RU2761123C1 - Railway car/train speed control system by jack relays - Google Patents

Abstract

FIELD: railway engineering.

SUBSTANCE: invention relates to devices on the tracks for slowing down the movement of rolling stock. The system for regulating the speed of cars/train with jack retarders includes pneumatic jack retarders, a control unit, position sensors of the jack retarder rod, pneumatic valves. Retarders are made with the possibility of installation on the pass path from the inner side of the track and are connected through the data bus with the gateway microcontroller. In this case, the control unit is connected by its inputs/outputs with a gateway microcontroller, with pneumatic position sensors of the rod of jack retarders and pneumatic valves. Wherein each jack retarder is connected by a pneumatic channel or channels with pneumatic valves connected to a pneumatic supply line.

EFFECT: increasing the functionality of the car speed control system.

2 cl, 3 dwg

Description

The invention relates to devices for railway automation, in particular to systems for regulating the speed of cars / train with jack retarders. The system is intended for use on hump humps, on the tracks of a railway station, etc.

A device for remote monitoring and control of a stationary brake stop for securing a train is known, comprising a control circuit of an electric drive pivotally connected to a lever mechanism of a stationary brake stop, and a monitoring and control module, an output connected to a traffic light and through a communication channel with a floor controller. On the inner side of the rail, track sensors are placed at specified distances from each other for counting the number of wheelsets of the rolling stock, two of which are fixed in front of the brake stop block, and the third behind the block. The sensor outputs are connected to the inputs of the monitoring and control module, the corresponding output of which is connected to the drive control circuit. The inputs / outputs of the floor controller are connected to the control panel of the station attendant, the display unit and the monitor of which are configured to display the status of the sensors. Additionally, the device can include a video camera connected to the corresponding input of the monitoring and control module (RU 2399534 C1, B61L 5/00, B61L 7/00, published 20.09.2010).

The known device makes it possible to reduce operating costs by reducing the time of fastening-loosening of the composition and the release of operating personnel from participation in the process of fastening-unfastening of the composition.

The disadvantage of this device is the availability of remote and local control equipment for securing / unlocking trains, which increases the operating costs of maintaining the device, and also increases the time required to perform technological operations for securing / unlocking train trains.

The closest analogue is a system for securing trains on the tracks of a railway station, containing securing devices made in the form of jack-like point retarders and installed on each track of the station fleet in groups of at least seven securing devices at a given distance from each other, track sensors for fixing the passage of the axles of the rolling train, fixed on the rail of each track of the station park at the beginning and at the end of the first group of fixing devices, a serially connected unit for monitoring the state of track sensors and a controller connected by an output through the central processor of the electrical interlocking system with the corresponding input of the hardware and software device of the automated workstation of the station attendant , while the output of each track sensor for fixing the passage of the axles of the rolling stock is connected to the corresponding input of the unit for monitoring the state of track sensors, and the number N _{g of} groups of fixing devices is set on the section of the track are calculated using the mathematical formula (RU 2618656 C1, B61L 3/00, publ. 05/05/2017).

The known device makes it possible to remotely monitor the operation of the securing devices and timely detect irregularities in their operation, which increases the safety and productivity of the process of securing trains on the tracks of a railway station.

The disadvantage of this system is the inability to implement the acceleration of cars / trains, the inability to remotely control the modes (braking, acceleration, skipping, securing) of the retarder, as well as the risk of damage to the wheel (work-hardening of the flange) and the limited capabilities of the hydraulic system with jack retarders.

The problem to be solved by the present invention is to create an automated pneumatic system for regulating the speed of wagons / trains with jack retarders on the tracks of a railway station.

The technical result consists in:

- maintaining the optimally set speed of breaking up the cars, the minimum permissible speed of collision of the car with other cars at the section of the formation of trains,

- in tracking each moving car, with the determination of the distance between the cars,

- in braking and accelerating cars / trains,

- in compensation for the influence of random events such as wind, temperature,

- in securing wagons / trains at the formation site,

- in controlling the filling of paths,

- in determining the weight category of the car,

- in diagnosing the entire system, including predicting the failure of a separate jack retarder.

