RU2496670C2 - Method and device for control over higher-tonnage and length train brakes - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: invention relates to control over train brakes. In control over higher tonnage and length train brakes brake pressure is distributed uniformly over the whole rolling stock. Brake signal is transmitted from locomotive to all cars via radio channel. Car bake kinetic energy is converted into electric power to be used in response to said electric signal for car air brake assy control for uniform braking of the whole rolling stock.

EFFECT: uniform force distribution over brake pads, decreased braking length, electric power saving.

14 cl, 1 dwg

Description

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

A common problem when driving passenger and freight trains of increased weight and length is (along with other problems) the quality of braking, i.e. when braking, for example, when stopping at a station, braking now starts from the head of the train. The locomotive starts to slow down, then the head carriage, etc. up to the last, this is due to the design features of the construction of the brake air line.

As a consequence of this, it is required to solve the following particular subproblems:

- reduction of dynamic forces in the composition during braking;

- reduction of braking distance and time to a complete stop;

- uneven wear of brake pads along the length of the composition;

- providing synchronous braking control throughout the train.

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

The disadvantages of this system are:

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

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

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

It is known "Device for monitoring the integrity of the brake line of a train on the UKTM radio channel", see the article by V.V. Krylov “Autobrakes for trains of increased weight and length: Technical condition, problems, prospects”. Lokomotiv Magazine. 2006, No. 8 p. 27-29.

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

A known brake control system for trains of increased weight and length, consisting of locomotive and wagon half-sets of equipment, which are located respectively in the cab of the locomotive and on a free coupler of the tail of the train. Each half-set consists of an antenna-feeder device, a filter, an indication unit, a radio modem, a power source, a pneumatic unit, and a computer. Radio modems are designed to transmit command overhead information over a radio channel in the noise-immune coding mode. A locomotive braking regulator is installed in the locomotive cabin, which determines the control mode of the brakes according to changes in air pressure in the braking equipment of the locomotive. The locomotive braking controller by means of cables is connected respectively to the remote control, radio modem and signal interface with the automatic brake control system. The technical result consists in providing the necessary reliability of the transmission of service information and commands over the air, automatic determination of the control modes of the train’s pneumatic brakes and type of braking, automatic control of the train’s pneumatic brakes from the head and tail of the train from the locomotive’s safety systems - PROTOTIP, see RF patent No. 2385247.

The disadvantages of the prototype are: lack of braking efficiency, which starts with a locomotive and a tail car, and on both sides of the middle of the train, braking does not work until the braking wave propagates throughout the trunk, i.e. a long braking distance for a long time to a complete stop and the brake pads wear out unevenly, as well as the presence of a battery that requires recharging, and even more so at minus temperatures.

The technical task of the claimed solution is to increase the quality of braking due to:

- reducing braking distance and time to a complete stop;

- smooth braking;

- almost complete removal of dynamic loads;

- uniform distribution of effort on the brake pads along the entire length of the composition.

To solve this problem, we propose a method and device for controlling brakes of trains of increased weight and length, based on the uniform distribution of braking force simultaneously over the entire train, characterized in that the braking signal from the locomotive is transmitted to all train cars via the radio channel, where it is accepted for execution each carriage, the kinetic energy of braking of the carriage is converted into electric energy and is used according to the above signal to control the brake carriage pneumatic unit of the car , thereby ensuring uniform braking of the entire composition; a device consisting of locomotive and car half-sets of equipment located respectively in the locomotive cab and in each car, including radio modems, a radio channel, microcontrollers, a keyboard and indication unit, a driver’s crane, a car pneumatic block, a car half power unit contains a flywheel drive, the flywheel itself a DC voltage generator and a voltage stabilizer connected in series, with a DC voltage generator located on the flywheel shaft; the flywheel can be made in the classic purely mechanical version, either in a vacuum chamber or on a magnetic suspension.

The drawing shows a structural diagram of the device, which shows: 1 - locomotive radio modem (RM), 2 - locomotive braking controller, 3 - microcontroller (MS), 4 - keyboard and display unit, 5 - driver braking crane, 6 - circuit power source locomotive, 7 - wagon radio modem, 8 - wagon microcontroller, 9 - wagon pneumatic unit, 10 - flywheel drive, 11 - flywheel, 12 - direct current generator, 13 - wagon direct current stabilizer, 14 - composition pneumatic brake line, 15 - atmosphere, 16 - radio channel, A1 - antenna of the radio modem locomotive , A2-AN - antenna radio modems carriages (composition).

The circuit has the following connections.

Scheme of the locomotive part.

The MC3 input / output by the first bi-directional bus is connected to the input / output of the radio modem 1, the output of which through the antenna A1 forms the I / O of the radio channel 16. The input of the power supply 6 is connected to the on-board power supply circuit of the locomotive with a DC voltage of 50 V. The output of the braking crane of the driver 5 is mechanically connected to the brake pneumatic line of composition 14 and to the information input MC3 electrically, the second bi-directional bus MS3 is connected to the control input of the crane operator 5 directly in the case of an electronic crane of the driver 5 or via ulyator locomotive brake 2 at its mechanical performance, communication keypad and display unit are not shown.

