RU2428334C1 - 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. Proposed method consists in that extra head of final termination provided with standard solid-state diode, pressure signaliser and extra solid-state diode is mounted on free head of tail car brake line connecting hose to open its end valve thereafter. Pressure signaliser is set to operate at compressed air pressure predefined with due allowance for signaliser error by tolerable compressed air pressure difference between head and tail cars brake lines. Said standard solid-state diode is connected to make contact in direction from control wire of train line to its working wire while extra solid-stage diode is connected to pressure signaliser break contact in direction from train line working wire to its control wire.

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

1 tbl, 6 dwg

Description

FIELD OF THE INVENTION

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

The known scheme of the modernized electro-pneumatic brake of railway rolling units / 1 /, which provides control of the course of braking processes in the train in the conditions of electro-pneumatic brake control.

The disadvantage of the modernized electro-pneumatic brake of the railway moving units implemented in the known scheme is the inability to control the exhaustion of the brake line.

SUMMARY OF THE INVENTION

The aim of the proposed method is to achieve control of the occurrence of the process of exhaustion of the brake line, the development of which can paralyze the performance of the electro-pneumatic brake.

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 piston drift sensors of the brake cylinder, which are built into the brake cylinders of each movable unit. On a tail carriage, these circuits are connected through an additional end termination head with a standard semiconductor diode connected to its body and movable contact. The head of the connecting sleeve, which is forward along the locomotive, is fixed on a special insulated suspension, as a result of which the movable contact is pressed out of the head housing. 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, 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 to the train line circuit. The passage of a pulse of direct polarity, which coincides with the conductivity of a standard semiconductor diode in an additional end termination head, 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 standard semiconductor diode of an additional end-termination head, is identified as the presence of a closed state of the make contact of at least one of the mentioned braking sensors of the moving units and, therefore, as evidence of its inhibited state and indicated by the flashing of an appropriate lamp of the light signaling device. The appearance of power supply at the corresponding input terminals of the control unit from the crane operator's controller during movements of the handle of the latter is identified by the control unit. This determines both the corresponding indication of the light signaling lamps and the need and normalized polarity of power supply of electric air distributors from the working current source through the output terminals of the control unit with the locomotive rail ground electrode connected to them and the working line of the train line. The proposed method for monitoring the performance of an electro-pneumatic brake is as follows. An additional end termination head is equipped with a pressure switch, the operation of which is ensured if there is an appropriate level of compressed air pressure in the connecting sleeve of the free head of the tail carriage. The specified level, taking into account the error of the signaling device, is predetermined by the value of the differential pressure of compressed air admissible in the train mode in the brake lines of the head and tail cars of the train. The aforementioned standard semiconductor diode is connected to the make contact of the signaling device in the conducting direction from its control wire to the working wire. An additional semiconductor diode is connected to the breaker contact of the signaling device in the conducting direction from the working wire of the train line to its control wire.

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) an additional end termination head is equipped with a pressure switch equipped with opening and closing contacts and an additional semiconductor diode;

2) the operation of the signaling device, taking into account its error, is predetermined by the value of the differential pressure of compressed air allowed in the train mode in the brake lines of the head and tail cars of the train;

3) an existing standard semiconductor diode is connected in the conducting direction from the control wire of the train line to its working wire through the make contact of the pressure signaling device;

4) the newly introduced additional semiconductor diode is connected in the conducting direction from the working wire of the train line to its control wire through the disconnecting contact of the pressure signaling device.

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 the introduction of various types of contacts of pressure switches and semiconductor diodes into electrical circuits is widely known. However, their implementation in the proposed method for monitoring the performance of an electro-pneumatic brake exhibits the following new properties.

1. By introducing into the additional head the termination of the pressure switch and the second semiconductor diode, in train mode, the possibility of timely identification of the occurrence of a situation of pressure reduction in the brake line of the tail carriage is achieved.

