RU2391234C2 - Method of testing car braking system - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: invention relates to railway transport. Method of automatic testing of repaired braking equipment of rolling stock, primarily, freight cars comprises repair with uncoupling of cars and requires separation of car trucks. Test cycles that can be performed prior to mounting cars on trucks are isolated into a separate test cycle.

EFFECT: reduced time of testing repaired and mounted braking equipment.

3 dwg

Description

The invention relates to the field of testing pneumatic equipment, in particular to testing brake equipment of railway transport. More specifically, it is intended for use in tests in an automatic mode of repaired (prepared) pneumatic brake equipment of railway rolling stock units, mainly freight cars (gondola cars, etc.) undergoing repairs with uncoupling of cars requiring separation of running cars (hereinafter - carts).

The test equipment is installed on the car.

In the present description and claims, a test (verification operation) is considered to be performed (conducted, completed) if its result after a single or repeated execution does not detect a malfunction of the brake equipment, i.e. measured parameters are within the established norm. If a malfunction is detected, the test is completed after it is rectified.

Tests in automatic mode as a cycle of operations for checking brake equipment have been carried out for a long time. For example, patent documents are known dated to the seventieth years of the twentieth century: GB 1539922, 7 G01M 3/02, publ. 02/07/1979, US 3872711, 7 G01M 3/02, publ. 03/25/1975. A known implementation of the test method of brake equipment, the general requirements of which are specified in Chapter 8 of Section II of the Instruction of the Ministry of Railways No. CV-TsL-945 for repair of brake equipment of cars (M .: Transport - Transinfo, 2003). The implemented method is used when using the "automatic test" mode of the mobile unit (measuring position) of the CITOV-1 device and is described in the CITOV 00.00 IE Operation Manual, approved on 05.20.98. Instruction of CITOV 00.00 IE and technical description of CITOV 00.00 TO are attached to the CITOV-1 device by suppliers (for example, Pribor LLC, Smolensk, http: www.tdpribor.ru, as of February 7, 2008).

In accordance with this method, the following actions are performed, among others. At the measuring position, the device’s output hose is connected to the brake line of the car, the force, pressure and displacement sensors are installed in the designated places, they turn on the power of the control unit (central control position), turn on the “automatic tests” mode, enter the date, individual information about the car and its parameters brake equipment and proceed to test operations. Test results are recorded in the control unit. The method is characterized in that a series of operations are performed in a single cycle to verify the operability of the braking equipment of the car with monitoring according to the readings of sensors of physical quantities. The cycle includes operations with monitoring the force of pressing the brake pads and the operation of the automatic lever brake gears, which requires the presence of bogies under the car. Thus, the execution of the sequence of operations in a single cycle is provided only in relation to the brake equipment of the car mounted on carts. The disadvantage of this method is that it does not provide for the automatic operation of part of the test operations in the conditions of separation of the car from the bogies. This drawback prevents the reduction of the total time spent on repair, testing and acceptance of the car by partially combining the testing of brake equipment and other stages of work, for example, repair of wheelsets and other works requiring separation (replacement) of bogies.

The prototype of the claimed invention can be a test method disclosed in the description of the utility model "Device for testing brake equipment of freight cars", protected by RF patent No. 68996, B60T 17/22, publ. 12/10/2007. The cycle of operations for checking brake equipment is as follows. From the control unit (central control position) to the electro-pneumatic unit (pressure control device), which controls the electro-pneumatic valves included in it, which control the air supply to the brake line and its discharge into the atmosphere (measuring position), the control signals. The brake devices of the tested freight car (air distributor, automatic lever brake gear, automatic mode selection device) are activated in various programmed conditions: discharging, braking and the so-called “overlap”. Also, the brake pads are pressed against the surface of the wheel, the force of which is measured using a force sensor installed in the brake shoe. Data on the operation of the brake is measured by pressure, force, displacement sensors and transmitted via the radio channel to the control unit. A radio communication channel provides the organization of data exchange between sensors, a radio remote control and a controller. Based on the information received, the characteristics of the brake equipment are determined, conclusions are made about its condition and possible malfunctions. Data on the monitored parameters and their estimates are displayed on the indicator of the control unit and recorded. Tests of brake equipment are carried out in a single automatic cycle, which consists of sequential checks. The disclosed method has a higher technical level than the aforementioned analogue due to the use of radio modems for transmitting data from measuring sensors to the control unit. In terms of performing operations to verify the operability of elements of brake equipment, this method also has the disadvantage that it does not provide for the automatic execution in a single cycle of only those operations that could be performed in the absence of bogies.

