RU2773117C1 - System for controlling the pneumatic drive of a car retarder - Google Patents

Abstract

FIELD: railway transport.

SUBSTANCE: invention is intended for use on railway transport and relates to automation and telemechanics apparatuses for controlling car retarders on hump yards. System for controlling the pneumatic drive of a car retarder with pneumatic cylinder-driven braking mechanisms of the right and left wheels of the car cut, with a main pneumatic line connecting the pneumatic cylinders, containing an air collector connected to the main pneumatic line by at least one pneumatic main with a pneumatic air pressure adjuster consisting of structurally identical brake and brake-release direct-flow valves; an electropneumatic control unit for the valves of the pneumatic pressure adjuster, including an air pressure adjuster controlled by two pneumatic valves with electric magnets; pressure sensors in the main pneumatic line, the air collector, and in the control cavity of the brake valve; position sensors of the cylindrical valves of the brake valve and the brake-release valve; pneumatic distribution valves with electric magnets, controlling the brake-release valve; a switching unit; an electronic unit with modules of analogue and discrete electric magnet control signals, the inputs whereof are connected via the controller and the switching unit with the control outputs from the hump cabin; operator panel with an interface.

EFFECT: increase in the accuracy of controlling the magnitude of the braking force of the car wheels and reduction in the air consumption during the operation of the car retarder.

2 cl, 3 dwg

Description

SUBSTANCE: invention is intended for use in railway transport and relates to automation and telemechanics devices for controlling car retarders on hump yards.

A known control system for a car retarder (PM RU No. 87132 dated February 12, 2008), including a compressed air pneumatic line, a car retarder pneumatic network with a pressure sensor, an air collector connected to the compressed air pneumatic line, blocks of pneumatically controlled valves through which the wagon retarder pneumatic network is connected to the air collector, a valve control unit with electrical inputs and pneumatic outputs connected to pneumatically controlled valve units, as well as heating elements with a switching device and a temperature sensor. The control system includes a microprocessor control unit containing an information input device connected to the operator's console, a processor device, the inputs of which are connected to the information input device, to a temperature sensor through an analog-to-digital converter, to an air pressure sensor in the car retarder pneumatic network through an analog-to-digital converter and a controlled signal delay unit, and the outputs are connected through digital comparators with a variable threshold to the electrical inputs of the valve control unit and to the device for switching on the heating elements.

The control system may include a unit for indicating the current system parameters connected to the processor device, with the location of light indicators on the operator's console.

The disadvantage of the above-described known devices is that the direct electrical control of the brake and releasing valves does not allow precise control of their opening, which leads to excessive air consumption during the operation of car retarders.

A pneumatic direct-flow valve is known (patent RU No. 182505 dated 11/17/2017), consisting of a body in the form of a sleeve with an internal cavity formed between the sleeve and a cylindrical valve installed in it with a piston fixed to it, dividing the internal cavity into two chambers; covers with a seat fixed in it with holes on its periphery for air flow and with a sealing ring interacting with a cylindrical valve in the closed position; the maximum piston stroke exceeds half the radius of the central bore of the cylindrical valve.

A pneumatic pressure regulator is known (application for invention WO No. 2019/186483 dated March 30, 2018), having loading and unloading solenoid valves connected in turn to the supra-membrane cavity of the pneumatic valve, which regulates the amount of air pressure at the outlet from the hole in the valve body connected to the pneumatic control line. The pressure regulator is controlled by a microprocessor, to which the electrical part of the pressure sensor is connected, the pneumatic part of which is connected to the control pneumatic line. A distinctive feature of this pneumatic regulator is that the microprocessor supplies the solenoid valve solenoid with a given value of an electrical control signal that provides a given pressure at the outlet from the hole in the housing (in the controlled pneumatic line).

