RU2770941C1 - Method for preventing wheel pairs from slipping when braking railway car - Google Patents

Abstract

FIELD: railway transport.SUBSTANCE: invention relates to the field of rail vehicles, in particular to anti-skid systems. A method for preventing wheel pairs from slipping when braking a railway car is characterized by that optoelectronic sensors detect a change in the intensity of a luminous flux relatively to a reference value during the rotational movement of a wheel pair. Then, the luminous flux is converted into pulse signals with a repetition frequency directly proportional to the angular velocity of the wheel pair. Pulse signals are transmitted to an input of a control module of an electronic unit, located in a brake equipment unit, where deviations of the repetition frequency of pulse signals from the reference value are calculated. Based on the calculated deviation, time of air discharge from a brake cylinder and duration of a single exposure to a three-position relief valve are calculated. Then, by giving a control command from the electronic unit, the three-position relief valve is opened, thereby discharging air from the brake cylinder into the atmosphere, thereby preventing slipping of wheel pairs. Next, compressed air is supplied from the brake equipment unit to brake cylinders to a normal level.EFFECT: reduction in the wheel pair skid during braking of a railway car.1 cl, 2 dwg

Description

The invention relates to the field of rail vehicles, in particular to anti-skid systems [B61C 15/08, B60T 8/00, B60T 13/00, B60T 15/00, B60T 17/00].

Known from the prior art ANTI-ALLIANCE TRAIN SYSTEM AND A METHOD FOR BRAKING THE TRAIN WITHOUT A BLADES [2695252 publ. July 22, 2019]. A skidless train braking method applied to a train anti-skid system, comprising: determining whether the electric anti-skid device is in an abnormal operating state, including: receiving current train data with a sensor on the train, determining whether the current data contains information about an abnormal state of the electric of the anti-skid device, and determining that the electric anti-skid device is in an abnormal operating state, if the current data contains information about the abnormal state of the electric anti-skid device; adjusting the circuit switching valve of the train anti-skid system, if the electric anti-skid device is in an abnormal operating state, to connect the output end of the circuit switching valve to the pneumatic anti-skid device and disconnect the output end of the circuit switching valve from the electric anti-skid device; and by means of the pneumatic anti-skid device, the input brake gas pressure is reduced to a predetermined gas pressure to brake the train with the compressed gas having the predetermined gas pressure.

The disadvantages of analog are:

- the complexity of the design, due to the presence of several operating states of the anti-skid system;

- low reliability, due to the fact that in the event of an error in determining the state of the anti-skid system, the correctness of its operation is significantly reduced.

Also known from the prior art RAIL VEHICLE CONTROL DEVICE [2392140 publ. 06/20/2010]. A rail vehicle control device (2) with a braking control device containing an electronic braking control unit for supplying control commands to the brake actuators, and/or with an anti-skid device configured to control the wheel slip of at least one axle, depending on, according to at least one rotation speed signal supplied by the anti-skid sensor to the electronic anti-skid control unit, and/or with the rolling control device containing the electronic control unit for rolling control and at least one rolling control sensor for detecting the rotation speed, at least some wheels in the form of a speed signal, as well as with a device for monitoring and / or diagnostics of the chassis in relation to critical conditions and damage, such as derailment, overheated bearings, unstable running and similar conditions, containing an electronic control unit for monitoring the chassis , which is different in that the electronic control unit for chassis control is combined with the electronic control unit for anti-skid control and/or the electronic control unit for brakes and/or the electronic control unit for rolling control into one structural unit, and the control unit for control of the chassis is configured to process the rotation speed signal from the rolling control sensor and/or the anti-skid sensor and the chassis control device and/or the anti-skid device and/or the brake control device and/or the rolling control device comprise at least one common power supply device and a common interface device for communication with driver and a common interface device for communication with the vehicle control system.

The disadvantages of analog are:

- low reliability, due to the fact that the electronic control unit for chassis control is combined with the electronic anti-skid control unit, due to which, if the electronic unit is mechanically damaged, the anti-skid unit will fail along with it.

