RU2600470C1 - Railway vehicle braking control system - Google Patents

Abstract

FIELD: transportation.

SUBSTANCE: invention relates to railway transport and intended for electropneumatic control over railway vehicle braking system. Railway vehicle braking control system has on each unit forming part of vehicle, pneumatic air distributor, connected to pneumatic brake line, controller, electropneumatic unit, including connected to controller electrically driven braking air valve designed for brake line connection with atmosphere, electropneumatic release valve, intended to connect brake line with air distributor working chamber, and pressure sensor. Pressure sensor is connected to braking line and controller. Controller is connected with locomotive control unit, to which driver's brake valve is connected, which is connected to pneumatic brake line.

EFFECT: higher reliability of brake system, reduced time of full release.

6 cl, 2 dwg

Description

The invention relates to the field of railway transport and is intended for electro-pneumatic control of the brake system of a railway vehicle.

Known electro-pneumatic brake of a railway vehicle, containing on each unit of the vehicle a brake line, a pneumatic air distributor, a brake cylinder, a compressed air source made in the form of a reservoir in communication with the brake line through a check valve, as well as electromagnetic braking and tempering valves. The electromagnetic braking valve is pneumatically connected to the brake line, and the electromagnetic release valve is connected to a source of compressed air and the brake line. The pneumatic air distributor is connected by channels to the brake line and the brake cylinder. An additional electromagnetic brake valve with a calibrated hole is pneumatically connected to the brake line, and an additional electromagnetic release valve with a calibrated hole connected to the brake line is connected to the compressed air source (see patent No. 111497, published December 20, 2011, IPC В60Т 13/68).

Known electro-pneumatic brake has several disadvantages:

- the presence of a reservoir - a source of compressed air, increasing the "parasitic" volume of the brake line, worsening the passage of the tempering wave during rapid repeated (no time to replenish the reservoir) braking and tempering (especially in mountainous areas of movement) and limiting the length of the composition by the time of charging the brake. In addition, this volume creates a load on the driver’s crane (due to the lack of passage sections), not allowing it to increase the pressure in the brake line with sufficient speed when charging. The same volume limits the possibility of using “overcharging” to accelerate replenishment of HM with compressed air, since the probability of recharging the head of the train with “supercharged” pressure (head release) increases;

- the presence of two additional points of connection to the brake line, which reduces its strength, pneumatic density and reliability;

- unjustified presence of a check valve and two additional electro-pneumatic valves, which reduces the reliability of the brake system and increases power consumption;

- unjustified presence of an additional electromagnetic braking valve with a calibrated hole, performing delayed discharge of the brake line, similar to the discharge of the brake line when the position of the handle of the crane driver. This position of the driver’s crane is used in long trains with pneumatic brake control to equalize the speed of the brakes (filling the brake cylinders (TC) with compressed air) in the head and tail of the train. When applying the electro-pneumatic control of train brakes, the brakes are applied almost simultaneously along the entire length of the train, so alignment of the braking speed is not required, there is no need to use the Va position;

- unjustified presence of an additional electromagnetic release valve with a calibrated orifice connected to a source of compressed air pneumatically connected to the brake line (TM), since the release rate of the air distributor, when the TM is sufficiently fast, is limited by the speed of filling the spool chamber (ZK) of the air distributor through calibrated openings the main part and does not depend on the speed of filling the TM - there is no need to slowly fill the TM during the vacation (vacation and so on so rather slowly). There is no need to equalize the tempering speed in the head and tail of the train in long trains, since with electro-pneumatic brake control, the response occurs simultaneously along the entire train length;

- the inability to perform step-by-step tempering with the “flat” mode of dispensing the air distributor on, since with a slight increase in pressure in the ТМ, full tempering can occur due to the discharge of the working chamber of the air distributor (РК) in the ТМ and ЗК in the main part (МЧ);

- tightening of the full vacation in time when the "mountain" mode of tempering of the air distributor is switched on due to the increased parasitic volume of the TM;

- a limitation on the length of the train in the "mountain" mode of tempering of the air distributor due to the delayed tempering of the tail of the train;

- the lack of the possibility of forced remote brake release, for example, in a hill park (brake release of each car after the TM is completely discharged is carried out when the personnel of the park pass along the train by pressing the forced release handle) and when the brake system is accidentally recharged with “supercharged” pressure;

- lack of unification, the need to adapt the layout of electro-pneumatics for various types of cars;

- high complexity of installation of equipment.