A method is proposed for testing the car’s brake equipment using a system of known or newly developed devices, which include physical quantity sensors intended for installation in certain places of brake equipment, such as, for example, an air distributor, a brake cylinder, a shoe for attaching a brake shoe, etc. d. The sensors can be sensors of pressure, force, displacement, air flow, etc. The present invention allows for the use of various types of sensors with the control of various variable parameters of the brake equipment. It is unnecessary to mention that the proposed method allows the use of well-known technical means widely used in tests in general in technology, for example, chronometers, light and sound indicators, plugs, etc. The proposed method, like its analogues, requires either an external source of compressed air near the location of the measuring position, or a compressor as part of the device system used.

The invention is proposed as a solution to the authors' task of reducing the total time spent on repair, testing and commissioning of a car during repairs requiring the separation of bogies and testing repaired and installed brake equipment.

The technical result of the invention, which provides a solution to the problem, is the possibility of combining in time part of the operations of inspections of brake equipment, performed automatically using the aforementioned device systems, and other works, such as repairing bogies, work inside the car body removed from bogies, etc. .

An additional technical result can be achieved by using the invention in testing brake equipment during repairs that do not require separation of the bogies. This result consists in the possibility of freeing the bogies to meet an urgent need with subsequent replacement, while maintaining the ability to conduct a separate cycle in automatic mode part of the checks of brake equipment in the period before the bogies are replaced.

The method is characterized by the preparation and automated execution of a given cycle of operations of checks of installed brake equipment after repair, which is a sign common to the prototype.

In contrast to the prototype, some tests of equipment components that are ready for testing are performed as a separate cycle until the repair is completed and the entire brake equipment is installed as an integral system.

The sufficiency of the essential features of the proposed method contained in the formula to achieve the aforementioned technical result is understandable to a specialist in the field of railway technology.

The novelty of the solution is confirmed by the absence among the known methods similar to the claimed combination of features distinguishing the present invention from the closest technical solution.

The non-obviousness of the connection between the feature that distinguishes the proposed solution from the prototype, with the technical result provided is confirmed by the long duration of time during which the indicated problem stated above remains relevant, and during which no solution with such a combination of features was proposed.

The proposed solution can be implemented because it is based on the use of technical means of known types.

Three drawings are attached to the description. Figure 1 shows a General view of the test position (mobile installation). Figure 2 presents the structural diagram of a mobile installation. Figure 3 presents a structural diagram explaining the location of the test equipment and the relationship between its parts, implemented in the exemplary embodiment.

The following describes an example implementation of the applicant of the proposed invention. From the example, the connection of the above essential features with the claimed technical result is clear.

To test the brake equipment in accordance with the proposed method, we used test equipment manufactured by the applicant with the adaptation of components that are part of the commercially available systems for testing brake equipment of cars SITOV-1, SITOV-2, SITVM, SITOV-TOR (manufacturer ZAO NPP Tormo ", Yekaterinburg city). The equipment is arranged as a device that measures the pressure of compressed air in the brake line (TM) and brake cylinders (TC) of cars and the supply line of compressed air (PM), measures the force pressed brake pads (TC) on the wheels and the output of the rod of the brake cylinders. These measurements are made in various modes of operation of the brake systems, and on the basis of the obtained measurement information, their work is analyzed and the brakes or their components are rejected. Measurement and analysis results are recorded.