Known method and system for automatic control of the control valve (patent RU No. 2490688 dated May 26, 2010), and the system contains a control object consisting of a control valve with a shutter connected to the drive, pressure sensors at the inlet and outlet of the control valve, a computing device with input transducers connected respectively to pressure sensors at the inlet and outlet of the regulator valve, and with output transducers for controlling the shutter position, while the regulator valve is equipped with a shutter position sensor, and the computing device contains input transducers for connection to the output of the shutter position sensor, in this case, the actual position of the shutter of the control valve h _i is calculated by the formula:

h _i =Q _meas /Q _max ⋅L,

where L is the full stroke of the control valve;

Q _meas - measured gas flow rate at a given shutter position;

Q _max - maximum gas flow rate with a fully open regulator valve.

In the process of operation, the computing device performs the following algorithm of operation: continuous collection of data on the state of the system, input of data and execution of commands received from the interface, analysis and transmission of data on the state of the system to the interface, smooth filling of the outlet pipeline with gas, main mode - ensuring the outlet pressure in an extended range of preset pressure settings with simultaneous monitoring and maintenance of the required gas flow rate due to data processing and control of the valve-regulator shutter position through the output transducer.

Known valve control system (patent RU No. 2719088 dated 07.10.2016), containing: a valve controller that contains: one or more processors; a valve position sensor coupled to the valve and one or more processors; a transmitter connected to the valve position sensor and one or more processors; a position controller coupled to the valve, valve position sensor, transmitter, and one or more processors; and non-volatile machine-readable storage.

A method and device for controlling and/or monitoring a pneumatic drive are known (patent RU No. 2643313 dated 06/06/2013). The device has: a processor located inside the housing for executing a control application; a position sensor for monitoring the position of a valve coupled to the pneumatic actuator, the position sensor providing the control application with information about the position of the valve.

The operation of the device includes setting the control process using a processor in the control device connected to the valve containing the position sensor; valve position control using a position sensor; providing a pneumatic signal to an actuator using a control device to move the valve, the pneumatic signal being set based on control settings and valve position data.

The following abbreviations are used throughout the description:

BK - switching unit

VZ - wagon retarder

GP - mountain post

D - pressure sensor

PP - pneumatic actuator

PRD - pneumatic pressure regulator

PC - pneumatic cylinder

RPK - releasing straight-through valve

RD - pressure regulator

TPK - brake straight-through valve

PWM - pulse width modulation

E - electromagnet

ECU - electronic control unit

EP BUK - electropneumatic valve control unit.

A device for pneumatic drive and control of a pneumatic drive VZ (air collector VUP3-05E, DUVK.665212.001-01 RE) is known, consisting of a leading air collector with electro-pneumatic control equipment installed on it, including a PRD, consisting of brake and releasing valves installed in the pneumatic line connecting the air collector with pneumatic cylinders of pneumatic drive VZ; an electro-pneumatic control unit for a pneumatic pressure regulator connected to an air collector; ECU; BC, the input of which is connected to the outputs of the GPU, and the output of the BC is connected to the ECU; block of remote control equipment; lightning protection unit.

The valves are controlled by commands from the GPU transmitted to the computer through the BC.

To control the air intake, eight modes of braking and a release mode are provided. For each of the modes, the setting of the lower and upper pressure levels is provided, within which the pressure is kept automatically by turning on the brake and releasing valves.

The disadvantage of this device for pneumatic drive and control B3 is the reduced accuracy of controlling the pressure in the pneumatic drive, fluctuations in the braking force of the wheels and increased air consumption for the operation of the air drive VZ, due to the fact that the brake and releasing valves of the PRD are not direct-flow, their movable valves are pressed against the seat with a large force, significantly decreasing at the moment of opening, which causes air pressure surges in the pneumatic line and air cylinders of the air intake.

