RU2385247C1 - Large-weight- and large-length-train brakes control system - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: invention relates to railroad telemetry systems. Proposed system consists of standard semi-sets of equipment arranged in locomotive cab and auto-coupling of tail car. Every semi-set comprises antenna feeder device, filter, indication unit, radio modem, power supply, pneumatic unit and computer. Radio modems serve to transmit operating data via radio channel in noise immunity mode locomotive cabin houses braking controller that sets braking conditions in compliance with air pressure in braking system. Braking controller is connected with radio modem control unit and braking system control unit.

EFFECT: higher safety and reliability.

1 dwg

Description

The invention relates to the field of railway automation, telemechanics and communications and can be used on rolling stock of railways to control and control automatic brakes when driving freight trains of increased weight and length with synchronous or asynchronous braking from the head (locomotive) and train tail.

The well-known "Autobrakes for trains of increased weight and length" See reviews TMZ TRANSMASH from 10/11/2006

The disadvantages of this system are:

- insufficient noise immunity of encoded information transmitted over the air;

- lack of automatic determination of the control mode of pneumatic braking of the train;

- lack of control of brakes from the head and tail of the train according to commands from locomotive safety systems.

Known "Device for monitoring the brake line of a train." The disadvantages of this solution are:

- air leakage from the brake line due to the use of an air motor;

- the required reliability of the transmission of service information over the air from the tail of the train to the locomotive in long trains is not provided.

Closest to the claimed invention in terms of essential features and functionality is the "Integrity monitoring device for the brake brake line of a train on the UKTM radio channel", see the article by V.V. Krylov "Autobrakes for trains of increased weight and length: Technical condition, problems, prospects." The LOCOMOTIVE Magazine. 2006, No. 8 p. 27-29.

The disadvantages of this system are: the required reliability is not provided when transmitting commands and messages over the air, insufficient signal readings for operational decision-making. This is unacceptable for controlling braking using a tail carriage unit, especially during emergency braking of a train.

The technical result of the claimed technical solution is to ensure the necessary reliability of the transmission of service information and commands over the air, automatic determination of the control modes of the pneumatic brakes of the train and the type of braking, automatic control of the pneumatic brakes of the train from the head and tail of the train from the locomotive safety systems.

The specified technical result is achieved by the fact that in this technical solution for the organization of the radio channel, two radio modems are used, operating in noise-resistant coding mode. The RLT unit, located on the site of the regular gearbox of the driver’s crane, automatically determines the control mode of the train’s pneumatic brakes by changing the air pressure, i.e. Crane driver position with handle. The signal interface unit with the automatic brake control system (BSS SAUT) ensures the coordination of signals from safety devices, thereby providing the possibility of braking from the head and tail of the train according to the signals of safety devices.

Introduction to the proposed technical solution of radio modems with noise-resistant coding allows you to provide the necessary reliability of the transmission of commands over the air between the locomotive equipment and the block of the tail carriage in the actual operation of the system. The operation of safety devices for braking leads to

braking the train from the head and tail without exceeding the longitudinal-dynamic forces in the train.

The essence of the claimed invention consists in providing regulatory modes of a train with one or more operating locomotives in the head of the train, improving the quality of brake control for trains of increased weight and length while reducing dynamic forces in the train during braking, reducing the braking distance, controlling the pressure in the brake line in the head and train tail:

- on a locomotive, pressure control in the equalization reservoir of the UR and in the brake line of the TM with a BIV displayed on the display;

- in the tail of the train, monitoring the pressure in the brake line TM of the tail carriage with transmission from the tail carriage block BHV to the locomotive braking controller RLT over the radio channel of the pressure value displayed on the BIV display;

- in providing synchronous and asynchronous (with a delay in the start of braking in the tail or in the head) braking control in the train;

- in the management of train brakes on commands from locomotive safety systems.

Using the proposed technical solution, the carrying capacity of railway sections is increased by driving long-haul and heavy trains, locomotive crews are freed up by driving these trains with three- and four-section locomotives, operating costs are reduced due to a more rational use of traction properties of locomotives.

