RU128712U1 - DEVICE FOR DETERMINING THE EFFICIENCY OF MOBILE BRAKES - Google Patents

Abstract

1. A device for determining the effectiveness of pneumatic brakes of a rolling stock, comprising a unit for determining the current speed of the rolling stock and the path traveled by it, a system for accurately positioning the rolling stock, a unit for determining the pressure in the brake system of the rolling stock, a unit for determining the operating mode of the rolling stock, a database with an electronic map paths, data input unit, display unit associated with the calculator, characterized in that it is equipped with a unit for storing transient parameters in the torus the rolling stock brain system connected to the data input unit and the calculator to which the ambient temperature sensor is connected, while the traction rolling stock operation mode determination unit is connected to the pressure determination unit in the rolling stock brake system, the calculator is connected to the automatic locomotive signaling and the ability to calculate with a given frequency during each pneumatic service braking along the rolling stock, taking into account the last actors decelerations rolling values calculated according to the rules traction calculations and actual deceleration values and their subsequent comparison and determination of the actual efficiency factor pneumatic tormozov.2. The device for determining the effectiveness of pneumatic brakes of a rolling stock according to claim 1, characterized in that the calculator is configured to calculate the values of decelerations during pneumatic service braking and determine the actual coefficient of efficiency of pneumatic brakes on

Description

The proposed utility model relates to railway transport, in particular to means of ensuring traffic safety.

Monitoring the effectiveness of the brakes of rolling stock is of great importance for ensuring the safety of railway traffic. Currently, various methods and means of assessing the effectiveness of rolling stock brakes are used, for example, braking performance is evaluated by the parameters of individual braking means (see, for example, US Pat. No. 7,765,859, CL G01L 5/28, published 03.08.2010), the length of the braking ways (see RF application 2010136219, class B61L 3/00, publ. 03/10/2012).

The unified integrated locomotive safety device (CLUB-U) currently in operation allows monitoring the effectiveness of pneumatic brakes of rolling stock. The CLUB-U contains track and speed sensors, an air pressure sensor in the brake line, a system for determining the location of a rail vehicle, a rail vehicle information input unit, a database with an electronic track map, and an indication unit. These modules are connected to the electronics unit (see Zorin B.I., Shukhina E.E., Titov P.V. Microprocessor locomotive safety systems for the movement of trains of a new generation // Railways of the world. 2003. No. 7. P.61- 68). KLUB-U carries out the monitoring of the effectiveness of pneumatic brakes based on the calculation of the permissible train speed, based on the emergency braking trajectory, which in turn is formed on the basis of the calculated braking coefficient without taking into account the actual braking force of the train and the actual track profile. In addition, this device does not distinguish between braking modes and does not provide information to the driver about the availability of rolling stock with pneumatic brakes during the application of pneumatic service braking.

Closest to the proposed solution is an on-board device for determining the effectiveness of train brakes along the route (see RF patent No. 2293673, class B60T 13/26, publ. 02.20.2007). The device comprises a unit for determining the current speed of the rolling stock and the path traveled by it, a unit for determining the pressure in the brake system of the rolling stock, a system for determining the position of the rolling stock, a data input unit. Each of them is connected to an electronics unit that includes a database with an electronic path map. The device is supplemented by a microprocessor system connected to an electronics unit. A unit for determining the operating mode of the traction rolling stock, a unit for specifying the conditions of the planned braking mode, and an indication unit are connected to said microprocessor system. The microprocessor system is configured to determine the main resistance to the movement of the train to adjust the braking coefficient of the train and to determine the estimated stopping place. The described device allows you to evaluate the effectiveness of the brakes of the train along the route.

However, the effectiveness of the brakes is evaluated only by the calculated value of the brake coefficient and for the entire braking interval, which does not allow the driver to quickly intervene in the braking process with insufficient braking performance. The calculation of the braking coefficient includes values having a random component, which leads to low accuracy of its measurement.

The problem solved by this utility model is to increase traffic safety by improving the accuracy of pneumatic service braking control by the driver at stations and stages.

This problem is solved in that the known device for determining the effectiveness of pneumatic brakes of a rolling stock, comprising a unit for determining the current speed of the rolling stock and the path traveled by it, a system for accurately positioning the rolling stock, a unit for determining pressure in the brake system of the rolling stock, a unit for determining the operating mode of the traction rolling stock, a database with an electronic path map, a data input unit and an indication unit associated with the calculator are additionally equipped with a steam storage unit meters of transients in the brake system of the rolling stock connected to the data input unit and the calculator, to which the ambient temperature sensor is connected, while the unit for determining the operating mode of the traction rolling stock is connected to the pressure determination unit in the brake system of the rolling stock, the computer is connected to the automatic locomotive alarm and made with the possibility of calculation with a given frequency during each pneumatic service braking along the rolling stock with taking into account the factors of deceleration of the rolling stock acting on the latter, calculated according to the rules of traction calculations, and the actual values of the decelerations with their subsequent comparison and determination of the actual coefficient of effectiveness of pneumatic brakes.

