynamic brake, the brake control part of the disconnected sections, each of which includes a pressure limiting device in the brake cylinders pneumatically connected to the feed tank and a pneumatic valve device, and an electrodynamic and pneumatic braking blocking device including electro-pneumatic connected to the feed tank and through the air distributor with the brake manifold and pneumatic valve device, adapter, electrically with it coupled pressure sensors mounted on the brake cylinder, feed tank and air distributor lines, isolation valves installed in the pneumatic lines and pneumatic circuits of the pressure regulating organs, as well as a passenger type air distributor connected to the spare tank, and an electric air distributor unit including the tank, braking valves and tempering, the pressure switch controlled by them, the first additional switching valve in communication with the control line pressure and through the indicated air distributors with a brake line, a pressure switch mounted on the control pressure line at the outlet of the passenger-type air distributor, a three-way valve for switching cargo and passenger control modes, communicated by its entrance to the brake line, and the outputs - with passenger and cargo type air distributors electrically connected to the adapter control unit indication unit and sensors mounted in the pneumatic circuits of the body braking control of disconnected sections and pressure switches, a lock, while a cargo-type air distributor is mounted on a plate bracket, the main and main parts of which are connected to the working and spool chambers, two spare and additional tanks, and through the second additional switching valve, which is installed on its the line is in communication with the control pressure line, and the sensors of the pneumatic circuit of the cargo type air distributor are installed in the additional discharge channel and at the exit from the main part, they are made by the processor and connected via a gateway to the microprocessor control system.
The proposed Executive part of the pneumatic brake system of a passenger-and-freight locomotive is illustrated by drawings.
Figure 1 schematically shows a General view of the Executive part of the pneumatic brake system.
Figure 2 shows the pneumatic diagram of the Executive part of the pneumatic brake system.
The executive part of the pneumatic brake system of a passenger-and-freight locomotive is made in the form of a block of brake equipment containing executive pneumatic and electro-pneumatic devices of the brake system mounted on a bracket plate 1, housed in casings and communicated via channels (not shown) placed in a bracket plate 1, with a nutrient 2 , brake 3, pulse 4, brake cylinders with lines 5, 6, spare 7, 8, 9, additional 10, nutrient 11 tanks, and pneumatically connected between both control pressure line 12.
The Executive part of the pneumatic brake system of the railway traction means contains installed on the control pressure line 12 pneumatically connected to the brake cylinders (not shown) by the number of running bogies pressure switches 13 and 14, switching valves 15, 16, 17, 18, 19 for automatically switching the compressed feed air to the brake cylinders, depending on the specified braking mode, the body 20 replacing the electrodynamic brake of the railway traction means with a pneumatic brake, org An 21 controls the braking of the disconnected sections of the railway traction means, an organ 22 for blocking the electrodynamic and pneumatic braking of the railway traction means, made in the form of an electric locking valve, uncoupling valves 23, 24, 25, 27, 28, 29, respectively included in the pneumatic connections of the brake cylinders 5, 6, a pressure switch 13, 14, pressure controls 20,21,22, a disconnecting valve 30 with a check valve 31, a check valve 32, a disconnecting valve 33 with a filter 34, respectively, to the brake 3 and feed battening 2 line.
The body 20 for replacing the electrodynamic brake of a railway traction vehicle with a pneumatic brake includes a pressure limiting device in the brake cylinders of the pneumatic brake system made in the form of a reducer, and an electro-pneumatic valve device 36 is pneumatically connected to the feed tank 11 through the isolation valve 27 and through the switching valves 18, 19 control pressure line 12 with pressure switch 13, 14 and brake cylinders.
The brake control body 21 of the disconnected sections of the railway traction means comprises a pressure limiting device 37 made in the form of a reducer, a two-position self-releasing valve 38, pneumatically connected to the brake line 3, the feed tank 11 and through the control valves 17, 18, 19 the control pressure line 12 with a relay pressure 13, 14 and brake cylinders.
