RU2473441C1 - Method of controlling freight train - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: invention relates to railway transport, particularly, to freight train brake systems. Proposed method comprises emergent braking of train front, simultaneous injection of command of emergency braking to last car actuators from engine driver cabin and receiving response about execution of said instruction. Note here that last car brake line compressed air power is converted into electrical power. Said electrical power is fed to actuators in response to command to solenoid valve for it to decrease air pressure in brake line.

EFFECT: higher and expanded operating performances.

10 cl, 5 dwg

Description

The invention relates to the field of railway transport, in particular to brake systems of a freight train.

A known method of controlling the brakes of a railway freight train, including applying braking signals by wire to the electro-pneumatic brakes of train cars [Galay E.I., Galay E.E. Brake systems of a railway transport. The design of brake equipment: textbook. allowance; Belarus, Belarus. state un-t transp. - Gomel: BelSUT, 2010, P.199].

The disadvantage of this method are:

- the need to lay an additional electric line along the entire length of the train, which complicates the modernization of the existing system and complicates the introduction of electro-pneumatic brakes on freight cars;

- a general increase in the cost of the brake system, especially noticeable with the mass introduction of such brakes;

- electro-pneumatic brakes require the provision of electrical power to actuators and significantly complicate and increase the cost of the brake design.

The prototype is a method of controlling the brakes of a railway freight train, including emergency braking of the head of the train, the simultaneous submission from the driver’s cab of the emergency braking command to the executive bodies of the last train car and receiving a response about the execution of this command [Pat. RF 2384443, IPC B61H, 13/00, 2010].

The disadvantages of the prototype are:

- the need to lay an additional electric line along the entire length of the train;

- limited functionality associated with the fact that the system that implements the method is essentially intended only to perform one function - emergency braking, which affects the operational performance associated with the management;

- the complexity of the design of devices that implement the method, which increases the cost of the design of the brake system, increases operating costs, and also reduces reliability;

- difficulty in operation due to the preparation for operation of a large number of different devices before the flight.

The objective of the invention is to remedy these disadvantages, namely improving the performance of the brakes, ease of management, reliability and expansion of functionality.

The problem is solved in that in a method for controlling the brakes of a freight train, including emergency braking of the train head, the simultaneous submission of an emergency braking command from the driver’s cab to the executive bodies of the last car and receiving a response on the execution of this command, the compressed air energy of the brake line is converted into brake car energy in the last car electric, which is fed by the executive body on command to the solenoid valve and last reduce the air pressure in the brake master whether.

The command is given in the form of electromagnetic radiation. A command is also given from the driver’s cab for service braking, by which the air pressure in the brake line is reduced slowly by an electromagnetic valve. The electromagnetic valve is used as an air pressure sensor in the brake line of the last car. The response is formed by means of an emitter of electromagnetic radiation, while electrical energy is also supplied to the emitter. The electromagnetic radiation of the response is formed in the visible part of the spectrum. They form a response by means of an emitter of electromagnetic and visible radiation. By the appearance of radiation, the presence of air is judged, and by the disappearance of radiation - the absence of air in the brake system. Radiation is generated by a signal from a pressure sensor when compressed air reaches a pressure value that is monitored during operation of the brakes, and this radiation is blocked at a pressure below this value. Radiation is generated both as a response and by a signal from a pressure sensor, while accordingly the radiation parameters are distinguished from each other.

These distinctive features allow you to achieve the following advantages compared with the prototype.

Conversion of the energy of the compressed air of the brake line into electric energy on the last carriage, its supply by the executive body at the command of the electromagnetic valve and the reduction of the air pressure in the brake line by the latter make it possible to simplify the design of the brake system of the train and increase its reliability. In addition, the time of arrival of the brake wave to the middle of the composition is reduced, which improves the operational characteristics of the brakes.

Issuing a command in the form of electromagnetic radiation simplifies the design of the brake system and improves the operational characteristics of the brakes, since it allows you to abandon the wires passing through the entire train, which require connections between the cars when forming the train.

Submission of a command from the driver's cab for service braking, by which the electromagnetic valve reduces the air pressure in the brake line at a slow pace, increases the convenience of managing the brakes and expands the functionality.

The use of an electromagnetic valve as an air pressure sensor in the brake line of the last car expands its functionality, since it allows dispensing with a manometer, which usually checks the pressure in the brake line of a tail car when checking train brakes.

The formation of a response by means of an emitter of electromagnetic radiation, in which electric energy is supplied to the emitter, increases the convenience in controlling the brakes, as it reduces the time between the moments of command and response.