The technical result is achieved in that the system for regulating the speed of cars / train with jack retarders includes at least one pair of pneumatic jack retarders made with the possibility of installing on the pass path from the inner side of the track, connected through an information bus with at least one gateway microcontroller, at least at least one control unit, at least two position sensors of the jack retarder stem, at least two pneumatic valves, while the control unit is connected with its inputs / outputs to at least one sluice microcontroller, with at least two pneumatic position sensors of the jack retarder stem and at least two pneumatic valves, each jack retarder being connected by a pneumatic channel or channels to at least two pneumatic valves connected to the pneumatic supply line.

The jack-like retarder contains a guide cylinder with an air cavity C, configured to be fixed to the rail, an external rod with an air cavity A and placed in the guide cylinder, an internal rod with pneumatic channels connecting the compressed air supply channel with cavities A and C, and a piston separating the cavities A and V.

The essence of the invention is illustrated in FIG. 1-3.

FIG. 1 - a diagram of the placement of jack retarders on the tracks of a railway station or marshalling yard,

in fig. 2 is a block diagram of a system for regulating the speed of wagons / trains with jack retarders,

in fig. 3 - cyclogram of operation of jack retarders in different modes.

The system contains at least one pair of pneumatic jack-like retarders 1 installed on each rail 2 of the release from the inner side of the track, groups connected through the information bus 3 by gateway microcontrollers 4 (Fig. 1).

The number of pneumatic jack retarders 1 is determined at the design stage and depends on the number of cars processed per day, the geometry of the slide profile, and the wind load.

This system can be used both autonomously and as part of a centralized system located in the building of a hill post or a railway station.

Each pair of pneumatic jack retarders 1 contains at least one control unit 5 with the ability to exchange information with gateway microcontrollers 4, two sensors (DP1, DP2) 6 position of the rod of jack retarders 1, two pneumatic valves (K1, K2) 7 for controlling jack-shaped moderators 1 (Fig. 2).

The pneumatic jack retarder 1, depending on the command of the gateway controller 4, can operate in four modes:

- carriage pass (without braking),

- car braking,

- car acceleration,

- holding the carriage.

The sensors (DP1, DP2) 6 of the position of the rod of the jack retarder 1 are made with the possibility of transmitting to the control unit 5 information about the current position of the rod of the jack retarder 1, to control the speed and the current coordinate of the wheelset of the car.

Pneumatic jack retarder 1 contains a guide cylinder 8 with an air cavity C, rigidly fixed to the rail 2, an outer rod 9 with an air cavity A and placed in the guide cylinder 8, an inner rod 10 with pneumatic channels connecting the compressed air supply channel with cavities A and C , a piston 11 separating cavities A and B, with a check valve 12.

Sensors (DP1, DP2) 6 stem positions 9, pneumatic valves (K1, K2) 7, control unit 5 are interconnected by electric power lines and information transmission G, J and N.

Pneumatic jack retarders 1 and pneumatic valves (K1, K2) 7 are interconnected by pneumatic channels / lines D, E and F.

In the absence of control signals from the control unit 5 and the presence of compressed air (at least 6 atm) in channels / lines D or E, cavities A and C are under pressure through valve K1. In this state, the jack retarder 1 is ready for operation.

When the flange of the wheelset hits the outer rod 9 of the jack retarder 1 and the valves (K1, K2) 7 are off, the outer rod 9 displaces air from cavities A and C into the common supply line DEF, and when the wheelset leaves the outer rod 9 of the jack retarder 1 , the outer rod 9 due to the pressure in the network returns to its original state with the speed of the wheel descent. The force acting on the ridge is equivalent to the supply pressure, and upon collision the kinetic energy of the wheelset decreases slightly, and when passing it is replenished due to the same force acting in the passing direction. Thus, the unimpeded passage of the wheelset or the passage without loss of the kinetic energy of the car is ensured (Fig. 3 "pass").