The body 22 for blocking the electrodynamic and pneumatic braking of the railway traction means, designed to exclude the simultaneous action of pneumatic and electric brakes, is made in the form of an electro-blocking valve, which consists of a two-piston valve 39 and an electro-pneumatic valve 40, pneumatically communicated through a disconnecting valve 29 with a supply line 2, through switching valves 15, 16, 17 with a brake line and through switching valves 18, 19 the main control valve Anvil 12 with a pressure switch 13, 14 and brake cylinders.
Also on the bracket plate 1 are fixed a passenger-type air distributor 41 and an electropneumatic brake unit 42 pneumatically connected to it, a cargo type air distributor 43, a three-position valve 44 with a filter 45, in communication with the brake line and air distributors 41,42, 43.
The passenger-type air distributor 41 is connected to the spare reservoir 7, and the electro-pneumatic brake block 42, which includes two electromagnetic valves — brake 46 and release 47, control reservoir 48 and pressure switch 49 — are communicated through switch valve 15, pressure switch 50 with control pressure line 12, on which the switching valves 16, 17, 18, 19 are installed, with a pressure switch 13, 14 and brake cylinders.
A cargo type air distributor 43 contains a main 51 and a main 52 parts, which are in communication with the spare tanks 8, 9, with the working 53 and spool 54 chambers, additional tanks 10, and through the switching valve 16 the control pressure line 12, on which the switching valves 17 are installed, 18, 19 with pressure switches 13, 14 and brake cylinders.
To diagnose the pressure in the pneumatic circuits, sensors 55, 56, 57, 58, 59, 60, 61 and associated with them and with the microprocessor-based control system of the CAN channel locomotive are installed on the bracket plate 1 gateway 62 and adapter 63.
Pressure sensors are installed: 55, 56 - in lines 5, 6 of the brake cylinders of the undercarriage; 57 - in the line of the nutrient reservoir 11; 58 - in the control cavities of the pressure switch 13, 14; 59 - in the pneumatic circuit of the body 21 brake control of the disconnected sections; 60 - channel additional discharge main 52 and the main 51 parts of the air distributor 43; 61 - in the pneumatic circuit at the outlet of the main part 51 of the air distributor 43.
An indication unit 64 is mounted on the bracket plate 1, electrically connected to the crane mode switch 44 and designed to reflect information in the form of a light indication of the control mode - cargo “G” or passenger “P”.
The device operates as follows.
Passenger mode.
To switch to passenger mode, it is necessary to activate the automatic and auxiliary brakes of the locomotive, move the handle of the crane 44 to the "passenger mode" position, completely bleed air from the spare tank 8 (20 l), completely bleed the air from the reservoir of the working chamber 53 of the air distributor 43. Then set the handle of the crane operator in the II position and start charging, equalizing the reservoir (not shown), brake line 3 and the spare reservoir 7 (55 l).
Pneumatic automatic braking.
To implement pneumatic braking, the driver changes the pressure with the crane of the driver (type 130 or type 395) in the surge tank, and therefore in the brake line 3.
To implement braking, the driver sets the handle of the crane operator’s controller in the V position and reduces the pressure in the surge tank by the speed of service braking to the required value, the pressure in the brake line 3 decreases at the same rate and air flows from the reserve tank 7 through the air distributor 41 to the switch valve 15 and pressure signaling device 50. The simultaneous filling of the additional tank 10 and the flow of air to the switching valves 16 and 17, the valve 39 op Ghana 22 locks electrodynamic and pneumatic braking, switching valves 18 and 19, then to the pressure sensor 58 and to the control cavities of the pressure switches 13, 14. Upon reaching the required pressure in the surge tank, the driver sets the handle of the crane controller in the IV position and the shutdown mode .
After the air enters the additional tank 10 and the control cavity of the pressure switch 13 and 14, the air from the feed tank 11, constantly replenished from the feed line 2, directly goes to:
- uncoupling valve 23, the pressure sensor 55 and further into the highway 5 of the brake cylinders of the first truck of the locomotive;
- uncoupling crane 24, the pressure sensor 56 and further into the highway 6 of the brake cylinders of the second locomotive carriage.
Pneumatic vacation.