A control device for a pneumatic actuator VZ (patent for invention RU No. 2689468 dated 11/17/2017) is known, having mechanisms with pneumatic cylinders for braking the right and left wheels of the car, each pneumatic cylinder of the pneumatic actuator of which is connected by pneumatic lines to an air collector under pressure, containing a direct-flow brake valve installed in the pneumatic line, an inlet which is connected to the air collector, and the output - to the pneumatic cylinder VZ, controlled from the piston pneumatic cylinder, the piston of which divides the brake valve pneumatic cylinder into the first and second control cavities; releasing valve, structurally identical to the brake valve, installed in each pneumatic line, the inlet of which is connected to the section of the pneumatic line between the outlet of the brake valve and the air cylinder VZ, and the outlet is connected to the atmosphere; electro-pneumatic control unit for brake and releasing valves, having: the first pneumatic valve with electro-pneumatic control, the inlet of which is connected through the air filter to the air collector, and the outlet - with the first control cavities of the piston pneumatic cylinders of the brake valves, the second pneumatic valve with electro-pneumatic control, the inlet of which is connected through the air a filter with an air collector, and the outlet - with the first control cavities of the piston pneumatic cylinders of the releasing valves; ECU with the first and second pneumatic valves, having a user interface; a set of pneumoelectric pressure sensors, the electrical part of which is connected to the electronic unit, including: the first pressure sensor connected to the section of the pneumatic line between the outlet of the VZ brake valve, the electrical part of which is connected to the computer, the second air pressure sensor connected to the control cavities of the brake valves, the third sensor air pressure is connected to the air collector, the electrical parts of the first, second and third sensors are connected to the computer.

The disadvantage of the known device is that it does not disclose the structure of the ECU, which would provide an increase in the accuracy of controlling the air pressure and, accordingly, the magnitude of the braking force generated by the pneumatic cylinders of the car wheels, as well as reducing the air consumption during the operation of the air intake.

The technical problem solved by the invention is to increase the accuracy of controlling the magnitude of the braking force of the wheels of the car, created by the pneumatic cylinders, as well as to reduce the air consumption during the operation of the air intake.

The technical problem is solved in the control system of the PP VZ with the braking mechanisms of the right and left wheels of the car (wagon cut) with the pneumatic cylinders of the drive of each mechanism, with the main pneumatic line connecting the pneumatic cylinders of the braking mechanisms of the wheels of the car, containing: an air collector connected to the main pneumatic line connecting the pneumatic cylinders , at least one pneumatic line, having at least one pneumatic pressure regulator of air coming from the air collector through the pneumatic line and pneumatic line into the pneumatic cylinders and released from them into the atmosphere, consisting of structurally identical, pneumatically controlled, having fixed body parts with a seat and a movable cylindrical valve in contact with the seat of a brake direct-flow valve having a cavity that controls its opening, and a cavity that controls its closing, connected to the pneumatic line behind the outlet pipe, and a releasing direct-flow valve, the cavity of which controls opening it, is connected to the pneumatic line behind the branch pipe of the brake direct-flow valve through the “or” valve and to the air collector through the second two-position pneumatic distributor with electromagnetic control and through the third pneumatic line for opening the releasing direct-flow valve or with the atmosphere when the releasing direct-flow valve is closed, and the cavity controlling it closing; the inlet of the releasing direct-flow valve is connected to the pneumatic line behind the branch pipe of the brake pneumatic valve, and the outlet is connected to the atmosphere; an electro-pneumatic control unit for valves of a pneumatic pressure regulator, including a pressure regulator for air entering through a filter from an air collector, controlled by two on-off pneumatic valves with electromagnetic control; the first pneumatic line connecting the outlet pipe of the pressure regulator with the cavity that controls the opening of the brake direct-flow valve, connected to the pneumatic cavity of the first pressure sensor; a second pneumatic line connected to the main pneumatic line and to the pneumatic part of the second pressure sensor and periodically connected through the first on-off pneumatic valve with electromagnetic control to the cavity that controls the closing of the releasing direct-flow valve; a third pressure sensor, the pneumatic part of which is connected to the air collector; electrical outputs of the first, second and third pressure sensors are connected to the analog signal module of the ECU; BC, which has a block of galvanic isolation and lightning protection; ECU electromagnets EP BUK, the inputs of which are connected through the BC with control outputs from the GPU, consisting of a controller, non-volatile memory connected to the controller of the analog signal module, a module of discrete signals connected to the control electromagnets EP BUK; operator console with interface; the module of discrete signals of the ECU is connected to the electromagnets for controlling the RD valves and the first and second electromagnets of the pneumatic distributors, controlled in accordance with the program stored in the non-volatile memory block of the controller; diagnostic unit connected to the CU, controller, non-volatile memory, modules of analog and discrete signals; an emergency control unit connected to the BC, the controller and the control panel, while both the brake and releasing direct-flow valves that make up the PRD have sensors of the position of the cylindrical valve relative to the seat, installed in the fixed body part, electrically connected to the analog signal module of the ECU.