As is known, in the existing analogue, alternating the sendings of forward and reverse polarity pulses from the control current source to the train line provide both monitoring the serviceability of the train line of the train composition and the absence of inhibited movable units in it. The first is carried out by identifying the fact of the passage of a pulse of direct polarity coinciding with the conductivity of the semiconductor diode for monitoring the health of the train line, which is indicated by the light signaling lamp illuminating during this period (for example, “O” lamp). The second is carried out by identifying the passage of a reverse polarity pulse that does not coincide with the conductivity of the indicated semiconductor diode in the situation of shunting of the train line by braking sensors, which is indicated by the light signaling lamp illuminating during this period (for example, T lamp).

Switching the forward and reverse polarity pulses in the additional termination head by closing the disconnecting contact of the pressure signaling device through the counter-switched auxiliary semiconductor diode is automatically identified by the control unit:

- in the case of a failure of a direct polarity pulse as a violation of the serviceability of the train line of the train, which excludes the light signal lamp “O” lighting up during this period;

- in the case of the passage of a pulse of reverse polarity as the presence in the train of inhibited movable units, which causes the lamp "T" to light up the light signaling device during this period.

2. The occurrence of blinking - lighting of the mentioned lamps of the light signaling device only in the corresponding periods of the indicated sending pulses reaches the possibility of timely informing the driver about the occurrence of a contingency situation in the train mode of reducing the normalized pressure level in the brake line of the tail carriage, which may occur in the circumstances:

- malfunctions of the crane driver’s gearbox (for example, a break in its spring, filter mesh clogging, etc.) or accidental overlapping of the combined crane or improper installation of the driver’s crane handle after being released to the II position (shifting the handle towards the III position);

- either the compressor stops (for example, due to a malfunction of the pressure regulator) or the shutoff of a double throttle valve / 2, p. 109, the last paragraph /;

- either during freezing of the brake line or simultaneous simultaneous overlap of the oncoming and associated end valves of the brake line at its coupled connecting arms.

Situations of the first and second groups, if they are not detected promptly, can lead to depletion of the brake line, accompanied by the depletion of spare reservoirs, which, as is known, are communicated in train mode through air distributors with the brake line. As a result, the possibility of braking the entire train is excluded, despite the inclusion of electric air distributors in the braking mode - filling of the brake cylinders of cars with compressed air is excluded due to its absence in the spare tanks.

The situation of the third group leads to the same results - it is impossible to fill the brake cylinders of the cars of the rear part of the train (behind the freezing point or the indicated overlapping of the end valves) with compressed air also due to its absence in the spare tanks.

In any case, the consequences of the situations considered may be the prerequisites for an emergency.

3. As a result, train traffic safety is enhanced due to the possibility of timely adoption by the driver of the necessary measures to prevent the development of an emergency in an emergency.

The claimed technical solution meets the criterion of "Industrial applicability" (IA), as it can be implemented in the electric circuits of the electro-pneumatic brake by introducing into the additional head end seal of the pressure switch and an additional semiconductor diode.

The list of drawings.

The invention is illustrated by drawings illustrating the specifics of the proposed method for monitoring the performance of an electro-pneumatic brake.

Figure 1 presents a simplified pneumatic circuit of an electro-pneumatic brake with changes that provide the implementation of the proposed method for monitoring its performance. It includes, but is not limited to:

- the driver’s crane installed on the locomotive 4. Using it, the reduction of the overpressure of the supply line 3 controls the normalized changes in pressure in the brake line 24;

- air duct brake line 24 with end valves (not shown in FIG. 1) and the heads of the connecting arms 2;

- predetermining the course of the braking processes communicated with the air duct of the brake line 24 and placed on each mobile unit air distributors 23 with air ducts to the brake cylinders 26 or 39 and to the spare tanks 27;

- working chambers 22 and electric air distributors 21 that are connected to the air distributors 23 and contain air rails 28, which are properly connected and connected with the working wire 37 and used as return wire (through the frames of the moving units): semiconductor diodes 18 and coil electro-pneumatic valves of overlap 19 and braking 20. The running rails used as the return wire are connected to the wire of the locomotive rail ground electrode 29 and form a power line paired with the working wire 37;

