RU2428333C1 - Method of controlling electropneumatic brake - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: invention relates to railroad transport and may be used in electropneumatic brakes of passenger trains. Method of control consists in interaction of analyser with signalisers and relays, automatic cutting in of electropneumatic braking via contacts of read head of drive train connecting hose with special indication to this end. Simultaneously, analyser feeds AC potential difference via front head into head train line to be received by locomotive relay for it to interact with analyser which causes similar automatic actuation of electropneumatic braking in said train.

EFFECT: possibility to exploit electric current frequency characteristic to allow simultaneous braking and to annunciate locomotive engineman about emergency conditions.

6 dwg

Description

The technical field to which the invention relates.

The invention relates to braking systems of technical means, mainly vehicles, namely, electro-pneumatic brakes of passenger trains with locomotive traction.

The prior art.

A known device diagram of a two-wire electro-pneumatic brake / 1, p.239-243 /, which provides the normalized operation of the electric air distributors of moving units as part of a passenger train with locomotive traction.

A disadvantage of the method of controlling an electro-pneumatic brake implemented in the known device is the impossibility of automatic electro-pneumatic braking when a stop crane breaks down in a train.

Also known is a stabilized voltage converter of an electro-pneumatic brake modified SPN-EPT-M / 2, part 1, pages 13-14 /, in which the converter and the control unit are made in a single unit.

A disadvantage of the method for controlling an electro-pneumatic brake implemented in the known device is the limited efficiency of the unit for automatically activating electro-pneumatic brakes in the event of stop valve failure.

A known method of action of an electro-pneumatic brake / 3 /, which provides control of the course of braking processes.

A disadvantage of the known method of action of an electro-pneumatic brake is the impossibility of automatic electro-pneumatic braking when a stop crane breaks down in a train.

The closest technical solution is the method of action of the control unit of the electro-pneumatic brake / 4 /, in which the functionality of the control unit is expanded.

The disadvantage of this method of action of the control unit of the electro-pneumatic brake is the impossibility of automatic electro-pneumatic braking when the stop valve in the train is broken.

SUMMARY OF THE INVENTION

The aim of the proposed method is to enable automatic electro-pneumatic braking when a stop crane breaks down in a train.

The goal is achieved as follows. The electro-pneumatic brake contains complementary standard devices for automatic pneumatic brakes of the moving units of the train, elements of the electric circuit, electric air distributors and control devices. Elements of an electric circuit contain a train line located on each mobile unit, which includes a control and working wire. These wires are connected respectively to the head housings and to the movable contacts placed in them, which are pressed against the housings by springs. By the elasticity of these springs in the interlocked heads, the interlocking movable contacts are squeezed from the housings and form separate circuits of the working and control wires of the train line of the train. These circuits are shunted by the closing contacts of the braking sensors placed on each mobile unit. On a tail carriage, these chains are connected through an end termination, which is automatically formed by the aforementioned pressing of a movable contact to its body in an unlinked head, or an additional end termination head is mounted on it with a semiconductor diode connected to its body and a movable contact. The head of the forward connecting train along the locomotive is locked on a special insulated suspension when the train follows autonomously, as a result of which the movable contact is pushed away from the head housing, and when following the attached train as part of a docked train, it is connected to the free head of the connecting sleeve of the tail carriage of the lead train. The electric air distributors of the moving units are connected to the power line, consisting of the working line of the train line and used as the return wire of the running rails, the connection with which is carried out using the wire of the locomotive rail earthing switch. The control devices, among other things, contain a power supply with galvanically independent of each other and from the locomotive’s battery control and working DC sources. From the control and operating current sources, power is supplied to the control unit, which is placed separately or combined with the power supply. The control unit contains control and regime organs, a group switch, a subblock of the identifier of the following situation, a special switch and a device for automatically activating the electro-pneumatic brake when opening the stop valve in the train. The controlling body of the control unit at all operating modes of the electro-pneumatic brake, alternates the sendings of the forward and reverse polarity pulses from the control current source isolated from the running rails into the train circuit circuit. The passage of a pulse of direct polarity, which coincides with the conductivity of the semiconductor diode of the additional head of the termination, is identified as evidence of the integrity of the electric circuit of the train line, which is indicated by the burning of the corresponding lamp of the light signaling device. The passage of a pulse of direct polarity is identified as evidence of a violation of the integrity of the electric circuit of the train line and indicated by the flashing of the indicated lamp. The passage of a polarity pulse, the reverse conductivity of a semiconductor diode of an additional terminal termination, is identified as the presence of a closed state of the make contact of at least one of the braking sensors of the moving units and, therefore, as evidence of its inhibited state and is indicated by the flashing of an appropriate light warning lamp. Simultaneously with sending a reverse polarity pulse from a control current source to the train line circuit from a working current source, a locomotive rail ground electrode and a grounded bonnet of the voltage control unit housing are supplied with a polarity corresponding to the operating mode implemented by the control unit. The passage of current between the specified wire and the grounded bonnet is identified as the condition of the specified wire and is indicated by the preservation of the burning lamp indicator light, indicating the integrity of the train line during sending a pulse of direct polarity to the train line circuit. The passage of current between the specified wire and the grounded bonnet is identified as evidence of a violation of the integrity of the specified wire and is indicated by the flashing of the lamp. The appearance of power at the corresponding input terminals of the control unit from the controller of the crane operator when moving the handle of the latter is identified by the operating unit of the control unit. This determines both the corresponding indication of the light indicator lamps and the need and the normalized polarity of the power supply from the working current source of the output terminals of the control unit and the wires of the locomotive rail ground electrode connected to them and through the corresponding contacts of the group switch of the working wire of the train line to the contacts of the rear head along the locomotive connecting sleeve. The follow-up situation identifier sub-block contains a diode of a termination termination device and backup overlapping and braking mode relays or their electronic counterparts. Through the corresponding contacts of the group switch, the indicated diode is connected to the train line of the head of the connecting sleeve in front of the locomotive in the conductive direction from the control wire to the working one. At the same time, the input circuits of the aforementioned subunit are connected to the grounding bonnet of the control unit and similarly to the working wire of the train line, and its output circuits are connected to the corresponding input terminals of the control unit. If it is necessary to switch to pneumatic brake control, a special switch is provided to interrupt the power supply to the driver’s crane controller and the light warning lamp, which is intended to indicate the condition of the electric circuits of the train line and the wire of the locomotive rail ground electrode in the conditions of electro-pneumatic brake control. The device for automatically activating electro-pneumatic braking when the stop valve is opened as part of the train is equipped with a brake cylinder warning device that operates autonomously or in conjunction with an additional discharge warning device, which are installed respectively in the air duct of the brake cylinder of the locomotive and in the additional discharge chamber of the locomotive air distributor. With the autonomous action of the brake cylinder indicator, it is equipped with a throttle washer. By powering the corresponding input terminal of the control unit of the said device when the indicated signaling devices are powered by a battery or a power supply unit, electro-pneumatic braking is automatically activated by the operating unit of the control unit, accompanied by the burning of a special signal lamp and interruption of the electric locomotive traction mode circuit. The proposed method of controlling an electro-pneumatic brake is characterized by the following. The power supply unit is equipped with galvanically independent of its operating and control DC sources and from the locomotive’s rechargeable battery with an additional high-frequency alternating current source. The said device is implemented by installing a sub-block for identifying the discharge of the line, which is equipped with an analyzer and a repeater. A repeater, the operation of which is provided only by the action of an alternating current of increased frequency, is connected through the locomotive body to the running rails and through the group switch to the control wire of the train line of the head of the connecting sleeve that is back along the locomotive. The mentioned automatic inclusion of electro-pneumatic braking is effected by the action of the analyzer on the corresponding input terminal of the control unit both under the action of the indicated signaling devices and when the repeater perceives the appearance of a potential difference of an alternating current of increased frequency in the connected circuits. At the same time, a potential difference is supplied from the analyzer from an additional alternating current source of increased frequency through the locomotive body to the running rails and through the group switch to the control line of the train line to the contacts of the head of the connecting sleeve forward along the locomotive. The throttle washer is installed in the main process of the locomotive air distributor.