To implement the holiday, the driver sets the handle of the crane operator’s controller in I or II position and, depending on the set holiday mode, increases the pressure in the surge tank to the required value, while the pressure in the brake line increases, charging of the reserve tank 7 begins and the air is exhausted from the additional tank 10 through the pressure switch 50 and the switch valve 15 into the atmosphere of the air distributor 41. Simultaneously with the release of air from the additional tank 10, there is a release ozduha of the control pressure switch 13 and the cavities 14 through the pressure sensor 58, the switching valves 19 and 18, the valve body 39 of the lock 22 of the electrodynamic and pneumatic braking, the switching valves 17 and 16, pressure switch 50 and the switching valve 15 to the atmosphere as the diffuser 41.
After the release of air from the additional tank 10 and the control cavities of the pressure switches 13 and 14 into the atmosphere of the air distributor 41, the compressed air pressure is released:
- from the line 5 of the brake cylinders through the pressure sensor 55 and the uncoupling valve 23 into the atmosphere of the pressure switch 13;
- from the line 6 of the brake cylinders through the pressure sensor 56 and the uncoupling valve 24 into the atmosphere of the pressure switch 14.
Electro-pneumatic control.
Electro-pneumatic braking.
To implement electro-pneumatic braking, the driver activates this function by turning on the corresponding toggle switch on the remote control.
To implement braking, the driver briefly sets the handle of the type 130 crane controller (type 395 crane handle) to the Va position, after which the control unit of the electro-pneumatic braking of the locomotive simultaneously supplies voltage to the electro-pneumatic valves 46 and 47 of the electro-pneumatic brake block 42, while the air from the spare tank 7 enters through an electro-pneumatic valve 46, tank 48, an electro-pneumatic valve 47 into the control cavity of the pressure switch 49. Then the air enters switch valve 15, pressure switch 50 and fills the additional tank 9. Next, air enters the switch valve 16, valve 39 of the electrodynamic and pneumatic braking block 22, the switch valves 18 and 19, then to the pressure sensor 58 and to the control cavities of the pressure switch 13, 14 and to the brake cylinders. Upon reaching the required pressure in the brake cylinders, the driver sets the handle of the crane operator's controller in the IV position, while the voltage is removed from the electro-pneumatic valve 46 and the overlap mode occurs.
After air enters the additional tank 9 and the control cavity of the pressure switch 13 and 14, the air from the feed tank 11, constantly replenished from the feed line 2, directly goes to:
- uncoupling valve 23, the pressure sensor 55 and further into the highway 5 of the brake cylinders of the first truck of the locomotive;
- uncoupling crane 24, the pressure sensor 56 and further into the highway 6 of the brake cylinders of the second locomotive carriage.
Electro-pneumatic holiday
To implement the holiday, the driver sets the handle of the crane operator’s controller in I or II position, depending on the set holiday mode, after which the voltage is removed from the electro-pneumatic valve 47 and air starts to escape from the control cavity 49 and the tank 48 into the atmosphere of the electro-pneumatic valve 47. The simultaneous start air outlet from the additional tank 10 through the pressure switch 50 and the switching valve 15 and from the control cavities of the pressure switch 13 and 14 through the pressure sensor 58, the switch nye valves 19 and 18, the valve body 39 of the lock 22 of the electrodynamic and pneumatic braking, the switching valves 17 and 16, pressure switch 50 and the switching valve 15 to the atmosphere as the pressure switch 49.
After the air is released from the control cavity of the pressure switch 49 into the atmosphere of the electro-pneumatic valve 47 and, accordingly, the air is released from the additional reservoir 9 and the control cavities of the pressure switch 13 and 14 into the atmosphere of the pressure switch 13, the compressed air pressure is released:
- from line 5 of the brake cylinders of the first locomotive carriage through a pressure sensor 55 and an uncoupling valve 23 into the atmosphere of the pressure switch 13;
- from the line 6 of the brake cylinders of the second locomotive trolley through the pressure sensor 56 and the isolation valve 24 into the atmosphere of the pressure switch 14.
Cargo mode.
To switch to the load mode, it is necessary to actuate the automatic and auxiliary brakes of the locomotive, move the crane handle 44 to the "cargo mode" position, completely bleed air from the reserve tank 7 (55 l), set the driver’s crane handle to the II position and start charging the surge tank , brake line 3 and spare reservoir 8 (20 l).