- placed in the air duct to the brake cylinders 26 of the bogies (on the locomotive) or directly in the brake cylinder 39 (on the wagons), respectively, the braking sensors of the locomotive 25 and the piston position 38 of the wagon's brake cylinder. Their closing contacts are shunted on the locomotive 35, head 40, intermediate 41 and tail 42 cars of the train circuit, which is created by connecting the brake lines through the contacts of the heads of its connecting arms 2. The closing contact of the braking sensor of the locomotive 25 closes when there is excess pressure of compressed air in the specified air duct over 0.02-0.04 MPa. The closing contact of the piston position sensor 39 closes when it moves 15-20 mm from the tempering position;

- used combined with the power supply control unit 33 of the upgraded circuit of the electro-pneumatic brake contains (not shown in FIG. 1) a microprocessor, electronic power elements and a control and working DC sources galvanically independent of each other and from the battery of the locomotive; The control unit 33 is connected to the external electro-pneumatic brake circuits through the control terminals 15 and 16, the controlled terminals 10-14, 30-32 and the grounding rod 34;

- to the control terminals 15 or 16 selectively receive control signals from the controller of the crane driver 5 when the respective modes of overlap and braking are implemented. In the absence of control signals at the control terminals 15 and 16, the train mode is implemented (charging and dispensing mode);

- from terminal 14, power is supplied to the electrical circuit of the crane operator controller 5;

- from the terminals 11, 12, 13 and 10, the electric circuits of the lamps are supplied 6 (standard designation - “O”), 7 (standard designation - “P”) and 8 (standard designation - “T”) of the light signaling device 9, corresponding indication which allows you to identify the current mode of operation of the electro-pneumatic brake;

- through terminals 32 and 31, the operation of the control unit 33 generates a continuous alternation of packages in the train line of pulses of direct and reverse polarity, fed by a control current source;

- through the terminals 31 and 30, the operation of the control unit 33 generates a power polarity from the working current source of the power line in accordance with the operating mode;

- containing a standard semiconductor diode 44, an additional head termination 46 mounted on the free head of the connecting sleeve 2 of the tail carriage 42 when forming the train. The semiconductor diode 44 is turned on in the conducting direction from the housing of the additional head of the termination 44 to its insulated contact;

- the head of the free forward-running locomotive of the connecting sleeve 2 of the brake line of the locomotive is fixed to the suspension isolated 1, as a result of which the contact of the head of the connecting sleeve 2 with the connected control wire 36 (head housing) is isolated from the movable contact of the head of the sleeve 2 with the connected working wire 37.

The newly introduced elements are the pressure switch 45 and the additional semiconductor diode 43 installed in the additional head of the termination 46. The additional semiconductor diode 43 is connected in the conducting direction from the insulated contact of the additional head of the termination 46 (working line 37 of the train line) to the disconnecting contact of the pressure signaling device 45. At the same time, a standard semiconductor diode 44 is connected to the closing contact of the pressure signaling device 45 in the conductive direction from the housing; flaxen head termination 46 (control wire 36 of the train line).

FIG. 2 shows the effect of the proposed method for monitoring the operability of an electro-pneumatic brake in train mode in the presence of a normalized pressure level in the brake line of a tail car when sending a direct polarity pulse from a control current source (not shown in FIG. 2).

FIG. 3 shows the action of the proposed method for monitoring the operability of an electro-pneumatic brake in train mode in the presence of a normalized pressure level in the brake line of a tail carriage when there are no braked moving units in a train when sending a reverse polarity pulse from a control current source (in FIG. 3 shown) and synchronously sending a pulse from a working current source (not shown in FIG. 3) between the grounding cone and the wire of the locomotive rail grounding conductor.