The claimed technical solution meets the criteria of the invention of "Novelty" (N). So, a comparative analysis of the proposed solution with the prototype shows the differences of the proposed solution from the known, consisting in the fact that:

1) the power supply is equipped with an additional source of alternating current of increased frequency galvanically independent of the standard operating and control sources of direct current and from the battery of the locomotive;

2) the control unit is supplemented with a sub-block for identifying the discharge of the line;

3) the subblock of identification of discharge of the line is equipped with an analyzer and a repeater;

4) the functioning of the repeater is provided only under the action of alternating current of increased frequency;

5) the repeater is connected through the casing of the locomotive to the running rails and through the group switch to the control wire of the train line of the head of the connecting sleeve that is back along the locomotive;

6) using a repeater identify the occurrence of the potential difference of an alternating current of increased frequency between the train rails and said wire;

7) the automatic activation of electro-pneumatic braking is carried out by the action of the analyzer on the corresponding input terminal of the control unit both when the analyzer perceives the action of the indicated signaling devices and when the repeater identifies the appearance of a potential difference of an alternating current of increased frequency in the connected circuits;

8) at the same time, from the analyzer, a potential difference is supplied from an additional alternating current source of increased frequency through the locomotive body to the running rails and through the group switch to the control line of the train line to the contacts of the head of the connecting sleeve forward along the locomotive;

9) the throttle washer is installed in the main process of the locomotive air distributor.

The claimed technical solution meets the criterion of "Inventive step (IS). Thus, a comparison of the proposed solution with the solutions known in the art shows that various types of high-frequency alternating current sources, analyzers, repeaters and throttle washers are widely known. However, their implementation in the proposed method for controlling an electro-pneumatic brake exhibits the following new properties.

1. The introduction of an additional source of alternating current of increased frequency, which is galvanically independent of the standard direct current sources of the power supply unit and the locomotive’s battery, expands the range of control signals. Until recently, using the frequency characteristics of electric current, the train and power lines were dialed to control their integrity. In the claimed solution, the frequency response of the electric current is used to transmit a signal about the occurrence of unauthorized discharge of the brake line.

2. The analyzer of the subblock for identifying the discharge of the main line in the control unit of the locomotive of the attached train provides for the long-linked train to influence the repeater of the subunit for identifying the discharge of the line in the control unit of the locomotive of the lead train.

3. By the interaction of the repeater and the analyzer of the subblock for identifying the discharge of the line in the control unit of the locomotive of the lead train, the electro-pneumatic braking mode is automatically activated as part of the lead train when the stop valve in the structure of the attached train breaks down.

4. By the interaction of subblocks for identifying the discharge of the main line in the control units of locomotives of docked trains, they achieve almost simultaneous implementation of their automatic electro-pneumatic braking, regardless of the location of the stop crane failure.

5. In the situation of following the docked trains on pneumatic control, they provide timely notification to the driver of the leading locomotive about the failure of the stop crane, regardless of the place of its failure.

6. By installing a throttle washer in the main process of the locomotive air distributor, the automatic electro-pneumatic braking device will act as soon as possible when the stopcock breaks down. As you know, air diffusers have the property to carry out additional discharge of the brake line when a process of pressure reduction occurs in it. This property is used in special devices, as a way of control by an unauthorized driver of the discharge of the brake line, caused, inter alia, by the failure of the stop crane. An example of such a device is a brake line break detector with a sensor No. 418/1, pages 144-146 /, used in cargo-type air distributors and installed in their additional discharge channel. However, the use of this device in passenger-type air distributors is impossible due to their design features. There are known developments of devices of a similar purpose for passenger-type air distributors, in which a control signal is received from a pressure signaling device installed in an additional discharge chamber (DDR) of a locomotive air distributor, also as a way to control an unauthorized driver of discharging the brake line. However, as shown in / 3, p. 66, para. 4 /, in existing analogs, the process of additional discharge occurs in the CRC and in the overcharging elimination mode, it caused the false inclusion of emergency electro-pneumatic braking and an unplanned stop of the train. To eliminate this significant drawback, they tried to delay the false operation of the aforementioned device after the last braking for 10-15 s (due to the use of a special circuit) or while there was compressed air in the brake cylinder (by installing an additional pressure switch in the brake cylinder), but these Attempts at a radical result failed. And although in / 3, p. 68, para. 2 / it is stated that the air in the additional discharge chamber appears almost simultaneously with the arrival of the discharge wave on the locomotive, therefore, the automatic activation of the EPT by the signal of the additional discharge chamber occurs most quickly. Nevertheless, as a way of monitoring the discharge of the brake line by an unauthorized driver, they began to use a signal from a pressure sensor installed using a throttle washer in the pipeline connecting the air distributor to the pressure switch on the locomotive. It should be noted that the appearance in the chamber of an additional discharge of a locomotive air distributor in the situation under consideration, the pressure of compressed air is caused by the "bounce" of its main body. This phenomenon occurs in the situation under consideration - a short-term installation of the handle of the crane driver in position I (overcharge) and its subsequent return to position II (train). The first action causes an almost instantaneous increase in pressure in the main chamber of the air distributor - up to the pressure of the feed line of the locomotive. The second action also causes almost instantaneous release of this pressure level to the set charging pressure of the brake line. The pressure drop in both cases reaches a value of 0.4 MPa. The installation in the claimed solution of a throttle washer at the inlet of the main chamber of the locomotive air distributor practically eliminates the occurrence of the aforementioned pressure drop and, therefore, the above-mentioned "bounce" of the main organ, and hence the false appearance of pressure in the chamber of the additional discharge of the locomotive air distributor. Thus, in the claimed solution, the possibility of using the camera signal of additional discharge is achieved, which ensures the fastest possible inclusion of automatic electro-pneumatic braking when the stop crane breaks down in the train.