The used device is used to measure the parameters of the brake in the following intervals:

compressed air pressure from 0 to 0.6 MPa (6.0 kgf / cm ² );

pressing force of brake pads from 0 to 50 kN (5000 kgf);

time interval from 0 to 60 s;

brake cylinder rod output from 0 to 200 mm;

retraction of the automatic lever brake transmission from 0 to 100 mm.

The device includes a personal electronic computer (PC), a read-write device (RAM, integrated into the PC), a printer, which form a central control position (MCC). SZU is used to input into the PC the test results recorded on a removable memory module (SMP). Data entry, viewing, search and listing is performed using the program developed by the applicant.

The test position (IP) is made in the form of a mobile installation, a General view of which is presented in figure 1, and the structural diagram in figure 2. Figure 1 shows the housing 1 with a handrail 2, one of the two support wheels 3, the cover 4 of the housing, the control unit 5 and the containers 6 with sensors mounted on the housing.

Mobile installation contains:

1) power board (PP);

2) pressure control device (UUD);

3) a reservoir (P);

4) a control unit (CU) with a read-write function of the NSR;

5) battery (ACC);

6) radio modem (RM);

7) force sensors 2 pcs (DS1 and DS2);

8) sensors autoregulator 3 pcs (GIFT);

9) sensors of the brake cylinder 2 pcs (DTTs);

10) pressure sensors DD1 and DD2;

11) a device for discharging air (air-blast);

12) removable memory module (SMP);

13) radio modem (RM).

The force, auto-regulator and brake cylinder sensors are remote and equipped with radio modems. DTC combines a pressure sensor and a displacement sensor.

The control unit is a software control device for the operation of a mobile unit and is used to receive signals from sensors and operator commands, indicate operating modes, measured parameters, control the operation of the power board and the ECM, and exchange information with the NSR. The power board connected to the battery forms the voltage necessary for the mobile installation to work. UUD contains electro-pneumatic valves (EPV) and forms the pressure necessary for testing and the rate of change, charges and discharges the brake line.

The reservoir P serves to stabilize the pressure and provide compressed air to the brake line.

The pressure sensor DD1 measures the pressure in the reservoir R.

The pressure sensor DD2 is connected to the brake line.

External sensors DTTs, DAR, DS1 and DS2 measure the pressure in the brake cylinder, the output of the brake cylinder rod, the amount of contraction of the autoregulator and the force of pressing the brake pads.

The air-blast gun is designed to release air from the brake line while controlling its flow area and is also used as a pneumatic plug.

The information network is implemented as data transmission over a radio channel and as reading and writing data to a removable memory module.

The software allows you to run test sequences in automatic mode. If necessary, manual manipulations with the equipment installed on the car, a pause is created in the work, the operator is instructed on the necessary action, the execution of the action is confirmed by entering from the keyboard.

For testing, a four-axle freight car was selected, equipped with one brake cylinder, a device for automatically selecting the brake mode, a device for automatically controlling the brake linkage, cast-iron brake pads, and a parking brake.

The test was carried out in two stages. The first stage relates to the carriage taken off the carts, and the second to the carriage mounted on the carts. At the top of the circuit in FIG. 3, the MCC inscription and the images of the computer and printer indicate the central control position. Below the inscriptions E1 and E2 indicate the first and second stages of the tests, respectively. The inscriptions of IP are located on the conditional images of the measuring position equipped with a radio modem (conditionally depicted as “V”), the letters “D” are located near the conditional images of groups of sensors equipped with radio modems. At the first stage (E1), a car without carts on a slipway is schematically shown on the right. At the second stage (E2), a car on carts on a track section is schematically shown on the right.