Pneumatic automatic braking.
To implement pneumatic braking, the driver, as well as in passenger mode, changes the pressure in the surge tank, and therefore in the brake line 3 by means of a crane of type 130 or type 395 driver.
To implement braking, the driver sets the handle of the crane operator’s controller to the V position and reduces the pressure in the surge tank by the speed of service braking to the required value, the pressure in the brake line 3 decreases at the same rate and the pressure drops in the spool chamber 53 of the cargo air distributor 43. Then, additional discharge of the brake line 3 and the spool chamber 53 into the atmosphere of part of the main 52 of the air distributor 43 and the spare reservoir 9. At the same time, the pressure additional discharge arrives at the pressure sensor 60 and air begins to flow from the reserve tank 8 through the main part 51, the pressure sensor 61 and the reserve tank 9 to the switching valves 16 and 17, the valve 39 of the body 22 blocking electrodynamic and pneumatic braking to the switching valves 18 and 19, then to the pressure sensor 58 and to the control cavities of the pressure switch 13, 14. Upon reaching the required pressure in the equalization tank, the driver sets the controller handle to the IV position and the shutdown mode .
After the air enters the control cavity of the pressure switch 13 and 14, the air from the feed tank 11, constantly replenished from the feed line 2, directly goes to:
- uncoupling valve 23, the pressure sensor 55 and further into the highway 5 of the brake cylinders of the first truck of the locomotive;
- uncoupling crane 24, the pressure sensor 56 and further into the highway 6 of the brake cylinders of the second locomotive carriage.
Pneumatic vacation.
To implement the holiday, the driver sets the handle of the crane operator’s controller in I or II position, depending on the set holiday mode and increases the pressure in the surge tank to the required value, while the pressure in the brake line 3 rises, charging of the reserve tank 8, the spool chamber 53 begins and air release from the control cavities of the pressure switch 13 and 14 through the pressure sensor 58, the switching valves 19 and 18, the valve 39 of the body 22 of the blocking of electrodynamic and pneumatic braking, switch atelnye valves 17 and 16 into the atmosphere of the main portion 51 of the diffuser 43.
After the air is discharged from the control cavities of the pressure switch 13 and 14 in the part of the main 51 of the air distributor 43, the compressed air pressure is released:
- from line 5 of the brake cylinders of the first locomotive carriage through a pressure sensor 55 and an uncoupling valve 23 into the atmosphere of the pressure switch 13;
- from the line 6 of the brake cylinders of the second locomotive trolley through the pressure sensor 56 and the isolation valve 24 into the atmosphere of the pressure switch 14.
Function "section self-uncoupling"
Pneumatic braking with "self-disconnecting sections".
The implementation of pneumatic braking with "self-disconnecting sections" is carried out at a pressure of (0.20-0.25) in the brake line 3, while the brake cylinders of the locomotive are filled to a pressure of 0.38-0.40 MPa, regardless of the established mode of the main part 51 (empty , medium, loaded). At a pressure of (0.20-0.25) in the brake MPa, the control cavity of the valve 38 of the body 21 for controlling the braking of the disconnected sections is discharged into the brake line 3 and the air from the feed tank 11 enters through the gearbox 37, valve 38, pressure sensor 59, valve 28 , the switching valves 16 and 17, the valve 39 of the body 22 blocking electrodynamic and pneumatic braking, the switching valves 18 and 19, then to the pressure sensor 58 and to the control cavities of the pressure switch 13, \ A. After the air enters the control cavity of the pressure switch 13 and 14, the air from the feed tank 11, constantly replenished from the feed line 2, directly goes to:
- uncoupling valve 23, the pressure sensor 55 and further into the highway 5 of the brake cylinders of the first truck of the locomotive;
- uncoupling crane 24, the pressure sensor 56 and further into the highway 6 of the brake cylinders of the second locomotive carriage.
Pneumatic tempering with "self-disconnecting sections".