FIG. 4 shows the action of the proposed method for monitoring the operability of an electro-pneumatic brake in train mode in the presence of a normalized pressure level in the brake line of a tail carriage in the presence of braked moving units in a train when sending a pulse of reverse polarity from a control current source (in FIG. 4 shown) and synchronously sending a pulse from a working current source (not shown in FIG. 4) between the grounding cone and the wire of the locomotive rail grounding conductor.

Figure 5 presents the action of the proposed method for monitoring the operability of an electro-pneumatic brake in a train mode in a situation where the pressure in the brake line of the tail car is lower than the normalized level when sending a pulse of direct polarity from a control current source (not shown in Figure 5).

FIG. 6 shows the action of the proposed method for monitoring the operability of an electro-pneumatic brake in train mode in a situation where the pressure in the brake line of the tail car is lower than the normalized level when sending a reverse polarity pulse from a control current source (not shown in FIG. 6) and sending a pulse synchronously with it from a working current source (not shown in FIG. 6) between the grounding cone and the wire of the locomotive rail grounding conductor.

Figure 1 shows: thin lines - elements and circuits of an automatic pneumatic brake; thickened lines - the existing installation and elements of electric circuits of the electro-pneumatic brake; by lines of increased thickness — a pressure switch 45 and an additional semiconductor diode 43 newly introduced into the additional head of the termination 46;

Figure 2 - Figure 6 shows: thin lines - elements and circuits of an automatic pneumatic brake; thickened lines and arrows showing the direction of flow of currents that are energized by the control current source of the electro-pneumatic brake circuit; increased thickness by lines and arrows showing the direction of currents flow, under the voltage of the working current source of the circuit of the electro-pneumatic brake; dotted lines indicate de-energized electro-pneumatic brake circuits; non-burning lamps of the light signaling device 9 - by a dashed contour; the lamp of the light signaling lamp 9 is illuminated during the period of sending a pulse from a control current source of direct polarity — a thickened circuit with one darkened left sector; the lamp of the light indicator 9 lights up during the period of sprinkling of a pulse from a control current source of reverse polarity — a thickened circuit with one darkened right sector.

Information confirming the possibility of carrying out the invention

The equipment of the additional head of the end seal 46 with a pressure switch 45 and an additional semiconductor diode 43 provide the following features of the proposed method for monitoring the operability of an electro-pneumatic brake.

When the driver’s crane handle 4 is in the train position, the disconnecting contacts of both microswitches of the driver’s crane controller 5 are closed and there is no power supply at the input terminals 15 and 16 of the control unit 33, which he identifies as a train mode in which there is no power line supply from the working current source .

At the same time, the control unit 33 carries out the regular sending to the train line of alternating pulses of direct and reverse polarity from the control current source. The passage of a pulse of direct polarity from terminal 32 to terminal 31 is identified by the control unit 33 as a good electrical circuit of the train line, and the passage of a pulse of reverse polarity from terminal 31 to terminal 32 is identified by the control unit 33 as the presence of inhibited movable units in the train. In this case, synchronously with the sending of a reverse polarity pulse current from the control current source, the control unit 33 sends a pulse from the working current source between the grounding rod 34 and the wire of the locomotive rail ground electrode 29, the passage of which is identified by the control unit 33 as the health of the electric circuit of the locomotive rail ground electrode.

The situation in the brake line of the tail car of a standardized pressure level

In this situation, closed (with an open end-stop crane to the installed additional head of the end seal 46 (not shown in FIGS. 1-6), the make contact of the pressure switch 45, which ensures during the implementation of the control unit 33:

- pulse of direct polarity from the control current source identification of the health of the train line when the current flows through the following circuit (FIG. 2):

terminal 32 (powered from the positive output of the control current source not shown in FIG. 2) - control wire 36 of the train line of the locomotive 35 to the bodies of the coupled heads;

connecting sleeves 2 of the brake line of the locomotive and the head carriage 40 - control wires 36 of the train line of the head 40, intermediate 41 and tail 42 cars and the bodies of their coupled heads of the connecting sleeves 2 - body of the rear along the head of the connecting sleeve 2 of the tail carriage 42 - body of the additional end head seals 46 - included in the conductive direction of the standard semiconductor diode 44 - closed making contact of the pressure switch 45 - insulated movable contact of the additional head howling 46 - movable insulated contact of the rear along the head of the connecting sleeve 2 of the tail carriage 42 - working wires 37 of the train line of the tail 42, intermediate 41 and head 40 of the cars and movable insulated contacts of their interconnected heads of the connecting arms 2 - working wire 37 of the train line of the locomotive from movable isolated contacts of the coupled heads of the connecting arms 2 of the brake locomotive 35 and the head car 40 - terminal 31 (connected to the negative terminal not shown in FIG. 2 Foot power source).

Identifying the serviceability of the train line of the train, the control unit 33 provides an indication of its serviceability by lighting the lamp 6 ("O") of the light signaling device 9 along the chain:

terminal 13 (powered by the positive output of the working current source not shown in FIG. 2) - lamp 6 “O” - terminal 10 (connected to the negative output of the working current source not shown in FIG. 2);

- pulse of reverse polarity from the control current source identification of the absence of inhibited units in the train when current is not passed through the circuit (FIG. 3):

terminal 31 (powered from the positive output of the control current source not shown in FIG. 3) - working wire 37 of the train line of the locomotive 35 to the movable insulated contacts of the coupled heads of the connecting arms 2 of the locomotive and the head car 40 - working wires 37 of the train line of the head 40, intermediate 41 and tail 42 cars and movable insulated contacts of their coupled heads of connecting arms 2 - movable insulated contact of the rear along the head of the connecting sleeve 2 of the tail car 42 - insulated slide The contact contact of the additional end-termination head 46 is the closed closing contact of the pressure signaling device 45 and the regular semiconductor diode 44 is counter-turned on. Synchronous sending of a pulse from the working current source between the grounding rod 34 and the wire of the locomotive rail ground electrode 29 simultaneously during this period by the control unit 33 is identified by the control unit 33 as the serviceability of the electric circuit of the locomotive rail earthing switch, which is indicated by the light on of the lamp 6 (“O”) ovogo alarm circuit 9 also discussed above. Thus, the serviceability of the train line circuits and the locomotive rail ground electrode wires in the train mode is identified by the driver by continuous burning of the lamp 6 ("O") of the light signaling device 9. The presence of inhibited units in the train, for example, the head car, is identified by the passage of current through the circuit (FIG. .four):

terminal 31 (powered from the positive terminal of the control current source not shown in FIG. 4) - working wire 37 of the train line of the locomotive 35 to the movable insulated contacts of the coupled heads of the connecting arms 2 of the locomotive and the head car 40 - working wire 37 of the train line of the head car 40 to the piston position sensor 38 - closed closing contact of the piston position sensor 38 - wire from the sensor 38 to the control wire 36 - control wire 36 of the train line of the head car 40 - control wire 36 of the train line with a lock tive housings linked by the connecting sleeves heads 2 of the head car and locomotive - terminal 32 (connected to a not shown in FIG.4 terminal of the control power source). By identifying the presence of a braked car as part of a train, the control unit 33 displays its presence by accompanying the lamp 6 (during the period of monitoring the serviceability of the wire of the locomotive rail ground electrode 29) by lighting the lamp 8 (“T”) of the light signaling device 9 in the circuit:

terminal 11 (powered by the positive output of the working current source not shown in FIG. 4) - lamp 8 (“T”) - terminal 10 (connected to the negative output of the working current source not shown in Figure 4). Thus, the presence of inhibited train moving units in the train mode (with serviceable train line circuits and locomotive rail earthing wires) is identified by the driver by the continuous burning of lamp 6 (“O”) by flashing lamp 8 (“T”) of light indicator 9.