Comparison of the claimed technical solution with the prototype made it possible to establish its compliance with the criterion of "novelty."

The proposed system is industrially applicable and existing technical means meets the criterion of inventive step. Thus, the proposed technical solution meets the established conditions of patentability of the invention.

Structurally, the system is made in the form of blocks and contains interconnected cable of the system interface equipment designed for installation on a locomotive and on an automatic coupler of a tail car.

Equipment intended for installation on a locomotive and automatic coupler of a tail carriage composition includes:

- Antenna-feeder device 1 consists of an antenna and feeder and is installed on the roof of the locomotive.

- Duplex filter 2 - is designed to ensure electromagnetic compatibility of the train radio communication station 3 and the PM-L 5 radio modem when operating on one antenna-feeder device 1.

- Radio train radio 3 is designed to organize radio communications in the range of 2 MHz and 160 MHz with stationary radio stations, as well as between transportable radio stations.

- Indication and data entry unit (hereinafter referred to as the remote control) 4.

The remote control is installed in the locomotive cab on the control panel in front of the driver. On the front side of the remote control there is an indicator, a keyboard and a speaker. The remote control is connected by cable with a detachable connector to the RLT 8 unit and is intended for:

- input of data necessary for running the train;

- issuing to the driver information and text messages;

- issuing to the driver sound warning signals;

- indication of commands for the driver and system operating modes;

- indication of data for the driver: state of the brakes, braking modes and testing of brakes, etc.

- The RM-L 5 radio modem is a radio station designed to organize simplex (single-frequency) transmission of digital information at a given speed between similar radio stations having the same operating frequency, channel spacing, and information transfer protocols. A power supply voltage of +50 V is supplied to the radio modem from IP 6, the radio modem is connected by a cable with a detachable connector to the RLT 8 unit, and the radio modem is connected to the duplex filter 2 with a feeder.

- Power supply 6 - pulse converter, designed for electrical power supply of the SUTP system blocks with a stabilized voltage of +50 V and connected to the on-board network of the locomotive.

- The driver’s crane (hereinafter referred to as KM) 7 - a braking device designed to control the pneumatic brakes of a locomotive and a train.

- Locomotive braking controller RLT 8 - is installed on the KM 7 instead of the standard gearbox and is connected by cables with a detachable connector to the remote control 4, radio modem 5, coordination unit with SAUT10 and power supply 6.

RLT is intended for:

- maintaining the charge pressure in the surge tank of the SD and the formation of the rate of elimination of supercharge pressure;

- definitions of control modes for automatic brakes set by the driver from KM 7;

- control the brakes of the train from the head according to the system algorithms;

- control of train brakes on commands from locomotive safety systems;

- implement protocols for exchanging commands and data with the locomotive blocks of the BIV 4 system, with the BHV 12 block over the air;

- The registration module (hereinafter referred to as MP) 9 is a removable storage medium for recording and storing brake control parameters;

- BSS-SAUT-TsM 10 - signal pairing unit with the automatic brake control system.

The block of the tail carriage (hereinafter BHV) 12 is a removable block that is installed on the structural elements of the free coupler of the last carriage of the train; connected to the connecting sleeve of the brake line of the car (hereinafter TM) 18; food - stand-alone, from the battery (hereinafter battery) 15.

BHV 12 is intended for:

- implementation of the protocol for the exchange of commands and data with RLT 8 over the air;

- control the pressure in the TM 18 of the tail carriage;

- the formation of train brake control signals by changing the pressure in the TM of the tail carriage;

- registration of brake control parameters during the trip in the built-in memory module.

The design of the BHV provides for the rapid replacement of the battery without removing the BHV from the automatic coupler. Antenna-feeder device 13 block BHV 12 is located on the upper part of BHV 12.