For smoother control of the opening of two-position pneumatic control valves of the RD, the discrete signal module of the ECU has a PWM module.

Achieving a technical effect - increasing the accuracy of controlling the magnitude of the braking force of the wheels of the car, created by pneumatic cylinders, as well as reducing air consumption during the operation of the air intake - is provided by the following set of distinguishing features of the control system: both brake and releasing direct-flow valves that make up the PRD have fixed body part sensors of the position of the cylindrical valve relative to the seat, electrically connected to the analog signal module of the computer.

The above set of distinguishing features of the system was not found in the process of patent information search, therefore, the technical solution meets the criterion of "novelty". It also does not follow explicitly from the prior art, therefore, the solution meets the criterion of "inventive step".

In FIG. 1 shows a block diagram of the control system for the pneumatic drive of the air intake, which has one TX.

In FIG. 2 shows the construction of both a braking and releasing pneumatic piston-actuated direct-flow valve with a cylinder valve position sensor.

In FIG. 3 shows the design of both brake and releasing pneumatic diaphragm-actuated direct-flow valve with two cylinder valve position sensors.

The designations adopted in Fig. 1-3:

1 - braking mechanisms;

2 - main pneumatic line;

3 - pneumatic cylinders (GHC);

4 - air collector;

5 - pneumatic line;

6 - pneumatic pressure regulator (PRD);

7 - brake direct-flow valve (TPK);

7a - position sensor of the cylindrical valve TPK 7;

7b - cylindrical valve TPK 7;

7c - saddle TPK 7;

8 - cavity that controls the opening of TPK 7;

9 - cavity that controls the closure of TPK 7;

10 - releasing direct-flow valve (RPK);

10a - position sensor of the cylindrical valve RPK 10;

10b - cylindrical valve RPK 10; 10c - RPK 10 saddle;

11 - cavity that controls the opening of the RPK 10;

12 - cavity that controls the closure of the RPK 10;

13 - electro-pneumatic control unit for pneumatic valves (EP BUK);

14 - pressure regulator (RD);

15 - filter;

16 - two-position pneumatic valve;

17 - two-position pneumatic valve;

18a - the first pneumatic line;

18b - second pneumatic line

19 - the first pneumatic distributor;

20 - valve "or";

21a - third pneumatic line;

21b - fourth pneumatic line;

22 - the second pneumatic distributor;

23 - switching unit;

24 - electronic control unit for electromagnets;

25 - hump post;

26 - controller;

26a - non-volatile memory of the controller;

27 - module of discrete signals;

28 - module of analog signals;

29 - diagnostic unit;

30 - control panel with interface;

31 - emergency control unit.