The claimed technical solution meets the criterion of "Industrial applicability" (IA), as it can be implemented by retrofitting:

- a power supply unit and a control unit of an electric air brake electric circuit, respectively, with an additional alternating current source of increased frequency and including an analyzer and a relay subunit for identifying the discharge of the line;

- main processes of the air distributors of locomotives of passenger trains with a throttle washer.

The list of drawings.

The invention is illustrated by diagrams illustrating the specifics of the proposed method for controlling an electro-pneumatic brake.

Figure 1 presents a simplified electrical diagram of an electro-pneumatic brake of a locomotive with changes that provide the implementation of the proposed method for its control.

The standard elements and circuits of the locomotive's electro-pneumatic brake, depicted in thin lines, include, but are not limited to:

- control unit BU (for example, combined with the power supply unit, the control unit of the subsystem "EPTM" - BU / BP-EPTM);

- the control unit of the control unit is connected to external circuits through the standard terminals LS, LP, LT, KP, L, +50, -50, L1, Z1, Z, T and P;

- from the terminals LS, LP and LT, the lamps “O”, “P” and “T” of the CC light indicators located in the 1st and 2nd (not shown in FIG. 1) cabins of the locomotive are powered;

- from the output terminal A, direct power is supplied to the locomotive electric air distributor;

- to the output terminals KL and L, the make contact of the braking sensor of the DTP locomotive is connected (a pressure indicator installed in the working chamber of the locomotive electric air distributor);

- from the terminal +50, power is supplied to the controllers of the cranes of the KKM driver located in the 1st and 2nd (not shown in FIG. 1) cabs of the locomotive through special CB switches;

- to the terminal -50 the negative wires are connected from the lamps "O", "P" and "T" of the CC signaling devices located in the 1st and 2nd (not shown in FIG. 1) cabs of the locomotive;

- power is supplied to the terminals L1 and Z1 from the locomotive battery;

- the wire of the locomotive rail ground electrode system LRZ is connected to the output terminal Z;

- a wire is connected to the input terminal T from the make-up contacts of microswitches “b” of the crane controllers of the KKM driver of the 1st and 2nd cabs of the locomotive;

- insulated pendants for connecting heads of sleeves mounted on the trowels of a locomotive. The movable contact of the head and the body of the head are connected to the corresponding terminals of the standard terminal boxes (in FIG. 1 the boxes themselves are not shown);

- the output terminals KL and L of the control unit BU through the contacts of the group switch GP connected to the corresponding train lines through additional terminals 1-4;

- to the additional terminals 1 and 2, control wires No. 2 from the head housings of the connecting sleeves from the side of the 2nd and 1st cabs, respectively, are connected;

- to additional terminals 3 and 4, working wires No. 1 are connected from the movable contacts of the heads of the connecting arms from the side of the 1st and 2nd cabins, respectively;

- simultaneously, to the indicated additional terminals through the contacts of the GP group switch, the input terminals of the ISS follow-up situation identifier subblock are connected, which contains the semiconductor diode of the backup termination device Д _ДКЗ and the backup relay of the mode of overlapping DRP and braking of the DRT (Fig. 1 shows a relay-contact version of the implementation of the subunit ISS);

- contacts 16 and 12 of the group switch GP are connected respectively to the output terminals L and KL of the control unit BU;

- the input circuit of the overlapping relays of the modes of overlapping DRP and braking of the DRT of the ISU follow-up situation identification block is connected via decoupling diodes D _t and D _p to pin 1 of the GP group switch and the grounding bonnet of the control unit;

- the semiconductor diode of the backup device of the termination Д _{ДКЗ is} connected in the conducting direction from pin 6 to pin 7 of the GP group switch;

- from the terminal +50 of the TU control unit, power is supplied to the output circuits of the duplicating relay of the modes of overlapping DRP and braking of the DRT of the unit for identifying the situation of following the ASC connected respectively to the terminals P and T of the control unit of the control unit;

- using the GP group switch, having three fixed positions: 7 (first cabin), 0 (neutral position) and 2 (second cabin), provide:

- when it is turned into position 7 (1st cabin), the message of the mentioned output terminals of the control unit BU through additional terminals 2 and 3 with the contacts of the head of the connecting sleeve from the side of the 2nd cabin (which in this case is the rear along the locomotive) and the train line driven train. At the same time, the indicated terminals of the control unit БУ are disconnected from the additional terminals 1 and 4 to the contacts of the head of the connecting sleeve fixed to the insulated suspension from the side of the 1st cab (which is in this situation forward along the locomotive);

- when it is set to position 2 (2nd cabin) - the corresponding message of the indicated output terminals via additional terminals 1 and 4 with the contacts of the head of the connecting sleeve from the side of the 1st cabin (which becomes in this case the rear along the locomotive) and the slave train line in this case trains. At the same time, the indicated terminals of the control unit of the control unit are disconnected from the additional terminals 2 and 3 to the contacts of the head of the connecting sleeve fixed to the insulated suspension from the side of the 2nd cab (which is in this situation forward along the locomotive);

- the serial circuits of the contacts of the group switch GP-9, 7-8, 6, 1, 3-4 and 13 or 11, 5-6, 1-2 and 15 provide the connection of a semiconductor diode of a backup device for terminating Д _ДКЗ to additional terminals 1 and 4 or 2 and 3 in the conductive direction from pin 6 to pin 1. When using the standard control unit instead of the BU / BP-EPTM, a jumper is installed between contacts 6 and 7 (not shown in FIG. 1). As a result, the control wire No. 2 is automatically connected with the working wire No. 1 from the head of the connecting sleeve, respectively, from the side of the 1st or 2nd cabins. Two switching contact pairs of the GP group switch (not shown in FIG. 1) ensure that the plus and minus wires are disconnected, respectively, to the crane controller of the KKM driver and the lights of the CC warning light of the idle cab. At the same time, these wires are connected, respectively, to the crane controller of the KKM driver and the lamps of the light signaling device CC of the working cab.

The number of newly introduced elements and circuits shown in FIG. 1 with thickened lines include: an additional alternating current source of increased frequency DIT, a discharge identification block of the IRM trunk, wires of their connections between themselves and with external circuits through additional terminals 5-10.

An additional alternating current source of increased frequency DIT, powered by the battery of the AB locomotive through terminals L1 and Z1, is placed in the standard power supply unit of the PSU.

The sub-identification block of the discharge of the IRM trunk contains the elements of the analyzer and the relay (Fig. 1 shows a relay-contact version of their implementation).

