RU2789927C1 - Method for monitoring the state of the brake line of the railway composition - Google Patents

Abstract

FIELD: train brake line state monitoring.

SUBSTANCE: invention relates to methods for monitoring the state of the brake line of a train. The method for monitoring the state of the brake line of the train is characterized by the fact that when the train is parked with fully filled spare tanks, the flow meter calculates the indicator of the volume of compressed air released into the atmosphere from the outlet part of the brake line of the locomotive during the discharge of the brake line at a slow pace without using the air distributors of the cars of the train. After that, the indicator of the calculated volume of compressed air is compared with the reference values, each of which was obtained empirically for a specific number of cars connected to the brake line of the train. Based on the results of the comparison, the calculated value of the number of train cars connected to the brake line is obtained, after which the calculated value of the number of cars connected to the brake line is compared with their actual number. If the calculated value of the number of train cars connected to the brake line coincides with their actual number, then the result of the control is a conclusion about the serviceability of the train brake line. If the calculated value of the number of train cars connected to the brake line is less than their actual number, then a conclusion is made about a malfunction of the train brake line.

EFFECT: improving the quality of monitoring the state of the brake line of the train.

1 cl, 1 dwg, 1 tbl

Description

The invention relates to methods for monitoring the condition of a train brake line by counting the number of train cars connected to the brake line [B60T17/22].

Known from the prior art is a METHOD FOR FAULT DETECTION AND BACKUP CONTROL OF A RAILWAY BRAKE SYSTEM [CN112776788, publ. 05/11/2021] where the state of the air distribution valve is determined by the pressure value in the brake line, which is in the open state with the air distributor turned off.

The disadvantage of this analogue is the complexity of the implementation of the proposed method, due to the need to make significant design changes to the brake line system of the train.

Also known from the prior art is a METHOD FOR DETERMINING THE ACTUAL VOLUME OF PNEUMATIC POWER NETWORKS OF THE LOCOMOTIVE [RU2252884, publ. 05/27/2005] by the comparison method, characterized in that after determining the compressed air consumption for leaks from the pneumatic networks of the locomotive by the estimated volume of the main tanks, by the time the pressure decreases by the value of the established differential, an atmospheric throttle of a known diameter is connected to the constant pressure line at the outlet of the driver's crane, determine in the indicated way, the consumption of compressed air for leakage from the pneumatic networks of the locomotive in the presence of an artificial leakage from the atmospheric throttle and by comparing the results obtained, the actual volume of the pneumatic supply networks of the locomotive is determined.

The disadvantage of this analogue is the high duration of checking the status of the actual volume of the pneumatic power supply networks of the locomotive due to the need to connect an additional throttle at each check.

The closest in technical essence is a METHOD FOR CONTROL OF THE DENSITY OF THE BRAKE LINE OF THE TRAIN [RU2775892, publ. 07/11/2022], based on the measurement of air velocity in the pipeline by ultrasonic sensors and the determination of the reduced mass flow rate of compressed air coming from the driver’s crane or the brake control system into the brake line of the train, characterized in that when measuring the speed of compressed air in the brake line by means of ultrasonic sensors calculation and recording of indicators of volume and mass consumption of compressed air is carried out by means of the locomotive control or safety system using the readings of pressure and temperature sensors of compressed air installed in this system, after which the indicator of compressed air consumption is compared with the previous recorded values and according to the detected changes in the value consumption, a conclusion is made about the change in the density of the brake line of the train.

The main technical problem of the prototype is the low accuracy of determining the state of the brake line of the train during its control, due to the fact that the compressed air consumption rate is compared with the previous recorded values, and not with the reference values. In addition, monitoring is carried out continuously, in this case, the values of compressed air consumption can be influenced by extraneous factors, depending both on the specific operating conditions of the train at the current time, and on environmental factors. This fact does not allow assessing the compressed air consumption under conditions close to the same for all measurements, which significantly reduces the reliability of the measured data, and as a result, reduces the accuracy of determining whether the brake line is in good or bad condition.

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

The technical result of the claimed invention is to improve the accuracy of determining the state of the brake line of the train in the course of its control.

The specified technical result is achieved due to the fact that the method of monitoring the condition of the brake line of the train, characterized in that when the train is parked with fully filled spare tanks, the flow meter calculates the indicator of the volume of compressed air escaping into the atmosphere from the outlet part of the brake line of the locomotive during the discharge of the brake line at a slow pace without the use of air distributors of train cars, after which the indicator of the calculated volume of compressed air is compared with the reference values, each of which was obtained empirically for a specific number of cars connected to the brake line of the train, based on the results of the comparison, the calculated value of the number of train cars is obtained connected to the brake line, after which I compare the calculated value of the number of train cars connected to the brake line t with their actual number, if the calculated value of the number of train cars connected to the brake line coincides with their actual number, then the result of the control is a conclusion about the serviceability of the train brake line, if the calculated value of the number of train cars connected to the brake line is less than their actual number , then a conclusion is made about a malfunction of the brake line of the train.