The formation of electromagnetic radiation of the response in the visible part of the spectrum simplifies the design of the brakes and expands the functionality, since it allows you to directly monitor the response without devices, including those involved in preparing the train for the flight, for example, inspectors.

The formation of the response by means of an emitter of electromagnetic and visible radiation enhances the convenience in controlling the brakes, as it allows the driver to receive information directly in the locomotive's cab, and expands its functionality, facilitating the reception of this information by interested persons located near the train.

The judgment on the appearance of radiation about the presence of air, and on the disappearance of radiation - about the absence of air in the brake system makes it possible to control the flow of air into the brake system of the tail of the train, as well as the air outlet from this system. All this enhances management convenience and expands functionality.

The generation of radiation by a signal from a pressure sensor when the compressed air reaches a pressure value that is monitored during operation of the brakes, and blocking this radiation at a pressure below this value allows you to check the pressure value of the compressed air in the brake line of the last car directly from the locomotive cab, which increases ease of use and expands functionality.

The formation of radiation as a response and according to the signal from the pressure sensor and the implementation of the corresponding radiation parameters that are distinctive from each other can expand the functionality and improve the convenience of controlling the brakes. Due to this, pressure testing can be carried out at several stages - initial, when compressed air fills the brake line of the tail of the train, final, when the pressure in the last car should not be lower than a certain value, as well as intermediate, when during service braking the pressure decreases by a certain amount.

The invention is illustrated by drawings.

Figure 1 shows the rear side of the cargo tail wagon.

Figure 2 shows a diagram of a solenoid valve.

Figure 3 shows a diagram of a solenoid valve with a pressure sensor.

Figure 4 shows a diagram of the unit and its connection option.

Figure 5 shows the emitter with radiation sources of several colors.

An aggregate 2 is placed on the tail car 1, the pneumatic line 3 of which is connected to the car brake line (TM) sleeve 4, and the electric line is connected via cable 5 to the emitter 6 located in the buffer zone 7 of the car. The unit has a kinematically connected pneumatic engine (turbine) 8 and a generator 9, an electromagnetic valve 10 with a pressure sensor (pneumatic relay) 11, electrically connected through an actuator 12 to a generator, and pneumatically through an input with line 3 and with an outlet atmosphere . At the same time, the executive body has the ability to supply the solenoid valve with the commands "emergency braking" and "service braking", respectively, voltages of different polarity.

The electromagnetic valve contains a housing 13 with an inlet 14 and an outlet 15 nozzles, between which a locking member 16 is installed with an opening 17 closed by a plug 18, fixedly mounted together with a magnet 19 on a spring 20, cantileverly mounted on the end 21 of the two shoulders of the lever connecting the locking member with the membrane 22, the other end 23 of which is pressed against the support 24. The locking element and the magnet are placed in the electromagnetic field created by the coil 25. The support can be made in the form of an elastic element 26 with a contact 27 interacting with a fixed circuit ktom 28. The emitter contains radiating elements of one 29 and another 30 colors. The locking member has an axial magnetization opposite to a magnet.

The method is implemented as follows.

Before sending a freight train on a tail car 1, a unit 2 is fixed using a universal (or standard) mount and connected via a pneumatic line 3 to a sleeve 4 of the car’s brake system (FIG. 1). Also, using a universal or standard fastener, a radiator 6 is placed in the buffer zone 7 of the car, one emitting element 29 of which, for example, is yellow (G) and the other is blue (C).

To release the brakes of the train, compressed air is supplied to the brake system of the composition, which through the sleeve 4 enters the pneumatic line 3 of the unit 2. In this case, the turbine 8 and the generator 9 begin to rotate, as a result of which the latter generates a voltage that is supplied to the emitter element 29 and causes a glow yellow signal light informing the driver (inspectors) that the release wave has reached the tail carriage and the brakes are charging. At the same time, air enters the inlet pipe 14 of the electromagnetic valve 10 (figure 2). After some time, the train can go on a flight.

Upon receipt by the executive body 12 of the emergency braking command, a voltage is applied to the coil 25, at which a north (N) pole is formed at the end closest to the locking member 16. As a result of this, the locking element is attracted to the coil, turning together with the end 23 of the two shoulders of the lever on the support 24, deforming (bending) the membrane 22. The pipe 15 is opened for air to exit from line 3 and, therefore, from the tail of the train brake system, which leads to simultaneous braking of head and tail cars, helps to prevent compression of the composition and excessive loads on the power elements of the cars. Note that since air from the brake system now leaves through two holes (from the head and tail of the train), the brake wave will reach medium-sized cars much faster than with the usual braking method.