The analyzer of the IRM trunk discharge identification subunit includes:

- a relay analyzer RA, the coil of which is connected to terminal -50 of the control unit of the control unit and through an additional terminal 10 and an external electric circuit from the NC circuit breaker of the brake cylinder STC and the make contact of the signaling device of the additional discharge SDR - to terminal +50 of the control unit of the control unit;

- a self-locking circuit of the RA relay analyzer, the power of which is provided through a semiconductor diode of electrical isolation _A and a NO contact RA ₄ from an additional terminal 6, which, in turn, is supplied from the +50 terminal through the lower (in FIG. 1) NO special contact switch CB working (in FIG. 1 shows the 1st) of the locomotive cab;

- an interruption circuit for the locomotive traction mode (if it occurred at the moment the sub-block for identifying the discharge of the IRM line), which is carried out by the NC contact PA ₂ connected between additional terminals 8 and 9, which, in turn, are connected to the mentioned circuit;

- a circuit for automatically activating the electro-pneumatic braking mode when the sub-block for identifying the discharge of the IRM trunk is activated, which is implemented by the make contact PA ₅ connected between terminal T of the control unit of the control unit and additional terminal 6, fed, as already noted, from terminal +50 of the control unit of the control unit;

- an interruption circuit for the overlapping mode of the control unit of the control unit (if it occurred at the moment the subunit of identification of the discharge of the IRM trunk is triggered), which is performed by the disconnecting contact RA ₆ connected between terminal L of the control unit of the control unit and additional terminal 5, which, in turn, can be powered when it is located the handle of the driver’s crane in the shut off position (III and IV position) from the terminal +50 of the control unit BU through the lower (in FIG. 1) make contact of the special CB switch, and the closed make contact “a” and the closed disconnect to ontact "b" of the crane controller of the driver KKM working (in FIG. 1 shows the 1st) of the locomotive cab;

- the ignition circuit of the “TM” signal lamp (when the sub-block for identifying the discharge of the IRM trunk is triggered), which is formed from terminal +50 of the control unit BU through a closed make contact RA ₃ , additional terminal 7 and the lamp “TM” to terminal -50 of the control unit BU;

- a potential difference supply circuit from an additional alternating current source of increased frequency DIT when the identification block of the discharge of the IRM line discharge into the running rails through the resistor R _A (limiting current from the DIT during short circuits in the connected circuit) and control wire No. 2 of the train line of the lead train (in the composition of the docked train), which is carried out through the make contact PA ₁ , and, depending on the position of the group switch GP (predetermined by the working cabin of the locomotive), its contacts 6, 8-7 (and whether 6-5), 9 (or 11) and additional terminal 1 (or 2).

The repeater of the IRM trunk discharge identification subunit includes:

- a relay relay PP, the coil of which is connected to the grounding bonk of the control unit BU and through a semiconductor diode D _r , capacitor C _r , and, depending on the position of the group switch GP (predetermined by the working cab of the locomotive), its contacts 10, 12-11 ( or 10-9) and additional terminals 2 (or 1) - to the control wire No. 2 of the train line of the slave train;

- a circuit for automatically activating the electro-pneumatic braking mode of the IRM trunk discharge identification block, which, when the PP relay relay is triggered, is realized by its closing contact PP connected between terminal +50 of the control unit of the control unit and the coil of the relay analyzer RA.

Figure 2 presents a fragment of the pneumatic circuit of the brake of a locomotive, with changes that provide the implementation of the proposed method of controlling an electro-pneumatic brake.

The standard elements and circuits of the pneumatic circuit of the locomotive brake, depicted by thin lines, contain: a spare tank 1 connected to the flange of the working chamber 11 of the electric air distributor 12; also connected to the flange of the working chamber 11, the air pipe 2 (to the brake cylinder line), with a fitting 3 and a brake cylinder 4 warning device; an additional discharge indicator 5 installed in the additional discharge chamber 9 of the air distributor 10, mating with the working chamber 12 of the electric air distributor 13; the supply tube 7 with the isolation valve 8 from the brake line to the main process of the air distributor 10. In addition, the braking sensor of the locomotive 11 is installed in the working chamber 12.

The closing contact of the additional discharge signaling device 5 closes when the pressure of compressed air exceeds 0.02-0.03 MPa in the chamber of the additional discharge 9. The NC contact of the brake cylinder 4 is opened when compressed air pressure in the air duct 2 exceeds the level of 0.05-0.06 MPa. The closing contact of the braking sensor of the locomotive 11 closes when a compressed air pressure in the working chamber 12 exceeds the level of 0.02-0.03 MPa.

The newly introduced element, shown in FIG. 2 with thickened lines, is a throttle washer 6 installed at the entrance to the main branch of the air distributor 10.

Figure 3 presents the simplified scheme of the action that realizes the proposed control method in the event of the failure of the stop crane as part of the lead train in train mode on the electric brake control of the docked trains.

Figure 4 presents implementing the proposed method of control a simplified scheme of action when a stop-crane breaks down as part of an attached train in train mode on the electric brake control of the docked trains.

Figure 5 presents implementing the proposed control method of a simplified scheme of action when a stop-crane breaks down as part of the lead train in train mode on the pneumatic brake control of the docked trains.

Figure 6 presents the simplified scheme of action that implements the proposed control method in the event of a stop crane failure as part of an attached train in train mode on the pneumatic control of the brakes of docked trains.

Figure 3-6 conventionally shown:

- control of both locomotives from the 1st cab;

- the letters of the abbreviations of the conventional symbols of the standard elements are shown: de-energized - in thin italics; under current - in bold italics;

- the letters of the abbreviations of the symbols of the newly introduced elements are depicted: deenergized - in a thin direct font; under current - bold, direct font;

- de-energized elements and circuits - dotted lines;

- sections of light signaling circuit CC that are under current and internal control unit control units — thin lines;

- current sections of the train line of the lead train — thickened lines;

- current sections of the train line of the attached train - lines of increased thickness;

- respectively, thin, thickened and increased thickness with straight arrows - the direction of the flow of currents in these circuits;

- thin and thickened wavy arrows show the direction of current flows from additional alternating current sources of increased frequency DIT of the leading and attached locomotives, respectively.

Information confirming the possibility of carrying out the invention.

The noted changes provide the implementation of the proposed method for controlling an electro-pneumatic brake.

It should be noted that, since the claimed control method provides the implementation of all the features of the action of the electro-pneumatic brake that occur in the analogues / 3 and 4 /, so far they are not considered here.

As you know, the opening of a stop crane (train breakage, separation of sleeves, leakage through a control hole of an oncoming end crane when it is blocked, etc.) causes the air distributors to operate for additional discharge, which always reliably extends to the locomotive and also triggers its air distributor for additional discharge . As a result, the pressure that arose in the additional discharge chamber of the locomotive air distributor triggers the installation of the additional discharge signaling device installed in it.