Brief description of drawings:

In FIG. 1 shows a general diagram of a train with a locomotive and placed functional elements for implementing a method for monitoring the state of the brake line of a train.

The figures indicate: 1 - brake line, 2 - driver's crane, 3 - surge tank, 4 - outlet part of the brake line, 5 - flow meter, 6 - electronic unit, 7 - visualization device.

Implementation of the invention.

Functional elements for implementing the method for monitoring the state of the brake line of the train are characterized by the presence of the brake line 1 of the train, the end part of which is located in the locomotive of the train and is laid along all transported wagons of the train. The terminal part of the brake line 1 in the locomotive is connected to the first input of the driver’s crane 2. Also in the locomotive of the train there is a surge tank 3 connected by one of its outputs to the second input of the driver’s crane 2. At the outlet of the driver’s crane 2 is the outlet part of the brake line 4 end which has an outlet and atmosphere. In the outlet part of the brake line 4, a flow meter 5 of the volume of air discharged into the atmosphere when the brake line 1 is discharged is mounted. The flow meter 5 is connected to the electronic unit 6 with the possibility for the electronic unit 6 to receive readings from the flow meter 5. using electrical wires, and using a wireless connection. The electronic unit 6 is configured to receive compressed air flow rates from the flow meter 5, download information for analyzing the obtained readings, analyze the obtained readings by comparing them with the downloaded information and transmit the results of the analysis (comparison) to the visualization device 7. The electronic unit 6 and the visualization device 7 can be connected to each other, either through a wired connection or through a wireless connection. The electronic unit 6 can be implemented as a pcd board in a single housing. The visualization device 7 is configured to display the results of the analysis of the electronic unit 6. The visualization device 7 can be located in the train locomotive driver's cab next to the driver's crane 2.

The method of monitoring the state of the brake line of the train is characterized by the fact that at the preliminary stage, statistical studies are carried out, in which, when the train is in a stationary state, the spare tanks of the cars connected to the brake line 1 are completely filled with compressed air. Further, the technical staff, controlling the operation of the driver's crane 2, which, by changing the pressure in the surge tank 3, discharges the brake line 1 at a slow pace. In this case, slow discharge means discharge of the brake line 1 with pressure relief to such a value that the air distributors in the train cars are not activated. Thus, when the brake line 1 is discharged at a slow pace, spare tanks are not connected and compressed air is not supplied to the brake cylinders of the wagons. After each test, the readings of the compressed air flow meter 5 are recorded. A series of statistical tests is carried out during discharging at a slow pace with the same characteristics of the pressure relief mode (on the same equipment of the train locomotive, with the same duration of the pressure relief process, by the same value), but with different numbers of cars connected to the brake line 1. On the basis of statistical tests, with their subsequent statistical processing, the dependences of the readings of the flowmeter 5 on the number of cars in the composition (connected to the brake line 1) are formed. These dependencies are loaded into the electronic unit 6 as reference values.

When implementing the claimed method during the parking of the train, the reserve tanks of the cars connected to the brake line 1 are completely filled with compressed air. Further, the technical staff, controlling the operation of the driver's crane 2, which, by changing the pressure in the surge tank 3, discharges the brake line 1 at a slow pace. During discharging at a slow pace, compressed air moving along the brake line 1 through the driver's crane 2 enters the outlet part of the brake line 4, while the total volume of compressed air released into the atmosphere is recorded by the flow meter 5. Data on the total volume of compressed air released into the atmosphere are transmitted to the electronic block 6, which, analyzing the data obtained, according to the results of the analysis (comparison), will determine how many cars the obtained value of the volume of compressed air corresponds to. The results of the analysis are transmitted to the visualization device 7, where the technical staff compares the value of the number of cars received from the electronic unit 6 based on the analysis with the actual value of the number of cars attached to the locomotive, thereby monitoring the state of the brake line 1 of the train. If the data received from the electronic unit 6 coincides with the actual number of cars, then the result of the control is a conclusion about the serviceability of the brake line 1 of the train. If the data received from the electronic unit 6 is less than the actual number of cars, then the result of the control is a conclusion about the malfunction of the brake line 1 of the train and the presence of a break in the brake line 1 in the train. If the data received from the electronic unit 6 is greater than the actual number of cars, then a conclusion is made about a malfunction of the diagnostic equipment.