During the first stage, the PC was turned on, the input sleeve of the mobile unit was connected to the PM supply line, the output sleeve was connected to the car’s TM, on the opposite side of the car’s TM the air-blast was installed in the closed position, the end cranes were put into the open state. The performance of the test equipment was tested. The air distributor was switched on to the plain and medium mode. Instead of the plug on the rear cover of the brake cylinder of the car, a DTC sensor was installed. On the frame of the car was attached a limiter for the outlet of the shopping center. Before performing the checks of the first stage of the test, information on the car number and type of brake (one shopping center) was entered through the control unit remote control. Date and time are compared to tests (checks) automatically.

At the first stage, the cycle of the following checks was carried out automatically:

- checking the tightness ("density") of the braking system of the car with the brake released;

- checking the absence of braking when the pressure in the car’s TM is reduced by the “softness” rate;

- checking the action of the car brake when performing the braking stage;

- verification of the absence of spontaneous release of the brake after performing the braking stage and the tightness ("density") of the braking system of the car in a locked state;

- checking the release of the brake with increasing pressure in the TM slow pace;

- checking the release of the brake when the pressure in the TM increases to 4.5 kgf / cm ² ;

- leak test (“density”) of the shopping center;

- checking the operation of the exhaust valve of the air distributor;

- verification of the passage section of the TM air duct.

At the end of the first stage, the test equipment was disconnected from the car.

To carry out the second stage, a PC was included in the work, the input sleeve of the mobile unit was connected to the PM, the output sleeve was connected to the car’s TM, on the opposite side of the car’s TM the air-blast was installed in the closed position, the end cranes were put into the open state. The performance of the test equipment was tested. The air distributor was switched on to the plain and medium mode. Instead of the plug on the rear cover of the brake cylinder of the car, a DTC sensor was installed. The rod output limiter was not installed. Autoregulator sensors were installed on the screw of autoregulators. Instead of two brake pads, force sensors were installed on different bogies of the car. Before performing checks of the second stage of the test, the car number and the date (time) of the first stage of the test were selected through the control unit remote control, and the following information was entered:

- tare mass of the car;

- type of brake pads (cast iron);

- type of the main part of the air distributor and its serial number;

- type of the main part of the air distributor and its serial number;

- type of two-chamber tank;

- type of auto mode and its serial number;

- type of autoregulator and its serial number;

- the presence of a parking brake (present).

At the second stage, the cycle of the following checks was carried out automatically:

- checking the action of the brake when performing full service braking of an empty car;

- checking the action of the brake when performing full service braking on a car with a partial load;

- checking the contraction of the autoregulator;

- checking the action of the brake when performing full service braking on a car with a full load;

- checking the action of the linkage of the car;

- verification of the stock outlet of the shopping center;

- checking the operation of the parking brake.

The second stage was completed by disconnecting the test equipment from the car.

During both stages of the test, no malfunctions were detected, and repeated checks were not performed. The execution time of the first stage was 15 minutes. The execution time of the second stage was 10 minutes

Further, the test was repeated in one step with all the checks being carried out in one automatic cycle on a wagon mounted on carts. No malfunctions were detected, repeated checks were not performed. The test execution time was 25 minutes.

The obtained data on the time spent suggest that the claimed invention can significantly reduce the time spent on completion of testing the braking equipment of the car after installing the car on bogies. Moreover, in general, the time spent on testing brake equipment when divided into two stages does not increase.

The proposed solution has withstood trial application, showing a reduction in the total time spent on repair, testing and acceptance of a freight car.

The invention allows the use in testing of brake equipment of other types of units of rolling stock of railway and rail vehicles, including those having other types of braking bodies (disk, electromagnetic, etc.)

The features of this solution, defined in the characterizing part of the formula, can be adapted for use in methods of testing pneumatic equipment in other areas of technology.

Claims (1)

A test method for a car’s brake equipment, consisting of preparatory steps and the automated execution of a given cycle of operations to check the installed brake equipment after repair, characterized in that some of the tests of equipment components that are ready for testing are performed as a separate cycle until the repair and installation of all brake equipment are completed as whole system.

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