RU2291802C1 - Method to control rail electromagnetic brake - Google Patents

Abstract

FIELD: railway transport; electromagnetic brakes.

SUBSTANCE: proposed method includes the following steps: current supply to soils of brake shoe, compression of spring of suspended shoe drive pneumatic cylinders and simultaneous lowering of brake shoe onto rail by means of rods, disconnection of pneumatic main line and air discharge from cylinders into atmosphere, lifting of shoe in traveling position. Bringing of shoe in magnetic contact with rail and drive compressed springs into electromagnetic braking conditions are carried out successively by automatic changing over of electrically controlled intake and outlet valves. Method includes also the following steps: lowering of brake shoe onto rail by means of rods and transfer members; interlocking of load from rod to shoe at its lowering on rail by means of transfer members, loading of bogie frame by force of compressed springs in process of air discharge into atmosphere from cylinder through distributing main line after which braking is carried out until brake shoe with energized coils of electromagnets is lifted in traveling position owing to excess of forces of compressed springs over of attraction of shoe by electromagnets to rail at its displacement relative to rail.

EFFECT: improved reliability of rail electromagnetic brake owing to provision of timely automatic interruption of magnetic braking on dangerous section of track.

2 cl, 11 dwg

Description

The invention relates to a method for short-term interruption of emergency braking of a rail mobile unit when moving along the railroad switch, in any case of a skew or slipping of the brake shoe relative to the rail.

An electrically-locking device is known in which a method for controlling the separate switching on of electric and pneumatic braking is described (USSR, ed. St. No. 475299, 60 T 7/12, announced January 3, 1974), in which the brake is released during emergency pneumatic braking from a button ( 8) management; when the electro-pneumatic blocking is activated, when the button (8) is pressed, first the current is supplied to the shoe coils and to the valve opening (4), through which the air pressure is supplied to the cavity “A” from the pneumatic system (13), which moves the diaphragm (7) and the spring-loaded bilateral valve ( 1) in the lower position, while the brake line (11) is closed and air is released from the working cavities (9) of the brake cylinders through the hole "a" into the atmosphere. This release of the brake eliminates the possibility of the combined use of electric and pneumatic braking.

The automatic interruption of emergency braking is performed as follows: when the brake line (11) is discharged, the pipe (12) connected to it is also cut, as a result, the diaphragm switch (3) breaks the circuit, disconnecting the coil of the electro-pneumatic valve (4), which communicates cavity “A” with the atmosphere; the two-way valve (1) together with the diaphragm (7) under the action of the spring (2) rises to the upper position, blocking the atmospheric opening "a", and communicates the working cavities (9) of the brake cylinders with the brake line (11).

To ensure the actuation of the two-way valve during emergency pneumatic braking and for releasing the brake, the electric locking device is equipped with a diaphragm switch (3) connected to the cavity of the brake line (12), electrically connected to the normally open electro-pneumatic valve (4) via the control button (8).

The main disadvantage of this analogue is that there is no automatic interruption of electromagnetic braking on a rail mobile unit in the event of slipping of a shoe off the rail during braking when there is a dangerous reduction in their contact area in curved sections of the track or in turnouts.

Known control systems for an electromagnetic rail brake (USSR, autosw. No. 1299882, B 61 H 7/08, announced December 25, 1984; L.V. Balon "Electromagnetic rail brakes", M., Transport, 1979, Fig. 6b, 7d, 10, 11, p. 15), in which the supply of compressed air to the cylinder lifts of the brake shoes and the release of compressed air from the cylinder lifts are provided by an electro-pneumatic valve. When the de-energized valve, the brake shoes have the ability to rise to the transport position; for this, the self-induction voltage in the chains of the brake shoe coils is previously reduced.

The main disadvantage of the known control systems: before releasing the brake with pre-compressed springs of the brake cylinder, the shoe coils are required to be de-energized and air is released into the atmosphere from the working cavities of the brake cylinders.

The prototype adopted a method of controlling a rail electromagnetic brake (L.V. Balon. "Electromagnetic rail brakes", M., "Transport", 1979, fig. 4a "Scheme of suspension of shoes on two pneumatic cylinders", fig.6A "Scheme of action EMRT ", fig. 7A" Diagram of the transfer of force from the EMRT shoe to the trolley through stops and brackets "(2), fig. 9" Pneumatic EMRT diagram ", fig. 10" Electrical control circuit of the EMRT of the RT 200 train carriage with spring-loaded shoes " , pp. 10-16), which includes the steps of: exciting the valve "B", which allows compressed air to enter the pneumatic cylinder s, lowering the brake shoe onto the rail and simultaneously connecting the windings of the shoe coils to the battery of the car, compressing the springs of the suspended pneumatic cylinders, eliminating the combination of pneumatic braking with the electromagnetic one through transmission links, shutting off the pneumatic line, venting the air from the cylinders to the atmosphere and raising the shoe to transport situation.