The formation of a docked train can be carried out both with the union of the brake lines of the joined trains, and with the preservation of their autonomy. In the first case, power supply to the brake line of a docked train is provided only by the operation of the compressors of the head locomotive, the performance of which (“feed”) limits the permissible length of the docked train. In the second case, such a restriction is removed (the brake line of each docked train is powered by the compressors of its locomotive), which can be considered a significant argument in favor of autonomy.

Implementation features of the proposed method for controlling an electro-pneumatic brake are considered for the case of autonomy of brake lines in a docked train.

When describing the electrical circuits created during operation of the proposed method for controlling an electro-pneumatic brake, the following abbreviations are used:

BP - power supply unit;

BU - control unit;

GP - group switch;

D _DKZ - semiconductor diode duplicating device termination;

DGKZ - additional termination termination;

DIT - an additional source of alternating current of increased frequency;

DPP - piston position sensor (car braking) of the brake cylinder;

DRP - overlapping relay mode overlap;

DRT - backup braking relay;

DTL - locomotive braking sensor;

c.k. - make contact;

IRM - sub-block of the identifier discharge line;

ASC - a subblock of the identifier of the situation of the sequence;

KIT - a control source of direct current;

KKM - controller of the crane operator;

LRZ - locomotive rail grounding wire;

PA - relay analyzer;

RIT - working source of direct current;

r.k. - breaking contact;

PP - relay relay;

CB - special switch;

SDR - additional discharge indicator;

SS - light signaling device;

STC - brake cylinder warning device;

EVR - electric air distributor;

EPT - electro-pneumatic brake.

Failure of the stop crane as part of the lead train.

The closure of the closing contact of the discharge indicator of the SDR trunk on the locomotive of the lead train, which indicates the unauthorized discharge of the brake line in its composition, causes the subunit identification of the discharge of the trunk of the IRM of the control unit of the control unit of this locomotive, which leads to the following changes in the circuit of the electro-pneumatic brakes of the connected trains presented in FIG. .3.

1) The RA relay analyzer is turned on by the circuit:

terminal +50 BU - closed short circuit SDR - closed river STC - additional terminal 10 - RA coil - terminal +50 BU.

2) A self-locking circuit of the RA relay analyzer is formed:

terminal +50 BU - closed short circuit CB (lower in FIG. 3) - additional terminal 6 - closed z.k. RA ₄ - semiconductor diode D _A - RA coil.

3) The electric circuit for switching on the traction mode of the locomotive is interrupted by opening the NC contact RA ₂ .

4) The “TM” signal lamp lights up on the circuit:

terminal +50 BU - closed short circuit RA ₃ - additional terminal 7 - signal lamp "TM" - terminal +50 BU.

5) By opening the NC ₇ terminal breaker, the power supply circuit of the input terminal П of the control unit BU from the crane controller of the KKM operator via auxiliary terminal 5 is interrupted if the specified circuit occurred at the moment of triggering of the IRM brake line discharge identification subunit, which stops the overlap mode implemented by the control unit the composition of the lead train.

6) A corresponding potential difference arises from the additional alternating current source DIT between the grounding bonnet of the control unit body of the control unit and the control wire No. 2 of the train line to the isolated suspension of the locomotive. Mentioned bonka (and hence the running rails) is constantly connected to one of the poles of an additional AC power source DIT through a resistor R _A. Test lead No. 2 of the indicated train line (permanently connected to additional terminal 1 of the control unit BU) communicates with the second pole of the additional alternating current source DIT in the circuit shown by thin wavy arrows:

DIT - closed z.k. PA ₁ - contact 6 GP - jumper between contacts 6 and 8 GP - closed (when controlled from the 1st cab) contacts 8-7 GP - jumper between contacts 7 and 9 GP - additional terminal 1.

7) By closing the make contact PA ₅ , the power supply circuit of the input terminal T of the control unit BU is created, which leads to the control unit BU implementing the braking mode as part of the lead train: into the wire of the locomotive rail ground electrode LRZ (and, therefore, into the running rails) through terminal 3 of the block the control unit of the control unit is supplied with a normal voltage of negative polarity from the working source of the RIT, and the working line No. 1 (permanently connected to additional terminal 3 of the control unit of the control unit) of the train line of the master train is fed positive polarity direct current DC link:

terminal L BU - closed (when controlling from the 1st) cab, contacts 16-15 GP - additional terminal 3.

As a result, the EVR electric air distributors of the lead train (the locomotive EVR electric air distributor receives power directly from terminal L of the control unit BU), receiving power from its power line, brake their wagons. The direction of current flow in the power line is shown by thickened straight arrows. At the same time, closed as a result of filling their brake cylinders with compressed air, causing the pistons to depart, the closing contacts of the piston position sensors FOR carry out multiple shunting of the train line, which ensures reliable passage through it of the proper polarity of the direct current and guaranteed electro-pneumatic braking of the lead train.

The indicated shunting of the train line at the same time causes the traditional work of the controlling body of the control unit BU (as in the analogs / 3 / and / 4 /), which alternates the sendings of forward and reverse polarity pulses to the train circuit from the control current source KIT. Moreover, since there is a passage of a reverse polarity pulse shown by thin arrows (as a result of shunting the train line by a closed contact of the DGL locomotive braking sensor and simultaneously mentioned DTP sensors), the T lamp flashes on the light signaling device CC of the driving train locomotive.

8) At the same time, positive-voltage direct current voltage from the train line of the lead train is supplied to additional terminals 1 and 4 of the control unit of the control unit of the locomotive of the attached train. As a result, two power circuits of pin 1 of the GPU group switch are formed. First chain:

terminal 1 - contact 9 GP - jumper between contacts 9 and 7 GP - closed (when controlled from the 1st cab) contacts 7-8 GP-D _dkz - contact 3 GP - jumper between contacts 3 and 1 GP;

second circuit:

terminal 4 - contact 13 GP - jumper between contacts 13 and 4 GP - closed (when controlled from the 1st cab) contacts 4-3 GP - jumper between contacts 3 and 1 GP.

9) The appearance of positive polarity power supply group GP switch on pin 7 causes the back-up relay of the DRT braking mode to turn on via the semiconductor decoupling diode D _T in the conductive direction in the subunit of identifying the following situation of the ASC of the control unit of the control unit of the attached locomotive. As a result, the power supply circuit of its input terminal T is created:

terminal +50 BU of the attached locomotive - closed closed circuit DRT - closed river PA ₆ - terminal T of the control unit of the attached locomotive,

which leads to the implementation by the control unit BU of the braking mode of the attached train: into the wire of the locomotive rail ground electrode system LRZ (and, therefore, to the running rails) through terminal 3 of the control unit of the control unit, the DC voltage of negative polarity is normalized from the operating source RIT, and to the working wire No. 1 (permanently connected to additional terminal 3 of the control unit BU) of the train line of the attached train - DC voltage of positive polarity along the circuit:

terminal L БУ of the attached locomotive - closed (with control from the 1st) cab, contacts 16-15 GP - additional terminal 3.