The calculator is capable of calculating the values of decelerations during pneumatic service braking and determining the actual coefficient of efficiency of pneumatic brakes at a time interval equal to the time from the beginning of discharge of the surge tank until the steady-state pressure is reached in the brake cylinder of the tail car.

The unit for determining the current speed of the rolling stock and the path traveled by it, the precise positioning system of the rolling stock, the database with an electronic track map, the pressure determination unit in the brake system of the rolling stock, the information input unit and the display unit are connected to the computer via the on-board electronics unit.

The unit for determining the pressure in the brake system of the rolling stock includes a pressure sensor for the brake line, a pressure sensor in the surge tank, a pressure sensor for the pressure line and a pressure sensor in the brake cylinder of the locomotive.

The unit for determining the operating mode of the traction rolling stock includes an engine current sensor, a controller position sensor, and a driver’s crane position sensor.

The computer is connected to the on-board rolling stock control system.

The implementation of the device for determining the effectiveness of pneumatic brakes of rolling stock in the manner described will allow the driver to move the rolling stock based on the actual coefficient of effectiveness of pneumatic brakes to quickly evaluate the required level of pneumatic service braking, as well as the moment of turning on the pneumatic brakes to compensate for their insufficient efficiency, to minimize the number of brakes with deep discharge brake systems that lead to its depletion and substantially loss of time rental pneumatic brakes and their recovery, i.e. the use of the device will improve the accuracy of the control of pneumatic service braking at stations and stages, thus improving traffic safety.

The description of the technical solution presented is illustrated by the diagram shown in the drawing.

A device for determining the effectiveness of pneumatic brakes of a rolling stock (PS) comprises a unit 1 for determining the current speed of the PS and the path traveled by it, a system 2 for accurate positioning of the PS, a block 3 for determining the pressure in the brake system of the PS, a block 4 for determining the operating mode of the traction rolling stock (TPS), a base data 5 with an electronic path map, data input unit 6, display unit 7, connected via an on-board electronics unit (not shown in the diagram) with a calculator 8. The transition parameter storage unit 9 is also connected to the latter x processes in the brake system of the substation, sensor 10 of the ambient temperature and automatic locomotive alarm (ALS) 11.

Block 9 storing transient parameters in the brake system PS is connected to block 6 data input. Block 4 determining the operating mode of the TPN is connected with block 3 for determining the pressure in the brake system of the PS.

The calculator 8 is configured to calculate at a predetermined frequency during each pneumatic service braking along the path of the substation, taking into account the external factors acting on the latter, the decelerations of the substations calculated according to the rules of traction calculations, and the actual values of the decelerations, followed by their comparison and determination of the actual coefficient of pneumatic efficiency brakes.

In addition, the calculator 8 is configured to calculate the values of decelerations during pneumatic service braking and determine the actual efficiency coefficient of pneumatic brakes on a time interval equal to the time from the beginning of the discharge of the surge tank until a steady-state pressure is reached in the brake cylinder of the tail car.

Unit 3 for determining the pressure in the brake system PS includes a pressure sensor for the brake line, a pressure sensor in the surge tank, a pressure sensor for the pressure line and a pressure sensor in the brake cylinder of the locomotive.

Block 4 determining the operating mode of the TPS includes a motor current sensor, a position sensor of the controller and a position sensor of the handle of the crane driver (not shown in the diagram).

The computer 8 can be connected with the onboard control system PS in order to control the brake system, taking into account the actual coefficient of efficiency of pneumatic brakes.

Determining the effectiveness of pneumatic brakes of the rolling stock of the proposed device is as follows.

Before the departure of rolling stock, for example, of a train along a route, the driver enters information about the train through the data input unit 6, namely, the mass of the train, types and number of cars in the train. In database 5 with an electronic track map, information is activated about the plan and profile of the track section on which the train is located.