To perform service braking, a command is issued from the locomotive cab, in which the actuator 12 generates a voltage on the coil 25, forming a south (S) pole at the end. In this case, a force arises that presses the locking member 16 against the inner wall of the housing 13 and attracts the magnet 19 to the coil together with the plug 18. Air begins to flow out of line 3 and the brake system of the tail car through a small hole 17 (pressed against the wall of the locking member 16) and the pipe 15 to the atmosphere. Due to this, a low rate of pressure drop in the brake system is maintained, which causes service braking of the train. It should be noted that the air outlet from the hole 17 can be arranged not into the atmosphere, but into the turbine 8, as a result of which the load caused by the operation of the coil 25, i.e. the efficiency of the unit will increase. After the termination of the command, the plug 18 together with the magnet 19 is returned to its original state under the action of the spring 20, and the air outlet is stopped. By changing the frequency (duration) of the command pulses, it is possible to adjust the rate of decrease in pressure in the brake system.

To increase the information content of the response, the electromagnetic valve is used as an air pressure sensor in the brake line of the last car (Figs. 3, 4). When brakes are released, the trains are supplied with compressed air to the braking system, the turbine 8 and generator 9 begin to rotate, as a result of which a yellow signal light (Fig. 5) lights up, informing the driver that the tempering wave has reached the tail carriage. At the same time, air enters the inlet pipe 14, acting on the membrane 22. As the pressure increases, the membrane begins to rise, overcoming the elastic force of the element 26. When the pressure reaches the minimum acceptable value for the operation of the brakes, for example 4 kg / cm ² , contacts 27 and 28 are closed. connecting the emitter 30 to the "ground" and causing the glow of the blue signal light. The simultaneous operation of the yellow and blue signal lights (Fig. 5) gives the driver the impression of a green light, indicating that air has reached the required pressure in the rear of the train. If, for some reason, the air pressure in the brake system of the end of the composition drops below the specified value, the contacts open, the blue light goes out, and the emitter burns with a yellow light. Thus, the radiation is formed as a response by the signal of the pressure sensor, while performing accordingly the radiation parameters are distinctive from each other (radiation is sent at different wavelengths). By changing the height of the position of the contact 28, you can adjust the threshold of the pressure sensor. If necessary, use these signals in the invisible part of the spectrum of electromagnetic radiation.

After the flight, unit 2 and emitter 6 are dismantled and installed on the tail carriage of another train leaving for the next flight.

The implementation of the invention will allow for minimal material costs to facilitate the management of the brake system of a freight train, improve the operational characteristics of the brakes and improve traffic safety without interfering with the existing brake system of cars.

Claims (10)

1. A method for controlling the brakes of a freight train, including emergency braking of the head of the train, the simultaneous submission of an emergency braking command from the driver’s cab to the executive bodies of the last car and receiving a response about the execution of this command, characterized in that the compressed air energy of the brake line is converted into brake car last electric, which is supplied by the executive body on command to the electromagnetic valve and the last to reduce the air pressure in the brake line. 2. The method according to claim 1, characterized in that the command is served in the form of electromagnetic radiation. 3. The method according to claim 1, characterized in that from the driver’s cab a command is also given for service braking, by which the electromagnetic valve reduces the air pressure in the brake line at a slow pace. 4. The method according to claim 1, characterized in that the electromagnetic valve is used as an air pressure sensor in the brake line of the last car. 5. The method according to claim 1, characterized in that the response is formed by means of an emitter of electromagnetic radiation, while electrical energy is also supplied to the emitter. 6. The method according to any one of claims 1 to 5, characterized in that the electromagnetic radiation of the response is formed in the visible part of the spectrum. 7. The method according to any one of claims 1 to 5, characterized in that they form a response by means of an emitter of electromagnetic and visible radiation. 8. The method according to any one of claims 1 to 5, characterized in that by the appearance of radiation they judge the presence of air, and by the disappearance of radiation - the absence of air in the brake system. 9. The method according to any one of claims 1 to 5, characterized in that the radiation is generated by a signal from a pressure sensor when compressed air reaches a pressure value that is monitored during operation of the brakes, and blocking this radiation at a pressure below this value. 10. The method according to any one of claims 1 to 5, characterized in that the radiation is generated both as a response and by a signal from a pressure sensor, while accordingly the radiation parameters are distinguished from each other.

Images