The closest in technical essence is a METHOD OF ACTIVE PROTECTION AGAINST SWITCH WHEELS OF A VEHICLE [2200102 publ. 03/10/2003] A method of protection against skidding of wheel sets of a vehicle equipped with an electro-pneumatic or pneumatic braking system of wheel sets with a microprocessor control for anti-skid protection, including measuring the angular velocity of the wheel sets, determining the decrease in the angular speed of the wheel sets above the set threshold, caused by the deterioration of adhesion wheel pairs with rails, and the discharge of compressed air into the atmosphere from the working brake cylinders of the slow wheel pairs, characterized in that in the process of discharge of compressed air into the atmosphere by means of a microprocessor control unit for increasing the pressure, the lost braking force is determined by the vehicle passing a section of the track with poor grip wheel pairs with rails from a source of increased pressure through an electro-pneumatic reducer controlled by a microprocessor control unit for increasing pressure, additionally, compressed air under increased pressure is supplied to the working brake cylinders, the value of which in normal braking modes is set higher than the braking pressure by an amount sufficient to compensate for the lost braking force and reduce the braking distance under conditions of degraded adhesion of wheel sets to rails to the braking distance under normal braking conditions on dry rails, and during emergency or emergency braking the pressure value is set to the maximum possible, based on the pressure value in the source of increased pressure and the state of the electro-pneumatic or pneumatic braking system of the vehicle wheel pairs, while in the event of an emergency shutdown of the microprocessor control unit for increasing the pressure or the supply voltage of the electrical control circuits, the system is automatically returned to pressure braking at normal braking or during emergency or emergency braking.

The main technical problem of the prototype is the increased skidding of wheelsets during braking, due to the low accuracy of air discharge, due to the fact that the accuracy of measuring the angular velocity of wheelsets depends on the type of sensors used. The inaccuracy of measuring the angular velocity of wheel pairs entails incorrect functioning of the microprocessor control unit and, as a result, untimely discharge of air into the atmosphere from the brake cylinders, which reduces the likelihood of skid compensation, and as a result, reduces the safety of the train.

The main objective of the invention is to eliminate the disadvantages of the prototype.

The technical result of the invention is to reduce the skidding of wheel sets during braking of a railway car.

The technical result of the invention is achieved due to the fact that the method of preventing slippage of wheel sets during braking of a railway car, characterized in that optoelectronic sensors record a change in the intensity of the light flux relative to the reference value during the rotational movement of the wheel set, then convert the light flux into pulse signals with a repetition rate, directly proportional to the angular velocity of the wheelset and transmit pulse signals to the input of the control module of the electronic unit located in the block of braking equipment, where deviations of the frequency of repetition of impulse signals from the reference value are calculated, based on the calculated deviation, the time of air discharge from the brake cylinder and the duration of the single impact on the three-position relief valve, then by sending a control command from the electronic unit, the three-position relief valve is opened by resetting, thereby First, the air from the brake cylinder into the atmosphere, due to which they prevent the slippage of wheel sets, then compressed air is supplied from the brake equipment unit to the brake cylinders to a normal level.

Brief description of the drawings.

In FIG. 1. shows the general scheme of a device for preventing slippage of wheel sets during braking of a railway car, taking into account electrical and pneumatic connections.

In FIG. 2. Shows the general electrical circuit of the control module of the device to prevent slippage of wheel sets during braking of a railway car.

The figures indicate: 1 - electronic unit; 2 - switching unit; 3 - axial sensor; 4 - wheelset; 5 - optoelectronic sensors; 6 - power supply; 7 - control module; 8 - display module; 9 - node for receiving signals from axial sensors; 10 - node for generating control signals; 11 - node for receiving pressure signals in the brake cylinders; 12 - node for counting the time of air discharge from the brake cylinder; 13 - node for primary processing of signals from axial sensors; 14 - acceleration calculation unit; 15 - node of power keys; 16 - three-position reset valve; 17 - central processor; 18 - node for analyzing the circuits of axial sensors; 19 - brake cylinder.

Implementation of the invention.

The device for preventing slipping of wheel pairs during braking of the railway car is located in the block of the braking equipment of the railway car and consists of an electronic unit 1, which is a rectangular device of a closed non-hermetic design. The connection of the electronic unit 1 to the car wiring is carried out through the switching unit 2. The electronic unit 1 is connected by an electric wire to the axial sensors 3, which do not have a separate housing and are mounted inside the axle box of the wheelset 4, directly in the shaft. The two-channel module of the axial sensor 3 is installed on the seats of the cover of the front axlebox assembly and secured with bolts. On the board of the axial sensor module 3, optoelectronic sensors 5 are installed (one for each channel), electronic radio elements of the reading and conversion circuit, and a four-pin connector with a lock for connecting the connecting cable.

Axial sensor module 3 is connected to the car wiring via a connecting cable, the end of which is screwed into a cable box installed on the outer surface of the bogie frame. The cable connector is connected to the corresponding connector of the switching board of the switching unit 2 of the electronic unit 1.