Scheme of the carriage part (of each carriage of rolling stock).

A radio channel 16 of the entire composition through an individual antenna of each car A2-N is connected to a radio channel 7, the output of which is connected by a bi-directional communication bus to MC8, the output of which is connected by a bi-directional bus and a car air unit 9, the output of the latter is connected to a brake pneumatic line of composition 14 in a pneumatic unit 9, a flywheel drive is installed on the axis of which the flywheel 11 is located directly or through a gearbox. On the output shaft of the flywheel 11 is a DC generator 12 power supply of the electronic part of the carriage device through the stabilizer 13.

Structurally, the system (the electronic part of the device in the locomotive and in each car) is made in the form of blocks and contains interconnected cable of the system interface equipment designed for installation on the locomotive and in each car.

Equipment intended for installation on a locomotive and in cars includes:

Antennas A1-AN: mounted on a locomotive and each car. The keyboard and display unit 4 is intended for entering data into the MC3, which is necessary for synchronizing carriage devices, setting braking modes, etc., as well as for indicating the status of brakes, braking modes, testing brakes, etc. MC8 has an interface for exchanging with external devices.

Radio modem 1 and 7 is designed to organize simplex transmission of digital information on radio channel 16.

Power supply 6 - pulse converter - designed to power the electronic parts of the device.

Driver's crane 5 - a braking device designed to control the pneumatic brakes of a locomotive and train.

The MC8 microcontroller is designed to organize the operation of the carriage electronic part of the device.

The pneumatic unit 9 is a wagon — an electromechanical device — which connects the brake line 14 to the atmosphere 15 by means of electro-pneumatic valves and can additionally include an air pressure sensor.

The drive 10 of the flywheel 11 is designed to rotate the flywheel during the discharge of air in the brake line during braking.

Flywheel 11 serves to continue its rotation after stopping the train for the duration of its run-out, as on the flywheel shaft there is a direct current generator for generating voltage through the power supply stabilizer 13 of the electronic part of the carriage device.

The method and device operate as follows.

After the composition of the driver’s MC1 is formed, all the necessary information about the upcoming route is entered, such as the destination, stops along the route, the route, turns, descents / ascents, travel times of track sections, etc. This information is entered either from the keyboard 4 or from a memory card or via a radio channel. After which the driver carries out a technological check of the brake pneumatic line of composition 14, during which in each car through the chain: car pneumatic unit 14, the drive 10 is untwisted by the flywheel 11 and the generator 13 generates a direct current voltage, which is stabilized by the stabilizer 13 and supplied to all electronic nodes of the car half-set, which is ready for operation, the MC8 is reset to zero and through the radio modem 7 and the radio channel 16 informs the MC3 of its readiness. After collecting the readiness of all wagon half-sets, the driver begins to move. Flywheel 11 continues to spin due to its stored energy. It should be noted that the flywheel 11 can be made in several versions: purely mechanical in the thrust bearings weighing 1.5-2 kg can spin without twisting for 10-12 minutes, in a vacuum chamber for up to 30 minutes, on a magnetic suspension for up to 1.5 hours. During movement there are always sections of the road with braking, namely: turns, descents, stations, etc. on which the flywheel 11 is tightened up all the time. At the same time, with the beginning of braking, the start signal of braking and the amount of braking force are transmitted to the MC8 of all the cars on radio channel 16: weak, medium, large, or emergency; this signal acts on the braking system of each car through the radio modem 7, MC8 and the pneumatic unit 9. Thus, simultaneous braking of each train car is ensured, which eliminates dynamic loads and ensures smooth braking, and the time to a complete stop and the distance of the braking distance is reduced by almost half.

The undoubted advantage of the proposed technical solution is the autonomy of the braking circuit of each car, the simultaneity of their work and the lack of special power: +50 V in the car chain from a locomotive or battery.

Claims (3)

1. A method for controlling the brakes of trains of increased weight and length, based on the uniform distribution of brake pressure simultaneously throughout the train, characterized in that the brake signal from the locomotive is transmitted to all train cars on the radio channel, where it is accepted for execution, for which kinetic energy is in each car the braking of the car is converted into electric and is used according to the above signal to control the brake car pneumatic unit of the car, thereby ensuring uniform braking of all pose. 2. The brake control device for trains of increased weight and length, consisting of locomotive and wagon semi-sets of equipment located respectively in the locomotive cab and in each wagon, including radio modems, a radio channel, microcontrollers, a keyboard and display unit, a driver’s crane, a wagon pneumatic unit, different the fact that the power supply unit of the car half-set contains a flywheel drive, a flywheel directly, a DC voltage generator and a voltage stabilizer connected in series, There is a DC voltage generator on the flywheel shaft. 3. The device according to claim 2, characterized in that the flywheel can be made either in the classical purely mechanical version, or in a vacuum chamber, or on a magnetic suspension.