The main disadvantage of the prototype: in order to raise the brake shoe to the transport position, the brake shoe coils must be de-energized and at the same time release air from the pneumatic cylinders into the atmosphere, after which the shoe is removed from the rail to the upper position: there is no possibility of automatic interruption of electromagnetic braking in dangerous places lateral slipping of the shoe off the rail.

The objective of the proposal is to increase the reliability of the rail electromagnetic brake by ensuring the timely automatic interruption of magnetic braking in dangerous sections of the track, for example, when the shoe is shifted from the rail.

To do this, the proposed method for controlling a rail electromagnetic brake includes the steps of: supplying current to the coils of the brake shoe, compressing the springs of the suspended pneumatic cylinders of the shoe drive and simultaneously lowering the piston via the rods onto the rail of the shoe, disconnecting the pneumatic line and dumping the air cylinders into the atmosphere, raising the shoe to the transport position.

New in this method is the following feature.

The translation of the shoe into magnetic contact with the rail (Fig. 3) and the compressed springs of the drive into the operating mode of electromagnetic braking (Fig. 5) is carried out sequentially by automatically switching the electrically controlled intake and exhaust valves and includes the following steps:

- lowering (with closed exhaust and open inlet electrically operated valves) by means of rods and transmission elements onto the brake shoe rail;

- blocking the load going from the rod to the shoe when it is lowered onto the rail by means of transmission elements;

- loading the frame of the carriage by the efforts of compressed springs during the discharge (with the intake and open exhaust valves electrically controlled) from the air pressure cylinders into the atmosphere (Fig. 5) through the distribution line, after which braking is performed until the brake shoe with electromagnet coils turned on will not rise into the transport position due to the excess force of the compressed springs over the attractive force of the shoe with electromagnets to the rail when it is displaced relative to the rail.

In addition, the blocking of the load going from the rod to the shoe at the moment of its lowering onto the rail is carried out by means of the hinge axis of the shoe and the rod of the floating earring.

The technical result is expressed in the following.

During braking, slipping the shoe off the rail is accompanied by a decrease in the area of magnetic contact with the rail. At a certain magnitude of magnetic attraction, when it becomes less than the force of the compressed springs, the contact between the shoe and the rail opens last, and the shoe automatically rises to its original position without turning off the power from the coils. This allows to avoid braking by a skewed shoe sliding off the rail, to increase the safety of passage of turnouts and track curves during emergency braking.

Due to the blocking by means of transfer elements of the load going from the rod to the shoe when it is lowered onto the rail (one of the transfer elements is made in the form of a floating earring covering the hinge axes of the shoe and the rod, along which the hinge axes can move), the force action from the rods is not transmitted to brake: this ensures smooth resumption of braking after a short interruption.

1 ... 10 shows the shoe drive in different stages of work carried out by pneumatic cylinders and power springs located in them:

figure 1 - shoe drive in the initial position (the shoe is raised, the distribution line that communicates the working cavity of the pneumatic cylinders with each other, isolated by normally closed controlled valves from the pneumatic line and from the exhaust pipe);

figure 2 is a view of "A" in figure 1 in the initial position, the rod through the transmission elements pivotally connected to the bracket of the shoe;

figure 3 - shoe drive when lowering on the rail with the coils of electromagnets turned on and the working cavities of the cylinders connected to the pneumatic line;

figure 4 - view "B" in figure 3, shows the floating earring in the blocking position of the rod pressure on the shoe at the time of its lowering on the rail (floating earring has the ability to move relative to the axes of the shoe and the rod and prevent the shoe from loading the cylinder rod when lowering it on rail);

figure 5, 7 - shoe shoe in the operating mode of braking (the pneumatic line is closed, the working chambers of the cylinders are in communication with the atmosphere, and the pistons are in the mode of working braking), in which the force "Q" pressed by the electromagnets of the shoe to the rail is greater than the force "P" of the compressed springs, wringing the shoe from the rail; electromagnetic braking by the shoe continues until the force of the compressed springs is less than the force of attraction of the electromagnets to the rail;

figure 6 - earring in the operating mode of braking;

on Fig - offset on the turnout of the brake shoe across the rail, reducing: the area of its magnetic contact with the rail and the strength of its magnetic attraction to the rail;

Fig.9, 10 - the moment of interruption of electromagnetic braking: shoe coils - without turning off the power, the shoe on the rods rises to a safe transport position by spring-loaded pistons;

figure 11 is an electro-pneumatic control circuit rail electromagnetic brake;

figure 2, 4, 6 shows the transmission element for the implementation of the proposed method in various stages of the brake, made in the form of covering the hinge axis of the shoe and rod, floating earrings.