The claimed technical result, increasing the accuracy of determining the state of the brake line of a train during its control is achieved due to the fact that control is carried out only at strictly defined points in time, when the train is parked on its route, before shipment. In this case, the results of measuring the compressed air consumption will be the most objective, due to the presence of measurement conditions that are close to the same, in particular, one pressure release mode is used, while the brake line 1 is completely filled with compressed air. Also, the claimed technical result is achieved due to the fact that, unlike the solution of the prototype, the conclusion about the state of the brake line 1 is not made on the basis of relative data obtained during the direct operation of the train, but as a result, the data obtained from the flow meter 5 are compared with the reference values obtained on the preliminary stage of implementation of the silty method. In this case, the accuracy of counting the number of train cars depends only on the quality and quantity of statistical tests and the quality of statistical data processing. Also, the claimed technical result is achieved due to the fact that the criterion for assessing the condition of the brake line 1 is the number of cars in the train, which allows the technical staff to monitor the condition of the brake line 1 by comparing the data on the number of cars received from the electronic unit 6 with the actual number of cars . This procedure is implemented quickly, is simple and does not require highly qualified technical personnel, as a result of which the probability of obtaining an erroneous result from the control results is significantly reduced. Also, the claimed technical result is achieved due to the fact that when implementing the claimed method, the brake line 1 is discharged at a slow pace, during which the air distributors do not connect spare tanks and, thus, compressed air is not supplied to the brake cylinders of the cars. Due to this, the intensity of the output flow of compressed air is not affected by an additional factor, in the form of a discharge of compressed air on the cylinders of cars, which ensures increased accuracy and repeatability of measurements by the flowmeter 5, which directly affects the accuracy of determining the state of the brake line 1 of the train during her control.

The applicant in 2022 conducted research and testing of the claimed method. Trial operation of trains with the above-described system for monitoring the state of the brake line confirmed the claimed technical result.

An example of the implementation of the claimed method.

Approbation of the claimed method took place with the driver's crane 2 KM-140, installed on the locomotive 3ES8, standard freight cars with a load capacity of 69.7 tons were used as cars. At the outlet part of the brake line 4 to the atmospheric opening of the pressure switch of the plate of the driver's crane 2, a flow meter 5 of the rotary type was mounted. The electronic unit 6 was connected to the flowmeter 5 and visualization device 7 located in the locomotive driver's cab via the CAN bus.

At the preliminary stage, a series of tests was carried out, during which the spare cylinders were fully charged to 5 atm, the air distributors were activated when the pressure in the brake line 1 dropped by 0.2-0.25 atm. In this case, to implement the mode of discharging at a slow pace, when controlling the crane of the driver 2, a mode was set in which the pressure in the brake line 1 is released by a value equal to 0.1 atm. within two seconds. According to the results of statistical tests and the results of their processing, the averaged dependences of the number of railway cars on the volume of the volume passing through the outlet part of the brake line 4 of compressed air were obtained. Excerpts of the above dependencies are shown in Table. 1.

Table 1.

Number of wagons (pcs.) Air volume (l) 10 2.53 20 7.58 thirty 11.86 40 15.45 50 20.36 60 24.56 70 28.98

Subsequently, the obtained dependencies were loaded into the electronic unit 6, and the algorithms for its operation were also programmed. In particular, the operation algorithm was implemented in the form of a comparison device, the input of the electronic unit 6 received the value from the flow meter 5 after discharging at a slow pace, then the calculation of the absolute values of the difference between the data from the input of the unit and the loaded volume values was implemented (second column of Table 1). Further, based on the comparison of all values among themselves, the smallest one was chosen, which was uniquely compared with the number of train cars (the first column from Table 1). According to the results of the comparison, the value of the estimated number of train cars was sent to the visualization device 7, where it was compared with the actual number of train cars.

When testing the claimed method under operating conditions with the serviceability of the brake line 1, it turned out that the accuracy of determining the number of cars based on the analysis of the electronic unit 6 was 98%. In the remaining 2% of cases, the discrepancy with the actual number of cars was one car and was justified by a small number of statistical tests for the formation, loaded into the electronic data block 6.

When approbating the claimed method under operating conditions when simulating a break in the brake line 1, the conclusion about its presence, according to the results of the control, in accordance with the claimed method was given in 100% of cases, which confirms the claimed technical result.

It is also worth noting that during the experimental explication of the claimed solution, it turned out that for a value of the number of cars less than 10, the claimed method is not advisable to use due to the fact that, due to the high pressure in the brake line 1, the air distributors actuate and the accuracy of the data obtained from the flow meter 5 drops .

Also, according to the result of trial operation, a number of advantages of the claimed technical solution were noted, namely:

- simplicity of its technical implementation;

- high speed of monitoring the state of the brake system;

- short time to prepare for movement along the route of the train due to the possibility of quickly filling reserve tanks after the control;

- high visibility and ease of implementation of the technical solution for technical personnel;

- the possibility of implementing the claimed method at planned parking lots without providing additional time for monitoring the brake line 1.

Claims (1)

A method for monitoring the state of the brake line of a train, characterized in that when the train is parked with fully filled spare tanks, the flow meter calculates the indicator of the volume of compressed air released into the atmosphere from the outlet part of the brake line of the locomotive during the discharge of the brake line at a slow pace without using the air distributors of railway cars composition, after which the indicator of the calculated volume of compressed air is compared with the reference values, each of which is obtained empirically for a specific number of cars connected to the brake line of the train, according to the results of the comparison, the calculated value of the number of cars of the train connected to the brake line is obtained, after which the calculated value of the number of train cars connected to the brake line is compared with their actual number, if the calculated value is number of train cars connected to the brake line coincides with their actual number, then the result of the control is the conclusion that the brake line of the train is in good condition, if the calculated value of the number of train cars connected to the brake line is less than their actual number, then a conclusion is made about malfunctions of the brake line of the train.

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