The control system PP VZ (Fig. 1) with mechanisms 1 for braking the right and left wheels of the car (wagon cut) with a pneumatic line 2 connecting the pneumatic cylinders 3 of the drive of each mechanism 1, containing an air collector 4 connected to the pneumatic line 2 by at least one pneumatic line 5 , having at least one PRD 6 of air coming from the air collector 4 through the pneumatic line 5 and the pneumatic line 2 into the pneumatic cylinders 3 and released from them into the atmosphere, consisting of structurally identical pneumatically controlled TPK 7, having a cavity 8 that controls its opening, with sensor 7a of the position of the cylindrical valve relative to the seat, and the cavity 9 that controls its closing, connected behind the outlet pipe of the TPK 7 to the main pneumatic line 5, and the RPK 10, which has a cavity 11 that controls its opening, with a sensor 10a of the position of the cylindrical valve 10b ( Fig. 2, 3) relative to the saddle 10B (Fig. 2, 3), and the cavity 12 that controls its closure; the inlet of the RPK 10 is connected to the main pneumatic line 5 behind the branch pipe of the TPK 7, and the outlet is connected to the atmosphere; both TPK 7 and RPK 10, which make up the PRD 6, have sensors 7a and 10a (Fig. 1) installed in their housings, the positions of cylindrical valves 7b and 10b (Fig. 2, 3) relative to their seats 7c and 10c (Fig. 2 , 3), electrical outlets; EP BUK 13, including RD 14 of air entering through the filter 15 from the air collector 4, controlled by two on-off pneumatic valves 16, 17 with electromagnetic control (E1 and E2, respectively); the first pneumatic line 18a connecting the outlet pipe RD 14 with the cavity 8, which controls the opening of the TPK 7, connected to the pneumatic cavity of the first pressure sensor D1; the second pneumatic line 18b connected to the main pneumatic line 2 and to the pneumatic part of the second pressure sensor D2 (sensor D2 can be connected by the second pneumatic line 18b to the pneumatic line 5 in front of the main pneumatic line 2, as well as to any PC 3) and periodically connected through the first two-position pneumatic distributor 19 controlled electromagnet E4 to the cavity 12, which controls the closing of the RPK 10; the third DZ pressure sensor, the pneumatic part of which is connected to the air collector 4; cavity 11, which controls the opening of the RPK 10 PRD 6, is connected to the pneumatic line 5 behind the TPK 7 branch pipe through the valve 20 "or" and to the air collector 4 through the third pneumatic line 21 a and the second two-position pneumatic valve 22, controlled by the EZ electromagnet, which is turned on and off to open the RPK 10 to connect the cavity 11 with the atmosphere when closing the RPK 10; while the cavity 12, which controls the closure of the RPK 10, is connected through the first on-off pneumatic distributor 19 by the fourth pneumatic line 21b with the first pneumatic line 18a to close the RPK 10; BK 23, which has a block of galvanic isolation and lightning protection; ECU 24, which controls the electromagnets of the EP BUK, connected to the control outputs from the GPU 25, consisting of a controller 26, a non-volatile memory 26a, a module 27 of discrete signals connected to electromagnets with electromagnets E1, E2, E3, E4, and a module 28 of analog signals connected with electrical outputs of sensors D1, D2, D3 and with electrical outputs of position sensors D4 and D5; with controller 26; as well as a diagnostic unit 29 connected to the controller 26, a control panel 30 with an interface from which the operator sets the control action in an emergency, and an emergency control unit 31 connected to the switching unit.

For smoother control of the opening of two-position pneumatic control valves RD 14, the discrete signal module ECU 24 has a PWM module.

(ΔР_ПЛ ^_ приращение давления воздуха в главной пневмолинии 2 за интервал времени Δt) изменения давления воздуха в главной пневмолинии 2 и на основе показаний величины давления, измеряемого датчиком Д2 давления, вычисляются скорости изменения давления, измеряемого датчиком Д1 давления, в полости, управляющей открытием полости ТПК 7, и давления в главной пневмолинии 2, измеряемого датчиком Д2;The operation of the control system includes the following steps: obtaining ECU 24 data from the GP 25 on a given pressure level in the pneumatic cylinders PP VZ; receiving ECU 24 signals from the first, second and third pressure sensors; supply of a control signal from the module of discrete signals ECU 24 to the control electromagnet E1 RD 14 EP BUK 13 to turn on the RD 14 and the countdown from the moment the signal was applied to the electromagnet E1 control RD 14; opening of TPK 7; control of the pressure level in the control cavity of the TPK 7, recorded by the first pressure sensor, and registration of the time to reach the maximum pressure in the pneumatic cylinders 3 of the stage specified by the operator GP 25; control of the pressure level in the pneumatic line 2 based on the electrical signal received from the pressure sensor D2; receiving ECU 24 information from the operator GP 25 on the transition to a higher pressure stage in PS PC 3; increasing the power of the control signal supplied from the discrete signal module 27 of the ECU 24 to the first electromagnet RD 14 and the countdown from the moment this signal is given until the maximum pressure in the pneumatic line 2 and pneumatic cylinders 3 is reached, corresponding to a higher stage set by the operator; control of the pressure level in the air collector based on an electrical signal received from the third sensor; receiving ECU 24 information from GP 25 on a given lower level of air pressure in the pneumatic line 2 and pneumatic cylinders 3; disconnection of the electromagnet E1 of the control valve 16 RD 14 from the module 27 of discrete signals; supply of a control signal from module 27 to electromagnet E2 of control valve 17 to turn off RD 14 and close TPK 7; supply of a control signal from the module 27 of discrete signals to the electromagnet E2 of the pneumatic distributor, connection of the control cavity of the RPK 10 with the third pneumatic line under pressure from the air collector, opening of the RPK 10 until the pressure in the pneumatic cylinders reaches the preset GP 25 stage; registration by the controller ECU 24 after a predetermined time interval of the pressure level received from the second pressure sensor; achievement of the pressure of a given stage in the pneumatic cylinders by venting air into the atmosphere through the open RPK 10, deairing the pneumatic cylinders 3; sending a command from ECU 24 to turn on the electromagnet of the first two-position pneumatic valve and turn off the electromagnet of the second two-position pneumatic valve EP BUK, closing the RPK 10; receipt of a command from HP 25 to ECU 24 for a subsequent change in pressure in pneumatic cylinders 3, after which, upon receipt of a task from the operator of HP 25 about the air pressure level in pneumatic cylinders 3, the ECU 24 controller sets the speed in accordance with the control program