The implementation of pneumatic tempering with "self-disconnecting sections" is carried out at a pressure in the brake line 3 of more than 0.25 MPa, while the air enters the control cavity of the valve 38 of the body 21 of the brake control of the disconnected sections and the air starts to escape from the control cavities of the pressure switch 13 and 14 through the sensor pressure 58, the switching valves 19 and 18, the valve 39 of the body 22 blocking electrodynamic and pneumatic braking, the switching valve 17, and a pressure sensor 38 to the atmosphere of the valve 38.
After the release of air from the control cavities of the pressure switch 13 and 14 into the atmosphere of the valve 38, the compressed air pressure is released:
- from line 5 of the brake cylinders of the first locomotive carriage through a pressure sensor 55 and an uncoupling valve 23 into the atmosphere of the pressure switch 13;
- from the line 6 of the brake cylinders of the second locomotive trolley through the pressure sensor 56 and the isolation valve 24 into the atmosphere of the pressure switch 14.
Alarm function of the break of the brake line of the train during cargo mode.
The microprocessor control of the breakage signal of the brake brake line of the train is used in the BTO. To implement this function, pressure is measured in the additional discharge channel by means of a pressure sensor 60 and pressure is measured at the outlet of the main 51 part by pressure sensor 61. Then, using the gateway software 62, the measurement data are processed and the corresponding message is transmitted to the control system of the locomotive about the brake state highway 3 and on the driver’s console the light indication “TM breakage” lights up or goes out.
Electro-pneumatic control when replacing an electrodynamic brake with a pneumatic one.
Electro-pneumatic braking when replacing an electrodynamic brake.
The implementation of electro-pneumatic braking when replacing an electrodynamic brake is carried out by the locomotive control system when the electrodynamic brake is depleted. To implement electro-pneumatic braking when replacing an electrodynamic brake, the locomotive control system supplies voltage to the electro-pneumatic valve 36 and air begins to flow from the feed tank 11, through the isolation valve 27, gearbox 35, electro-pneumatic valve 36, switch valves 18 and 19, then to the pressure sensor 58 and to the control cavities of the pressure switches 13 and 14.
After the air enters the control cavity of the pressure switch 13 and 14, the air from the feed tank 11, constantly replenished from the feed line 3, directly goes to:
- uncoupling valve 23, the pressure sensor 55 and further into the highway 5 of the brake cylinders of the first truck of the locomotive;
- uncoupling crane 24, the pressure sensor 56 and further into the highway 6 of the brake cylinders of the second locomotive carriage.
Electro-pneumatic tempering when replacing an electrodynamic brake.
To implement electro-pneumatic tempering when replacing an electrodynamic brake, a locomotive control system removes voltage from the electro-pneumatic valve 36 and air begins to escape from the control cavities of the pressure switches 13 and 14, through a pressure sensor 58, switch valves 19 and 18 into the atmosphere of the electro-pneumatic valve 36.
After the air is released from the control cavities of the pressure switch 13 and 14 into the atmosphere of the electro-pneumatic valve 36, the compressed air pressure is released:
- from line 5 of the brake cylinders of the first locomotive carriage through a pressure sensor 55 and an uncoupling valve 23 into the atmosphere of the pressure switch 13;
- from the line 6 of the brake cylinders of the second locomotive trolley through the pressure sensor 56 and the isolation valve 24 into the atmosphere of the pressure switch 14.
Autonomous brake release of a locomotive with powered train brakes.
To implement autonomous tempering of automatic locomotive brakes with train brakes activated, the driver acts on the “vacation” button located on the control panel, after which voltage is applied to the electro-pneumatic valve 40 of the electrodynamic and pneumatic braking block 22 and air starts to escape from the control cavities of the pressure switch 13 and 14, through the pressure sensor 58, the switching valves 19 and 18, into the atmosphere of the valve 39 of the body 22 of the blocking of electrodynamic and pneumatic braking Niya. After the air is discharged from the control cavities of the pressure switches 13 and 14, the compressed air pressure from the brake cylinders of the first and second locomotive bogies is released to the atmosphere of the pressure switches 13 and 14.