As a result, the EVR electric air distributors of the composition of the attached train (locomotive EVR electric air distributor receives power directly from terminal L of the control unit BU), receiving power from its train line, brake their wagons. The direction of current flow in the train line is shown by straight arrows of increased thickness. At the same time, closed as a result of filling their brake cylinders with compressed air, causing the pistons to leave, the closing contacts of the DPP piston position sensors perform multiple shunting of the train line, which ensures reliable passage through it of the proper direct current polarity and guaranteed electro-pneumatic braking of the lead train.

The indicated shunting of the train line of the attached train in the same way (as in the leading train) simultaneously leads to the flashing of the lamp "T" on the light signaling device CC of the locomotive of the attached train.

Thus, the breakdown of the stop crane as part of the lead train (breakage of the train, separation of the sleeves, leakage through the control hole of the oncoming end crane when it is blocked, etc.) in the inventive method for controlling the electro-pneumatic brake causes almost simultaneous automatic electro-pneumatic braking of the entire docked train.

Failure of the stop crane as part of the attached train.

The closure of the closing contact of the discharge indicator of the SDR trunk on the locomotive of the attached train, which indicates the unauthorized discharge of the brake line in its composition, causes a similar operation of the discharge identification block of the IRM trunk of the control unit of the control unit of this locomotive. This leads to the corresponding changes considered in the circuit of the electropneumatic brake of the attached train, presented in FIG. 4, caused by the inclusion of the relay analyzer RA and associated with this:

- creation of a self-locking circuit of the RA relay analyzer;

- interruption of the electric circuit of inclusion of the traction mode of the locomotive;

- by lighting the “TM” signal lamp;

- interruption of the power supply circuit of the input terminal П of the control unit BU from the crane controller of the KKM driver (or by the operation of the sub-unit for identifying the situation of following the ISS) through additional terminal 5, if the specified circuit occurred at the moment the sub-block for identifying the discharge of the brake line of the IRM, which stops the control unit realized by the control unit overlapping mode as part of the lead train;

- implementation by the control unit BU of the braking mode as part of the attached train and the direction of current flow in the train line, shown by straight arrows of increased thickness, with multiple shunting of the train line, ensuring reliable passage through it of the proper polarity of the direct current and guaranteed electro-pneumatic braking of the attached train;

- blinking of the lamp “T” of the CC indicator light.

At the same time, the following changes are made to the electro-pneumatic brake circuit of the lead train by the action of the sub-block for identifying the discharge of the IRM line of the locomotive of the attached train.

1) A corresponding potential difference arises from the additional AC power source DIT of the power supply unit of the locomotive of the attached train between the grounding bonnet of the control unit body of the control unit and the control wire No. 2 of the train line of the lead train. The mentioned bonka (and, therefore, running rails), as already noted, is constantly connected to one of the poles of the additional alternating current source DIT through the resistor R _A. Control wire No. 2 of the indicated train line (permanently connected to additional terminal 1 of the control unit BU) communicates with the second pole of the additional alternating current source DIT via the alternating current circuit of increased frequency shown by thickened wavy arrows:

DIT - closed z.k. PA ₁ - contact 6 GP - jumper between contacts 6 and 8 GP - closed (when controlled from the 1st cab) contacts 8-7 GP - jumper between contacts 7 and 9 GP - additional terminal 1.

2) The appearance of a difference in the potentials of an alternating current of increased frequency between the control wire No. 2 of the train line of the lead train and the running rails (grounding bonkets of the control unit BU of the locomotive of the lead train) causes the action of its subunit to identify the discharge of the IRM trunk - switching the relay relay PP through the circuit:

control wire No. 2 of the train line of the lead train - additional terminal 2 of the control unit of the locomotive of the lead train - closed (with control from the 1st cab) contacts 11-12 GP - jumper between contacts 12 and 10 GP - capacitor С _p - semiconductor diode Д _Р - PP coil - grounding bank of the IRM subunit of the control unit BU of the leading locomotive.

3) The inclusion of the relay relay PP creates a relay analyzer relay enable circuit:

terminal +50 BU - closed short circuit PP - RA coil - terminal -50 BU.

4) The inclusion of the RA relay analyzer in the subunit for identifying the discharge of the IRM trunk of the control unit of the control unit of the leading locomotive, in turn, leads to the previously considered consequences:

- creating a self-locking circuit of the RA relay analyzer;

- interruption of the electric circuit of inclusion of the traction mode of the locomotive;

- the light of the signal lamp "TM";

- interruption of the power supply circuit of the input terminal П of the control unit BU from the crane controller of the KKM operator through additional terminal 5, if the specified circuit occurred at the moment of activation of the discharge identification block of the brake line of the IRM, which stops the overlapping mode implemented by the control unit of the control unit as part of the lead train;

- the occurrence of an appropriate potential difference between the grounding bonnet of the control unit of the control unit and the control wire No. 2 of the train line to the insulated suspension of the locomotive shown by thin wavy arrows from an additional AC source DIT;

- implementation by the control unit BU of the braking mode as part of the lead train and the direction of current flow in the train line, shown by straight arrows of increased thickness, with multiple shunting of the train line, ensuring reliable passage through it of the proper polarity of the DC current and guaranteed electro-pneumatic braking of the attached train;

- flashing of the signal lamp "T" of the light signaling device CC;

- a similar switching circuit for the subblock for identifying the situation of following the ISS of the control unit BU of the locomotive of the attached train, but without creating a power supply to the input terminal T, the circuit of which is interrupted by the previously opened RC RA ₆ analyzer subunit identification discharge discharge line IRM control unit BU locomotive attached train.

Thus, the breakdown of the stop crane as part of the attached train (breakage of the train, separation of the sleeves, leakage through the control hole of the oncoming end crane when it is blocked, etc.) in the claimed method of controlling the electro-pneumatic brake causes almost simultaneous automatic electro-pneumatic braking of the entire docked train.

Failure of the stop crane as part of the lead train in a situation of pneumatic brake control.

Such a situation can be forced to occur when any of the attached trains occur, for example, breakdown of a semiconductor diode AC in an electric air distributor (see analogues / 3 and 4 /).

The transition to pneumatic control of the brakes of the docked train is carried out by switching off the special CB switches in the working cabins of the leading and attached locomotives, and when the closing contact of the discharge signaling device of the SDR trunk on the locomotive of the lead train closes, it leads to the following changes in the circuit of the electro-pneumatic brakes of the docked trains, presented in FIG. 5.

1) The relay analyzer of the RA of the subunit for identifying the discharge of the IRM trunk of the control unit of the control unit of the locomotive of the lead train along the traditional circuit is turned on:

terminal +50 BU - closed short circuit SDR - closed river STC - additional terminal 10 BU - RA coil - terminal -50 BU.