(ΔР _PL ^_ air pressure increment in the main pneumatic line 2 over the time interval Δt) changes in air pressure in the main pneumatic line 2 and based on the readings of the pressure value measured by the pressure sensor D2, the rate of pressure change measured by the pressure sensor D1 in the cavity controlling the opening is calculated cavity TPK 7, and the pressure in the main pneumatic line 2, measured by sensor D2;

контроллер 26 ЭБУ 24 подает соответствующий управляющий сигнал на отключение электромагнита первого клапана РД 14 и включение электромагнита второго клапана РД 14 для закрытия ТПК 7, отключение электромагнита Э4 первого пневмораспределителя, подача сигнала на включение электромагнита Э3 второго пневмораспределителя для открытия РПК 10.increasing the power of the control signal supplied to the electromagnet E1 control RD 14 in case the specified rate of change of pressure in the main pneumatic line 2 is not reached within a given period of time; if, with the transition to an increased stage of air pressure in the pneumatic cylinders 3 specified by the operator GP 25 and the positive rate of change of pressure in the pneumatic cylinders 3 (pressure increase rate) calculated and set by the controller 26 of the ECU 24, which is less than the specified one, then at the command from the ECU 24 the power of the control signal increases, supplied to the first electromagnet RD 14, and, accordingly, the opening of RD 14 and TPK 7; given by the operator GP 25 transition to a reduced stage of air pressure in PC 3 and calculated and set by the controller 26 ECU 24 negative rate of pressure change

the controller 26 of the ECU 24 gives the appropriate control signal to turn off the electromagnet of the first valve RD 14 and turn on the electromagnet of the second valve RD 14 to close the TPK 7, turn off the electromagnet E4 of the first pneumatic distributor, and send a signal to turn on the electromagnet E3 of the second pneumatic distributor to open the RPK 10.

с расчетной программой в энергонезависимой памяти 26а ЭБУ 24 и корректировать (в зависимости выявленной разницы между измеренной скоростью

и рассчитанной) величину L открытия/закрытия ТПК 7 и РПК 10, после чего - сохранять в памяти 26а ЭБУ 24 скорректированную величину открытия/закрытия ТПК 7 и РПК 10 для соответствующей скорости

изменения давления воздуха в главной пневмолинии 5.To improve the accuracy of control, TPK 7 and RPK 10 have position sensors 7a and 10a, which determine the L value of their opening / closing regulated by ECU 24, allowing ECU 24 to compare the achieved speed

with the calculation program in the non-volatile memory 26a of the ECU 24 and correct (depending on the detected difference between the measured speed

and calculated) value L of opening/closing of TPK 7 and RPK 10, after which - store in memory 26a of ECU 24 the corrected value of opening/closing of TPK 7 and RPK 10 for the corresponding speed

changes in air pressure in the main pneumatic line 5.