Braking control during locomotive movement “cold reserve”
To implement the function of the “cold reserve”, it is necessary to open the uncoupling valve 30 with a non-return valve 31 and close the uncoupling valve 33 with a filter 34, while the air from the supply line 2 stops flowing into the supply tank 11, as well as to all other devices mounted on the bracket plate 1. After which the brake line 3 through the uncoupling valve 30 with a check valve 31 and a check valve 32 will enter the feed tank 11, as well as to all other devices of the Executive part of the pneumatic brake th system.
The maximum pressure in the feed tank 11 in this operating mode will be equal to the charging.
The proposed executive part of the pneumatic brake system of a railway traction vehicle, made in the form of a universal compact unit with mounted braking equipment for high-speed passenger and freight locomotives of increased payload, ensures the efficiency and reliability of the electric locomotive, its maintainability, safety through the use of a microprocessor control system and diagnostics of the brake system, as well as convenient assembly and disassembly during maintenance, inspection and adjustment of its elements.

Claims (1)

  1. The executive part of the pneumatic brake system of a railway traction vehicle, comprising installed in the housings and mounted on the bracket plate with the possibility of pneumatic communication of the channels made with it with the feed, brake, auxiliary brake lines, with a cargo type air distributor, with spare, additional and feed tanks, with brake cylinders, and between themselves - the control pressure line, executive pneumatic and electro-pneumatic devices, including by the number of running trolleys, pressure switches, the control cavity of each of which is connected to the control pressure line, and the output and input respectively to the brake cylinder and the feed tank, switching valves installed on the control pressure line, connected through the corresponding switching valve to the control pressure line with pressure switch and brake cylinders adjustable pressure organs, including the replacement organ of the electrodynamic brake by pneumatic, organ control braking control of the disconnected sections, each of which includes a pressure limiting device in the brake cylinders pneumatically connected to the feed tank and a pneumatic valve device, and an electrodynamic and pneumatic braking blocking device including an electro-pneumatic valve and a pneumatic valve device connected to the feed tank and through an air distributor with a brake line adapter, electrically connected pressure sensors mounted on magi trawls of brake cylinders, a supply tank and an air distributor, isolation valves installed in the pneumatic lines and pneumatic circuits of the pressure regulating bodies, is equipped with a passenger-type air distributor connected to a spare reservoir and an electric air distributor unit, including a reservoir, braking and tempering valves, controlled by the pressure switch, the first additional switching valve in communication with the control pressure line and through the specified air limiters with a brake line, a pressure switch mounted on the control pressure line at the exit of the passenger-type air distributor, a three-way valve for switching cargo and passenger control modes, connected by its input to the brake line, and the outputs with passenger and cargo type air distributors electrically connected to the adapter control unit indication unit and sensors mounted in the pneumatic circuits of the brake control sections and a pressure switch, a lock, while the cargo-type air distributor is mounted on a plate bracket, the main and main parts of which are connected to the working and spool chambers, two spare and additional reservoirs, and through the second additional switching valve, which is installed on its main, communicated with the control pressure line, and the pneumatic circuit sensors of the cargo type air distributor are installed in the additional discharge channel and at the outlet of the main part, They are filled with processor ones and connected via a gateway to a microprocessor control system.