Before the departure of the train, the train brakes are also fully checked for their action in accordance with the Instruction for the Operation of the Brakes of Rolling Stock of Railways No. TsT-CV-TsL-VNIZHT / 277. In order to determine the pressure value in the brake cylinder of the tail carriage, this procedure uses the appropriate means of measuring pressure - a manual pressure gauge or a special measuring stand. Based on the results of a complete check of train brakes, the driver, through the data input unit 6, or, if there are technical capabilities, the operator directly during the full brake check for their action enters: the time from the beginning of discharge of the surge tank to the steady-state tail carriage in the brake cylinder (i.e. stable) pressure values; the value of the steady-state pressure value in the brake cylinder of the tail carriage at a fixed stage of pneumatic service braking; time from the moment of the start of the brake release (from the operator’s console) until the pressure drops to 0.04 MPa in the brake cylinder of the tail car. These parameters enter the block 9 storing transient parameters in the brake system of the rolling stock and are stored to further determine the effectiveness of pneumatic brakes at the stages of pneumatic service braking. At the same time, these parameters are entered and recorded for the 1st degree of braking, the 1st stage of braking, followed by the addition to the 2nd stage of braking and separately for the 2nd stage of braking.

When the train moves, the calculator 8 continuously receives data on the current speed of the substation, the path it has traveled from block 1 to determine the current speed of the substation and the path it has traveled; data on the location of the PS on the track from the system 2 of the exact positioning of the PS; pressure values in the devices of the brake system from block 3 determine the pressure in the brake system PS; data on the track profile and speed limits from database 5 with an electronic track map. Data on speed limits depending on the presence or absence of obstacles in front of the lying sections of the path to the computer 8 also comes from the automatic locomotive alarm 11. These data can be sent to the computer 8 from a unified integrated locomotive safety device.

If it is necessary to reduce the speed of the PS, the pneumatic service braking mode is determined by the TPC operating mode determination unit 4 by analyzing the current value of the motor current and the positions of the controller and the driver’s crane handle taking into account the pressure in the PS brake system from the PS pressure brake determination unit 3. At the time of the beginning of the pneumatic service braking, determined by the TPS operating mode determination unit 4, the calculator 8 starts the calculation of the actual pneumatic braking efficiency coefficient with a predetermined interval. The calculation is as follows. In the process of pneumatic service braking PS in the transmitter 8 is the formation of the calculated value of the deceleration of the rolling stock. The calculated value of the deceleration of the rolling stock is used as a “standard-reference”, with which the actual value of the deceleration is compared. The values of the calculated deceleration during each braking are calculated according to the rules of traction calculations:

where: C _P is the calculated specific decelerating force;

b _T is the calculated specific braking force;

ϑ _p (t) is the calculated brake coefficient, which depends on the stage of braking and the filling time of the brake cylinders;

- расчетный коэффициент трения, зависящий от скорости движения ПС;

- estimated coefficient of friction, depending on the speed of the PS;

- основное удельное сопротивление движению ПС, зависит от скорости движения ПС;

- the main specific resistance to the movement of the PS, depends on the speed of the PS;

i _s - the given value of the slope taking into account the resistance in the curve at a specific location of the substation.

In turn, the deceleration of the PS in the time interval Δt, in accordance with the rules of braking calculations, is calculated by the formula:

Where:

- расчетное замедление на n-м интервале измерения, м/с²;

- calculated deceleration on the n-th measurement interval, m / s ² ;

ΔV is the speed difference in the calculation interval;

Δt is the calculation time interval;

ξ is the deceleration of the PS in km / h ² with the resultant force of 1 kg / t. For freight and passenger trains, ξ = 120 km / h ² .

The actual deceleration of the PS is calculated by the formula:

Where:

- фактическое замедление на n-м интервале измерения, м/с²;

- actual deceleration on the nth measurement interval, m / s ² ;

ΔV is the difference between the velocities measured in the current and previous measurements;

Δt is the time interval of velocity measurements.

Based on the data obtained, in calculator 8, the effectiveness of the PS pneumatic brakes is evaluated. To do this, the actual coefficient of effectiveness of pneumatic brakes (E _f ) is introduced, which is defined as the ratio of the actually acting (actual) deceleration to the calculated value of the deceleration of the PS.

The actual coefficient of effectiveness of pneumatic brakes throughout the braking area:

Where:

- среднее значение фактического замедления ПС на всем участке торможения;

- the average value of the actual deceleration of the PS throughout the braking area;

- среднее значение расчетного замедления ПС на всем участке торможения.

- the average value of the calculated deceleration PS for the entire braking area.

The actual coefficient of effectiveness of pneumatic brakes at time intervals is calculated by the formula:

Where:

- фактическое замедление на n-м интервале измерения, м/с²;

- actual deceleration on the nth measurement interval, m / s ² ;

- расчетное замедление на n-м интервале измерения, м/с².