The electronic unit 1 is connected by an electric wire to the three-position reset valve 16, which, in turn, is connected by pneumatic channels to the brake cylinders 19 and to the brake equipment unit, which is connected to the brake line (shown in figure 1, while the solid line indicates electrical connections ; dotted line - pneumatic connections).

The electronic unit 1 includes a power supply 6 and a control module 7. The electronic unit is connected to the display module 8. Electrical connections between the power supply 6 and the control modules 7 and display 8 are made using flat cables.

In an embodiment, a USB connector can be installed on the board of the control module 7 for connecting a technological computer on which the service program is installed.

The display module 8 is made in the form of a monoblock and is attached to the electronic unit 1 (in the embodiment, using pins). The display module 8 is electrically connected to the control module 7 of the electronic unit 1 with a stub cable.

Display module 8 is a connecting element between the system and maintenance personnel. On the front panel of the display module 8 there are LED indicators, control buttons and explanatory inscriptions. The indication module 8 is configured to indicate the presence of pressure in the brake cylinders 19 of each wheel pair 4, as well as to indicate the control of the air release time.

Control module 7 is a printed circuit board with installed electronic components.

The control module 7 includes the following nodes:

- node for receiving signals from axial sensors 9;

- node for generating control signals 10;

- node for receiving pressure signals in brake cylinders 11:

- unit counting the time of air discharge from the brake cylinder 12;

- node for primary processing of signals from axial sensors 13;

- acceleration calculation unit 14;

- node of power switches 15.

The node for receiving signals from the axial sensors 9 is connected to the axial sensors 3 and is configured to receive signals from the axial sensors 3 located at the ends of the axles of the wheelsets 4. Also, the axial sensors 3 are connected to the node for the primary processing of signals from the axial sensors 13, the acceleration calculation node 14 and a node for analyzing the circuits of axial sensors 18 through a node for receiving signals from axial sensors 9. The node for primary processing of signals from axial sensors 13 is a 6-channel device implemented as a digital machine.

The acceleration calculation unit 14 is also a digital machine and is configured to generate control actions on the three-position reset valve 16 of each wheel pair 4.

The node for the primary processing of signals from the axial sensors 13 and the acceleration calculation node 14 are also connected to the central processor 17.

Axial sensors 3 are also connected to the node for receiving pressure signals in the brake cylinders 11, which is connected to the node for generating control signals 10. The node for counting the time of air release from the brake cylinder 12 is connected to the node for receiving pressure signals in the brake cylinders 11 and the node for generating control signals 10. The inputs of the node for generating control signals 10 are connected to the node for receiving pressure signals in the brake cylinders 11, the node for analyzing the circuits of axial sensors 18 and the central processor 17, and the outputs are connected to the node of power switches 15 and the central processor 17. The node of power switches 15 is connected to the signal generation node control 10 and is configured to control the coils of the three-position reset valve 16. The power switch assembly 15 is implemented on field-effect transistors and has galvanic isolation between the low-voltage circuits for generating control actions and the executive high-voltage switches.

A method for preventing slippage of wheel sets during braking of a railway car, characterized in that when slippage of a wheel set 4 occurs, the intensity of the light flux changes relative to the reference value, which is fixed by optoelectronic sensors 5, and the light flux is converted into pulse signals with a repetition rate directly proportional to the angular velocity of movement wheelset 4. Next, the axial sensor 3 generates a logical signal and transmits it to the input of the electronic unit 1 through one of the two channels.

The signals from the axial sensors 3 in the form of rectangular pulses of positive polarity and a predetermined duration are fed to the input of the control module 7. The generated signals are fed through the node for receiving signals from the axial sensors 9 to the inputs of the nodes for the primary processing of signals from the axial sensors 13, which provide suppression of interference occurring in the lines connections. The same signals are fed to the input of the acceleration calculation unit 14, where control actions are generated on the three-position reset valve 16 of each wheel pair 4, depending on the deviation of the pulse signal repetition rate from the reference value.