2) The NC ₂ PA interrupts the locomotive traction control circuit.

3) A closed closing contact RA ₃ creates a traditional combustion circuit of the signal lamp "TM":

terminal +50 BU - closed short circuit RA ₃ - signal lamp "TM" - terminal -50 BU.

4) By closing the closing contact PA ₁ from the additional DIT alternating current source, a traditional corresponding potential difference is created between the grounding cone of the control unit body of the control unit and the control wire No. 2 of the train line to the insulated suspension of the locomotive, shown by thin wavy arrows.

5) Switching of the remaining contacts of the PA relay analyzer (PA ₄ -PA ₇ ) does not lead to any changes, because carried out in de-energized circuits.

Since the discharge of the brake line of the leading train causes the auto brakes to operate on its cars and the normalization of their sensors for the position of the piston of the DPP, the mentioned multiple shunting of the train line of the attached train causes, in a similar way (like in the electro-pneumatic brake control), the action of the controlling body of the control unit BU, which leads to the flashing of the lamp "T" on the light signaling device CC of the locomotive of the lead train.

Thus, the breakdown of the stop crane as part of the lead train (breakage of the train, separation of the sleeves, leakage through the control hole of the oncoming end crane when it is blocked, etc.) in the claimed solution for pneumatic control of the brakes of the docked train provides an early notification of the locomotive driver of the lead train about the occurrence contingency.

Failure of the stop crane as part of the attached train in a situation of pneumatic brake control.

The closure of the closing contact of the discharge indicator of the SDR trunk on the locomotive of the attached train leads to the following changes in the circuit of the electro-pneumatic brakes of the joined trains, presented in FIG. 6, caused by the inclusion of the RA relay analyzer and associated with it:

- interruption of the electric circuit of inclusion of the traction mode of the locomotive of the composition of the attached train;

- the creation of the traditional combustion circuit of the signal lamp "TM".

In this case, triggering of the brake line of the attached train, the operation of the auto brakes on its cars, the normalized closure of their DPP piston position sensors, accompanied by the mentioned multiple shunting of the train line of the attached train, provides in a similar way (as in the lead train) the action of the controlling body of the control unit BU, which leads to the flashing of the “T” lamp on the light signaling device CC of the locomotive of the attached train.

Simultaneously with the action of the identification block of the discharge of the IRM trunk of the control unit of the control unit of the locomotive of the attached train from the additional AC power source DIT, a traditional corresponding potential difference is created between the grounding bonnet of the control unit body of the control unit and control wire No. 2 of the train line of the lead train (additional terminal 1 of the control unit of the control unit):

DIT - closed z.k. RA ₁ - contact 6 GP - jumper between contacts 6 and 8 GP - closed (when controlled from the 1st cab) contacts 8-7 GP - jumper between contacts 7 and 9 GP - additional terminal 1.

The appearance of a difference in the potentials of an alternating current of increased frequency between the control wire No. 2 of the train line of the lead train and the running rails (grounding bonk of the control unit of the control unit of the locomotive of the train) causes its subunit to identify the discharge of the IRM line and the following changes in the circuit of the electro-pneumatic brake of the train.

1) The relay relay PP is switched on through the circuit:

control wire No. 2 of the train line of the lead train - additional terminal 2 of the control unit of the locomotive of the lead train - closed (when controlled from the 1st cab) contacts 11-12 GP - jumper between contacts 12 and 10 GP - capacitor C _P - semiconductor diode D _P - PP coil - grounding bonnet of the IRM subunit of the control unit of the control unit of the leading locomotive.

2) The inclusion of the relay relay PP creates a relay analyzer relay enable circuit:

terminal +50 BU - closed short circuit PP - RA coil - terminal -50 BU.

3) The inclusion of the RA relay analyzer in the subunit of the discharge identification of the IRM trunk of the control unit of the control unit of the leading locomotive, in turn, leads to the previously considered consequences:

- creating a self-locking circuit of the RA relay analyzer;

- interruption of the electric circuit of inclusion of the traction mode of the locomotive;

- the light of the “TM” warning lamp.

Thus, the breakdown of the stop crane as part of the attached train (breakage of the train, separation of the sleeves, leakage through the control hole of the oncoming end crane when it is blocked, etc.) in the claimed solution for pneumatic control of the brakes of the docked train provides an early notification of the locomotive driver of the leading train about the occurrence contingency.

Technical results obtained by using the proposed method for controlling an electro-pneumatic brake.

Using the proposed technical solutions provide the following additional qualities.

1. By installing a throttle washer in the main branch of the locomotive air distributor, it is possible to use the signal most quickly appearing in the additional discharge chamber of the locomotive air distributor about the occurrence of an unauthorized driver discharging the brake line (stop valve stopping, train breakage, separation of the brake line sleeves, leakage through the control hole of its oncoming end crane with its overlap, etc.), allowing:

- to carry out the identification of this situation in the speediest possible way;

- eliminate the likelihood of additional discharge in the said pressure chamber as a side effect of the situation in the brake line of the locomotive of pressure differences during the short-term installation of the crane handle in the I position (overcharge) and its subsequent return to the II (train) position.

2. With the introduction of an additional source of alternating current of increased frequency, it becomes possible to use the frequency characteristic of the electric current as a special information signal transmitted through the running rails and control wire of the train line, which ensures the reliability of its identification.

3. Achieved almost speedy implementation in the event of an unauthorized driver discharging the brake line when following a passenger train of average statistical composition:

- on electro-pneumatic control - automatic electro-pneumatic braking;

- on pneumatic control - notifications of the locomotive driver about an emergency.

4. In the situation of unauthorized discharge of the brake line, regardless of the place of its occurrence in a long-stacked passenger train with autonomous brake lines, is achieved by following:

- on electro-pneumatic control - almost simultaneous automatic electro-pneumatic braking of the entire long-link train;

- on pneumatic control - prompt notification of the locomotive driver of the leading train about an emergency situation.

The possibility of carrying out the invention.

The possibility of carrying out the invention can be realized using, for example, as:

- an additional alternating current source of increased frequency DIT - an additional winding, the turns of which are wound on top of the windings placed on a standard transformer of the inverter of the power supply;

- analyzer and repeater of the sub-block for identifying the discharge of the IRM trunk - designed for 50 V supply voltage of signal relays produced by the domestic industry (in the relay-contact version of the sub-block implementation) or their electronic analogues;

- a throttle washer - a disk made of a steel sheet with a thickness of 1.5-2.0 mm, the diameter of which corresponds to the lumen of the neck of the main process of the air distributor, with a hole made in the disk with a diameter of 2.0-3.0 mm.

List of sources used.