The technical result to which the claimed invention is directed is that the brake control system of a railway vehicle provides:

- increasing the strength, pneumatic density and reliability of the brake line due to the absence of any additional insertion points in it;

- lack of volume that increases the "spurious" equivalent length of the brake line;

- improving the reliability of the brake system due to the lack of a check valve, two additional electro-pneumatic valves;

- reducing the time of full vacation due to the acceleration of the simultaneous discharge of RK in TM and ZK;

- removal of restrictions on the length of the composition of the brakes when the "mountain" mode of vacation of the air distributor;

- the possibility of forced remote release of the brake when recharging the brake system with "supercharged" pressure and on the sorting slides with a fully discharged TM (giving a special command);

- the ability to run the train in the "mountain" mode across any terrain, without switching the vacation mode of the air distributor (saving time on preparing the train for movement at the VET service points);

- reduction of longitudinal-dynamic forces during vacation;

- elimination of the probability of spontaneous release of brakes in part of the train or in the whole train (on a flat holiday mode) in the event of a malfunction of the outlet electro-pneumatic valve on only one car;

- simplification and acceleration of the installation process of the electro-pneumatic unit in the braking system of a unit of a railway vehicle (installation and dismantling is carried out using four nuts);

- unification and the possibility of installing one electro-pneumatic unit on all types of cars and locomotives.

The claimed technical result is achieved in that the brake control system of a railway vehicle contains located on each unit that is part of the vehicle, a pneumatic air distributor connected to the pneumatic brake line, a controller, an electro-pneumatic unit including an electro-pneumatic braking valve connected to the controller, designed for connecting the brake line to the atmosphere, and an electro-pneumatic holiday valve designed to connect the channel of the brake line with the working chamber of the air distributor, as well as the pressure sensor connected to the brake line and the controller, while the controller is connected to a control unit mounted on the locomotive, to which the driver’s crane is connected, connected to the pneumatic brake line.

The electro-pneumatic unit may further comprise pressure sensors connected to the brake cylinder and the working chamber of the air distributor.

The communication of the controller, control unit and pressure sensors is carried out via wired or wireless (for example, over the air) communication.

The power supply of the electro-pneumatic unit is carried out using a battery.

The invention is illustrated by drawings, where

FIG. 1 is a block diagram of a braking control system of a railway vehicle;

FIG. 2 is a diagram of an electro-pneumatic unit.

The proposed braking control system for a railway vehicle includes an electro-pneumatic unit 1 located between the mounting flanges of a two-chamber reservoir (DR) 2 and the main part (MCH) 3 of a pneumatic air distributor, for example, No. 483 installed on each car 4 and each section of locomotive 5 (see Fig. 1, which considers the case of a single-section locomotive). To filter compressed air at the inlet of the air distributor, an inlet filter (not shown) is used.

The electro-pneumatic unit 1 (Fig. 2) is a housing on which an electro-pneumatic braking valve 6 is arranged for connecting the brake line (TM) 7 to the atmosphere, an electro-pneumatic tempering valve 8 for connecting the channel TM 7 with the working chamber 9 of the air distributor. In the housing there are channels connecting the air distribution chambers in accordance with FIG. 2 - channel 10 of the brake line 7, channel 11 of the working chamber 9, channel 12 of the spool chamber (ZK) 13, channel 14 of the additional discharge of the brake line (KDR).

The electro-pneumatic unit 1 contains at least one pressure sensor 15 (Fig. 2) connected to the brake line 7.