When the ridge of the wheelset hits the outer rod 9 of the jack retarder 1 and the valve K1 is turned on, the valve K2 is turned off, the rod 9 of the jack retarder 1 compresses the air in cavities A and C up to the permissible maximum pressure, stabilizes it, discharging excess air into the supply line DEF until those until the rod 9 of the jack retarder 1 closes the lower sensor (DP1) 6 of the rod position. On a command from the lower position sensor (DP1) 6, the control unit 5 removes the signal from the valve K1 while the rod 9 is in the area of operation of the lower position sensor (DP1) 6. The valve K1 returns under the action of the spring to the off state, connecting cavities A and C with the line power supply DEF. Since the volumes of cavities A and C are minimal, the pressure in the cavities of the jack-like retarder 1 quickly equalizes with the supply pressure, and after turning off the lower position sensor (DP1) 6, the K1 valve resumes the supply of an electrical signal from the control unit 5. In cavities A and C due to the presence pressure, the rod 9 extends. When the rod 9 is extended, the volume of the cavities A and C increases, the pressure in these cavities decreases below the level of the supply pressure. Thus, the braking of the wheelset or the passage of the car with the loss of kinetic energy is ensured (Fig. 3 "braking"). Maximum allowable pressure - the pressure is equivalent to the developed force, which does not exceed 2500 kgf on the wheel flange.

When the flange of the wheelset hits the rod 9 of the jack retarder 1 and the valves (K1 and K2) 7 are on, the rod 9 of the jack retarder 1 displaces compressed air from cavities A and C into the atmosphere. When the rod 9 of the lower position sensor (DP1) 6 is reached, the valves (K1 and K2) 7 are turned off, compressed air from the DEF supply line enters the cavities A and C of the jack retarder 1. This ensures the wheelset acceleration (Fig. 3 "acceleration" ).

When the flange of the wheelset hits the outer rod 9 of the jack retarder 1 and the valve K1 is turned on, the valve K2 is turned off, the rod 9 of the jack retarder 1 compresses the air in cavities A and C to the permissible maximum pressure, stabilizes it, dumping excess air into the supply line DEF and creating the maximum allowable effort to hold the wheelset, until the signal from the valve K1 is removed by the control unit 5 on command from the hill post or railway station. This ensures the retention of the wheel pair (Fig. 3 "retention").

The system for regulating the speed of wagons / trains with jack retarders provides:

- The possibility of realizing the acceleration of the car, in contrast to other types of retarders. None of the existing retarders fulfill this function.

- The risk of wheel damage (flange work-hardening) is lower compared to comparable hydraulic jack retarders. This effect is achieved due to a smooth increase in pressure in the jack retarder and, accordingly, the effort acting on the wheel flange.

- Increasing the productivity of the hump dissolving due to continuous speed control throughout the entire track section, maintaining it at the optimum maximum value, and smoothly changing it throughout the track section (in comparison with girder air intake).

- Lower noise level in comparison with beam air intake. There is no source of noise, such as friction of the brake beam against the wheel and the release of large volumes of compressed air.

- Saving compressed air. When braking and skipping wheelsets, there is no compressed air consumption. All air returns back to the supply line when operating in these modes.

- Unification. One device replaces speed meters, axle counting sensors, barrage devices, a securing device, track filling sensors.

- Reliability. The presence of compressed air leaks does not affect the performance of the jack retarder, only the consumption of compressed air increases by the amount of leakage. In hydraulic jack retarders, performance is lost.

Claims (2)

1. A system for regulating the speed of cars / train with jack retarders, including at least one pair of pneumatic jack retarders, made with the possibility of installation on the pass path from the inner side of the track, connected through an information bus with at least one gateway microcontroller, at least one unit control unit, at least two position sensors of the jack retarder stem, at least two pneumatic valves, while the control unit is connected with its inputs / outputs to at least one gateway microcontroller, with at least two pneumatic position sensors of the jack retarder stem and at least at least two pneumatic valves, each jack retarder being connected by a pneumatic channel or channels to at least two pneumatic valves connected to a pneumatic supply line. 2. The system according to claim 1, characterized in that the jack-like retarder comprises a guide cylinder with an air cavity C configured to be fixed to the rail, an external rod with an air cavity A and an internal rod located in the guide cylinder with pneumatic channels connecting the compressed feed channel air with cavities A and C, and a piston separating cavities A and B.

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