The electromagnetic brake is controlled as follows.

Starting position: distribution line 1, which communicates the working cavities 2 of the suspended pneumatic cylinders of the drive 3 of the shoe to each other, is isolated by normally closed solenoid valves 4 and 5 - from the pneumatic line 6 and from the outlet pipe 7.

When translating the handle of the crane driver in the emergency braking position by means of the intake valve 4, the air supply from the pneumatic line 6 to the pneumatic cylinders of the shoe drive 3 is turned on and the current is supplied via the electronic unit 8 to the coils of the electromagnets of the brake shoe 10.

When compressed air is supplied to the cavity of the pneumatic cylinders of the shoe 3, in which the spring-loaded pistons 11 are installed (Fig. 3), the springs 12 are compressed and at the same time, the rods 14 are extended to the rail 13 and pivotally connected to them by means of the transmission elements 15 ... 17 of the brake shoe 10. The latter is lowered along the guides 18 of the frame 19 (Fig. 3) onto the rail. Transmission elements (earring 15, axles 16 and 17) connecting the eyelets of the rods to the eyes of the shoe block the transmission of pressure from the rods to the shoe from the moment it comes into contact with the rail. After lowering the shoe rail, the intake valve 4 immediately closes.

As the transmission links blocking the transmission of pressure from the pneumatic cylinder to the shoe, we used earrings covering each parallel axis 16, 17 floating in it, one of which is fixed in the eyes of the shoe, and the other in the rod eyes.

The earring allows, from the moment the shoe is lowered onto the rail, the shoe axis and / or the shaft axis progressively move within the gap provided inside the earring between the axes of the shoe drive in its initial position (Figs. 1, 2). Blocking the transmission of pressure from the rods to the lowering shoe at the moment of its contact with the rail provides the crew with a smooth resumption of braking after interruption.

When the pressure in the distribution line 1 (Fig. 1) is 2.5 atm (while lowering the shoe), the air pressure switch 21 closes the contacts of the coils of the intake valve 4 (the valve closes) and de-energizes the coils of the exhaust valve 5, opening it; air from the cylinders is discharged into the atmosphere through the exhaust pipe 7, as a result, the compressed springs 12 are transferred to the braking operating mode (Fig. 5, the distribution line 1 is disconnected from the pneumatic line 6, and the frame 19, due to the attraction of the shoe electromagnets to the rail, is loaded with compressed springs). This force is much less than the force of attraction to the rail of the electromagnets of the brake shoe. From the moment the compressed springs are put into the braking operating mode, the magnetomotive force of the shoe not only keeps the springs compressed, but also provides electromagnetic braking, which continues until the efforts of the compressed springs exceed the electromagnetic attraction of the shoe to the rail. This can happen during the passage of curved sections of the track, turnouts, when there are lateral deviations of the trolley frame relative to the rail track, when the working surface of the shoe is shifted laterally relative to the working surface of the rail. With lateral displacement of the shoe relative to the rail, they decrease: the area of its contact with the rail and the strength of its electromagnetic pressure against the rail. It becomes less than the force developed by the compressed springs and under the action of the springs of the shoe with electromagnet coils included in the electric circuit rises above the rail (Fig. 9).

Thus, a brief interruption of braking is preceded by the maximum allowable decrease in the area of electromagnetic contact between the shoe and the rail.

The zone of short-term rupture of the magnetic contact falls on a small section of the rail track. During this time, the trolley will pass it with the electromagnetic brake raised. The shoe after breaking the magnetic contact immediately lowers onto the rail (Fig. 3), after which the shoe drive springs are automatically transferred to the electromagnetic braking operating mode (Fig. 5 shows the intake and exhaust valves after switching them).

The operating mode of electromagnetic braking includes the following steps:

- lowering (with closed exhaust and open inlet electrically operated valves) by means of rods and transmission links on the brake shoe rail;

- blocking the load going from the rod to the shoe when it is lowered onto the rail due to two transmission links, each of which is made in the form covering the hinge axes of the shoe and the rod, floating earrings;

- loading the frame of the carriage by the efforts of compressed springs by dumping (with the intake and open exhaust valves electrically operated) with the cylinders of the actuator 3 of the shoe of the air pressure into the atmosphere (Fig. 5) through the pipe 7 of the distribution manifold communicating the actuator cylinders with each other. From this moment, the shoe is put into working braking mode. This mode is ensured by the attraction to the rail of the trolley frame by the compressed springs of the suspended pneumatic cylinders when the shoe coils are included in the electric chain.