1. Inozemtsev V.G., Kazarinov V.M., Yasentsev V.F. Auto brakes. Textbook for high schools railway. transport. - M.: Transport, 1981.

2. "Auto-brake and pneumatic equipment of rolling stock of rail vehicles." Catalog, Moscow: ASTO Association, 2008.

3. The decision of ROSPATENT dated 01/28/2010 on the grant of a patent for an invention according to application No. 2008143759/11 (057048). Application submission date 15.11.2008. Author Malikov N.V. Title of invention Mode of action of an electro-pneumatic brake.

4. The decision of ROSPATENT dated 01/28/2010 on the grant of a patent for an invention on the application No. 2009113972/11 (019072). Application submission date 15.04.2009. Authors Malikov N.V., Malikov D.N., Kazarinov A.V., Voluisky N.M., Goryunov G.N., Gudas M.V. Title of invention Method of action of an electro-pneumatic brake control unit.

5. E.P. Blokhin, V.V. Klyuevsky, A.V. Kazarinov, S.G. Kryukov, E.L. Stambler. Improving the unit for automatically turning on electro-pneumatic brakes when stop cranes fail // In the book: Modern directions and prospects for the development of automatic braking technology of the USSR railways: Sat. scientific tr ARRIAH. - M .: Transport, 1991, p.66-69.

Claims (1)

A method for controlling an electro-pneumatic brake containing complementary standard components of an automatic pneumatic brake of moving units of a train, a power unit and control devices that act on the electric air distributors through electric circuit elements, which include running rails and located on each movable unit as a return wire train lines with control and working wires that connect the brake master in the heads of the connecting sleeves and accordingly, to the head housings and to the movable contacts housed in them, pressed against the housings by springs, the elasticity of which in the interlocked heads, the movable contacts are pressed from the housings and form separate circuits of the working and control wires of the train line of the train, which are shunted by the closing contacts of the braking sensors placed on each mobile unit, and on the tail carriage, these chains are connected through an end termination, automatically formed by the said pressing of the movable contact to its to the housing in the uncoupled head, or an additional termination head is mounted on it with a semiconductor diode connected to its housing and the movable contact, at the same time, the head of the connecting sleeve forward along the locomotive is fixed on an insulated suspension, as a result of which the movable contact is squeezed from the head housing, and when following an attached train as part of a docked train, they are connected to the free head of the connecting sleeve of the tail carriage of the lead train, along with electric air the distributors are connected to the power line, which is formed from the working wire of the train line and the said running rails, the electrical connection with which is carried out using the wire of the locomotive rail ground electrode by a power unit containing galvanically independent of the control and working DC sources from the locomotive’s battery, power supply to the control unit, and the latter is placed separately or combined with the power supply unit, while the control unit contains control th and regime organs, a group switch, a subblock of the identifier of the following situation, a switch and an automatic electro-pneumatic brake engagement device when the stop valve is opened as part of a train, and the controlling body of the control unit, in all operating modes of the electro-pneumatic brake, alternates the sendings of direct and reverse polarity from a control current source isolated from running rails, and the passage of a pulse of direct polarity coinciding with the conductivity of the semiconductor diode of the additional termination, is identified as evidence of the integrity of the train circuit electric circuit, which is indicated by the burning of the corresponding lamp of the light signaling device, and its flashing indicates the impulse of direct polarity and is identified as evidence of the integrity of the train circuit electric circuit, while passing the conductor of the semiconductor a reverse termination diode of a reverse polarity pulse is identified as the closed state of the make contact of at least one of the braking sensors of the moving units and, therefore, evidence of its inhibited state, which is indicated by the flashing of a proper light warning lamp, while simultaneously sending a reverse polarity pulse from the control current source to the train line circuit from the working current source supply to the wire a locomotive rail ground electrode system and a grounded bonnet of the housing of the voltage control unit with polarity corresponding to the operating mode implemented by the control unit, and the passage of current between the specified wire and the grounded girder is identified as the condition of the specified wire and indicated by the preservation of the combustion of the train indicator light line of the indicator lamp, and the current passage in the specified circuit is identified as evidence of a violation of the integrity of the specified wire and indicated by the blinking of the aforementioned lamps, in turn, the appearance of power on the corresponding input terminals of the control unit from the crane controller and when moving the handles of the latter, they are identified by the operating unit of the control unit, which determines the corresponding indication of the light indicator lamps, the need and the normalized polarity of power supply from the working current source of the output terminals of the control unit and the wires of the locomotive rail ground electrode connected to them and through the corresponding contacts of the group switch of the working line of the train line to the contacts of the head of the rear along the locomotive of the connecting sleeve, in turn, the input circuits under a follow-up situation identifier lock containing a diode of a termination termination backup device and duplicate overlapping and braking relays or their electronic analogs, are connected to the control unit grounding conductor and through the contacts of the group switch to the working line of the train line from the contacts of the head of the connecting sleeve upstream of the locomotive, and the output circuits of the specified subunit are connected to the corresponding input terminals of the control unit, and the switch, if necessary, switch to pneumatic The brake control provides interruption of the power supply to the driver’s crane controller and the light indicator lamp, which is designed to indicate, in the conditions of electro-pneumatic brake control, the condition of the electric circuits of the train line and the wire of the locomotive rail ground electrode, and the device for automatically activating electro-pneumatic braking when the stop valve is opened as part of the train provide an indicator of the brake cylinder, operating independently or in conjunction with an additional discharger, which are installed respectively in the air duct of the brake cylinder of the locomotive and in the additional discharge chamber of the locomotive air distributor, moreover, when the brake cylinder warning device is operating autonomously, a throttle washer is installed in the process of the indicator and, when the indicated signal devices are powered by the battery or the power supply unit, the corresponding input terminal of the control unit is automatically called switching it on by the regime body of electro-pneumatic braking, accompanied by the burning of a signal lamp and interrupting the electric circuit of the locomotive traction mode, characterized in that said throttle washer is installed in the main branch of the locomotive air distributor, the power supply is equiped galvanically independent of its operating and control DC and battery sources locomotive batteries an additional source of alternating current of increased frequency, the aforementioned device They are installed by installing the discharge discharge identification subunit, which is equipped with an analyzer and a repeater, while the repeater, the operation of which is provided only by the action of an alternating current of increased frequency, is connected through the locomotive body to the running rails and through the group switch to the control wire of the train line of the head of the connecting sleeve backward along the locomotive , and the automatic inclusion of electro-pneumatic braking is carried out by the action of the analyzer on the corresponding input th terminal of the control unit both under the action of the indicated signaling devices and when the repeater senses the appearance of a potential difference of an alternating current of increased frequency in the connected circuits, and at the same time, the potential difference from an additional source of alternating current of an increased frequency is supplied from the analyzer through the locomotive body to the running rails and through the group switch into the control wire of the train line to the contacts of the head of the connecting sleeve forward along the locomotive.

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