The electro-pneumatic valves 6, 8 and the pressure sensor 15 are connected to the controller 16 located on each car 4 and each section of the locomotive 5. The controller 16 is connected to the control unit 17 located on the locomotive 5 - on the crane of the driver 18. The controller 16 receives and processes the commands the control unit 17, and also directly controls the electro-pneumatic valves 6, 8 and receives data from the pressure sensor 15. Communication and data exchange between the control unit 17 and the controllers 16, as well as between the pressure sensor 15 and the axis controller 16 Available via wired or wireless (for example, over the air) communications. Signals (braking, vacation, braking stage, vacation stage, full vacation, etc.) are encoded using a modem (not shown in the drawing) and can be transmitted through wire line 19 even if there is a constant voltage or alternating voltage of low frequency in the wire ( 50 Hz) used to power the electronic and electro-pneumatic parts of the vehicle brake or via radio. The controller 16 is powered by a battery 20, which can be charged from an axial generator (not shown) installed on each carriage 4, or using a wired power line 19 passing through the entire rolling stock from a locomotive 5. Power supply to the controller 16 located on the locomotive 5, is carried out from the battery 20, the charging of which can be made from the supply network of the locomotive. The same line can be used to transmit modulated brake control signals, as well as to transmit telemetry signals from each car 4 and each section of the locomotive 5 to the control unit 17. Using modulated signals for communication between the controllers 16 and the control unit 17 reduces the effect of external electrical noise and traction currents for brake control. Since there is the use of an electro-pneumatic sleeve used on passenger rolling stock, it is possible to duplicate the supply (signal) line to increase the reliability of communication and power supply. The connecting sleeve is designed in such a way that when the train breaks, the brake line 7 and two wires (main and additional) of the power supply to the brake system break, while the electro-pneumatic valves 6, 8 are de-energized, which leads to the activation of pneumatic brake control and to the stop of the train without controller 16 (only a pneumatic air distributor is involved). It is possible that when the train breaks, the controllers 16 (switched to battery power 20) closest to the breakage point form an emergency braking command. The command is transmitted through the communication line to the head and tail of the train, all the vehicle controllers 16 uniformly and simultaneously discharge TM 7, so that the train stops without strong dynamics. In the event that only TM 7 is interrupted or compressed air leaks from TM 7 (without supply line breakage 19), the train spontaneously brakes due to the operation of the air distributors, the controller 16, using the pressure sensor 15, detects a decrease in pressure in TM 7 to a certain value and transmits the information to the control unit 17 to the locomotive 5. In the future, this information received from the controllers 16 can be used to determine the place of leakage from the brake line 7. If the control unit 17 or ashinistom detected pressure sensor fault 15, a decision on the further movement or an emergency stop of the train. In the event that only the supply (signal) wires 16 are broken (or the contacts in the connections are worsened) without damage to the TM 7, then the controllers 16 (powered by batteries 20) automatically put the brake system into pneumatic control mode from the crane 18 on TM 7, de-energizing valves 6, 8, or switch to radio control (if any). In addition, there is no need to control the integrity of the rolling stock, as reception by the control unit 17 of telemetry from the last car is a confirmation of the integrity of the entire train. In addition to telemetry, diagnostic information, information on the number of the car, the availability of cargo, their quality characteristics, etc. can be transmitted to the control unit 17 from each car 4.

The proposed brake in various modes works as follows.

The driver while driving the train performs manipulations with the pneumatic crane of the driver 18, as when controlling a regular pneumatic brake. The control unit 17, located on the valve 18, converts the pneumatic brake control commands into modulated signals - the electro-pneumatic brake control commands, which are first simultaneously or via a chain to the modems of the controllers 16, and then, after processing, they go directly to the electro-pneumatic valves 6, 8 In the brake line 7 of the train, the pressure changes in accordance with the actions of the driver. If necessary, the transition only to pneumatic control can be performed by issuing a command from the control unit 17 to de-energize all valves and this will not interfere with the brake control process. In this case, the pneumatic diagrams of the braking systems of the car 4 and the locomotive 5 are fully consistent with the typical scheme for switching on the cargo pneumatic air distributor. Thus, in order to switch to traditional pneumatic control, both valves 6, 8 must be de-energized. In this mode, the train brake is controlled by the crane 18 located on the locomotive 5, and control signals are transmitted along the brake line 7 in the form of a corresponding decrease or increase in steady-state pressure. Electro-pneumatic valves 6, 8 do not participate in the operation of the brake.

Charging the braking system of car 4 and each section of the locomotive 5 with compressed air (all chambers - ZK 13, RK 9 and spare tank 21) - preparing for the braking action - is carried out when all the electro-pneumatic valves 6, 8 are de-energized and is similar to charging with pneumatic control via cavities and channels of the air distributor from the supply TM 7.

Braking condition. The driver with a pneumatic brake valve 18 reduces the pressure in the TM 7, the control unit 17 generates a command in which the pressure is set to which the TM 7 must be discharged (braking stage). The controllers 16, having received a command from the control unit 17, set the electro-pneumatic braking valve 6 under current, the electro-pneumatic tempering valve 8 is de-energized. Valve 6 communicates the TM 7 cavity with the atmosphere. During braking, the ТМ 7 is simultaneously discharged into the atmosphere along the entire length of the train, and through the pneumatic regulator (not shown) of the main part 22 of the air distributor, the shopping center 23 from ЗР 21 is filled with compressed air. The pressure in ТМ 7 is controlled by the gauge 15. Information on pressure in TM 7 from the sensor 15 enters the controller 16 and in case of reaching a predetermined value or after a predetermined time, the controller 16 generates a command to close the valve 6, the discharge of TM 7 stops. After the discharge of ТМ 7 to the required pressure (determined by the braking mode), a state occurs when the pressure in ТМ 7 does not change, both valves 6, 8 are de-energized, in the TC 23 the air distributor maintains the compressed air pressure proportional to the decrease in pressure in ТМ 7.