To increase the smoothness of control, the control signals to the electromagnets of the first and second pneumatic valves RD 14 and the electromagnets of the first and second pneumatic distributors can be set as a set of pulses, the amplitude, frequency and duty cycle of which is determined by the program of the controller 26 based on the readings of the second and first pressure sensors.

To achieve the claimed technical effect, - increasing the accuracy of controlling the magnitude of the braking force of the wheels of the car, created by pneumatic cylinders, as well as reducing air consumption during the operation of the air intake, - the operation of the control device for the pneumatic drive of the air intake is performed in accordance with the program loaded into the controller 26 or into the non-volatile memory 26a ECU 24.

Claims (3)

1. The control system for the pneumatic drive of the car retarder with the braking mechanisms of the right and left wheels of the car (wagon cut) with the pneumatic cylinders of the drive of each mechanism, with the main pneumatic line connecting the pneumatic cylinders of the braking mechanisms of the wheels of the car, containing: an air collector connected to the main pneumatic line connecting the pneumatic cylinders, along at least one pneumatic line, having at least one pneumatic pressure regulator of air coming from the air collector through the pneumatic line and pneumatic line into the pneumatic cylinders and released from them into the atmosphere, consisting of structurally identical, pneumatically controlled, having fixed body parts with a seat and a movable a cylindrical valve in contact with the seat, a direct-flow brake valve having a cavity that controls its opening, and a cavity that controls its closing, connected to the pneumatic line behind the outlet pipe, and a releasing direct-flow valve, the cavity of which horn, which controls its opening, is connected to the pneumatic line behind the branch pipe of the brake direct-flow valve through the “or” valve and to the air collector through the second two-position pneumatic distributor with electromagnetic control and through the third pneumatic line for opening the releasing direct-flow valve or with the atmosphere when the releasing direct-flow valve is closed, and the cavity, managing its closure; the inlet of the releasing direct-flow valve is connected to the pneumatic line behind the branch pipe of the brake pneumatic valve, and the outlet is connected to the atmosphere; an electro-pneumatic control unit (ECU) for valves of a pneumatic pressure regulator (PRD), including a pressure regulator for air entering through a filter from an air collector, controlled by two on-off pneumatic valves with electromagnetic control; the first pneumatic line connecting the outlet pipe of the pressure regulator with the cavity that controls the opening of the brake direct-flow valve, connected to the pneumatic cavity of the first pressure sensor; a second pneumatic line connected to the main pneumatic line and to the pneumatic part of the second pressure sensor and periodically connected through the first on-off pneumatic valve with electromagnetic control to the cavity that controls the closing of the releasing direct-flow valve; a third pressure sensor, the pneumatic part of which is connected to the air collector; electrical outputs of the first, second and third pressure sensors are connected to the analog signal module of the electronic control unit; switching unit having a block of galvanic isolation and lightning protection; an electronic control unit for electromagnets of the electro-pneumatic valve control unit, the inputs of which are connected through a switching unit with control outputs from the hump station, consisting of a controller, non-volatile memory connected to the controller of an analog signal module, a discrete signal module connected to the control electromagnets of the electro-pneumatic valve control unit; operator console with interface; the discrete signal module of the electronic control unit is connected to the solenoids for controlling the valves of the pressure regulator of the electro-pneumatic valve control unit and the first and second electromagnets of the pneumatic distributors controlled in accordance with the program stored in the controller's non-volatile memory unit; diagnostic unit connected to the switching unit, controller, non-volatile memory, modules of analog and discrete signals; emergency control unit connected to the switching unit, controller and control panel, characterized in that both the braking and releasing direct-flow valves that make up the PRD have sensors of the position of the cylindrical valve relative to the seat, installed in a fixed body part, electrically connected to the analog signal module of the ECU. 2. The system according to claim. 1, characterized in that the discrete signal module of the electronic control unit has a pulse-width modulation module.

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