The situation of pressure reduction in the brake line of the tail wagon below the standard level

In this situation, the NC contact of the pressure switch 45 is closed, and with a standard implementation by the control unit 33:

- the pulse of direct polarity takes place only the formation of the following circuit (FIG.5);

terminal 32 (powered by the positive output of the control current source not shown in FIG. 5) - control wire 36 of the locomotive train line 35 to the bodies of the coupled heads of the connecting arms 2 of the locomotive and the head car 40 - control wires 36 of the train line of the head 40, intermediate 41 and tail 42 wagons and bodies of their interlocked heads of connecting sleeves 2 - housing of the rear along the head of the connecting sleeve 2 of the tail carriage 42 - housing of the additional head of termination 46 - counter-included additional half Vodnikova diode 43. By identifying in the event of the failure current from a reference current source as a fault line train train composition, the control unit 33 excludes the ignition of the lamp 6 ( "O") of a light signaling device 9;

- pulse of reverse polarity there is a current flow through the following circuit (FIG.6):

terminal L (powered from the positive output of the control current source not shown in FIG. 6) —the working wire 37 of the train line of the locomotive 35 to the movable insulated contacts of the coupled heads of the connecting arms 2 and the head car 40 — the working wires 37 of the train line of the head 40, intermediate 41 and the tail of 42 wagons and movable insulated contacts of their coupled heads of the connecting sleeves 2 - movable insulated contact of the rear along the head of the connecting sleeve 2 of the tail wagon 42 - the insulated contact will complement of the flax end head 46 - closed disconnect contact of the pressure signaling device 45 - according to the included additional semiconductor diode 43 - casing of the additional end flange head 46 - casing of the backward connecting head 2 of the tail carriage 42 - control wires 36 of the tail line 42, intermediate 41 and head 40 wagons and bodies of their coupled heads of connecting sleeves 2 - control wire 36 of the train line of a locomotive 35 from bodies of coupled heads of connecting sleeves 2 of a locomotive head carriage 40 - terminal 32 (connected to a not shown in FIG. 6 minus terminal of the control current source).

In this case, identifying the passage of current from the control current source as the presence of inhibited moving units in the train, the control unit displays such a quasi-deceleration by the lamp 8 ("G") by the light signaling device 9. The synchronous check of the condition of the locomotive rail ground electrode wire 29 carried out by the control unit 33 causes the simultaneous ignition of the lamp 6 ("O") of the light signaling device 9.

Technical results obtained using the proposed method for monitoring the performance of an electro-pneumatic brake

When implementing the train operating mode of the electro-pneumatic brake, the moment of pressure decrease in the brake line of the tail car below the normal level is identified by the driver by the light indication carried out by the control unit — simultaneous flashing of lamp 6 (“O”) and 8 (“T”) of the light indicator 9. At the same time, in spare tanks of cars, the pressure level of compressed air is still sufficient for the driver to provide reliable stopping braking of the entire train.

A comparison of the standard indication of the light indicator lamps when the train line of the train is in good working order and the presence of inhibited movable units in it with their indication when a situation arises of a decrease in pressure in the brake line of the tail car below the normalized level in the train mode is presented in the table.

Mode of operation Status of warning lights O P T Train position G "-" "-" The good condition of the electro-pneumatic brake and its readiness for work. Train position M / "-" "-" Breaking the train line. Malfunctioning electro-pneumatic brake Train position G "-" / M The good condition of the electro-pneumatic brake and its readiness for work. The train has braked moving units. Train position / M "-" / M The beginning of an abnormal decrease in the pressure level in the brake line of the tail car. Note: G - the lamp is on; “-” - the lamp does not light; M / - the lamp blinks at the moment of realization of a direct polarity pulse from a control current source; / M - the lamp blinks at the moment of realization of the reverse polarity pulse from the control current source.

