RU140138U1 - LOCOMOTIVE BRAKE EQUIPMENT MODULE - Google Patents

Abstract

A locomotive braking equipment module, which contains a block of electropneumatic devices, a block of braking equipment for passenger-type locomotives, a remote-control locomotive auxiliary brake valve, a remote-control electro-pneumatic autostop valve, an electro-pneumatic emergency brake valve for remote control, located in a cabinet installed in the driver’s cab a pneumatic equipment unit, while in this cabinet switching valves are mounted for I ensure the direction of air flow from various autonomous pressure sources through the 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, and the input is separate pressure by the reservoir, while the pressure switch is communicated with the pressure control channel of the block of electro-pneumatic devices and it is reported through an actuator unit with an electrically controlled air distributor in the air distributor unit for communicating the brake line with the supply line, characterized in that the cabinet is made of an open type and has a rectangular shape on which a frame is made made of a L-shaped profile in cross section, the struts of which on each side are connected by crossbars for fixing blocks, cranes and valves on them, one of the L-shaped sides in the frame section is located along the edge of the small side

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 locomotive brake equipment complexes from RU 2020096 and 2100231 These brake equipment complexes according to these inventions comprise a driver’s crane, a locomotive auxiliary brake valve, a locking device, an air distributor, pneumatic and electro-pneumatic actuators of a locomotive’s brake equipment, including, in particular, electro-pneumatic valves, pressure switches , switch valves, isolation valves, 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.

A set of brake equipment for a freight locomotive is also known (see the album “Automatic brakes of rolling stock of a railway vehicle”, VR Asadchenko, UMK MPS Russia, Moscow, 2002, p. 38, 39), which contains a driver’s crane with a control and executive parts, a locking device, a crane of an auxiliary brake of a locomotive with a control part, an air distributor having a main part with a switch of braking modes and a main part placed 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 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.

A known module of a pneumatic brake system of a railway traction means, comprising a pressure switch made in the housing and pneumatically connected to a feed reservoir and brake cylinders of a pneumatic brake system and a control pressure manifold, switching valves having bodies, an electrodynamic brake replacement element of a railway traction means with a pneumatic brake having a pneumatically interconnected pressure limiting device in the brake cylinders, in filled in the housing and communicated with the feed tank of the pneumatic brake system, and an electro-pneumatic valve device made in the housing and pneumatically communicated through one of the aforementioned switching valves with a control pressure line, and also containing a braking control element of the disconnected sections of the railway traction means, an electrodynamic and pneumatic braking railway traction means, made in the housing and pneumatically connected the air distributor of the pneumatic brake system of the railway traction means, with the aforementioned switching valves and through said switching valves pneumatically connected to the control pressure line communicated through the said switching valves to the auxiliary traction line of the railway traction means, a non-return valve made in the housing and included in pneumatic communication pneumatic brake system and feed reservoir pa pneumatic braking system with a nutrient artery pneumatic brake system and pneumatic connection to the pressure switch and organ replacement electrodynamic rail brake pulling means include pneumatic brake razobschitelnye taps formed in the housings. The module is equipped with an independent brake release element for a railway traction means, made in the form of an electric blocking valve, having a housing and pneumatically connected to an electrodynamic and pneumatic braking block of a railway traction means with the aforementioned switching valves, with an independent brake release element and an electrodynamic and pneumatic braking block pneumatically connected to the feed tank and the control is inhibited The volume of disconnected sections of the railway traction means is made in the form of a pressure limiting device in the brake cylinders having a housing and pneumatically connected to the feed tank, and a pneumatic valve device having a housing and pneumatically connected to the pressure limiting device in the brake cylinders and by means of an additional switching valve located in pneumatic connection of the body blocking electrodynamic and pneumatic braking with the air distributor, Mon eummatically associated with the said body blocking electrodynamic and pneumatic braking (RU 44290, B60T 15/60, B60T 13/26, publ. 03/10/2005).