Step braking. The driver can perform the braking with the pneumatic crane 18 not in one step, but in steps, with a time delay after each braking step, in this case the control unit 17 generates a command in which the pressure is set to which TM 7 must be discharged from the steady-state value, while valve 6 is set to current, valve 8 is de-energized. The pressure sensor 15 captures the pressure in TM 7 and transfers it to the controller 16. Upon reaching the specified value or after a certain time, a command is issued to bring the valves 6, 8 to a de-energized state. The air distributor increases the pressure in the brake cylinder 23 in proportion to the decrease in pressure in TM 7.

Full vacation status. The control unit 17 generates a command full vacation, each controller 16 in the composition, having accepted the command, sets the valve 8 under current, while the valve 6 is de-energized. The controller 16 with the help of the sensor 15 captures the pressure in the TC 23 and when the pressure in the TC 23 reaches a value close to zero, or at the end of a certain period of time, it generates a command to put the brake line into the shut off state (electropneumatic valves 6, 8 are de-energized).

Forced release of the brakes in the hill parks for preparing the trains for dissolution is performed when the control unit 17 generates the appropriate command, while the controller 16 sets the valves 6 and 8 under current, the air from TM 7, PK 9 enters the atmosphere, the brake is completely discharged (except for SR 21 ) and lets go. After a full vacation or at the end of a predetermined period of time, valves 6 and 8 can be de-energized.

Step vacation. The driver can perform brake release not in one go, but in steps with time delay after each step. This is possible when the “mountain” holiday mode is activated on all air distributors. To do this, without changing the position of the handle of the pneumatic valve 18, the driver presses the release control button located on the control unit 17. The control unit 17 generates a corresponding command and transfers it to the controllers 16. The controllers 16, having received the command, set the valve 8 under current for a given short a period of time, valve 6 is de-energized. Further, the valve 8 is de-energized, providing the condition of the shutoff ТМ 7. There is a decrease in pressure in RK 9 of the air distributor by a certain amount and a corresponding decrease in pressure in the shopping center 23. The driver can repeat this procedure several times until the brakes are completely released (control can be carried out using the pressure sensor in the shopping center 23 ), after which he can put the crane of the driver 18 in the full release position. For more precise control of the stepped tempering, a pressure sensor connected to the working chamber of the air distributor (not shown) can be used.

A pressure sensor (not shown in the drawing) connected to the TC 23 can be used to diagnose malfunctions in the air distributor.

To ensure the required rate of filling of the TC 23 with compressed air (during braking), as well as the required rate of release of the TC 23 from compressed air (during tempering), it may be necessary to modify the brake and release valves of the regulator of the main part of the air distributor in terms of increasing the flow cross sections. This revision will not have any negative effects on the operation of the air distributor with pneumatic and electro-pneumatic control.

The inventive braking control system of a railway vehicle allows:

- reduce power consumption by the braking system of the car;

- accelerate the process of discharging the brake cylinder;

- reduce the vacation time of the locomotive and each car individually and increase the uniformity of the vacation process in the train as a whole;

- reduce longitudinal-dynamic forces during vacation;

- reduce the time of preparation of the train for movement during vacation;

- determine the place of leakage of compressed air from the brake line or a faulty air distributor, causing spontaneous operation of the brakes;

- increase the safety of train traffic.

Claims (6)

1. The brake control system of a railway vehicle, comprising a pneumatic air distributor connected to the pneumatic brake line, a controller, an electro-pneumatic unit including an electro-pneumatic brake valve for communicating with the brake line, located on each unit included in the vehicle with atmosphere, and an electro-pneumatic tempering valve designed to connect the brake channel lines with a working chamber of the air distributor, as well as a pressure sensor connected to the brake line and the controller, while the controller is connected to a control unit mounted on the locomotive, to which the driver’s crane is connected, connected to the pneumatic brake line. 2. The railway vehicle braking control system according to claim 1, wherein the electro-pneumatic unit further comprises pressure sensors connected to the brake cylinder and the working chamber of the air distributor. 3. The braking control system of a railway vehicle according to claim 1 or 2, in which the communication of the controller, control unit and pressure sensors is carried out through a wired connection. 4. The brake control system of a railway vehicle according to claim 1, wherein the communication of the controller, control unit and pressure sensors is carried out via wireless communication. 5. The braking control system of a railway vehicle according to claim 4, in which the communication of the controller, control unit and pressure sensors is carried out through a radio channel. 6. The brake control system of a railway vehicle according to claim 1, wherein the power supply of the electro-pneumatic unit is carried out using a battery.

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