    Figure 00000001
RU2012157764/11U 2012-12-28 2012-12-28 Executive part of pneumatic brake system of railway truck RU128166U1 (en)

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Cited By (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
RU2600470C1 (en) * 2015-06-19 2016-10-20 Акционерное Общество "Научно-Производственный Центр "Промэлектроника" Railway vehicle braking control system
RU169839U1 (en) * 2016-06-02 2017-04-04 Открытое акционерное общество МТЗ ТРАНСМАШ Locomotive Brake Equipment Module
RU173781U1 (en) * 2017-02-07 2017-09-11 Открытое акционерное общество МТЗ ТРАНСМАШ Locomotive Brake Equipment Module
RU176810U1 (en) * 2017-04-27 2018-01-29 Открытое акционерное общество МТЗ ТРАНСМАШ Brake equipment block
RU177916U1 (en) * 2017-03-09 2018-03-15 Акционерное общество "Научно-исследовательский институт железнодорожного транспорта" (АО "ВНИИЖТ") Rail traffic brake block
RU178419U1 (en) * 2017-06-30 2018-04-03 Открытое акционерное общество МТЗ ТРАНСМАШ (ОАО МТЗ ТРАНСМАШ) Pneumatic equipment unit
RU178418U1 (en) * 2017-06-30 2018-04-03 Открытое акционерное общество МТЗ ТРАНСМАШ (ОАО МТЗ ТРАНСМАШ) Pneumatic equipment unit
RU179103U1 (en) * 2017-06-07 2018-04-26 Открытое Акционерное Общество "Российские Железные Дороги" Locomotive pneumatic equipment module
RU179381U1 (en) * 2017-07-24 2018-05-11 Открытое акционерное общество МТЗ ТРАНСМАШ (ОАО МТЗ ТРАНСМАШ) Pneumatic equipment unit
RU2695469C1 (en) * 2017-12-13 2019-07-23 СиАрАрСи ЧАНЧУНЬ РЭЙЛВЭЙ ВИИКЛЗ КО., ЛТД. Train brakes release system and train
RU2697163C2 (en) * 2014-05-28 2019-08-12 ФАИВЕЛЕЙ ТРАНСПОРТ ИТАЛИА С.п.А. Electrical and pneumatic braking system for railway cars
RU194813U1 (en) * 2019-10-04 2019-12-24 Акционерное общество МТЗ ТРАНСМАШ (АО МТЗ ТРАНСМАШ) Brake equipment block
RU197233U1 (en) * 2020-01-30 2020-04-14 Акционерное общество «Ритм» Тверское производство тормозной аппаратуры (АО «Ритм» ТПТА) Freight wagon brake equipment

Cited By (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
RU2697163C2 (en) * 2014-05-28 2019-08-12 ФАИВЕЛЕЙ ТРАНСПОРТ ИТАЛИА С.п.А. Electrical and pneumatic braking system for railway cars
RU2600470C1 (en) * 2015-06-19 2016-10-20 Акционерное Общество "Научно-Производственный Центр "Промэлектроника" Railway vehicle braking control system
RU169839U1 (en) * 2016-06-02 2017-04-04 Открытое акционерное общество МТЗ ТРАНСМАШ Locomotive Brake Equipment Module
RU173781U1 (en) * 2017-02-07 2017-09-11 Открытое акционерное общество МТЗ ТРАНСМАШ Locomotive Brake Equipment Module
RU177916U1 (en) * 2017-03-09 2018-03-15 Акционерное общество "Научно-исследовательский институт железнодорожного транспорта" (АО "ВНИИЖТ") Rail traffic brake block
RU176810U1 (en) * 2017-04-27 2018-01-29 Открытое акционерное общество МТЗ ТРАНСМАШ Brake equipment block
RU179103U1 (en) * 2017-06-07 2018-04-26 Открытое Акционерное Общество "Российские Железные Дороги" Locomotive pneumatic equipment module
RU178418U1 (en) * 2017-06-30 2018-04-03 Открытое акционерное общество МТЗ ТРАНСМАШ (ОАО МТЗ ТРАНСМАШ) Pneumatic equipment unit
RU178419U1 (en) * 2017-06-30 2018-04-03 Открытое акционерное общество МТЗ ТРАНСМАШ (ОАО МТЗ ТРАНСМАШ) Pneumatic equipment unit
RU179381U1 (en) * 2017-07-24 2018-05-11 Открытое акционерное общество МТЗ ТРАНСМАШ (ОАО МТЗ ТРАНСМАШ) Pneumatic equipment unit
RU2695469C1 (en) * 2017-12-13 2019-07-23 СиАрАрСи ЧАНЧУНЬ РЭЙЛВЭЙ ВИИКЛЗ КО., ЛТД. Train brakes release system and train
RU194813U1 (en) * 2019-10-04 2019-12-24 Акционерное общество МТЗ ТРАНСМАШ (АО МТЗ ТРАНСМАШ) Brake equipment block
RU197233U1 (en) * 2020-01-30 2020-04-14 Акционерное общество «Ритм» Тверское производство тормозной аппаратуры (АО «Ритм» ТПТА) Freight wagon brake equipment

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