A known locomotive brake equipment module comprising 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 braking mode switch and a main part located on a two-chamber bracket, a brake line break alarm device, and also containing executive pneumatic and electro-pneumatic devices of the braking equipment of the locomotive, distinguishing The fact is that it is equipped with a stand on which they are mounted with the possibility of pneumatic communication with the supply and brake lines, with equalization, reserve and supply tanks, with brake cylinders, with the auxiliary brake line of the locomotive, and also with the possibility of pneumatic communication between the crane actuator driver, air distributor, executive pneumatic and electro-pneumatic devices of the braking equipment of a locomotive (RU 2352482, B60T 13/26, B60T 13/68, B60T 15/00, B61C 17/00, publ. 04/20/2009).

A known locomotive braking equipment module comprising 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 auto-stop valve, an electro-pneumatic emergency brake valve for remote control and pneumatic equipment unit, while in this cabinet are mounted switch control valves to ensure the direction of air flow from various autonomous pressure sources through an electrically controlled air distributor in the air distribution 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, and the input - separate pressure-filled tank (RU 117130, B61H 13/02, B60T 7/08, B60T 13/26, B60T 15/36, publ. 06/20/2012). This decision was made as a prototype.

The disadvantage of the known solutions listed is the lack of manufacturability of assembling the units in the module frame, due to the fact that the task of placing all the vital control and power units in one box was solved, which led to an irrational layout. As a result, access to some nodes, in terms of the possibility of their free dismantling, is limited. The main power pipelines are brought to the back side and do not allow the box to work only on one side. Given that the module frame is attached to the floor and does not have enough free space around it for the operator to work, some repairs will become difficult and. naturally take a lot of time.

This utility model is aimed at achieving a technical result consisting in improving manufacturability and maintainability by providing free access to any of the units in the module without dismantling the module in the cab.

The specified technical result is achieved by the fact that in the locomotive braking equipment module, which contains the electropneumatic devices unit, the braking equipment unit for passenger-type locomotives, the remote control locomotive auxiliary brake valve, the remote-controlled electropneumatic autostop valve, located in a cabinet installed in the driver’s cab, electro-pneumatic emergency braking valve for remote control and pneumatic equipment unit, at m in this cabinet, switching valves are mounted to ensure the direction of air flow from various autonomous pressure sources through an electrically controlled air distributor in the air distribution 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 and the inlet is with a separate pressure-filled tank, while the pressure switch is in communication with the control channel pressure on the block of electro-pneumatic devices and communicated through an actuator block with an electrically controlled air distributor in the air distributor block for communicating the brake line with the supply line, the cabinet is open-type and has a rectangular shape on which a frame made of a L-shaped profile is fixed in cross section, racks of which on each side are connected by cross-members for fixing blocks, cranes and valves on them, one of the sides of the L-shaped section in the frame frame p positioned along the edge of the small side of the base, and the other is located between the edges of the large sides of the base and the struts along the small sides of the base connected to the base with the formation between the struts of the mounting points for the tanks of the receivers, while these blocks, taps and valves are mounted on a L-shaped section the frame is mounted on the sides facing each other, and the supply lines are displayed on the back of this frame, and the indicated lines on this frame from the side of the cylinders of receivers r positioned between the wall of this frame and these cylinders.

These features are significant and are 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 required technical result.

In FIG. 1 is a general view of a locomotive braking equipment module;

FIG. 2 is a rear view of FIG. 1, receiver cylinders removed;

FIG. 3 is a view from one side in FIG. one;

FIG. 4 is a front view of FIG. one;

FIG. 5 is a view from the other side of FIG. one;

FIG. 6 - bottom view;

FIG. 7 is a top view.

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

- control of automatic pneumatic brakes of a freight train,

- direct-acting brake control of the locomotive;

- pneumatic replacement of the electrodynamic brake in case of failure or exhaustion;

- autonomous brake release of a locomotive;

- giving a warning sound signal and discharging the brake line (hereinafter - TM) according to the signals of a complex locomotive safety device (hereinafter - CLUB).