- calculated deceleration on the nth measurement interval, m / s ² .

The obtained values of the actual coefficient of efficiency of pneumatic brakes for each measurement time interval, including in the interval of the time of increase in pressure in the brake cylinder of the last car to a steady value, are transferred from calculator 8 to display unit 7 to inform the driver or to the onboard PS control system.

The calculator has the function of setting measurement and calculation intervals, which are less in value than the entire braking process.

The actual coefficient of effectiveness of pneumatic brakes (E _f ) shows how many times the actual deceleration of the train differs from the values calculated according to the rules of traction calculations. If its value is insufficient, the driver, in accordance with the Instruction for the Operation of Brakes of Rolling Stock of Railways, is obliged to take a specific decision on further control of the substation. Using the proposed device, it is possible to evaluate the effectiveness of the action of pneumatic brakes along the route for a time equal to that measured during a complete check of the brakes at the station, during which the pressure rises to a steady value in the brake cylinder of the tail carriage of the train. This will allow the driver in case of insufficient effectiveness of the pneumatic brakes quickly, at an early stage of pneumatic service braking, apply deeper braking.

Similarly, the actual coefficient of efficiency of pneumatic brakes is calculated at the stage of release of pneumatic brakes, which will allow the driver to adjust the moment when he stops braking in subsequent braking to prevent the actual speed of the substation from being lower than acceptable with a large margin. After calculating the efficiency coefficient of pneumatic brakes for the entire interval of pneumatic service braking, it is stored in the computer 8.

Using the device for determining the effectiveness of pneumatic brakes of a substation will allow the driver to be informed in a timely manner about the actual coefficient of effectiveness of pneumatic brakes, which will help him to choose the necessary level of pneumatic service braking and increase the accuracy of control of the substation. Improving the accuracy of control of pneumatic service braking by the driver at stations and stages leads to a reduction in the time of movement of the PS along the route of receiving the PS.

Also, information on the actual coefficient of effectiveness of pneumatic brakes will allow the driver to minimize the number of brakes with deep discharge of the brake line, which lead to its depletion and a significant loss of travel time for the release of pneumatic brakes. All this will improve the safety of traffic on the railway.

Claims (6)

1. A device for determining the effectiveness of pneumatic brakes of a rolling stock, comprising a unit for determining the current speed of the rolling stock and the path traveled by it, a system for accurately positioning the rolling stock, a unit for determining the pressure in the brake system of the rolling stock, a unit for determining the operating mode of the rolling stock, a database with an electronic map paths, data input unit, display unit associated with the calculator, characterized in that it is equipped with a unit for storing transient parameters in the torus the rolling stock brain system connected to the data input unit and the calculator to which the ambient temperature sensor is connected, while the traction rolling stock operation mode determination unit is connected to the pressure determination unit in the rolling stock brake system, the calculator is connected to the automatic locomotive signaling and the ability to calculate with a given frequency during each pneumatic service braking along the rolling stock, taking into account the last actors values rolling decelerations, calculated according to the rules traction calculations and actual deceleration values and their subsequent comparison and determination of the actual efficiency factor pneumatic brakes. 2. The device for determining the effectiveness of pneumatic brakes of a rolling stock according to claim 1, characterized in that the calculator is configured to calculate the values of decelerations during pneumatic service braking and determine the actual coefficient of efficiency of pneumatic brakes at a time interval equal to the time from the beginning of discharge of the surge tank until brake cylinder tail wagon steady-state pressure. 3. The device for determining the effectiveness of pneumatic brakes of a rolling stock according to claim 1, characterized in that the unit for determining the current speed of the rolling stock and the path traveled by it, a system for accurately positioning the rolling stock, a database with an electronic track map, a unit for determining the pressure in the brake system of the rolling stock , the information input unit and the display unit are connected to the calculator via the on-board electronics unit. 4. The device for determining the effectiveness of pneumatic brakes of a rolling stock according to claim 1, characterized in that the pressure determination unit in the brake system of the rolling stock includes a brake line pressure sensor, a pressure sensor in the surge tank, a pressure line pressure sensor and a brake cylinder pressure sensor locomotive. 5. The device for determining the effectiveness of pneumatic brakes of a rolling stock according to claim 1, characterized in that the unit for determining the operating mode of the traction rolling stock includes a current sensor of the motors, a position sensor of the controller and a position sensor of the handle of the crane operator. 6. The device for determining the effectiveness of pneumatic brakes of a rolling stock according to claim 1, characterized in that the calculator is connected to the on-board control system of the rolling stock.

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