The possibility of carrying out the invention

The possibility of implementing the proposed method for monitoring the performance of an electro-pneumatic brake is achieved by installing an additional termination head with a pressure switch and an additional semiconductor diode equipped with a switching contact in a regular semiconductor diode. An additional semiconductor diode cuts in the conductive direction into the electric circuit from the isolated contact of the additional head of the termination to the disconnecting contact of the pressure switch, and the standard one in the conductive direction from the make contact of the pressure signal to the case of the additional head of the end seal.

As a pressure signaling device, for example, a 115A / 3 pressure signaling device manufactured locally by industry, part 1, p. 49 /, or another analogue thereof can be used, or as an additional semiconductor diode, it can be used similar to a standard semiconductor diode, for example, a semiconductor manufactured by the industry diode type D242.

Information sources

1. Electro-pneumatic brake of railway rolling units. RF patent No. 2243913, MKI B60T 17/22, 7/12. Bull. No. 1, 2005.

2. Krylov V.I., Krylov V.V., Lobov V.N. Brake control devices. - M .: Transport, 1982.

3. "Auto-brake and pneumatic equipment of rolling stock of rail vehicles." Catalog, part 1, Moscow: ASTO Association, 2007.

Claims (1)

A method for monitoring the operability of an electro-pneumatic brake, comprising complementary standard automatic air brake devices of moving units of a train, electric circuit elements, electric air distributors and control devices, while electric circuit elements contain control and working wires located on each mobile unit and connected respectively to heads of connecting arms brake line and to the movable contacts located in the heads, which are they are pressed to the housings by springs, and their elasticity in the interlocked heads, the movable contacts are pressed away from the housings and form separate circuits of the working and control wires of the train line of the train, at the same time, these circuits are shunted by the closing contacts of the sensors for their pistons leaving, and on the tail in a car, these circuits are connected through an additional end termination head with a standard semiconductor diode connected to its housing and a movable contact, at the same time me, the head of the front-end locomotive of the connecting sleeve is fixed on an insulated suspension, as a result of which the movable contact is squeezed from the head housing, in turn, the electric air distributors of the moving units are connected to the power line consisting of the working wire of the train line and used as the return wire of the running rails, communication with which is carried out using a wire of a locomotive rail earthing switch, however, the control devices, among other things, contain a power supply with galvanically dependent on each other and on the locomotive’s battery, control and working direct current sources, from which power is supplied to a control unit located separately or combined with a power supply unit, along with this control unit, at all operating modes of the electro-pneumatic brake, the trains are alternated with direct and reverse polarity from a control current source isolated from running rails, and the passage of a pulse of direct polarity coinciding о with the conductivity of a standard semiconductor diode in an additional termination head, is identified as evidence of the integrity of the train circuit electric circuit and is indicated by the burning of the corresponding light signal lamp, and failure of the indicated pulse is identified as evidence of the integrity of the train circuit electric circuit and is indicated by the blinking of the lamp, at the same the transit time of the pulse of reverse polarity is identified as the presence of a closed state of the make contact at least of one of the mentioned sensors and therefore as evidence of the inhibited state of a car and is indicated by the flashing of an appropriate lamp of the light signaling device, when power is supplied to the corresponding input terminals of the control unit from the crane operator’s controller, caused by movements of the handle of the latter, they are identified by the control unit, which is determined, inter alia, by both the corresponding indication of the lights, and the need, and the normalized polarity of the electrical air supply limiters from the working current source through the output terminals of the control unit, with the locomotive rail earthing wire connected to them and the train line working wire, characterized in that the additional termination head is equipped with a pressure switch and an additional semiconductor diode, the indicated signal device with the tail end crane open the car is set to operate at a pressure level of compressed air, the value of which is predetermined taking into account the error of the signal of the analyzer, the differential pressure of compressed air between the brake line of the head and tail cars of the train is acceptable for operation in the train mode, while the said standard semiconductor diode is connected to the make contact of the pressure signaling device in the conducting direction from the control wire of the train line to its working wire, and to the opening contact the pressure switch connect an additional semiconductor diode in the conductive direction from the working wire of the train line to its control circuit water.

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