In a block design, the locomotive brake 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 auto-stop valve, and an electro-pneumatic emergency brake valve for remote control and pneumatic equipment unit, while in this cabinet are mounted switching valves to ensure the direction of air flow from various autonomous pressure sources through an electrically controlled air distributor in the air distribution 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, to the entrance with a separate pressure-filled tank. In this case, the pressure switch is communicated with the control channel by the pressure of the block of electro-pneumatic devices and communicated through the actuator block with an electrically controlled air distributor in the air distributor unit to communicate the brake line with the supply line.

MTO is a metal structure (Fig. 1), consisting of an open frame forming an open cabinet and is a rectangular base 1 (solid or in the form of a frame), on which a frame made of a L-shaped profile in section is fixed, strut 2 which on each side are connected by cross members 3 for fixing blocks, cranes and valves on them (general pos. 4). One of the sides of the 5 L-shaped cross-sectional frame is located along the edge of the small side of the base 1, and the other 6 is located between the edges of the large sides of the base and struts 7 along the small sides of the base 1 is connected with the base with the formation between the struts of the mounting points for cylinders 8 receivers.

The indicated blocks, taps and valves are mounted on a L-shaped cross-sectional frame mounted on the sides facing each other, and the supply lines 9 are displayed on the reverse sides of this frame, and these lines on this frame from the side of the receiver tanks are located between the wall of this framework and these balloons.

The open type cabinet is fixed on the cab floor and provides free access for servicing the electro-pneumatic device block (BEPP), the air distribution unit (BVR), the brake equipment unit (BTO), etc. In the block design, the locomotive brake equipment module contains those located in a cabinet installed in BEPP, BVR, BTO driver’s cab, remote control locomotive auxiliary brake valve, remote control electro-pneumatic hitch stop valve, electropneumatic valve ESK emergency braking for remote control and pneumatic equipment unit. BEPP is made with elements of communication through pipelines with surge tank. In addition, a pressure sensor connected to the supply line (PM) and to the executive unit in communication with the BEPP and the brake line is located in the cabinet.

In this cabinet, switching valves are mounted to ensure the direction of air flow from various autonomous pressure sources through an electrically controlled air distributor in the BEPP unit to the controlled chambers of the pressure switch in the BTO unit, the number of which is equal to the number of brake cylinders of the locomotive’s wheel trolleys and the outputs of each are communicated with the corresponding brake cylinder wheeled trolley, and the inlet is with a separate pressure-filled tank.

The pressure switch is communicated with the pressure control channel of the block of electro-pneumatic devices and communicated through an actuator block with an electrically controlled air distributor in the air distributor unit to communicate the brake line with the supply line. This allows, when the pressure in the equalization tank is reduced at the moment the driver turns on the crane, the actuator block is activated, which forcibly communicates the supply line with the brake line and equalizes the pressure in the brake line with the channels supplying the working agent to the brake cylinders of the wheeled bogies.

In particular, as shown in FIG. 1-7 MTO consists of a pneumatic module E.310.100 (MP) and control devices (PU) MP should be installed in the engine room of a locomotive and include: a frame, pipelines, a block of electro-pneumatic devices, a block of braking equipment, isolation valves, combined cranes ( crane - valves), remote control unit for the electro-pneumatic hitchhiker's valve, electro-pneumatic emergency brake valve for remote control, equalization tank with a volume of 20 l, spare tank volume of 20 l, the reservoir chamber of the spool chamber with a volume of 4.5 l, the reservoir of the working chamber with a volume of 5.5 l, the reservoir of the parking brake control system (SUST) of 30 l. a drainage crane, two ball disconnecting cranes, a power supply for locomotive electronic equipment, an intersection communication unit, an adapter, a switching box, a gateway, a crane operator’s recorder. PUs are installed in the driver’s console and include a driver’s crane controller and a driver’s crane crane with a remote control, an auxiliary brake valve controller, a remote control crane driver circuit breaker switch, two emergency emergency braking valves, a control unit, a pneumatic backup module, a driver’s crane switch, Navy.