The generated input signals from the axial sensors 3 through the node for receiving signals from the axial sensors 9 are fed to the input of the node for analyzing the circuits of the axial sensors 18 and then to the input of the node for generating control signals 10. The signals from the axial sensors 3 enter the node for receiving pressure signals in the brake cylinders 11 and further, information about the pressure is transmitted to the node for counting the time of air discharge from the brake cylinder 12 and the node for generating control signals 10. Information is received at the inputs of the node for counting the time of air discharge from the brake cylinder 12 from the node for receiving pressure signals in the brake cylinders 11 and the node for generating control signals 10 about the presence of pressure in the brake cylinders 19 and the presence of a control signal for a reset valve and a signal for counting permission. The result of the operation of the counting unit for the time of air discharge from the brake cylinder 12 is the time interval from the control signal to the valve coil, resetting the three-position 16 until the brake cylinder 19 is emptied. work on the control signal generation unit 10.

In the control signal generating unit 10, based on the information received from:

- a node for analyzing the circuits of axial sensors 18;

- node for receiving pressure signals in the brake cylinders 11;

- node counting the time of air discharge from the brake cylinder 12;

- the central processor 17, which received information from the primary signal processing unit from the axial sensors 13 and the acceleration calculation unit 14,

a decision is made to issue real control signals to the three-position reset valve 16. This node implements an algorithm for counting the duration of a single action on the three-position reset valve 16 to release air, with the corresponding indication on the display modules 8. The generated command is transmitted to the power switch node 15, which carry out direct control of the coils of the three-position reset valve 16. Thus, the three-position reset valve 16 is opened, discharging the brake cylinders 19 and thereby affecting the wheel sets 4. If the impact is sufficient to restore the angular velocity of the wheel set 4, the control signal generation unit 10 passes to its initial state and is ready to execute the next control command. If the impact is not enough, then the procedure is repeated. At the same time, after each release of pressure in the brake cylinders 19, they are automatically supplied with compressed air from the brake line of the brake equipment unit.

Thus, the functions of automatic detection of increased slippage of any wheel set, the issuance of operating command signals to the executive bodies of the brake system of an electric locomotive and the diagnosis of the integrity of the circuits of axial sensors, inlet and reset valves, as well as light indication on the front panel of the electronic unit of the corresponding state of the controlled and executive bodies, as well as determining the threshold values of the current speed of the electric locomotive.

The claimed technical result of the invention is to reduce the skidding of wheel sets during braking of a railway car is achieved due to the fact that optoelectronic sensors 5 record a change in the intensity of the light flux relative to the reference value during the rotational movement of the wheel set 4, then convert the light flux into pulse signals with a repetition rate directly proportional to the angular velocity of the wheelset 4 and transmit pulse signals to the input of the control module 7 of the electronic unit 1. The use of optoelectronic sensors 5 to measure the intensity of the light flux, allows you to get more accurate measurement data. By increasing the accuracy of measuring the angular velocity of the wheelset 4, the accuracy of calculating the deviation of the repetition rate of pulse signals from the reference value increases, and as a result, in the electronic unit 1, the time of air release from the brake cylinder 19 and the time duration of a single action on the three-position reset valve 16 are calculated more accurately. All of the above makes it possible to reduce the skidding of wheel sets during braking from speeds up to 160 km/h, to provide braking distances, to increase traffic safety and the safety of wheel sets.

An example of achieving a technical result.

During the long-term operation of a train with loaded cars equipped with brake equipment units with electro-pneumatic brakes and anti-skid units, which operate on the basis of the claimed method, it was found that the length of the braking distance fully complies with GOST 34434-2018 “Brake systems of freight railway cars. Technical requirements and calculation rules”, namely, clause 4.2. So, in particular, when using the claimed technical solution, the braking distance at a train speed of about 120-140 km/h does not exceed 1130 m, and at a speed of about 140-160 km/h does not exceed 1470 m. All of the above, allow us to conclude that, due to the reduction in the skid of the wheel sets of railway cars during braking, the required level of safety of the movement of the railway train is ensured.

Claims (1)

A method for preventing slippage of wheel sets during braking of a railway car, characterized in that optoelectronic sensors detect a change in the intensity of the light flux relative to the reference value during the rotational movement of the wheel set, then convert the light flux into pulse signals with a repetition rate directly proportional to the angular velocity of the wheel set, and pulse signals are transmitted to the input of the control module of the electronic unit located in the block of brake equipment, where the deviations of the frequency of the pulse signals from the reference value are calculated, based on the calculated deviation, the time for venting air from the brake cylinder and the duration of the single action on the three-position relief valve are calculated, then by means of when a control command is given from the electronic unit, a three-position relief valve is opened, thereby venting air from the brake cylinder into the atmosphere, thereby prevent slippage of wheel sets, then supply compressed air from the brake equipment unit to the brake cylinders to a normal level.

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