Switching the distribution line on and off is controlled by a pressure switch 24 with an inlet valve 4, an electro-pneumatic valve 25 with an exhaust valve 5. An electro-pneumatic valve 25 is included in the electronic unit 8.

The inlet valve 4 isolates the pneumatic line 6 from the shoe drive 3 in its transport position (Fig. 1) and in the operating braking mode (Fig. 5).

The process of lowering the shoe and controlling the operation of the rail electromagnetic brake is carried out from two independent signaling devices 21, 22 of the compressed air pressure. The signaling device 21, connected by a pipe to the pneumatic line and an electric circuit 23 to the electronic unit 8, which provides: control of the closing of the exhaust valve 5 (Fig. 9) and the opening of the intake valve 4 with bringing (lowering) the brake shoes to the state of emergency braking.

The signaling device 22 (Fig. 11) is a repeater for generating a signal to open (Fig. 9) the intake valve 4, when the shoe is raised to the upper position in the continuing emergency braking mode (for example, when the shoe is displaced (Fig. 8) when passing the switch) . The inlet valve 4 enters the pressure switch 24 and is connected to the electro-pneumatic valve 25, which includes the exhaust valve 5.

The pressure switch 24 (11) has the ability by means of an electro-pneumatic valve 25 to connect the pneumatic line 6 to the drive 3 of the shoe (11).

The functions of the signaling devices 21 and 22 differ in that the first of them seeks to close the exhaust valve 5, and the second - on the contrary, open it.

In the event of a malfunction of the indicator 22, the time relay is connected and duplicates the release of the brake shoes after a certain time, similar to the indicator 22.

The operation of the alarm 21 for pressure in the brake line occurs in such a way that only lowering the spring-loaded shoes to contact with the rails is provided. Raising and lowering the brake shoes can occur until they provide the necessary attraction to the rails and the described operating mode of electromagnetic braking.

An example implementation of the claimed invention in car building.

A signal repeater 22 of compressed air pressure is installed on the pneumatic line 6 from valve 25 to the pneumatic cylinders of the drive 3 of shoe 10, a time relay C 564 and an intermediate relay are installed in the control panel, which provide the following brake operation algorithm:

- when the pressure in the brake line decreases, the normally open contacts of the pressure signaling device 21 are closed. At a speed of more than 100 km / h, the relay turns on and the normally open contact turns on the contactor, the second normally open contact keeps the coil energized regardless of the pressure change in the brake line ;

- the contactor supplies power to the windings of the magnetic rail brake. When the current in the circuit of the windings of the shoe reaches a predetermined value, the current relay is activated and normally open contacts switches on the lowering circuit of the shoe;

- through normally closed contacts of the time relay and the contacts of the intermediate relay, power is supplied to the valve 25, which, in turn, opens the intake valve 4 and air is supplied to the actuator 3 cylinders, and the brake shoes are lowered onto the rails;

- after lowering the shoe, an increase in pressure occurs in the cylinders of the drive 3 of the shoe, which leads to the operation of the repeater 22, which with its normally open contacts turns on the intermediate relay. Normally closed contacts of the intermediate relay turn off the power to the valve 25, i.e. the air supply to the shoe lowering cylinders is stopped (FIG. 5). Normally open contacts ensure that the intermediate relay is kept on. After 3 s, the time relay switches off;

- after 3 s, the time relay switches on again. This operating mode continues with a frequency of 6 s.

Claims (2)

1. A method of controlling a rail electromagnetic brake, comprising the steps of: supplying current to the coils of the brake shoe, compressing the springs of the suspended pneumatic cylinders of the shoe shoe and simultaneously lowering it by means of rods onto the rail of the shoe, shutting off the pneumatic line and dumping the air cylinders into the atmosphere, raising the shoe to the transport position, characterized in that the transfer of the shoe into magnetic contact with the rail and the compressed springs of the drive into the operating mode of electromagnetic braking is carried out sequentially automatically skim of electrically switching the intake and exhaust valves, comprising the steps of: lowering at the closed outlet and open the intake valves by means of electrically rods and transmission elements on the rail brake shoe; blocking the load going from the rod to the shoe when it is lowered onto the rail by means of transmission elements, loading the trolley frame by the efforts of compressed springs during the discharge process with the intake and open exhaust valves electrically operated from the air pressure cylinders to the atmosphere through the distribution line, after which braking is performed before until the brake shoe with the electromagnet coils turned on rises to the transport position due to the excess force of the compressed springs over the attractive force of the shoes ka electromagnets to the rail when it is displaced relative to the rail. 2. The control method according to claim 1, characterized in that the blocking of the load going from the rod to the shoe at the time of its lowering onto the rail is carried out by means of the hinge axis of the shoe and the rod of the floating earring.

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