In this configuration, the MTO is designed for:

- automatic pneumatic braking of a locomotive, braking of an electric locomotive should be compatible with braking of train cars and not cause unacceptable reactions in the train when braking and releasing the brake;

- backup control of the automatic pneumatic brake from the pneumatic backup module;

- replacement of the electrodynamic brake of the locomotive by pneumatic individually on each trolley;

- pneumatic direct locomotive braking;

- reservation of pneumatic direct-acting locomotive braking from the pneumatic backup module;

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

- the correct activation and deactivation of the brake system and the forced braking of the electric locomotive by a direct-acting brake when changing the control cabin, as well as the exclusion of the possibility of exposure to the brake system from an inoperative cabin, except for emergency braking by the emergency emergency braking valve;

- individual filling of the brake cylinders (TC) of each truck from a separate tank, cut off from the supply line by a check valve,

- interactions of electric braking with pneumatic

- the ability to use a direct-acting locomotive brake in conjunction with an electric brake up to a pressure of VTs-0.15 MPa (1.50 kgf / cm ² ), when this pressure is reached in the shopping center, a signal must be transmitted to the control system of the electric locomotive to disconnect the electrodynamic brake,

- exclusion of the combined action of an electric and automatic pneumatic brake on an electric locomotive;

- automatic transition to pneumatic braking when the electric brake is depleted or broken, up to a value corresponding to the braking force acting on the locomotive until the electric brake breaks down;

- remote release of an automatic pneumatic brake of an electric locomotive.

- during emergency braking, a full brake release should occur when you press and hold the brake release button,

- during service braking, a full brake release should occur when the brake release button is pressed briefly;

- emergency braking with the issuance of an electrical signal to parse the traction mode,

- automatic braking of electric locomotives or sections operating on a system of many units, when they are self-disconnected or torn and self-disconnected between electric and intersection air hoses,

- automatic emergency braking during the passage of the prohibiting signal using the electro-pneumatic valve of the auto-stop,

- remote and backup manual control [in the pneumatic module (MP)] of the automatic parking brake via the parking brake control system;

- informing the control system of an electric locomotive:

1) the pressure of compressed air in the shopping center of each trolley;

2) the pressure of the compressed air in the brake line (TM),

3) pressure of compressed air after the air distributor;

4) the pressure of compressed air in the feed line (PM);

5) pressure in the pneumatic parking brake line;

6) TM break

7) the position of the handles of the uncoupling valves ("open-closed");

8) the integrity of the lithium circuits of the electro-pneumatic valves included in the MP;

- power supply of the reduced pressure of the compressed air of the current collector;

- supply of reduced pressure of compressed air to pneumatic devices in control circuits.

- supply of reduced pressure of compressed air of hot water.

With this design, the frame cabinet provides high adaptability of the installation of units in the module frame. As a result, access to all nodes, in terms of the possibility of their free dismantling, is free and allows you to carry out repair work without even having enough free space around it for the operator to work. This facilitates some repairs and reduces time.

This utility model is industrially applicable and can be implemented using manufacturing technologies of pneumatic and electrical equipment.

Claims (1)

A locomotive braking equipment module, which contains a block of electropneumatic devices, a block of braking equipment for passenger-type locomotives, a remote-control locomotive auxiliary brake valve, a remote-control electro-pneumatic autostop valve, an electro-pneumatic emergency brake valve for remote control, located in a cabinet installed in the driver’s cab a pneumatic equipment unit, while in this cabinet switching valves are mounted for I ensure the direction of air flow from various autonomous pressure sources through the 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, and the input is separate pressure by the reservoir, while the pressure switch is communicated with the pressure control channel of the block of electro-pneumatic devices and it is reported through an actuator unit with an electrically controlled air distributor in the air distributor unit for communicating the brake line with the supply line, characterized in that the cabinet is made of an open type and has a rectangular shape on which a frame is made made of a L-shaped profile in cross section, the struts of which on each side are connected by crossbars for fixing blocks, cranes and valves on them, one of the L-shaped sides in the frame section is located along the edge of the small side of the base, and the other is located between the edges of the large sides of the base and the struts along the small sides of the base connected to the base with the formation between the struts of the places for mounting the tanks of the receivers, while these blocks, taps and valves on an L-shaped cross-section are mounted on the sides, facing each other, and the supply lines are displayed on the reverse sides of this frame, and these lines on this frame from the side of the receiver cylinders are located between the wall of this frame and these points onami.

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