- The radio modem RM-B 14 is a radio station designed to organize simplex (single-frequency) transmission of digital information with a given speed between RM-L 5 and RM-B 14 having the same operating frequency, channel spacing, and information transfer protocols. The supply voltage to the PM-V 14 13.2 ± 2.4 V is supplied from the battery (hereinafter the battery) 15. The PM-B 14 is structurally located inside the BCU 12.

- The battery 15 is an autonomous source of electrical power for blocks 14, 16, 17.

- The control controller 16 is an electronic device that processes information and generates a control action on the air unit 17, as well as processes signals from the air unit, generates a response information packet and transmits it through RM-B 14 to the head locomotive. The controller 16 is powered from the battery 15, the controller 16 is structurally located inside the housing BHV 12.

- Pneumoblock 17 is an electromechanical device that communicates the brake line of the TM 18 train with the atmosphere through electro-pneumatic valves with calibrated holes. It is controlled by the controller 16, incorporates a pressure sensor for measuring pressure in the tail of the train.

- The brake line of the train 18 is a pipeline running throughout the train, used to charge the car brakes with compressed air and control them by changing the pressure in it using the crane operator 7.

The drawing shows a block diagram of "Brake control systems for trains of increased weight and length."

The claimed system is made in the form of a hardware-software complex consisting of a set of equipment intended for installation on a locomotive 19 and on a free automatic coupler of a BKHV12 tail car, geographically spaced apart by a train length and interacting via radio in the 160 MHz band.

Train radio communication station 3, driver's crane 7 are the standard equipment of the locomotive and are not included in the package of the control system.

The system operates as follows.

When the power source 6 was turned on, electric power was supplied to the RM-L 5 and RLT 8 radio modem. When turned on, the RLT 8 performs an internal test and displays the test result for BIV 4. The locomotive driver uses the BIV 4 keyboard to enter the necessary service information into the SUTP system. RLT 8 supports in TM 18 air pressure set by the engineer. The driver, having completed the registration procedure, enters the BHV 12 individual number into the BIV 4, after receiving this number the RLT 8 transmits to the RM-L 5 radio modem an information packet containing a request for the BHV 12 with this individual number. The RM-L 5 radio modem converts this information into a radio signal, switches to the radio signal transmission mode, and transmits it to the radio channel through the antenna-feeder device 1. After transmitting the data packet, the RV-L 5 radio modem switches to the receiving radio signal reception mode. The PM-B 14 radio modem converts the radio signal received from the radio channel through the antenna-feeder device 13 of the BHV 12 unit into a digital signal and transfers it to the controller 16. In the controller 16, the individual number received from the information packet is compared with the number of this BHV 12 recorded in the memory. If the individual numbers match, then the controller 16 executes the commands contained in the data packet, if necessary acting on the pneumatic unit 17. After receiving the data packet and executing the commands, the executive controller 16 transmits via the PM-B 14 radio modem and antenna-feeder device 13 to the radio channel response data packet. After data transfer, the PM-B radio modem goes into signal reception mode.

RLT 8, receiving information from BHV 12, through the antenna-feeder device 1 duplex filter 2 and the radio modem PM-L 5 checks the received individual number with the number entered by the locomotive driver, and displays service information on BIV 4. All transmitted and received commands are recorded in registration module 9.

The signal interface unit with the automatic brake control system (hereinafter referred to as BSS-SAUT-TsM) 10 provides the activation of the SUTP system for braking when the SAUT system generates a braking command.

Claims (1)

The brake control system for trains of increased weight and length, consisting of locomotive and car half-sets of equipment located respectively in the locomotive cab and on a free automatic coupler of the tail carriage of the train, including antenna-feeder devices, a filter, an indication unit, a radio modem, a power supply, a pneumatic unit, A computer, while the radio modems are designed to transmit service information of commands over the air in the error-correcting coding mode, characterized in that a regulator is installed in the locomotive cab Torr locomotive braking pressure variations on determining the brake control mode in the air brake equipment of the locomotive, while locomotive braking regulator through cables connected respectively to the remote control, a radio modem interface unit and a signal from the automatic brake control system.