RU85133U1 - DEVICE FOR POSSIBLE DIAGNOSTICS OF AUTO BRAKES ON ELECTRIC AND DIESEL TRAINS - Google Patents

Abstract

1. A device for the portable diagnostics of auto-brakes on electric and diesel trains, containing make-up contacts installed on the brake cylinders of each train car, included in a parallel and serial circuit and connected to lamps for monitoring full tempering and full braking, characterized in that instead of pneumatic-electric relays, the positions are applied rods of brake cylinders. ! 2. The device according to claim 1, characterized in that the disconnecting contacts of the memory relays installed on each train car and controlled by the mismatch signals of the normalized filling time of the brake cylinders set by the time relay installed on head cars. ! 3. The device according to claim 1, characterized in that, in addition to the lamps for monitoring full tempering and full braking installed in the driver’s cab, lamps for local signaling of malfunction on all train cars are introduced.

Description

The proposed utility model relates to transport engineering, in particular, to diagnostic tools for automatic brakes of rolling stock and can be used to monitor the operation of auto-brakes on electric and diesel trains.

Known devices for signaling non-release of auto brakes of rolling stock, containing pneumatic-electric relays on the brake cylinder of each car, the contacts of which are connected in parallel to the train wire 51 of the power supply of the signal lamp for releasing the brake (CIS) on the driver’s console (see P.V. Tsukalo, N. G Eroshkin “Electric trains ER2 and ER2R, Moscow, Transport, 1986, p. 272, Fig. 219). The disadvantage of such devices is that full and reduced testing of auto-brakes must be performed in two persons, and in the train work there is no information about braking by all train cars.

A device for signaling the release of auto-brakes (COT) is used, which is used on the ED4 electric train, which, in addition to the above analogue, has an additional end pneumatic-electric relay mounted on the brake cylinder of only the head carriage, the contacts of which via wire 35 include an additional COT-X lamp (signaling device brake release of the tail carriage) on the driver’s control panel (see. Schematic diagram of the principle electric train ED4 IDMB. 566661.00593.1 developed by OJSC "VEL NII", sheets 1 and 2 along the wire circuit 51 and 35).

The disadvantage of this device is the lack of information on the braking of all train cars by the train.

The closest in the aggregate of essential features is the signaling device of the engine-carriage train auto-brakes (RF Patent No. 2030313, IPC В60Т 17/22, published on March 10, 1995). The signaling device is a device that allows you to control the full release of auto brakes and full braking due to the parallel and serial circuits of the closing contacts of the pneumatic electric relays, which include, respectively, lamps for monitoring the full release and full braking.

The disadvantage of this signaling device for the operation of auto-brakes is the lack of a train (on the driver’s console) and local (on each car) signaling the presence of cars with faulty brake devices and a signal on the position of the hand parking brake.

When creating a utility model, the problem was solved of expanding the functionality of the brake action indicator of a motor-carriage train by replacing the pneumatic-electric relays on the brake cylinders with sensors for monitoring the position of the brake cylinder rods, introducing a relay for monitoring the filling time of brake cylinders, and light-signaling means of malfunction.

The technical result, the achievement of which the claimed utility model is directed, is an increase in the safety of operation of electric and diesel trains. The specified technical result is achieved by the fact that, in order to expand the functionality of the brake action indicator, instead of pneumo-electric relays, sensors for monitoring the position of brake cylinder rods are used, which make it possible to control the minimum and full outputs of the brake cylinder rods of all train cars, and relay head for monitoring the filling time of brake cylinders is installed in the head cars with compressed air, in each car a memory relay of a malfunction with flash lights on the side walls of agonists and in the central aisles, a wire for monitoring the time of filling the brake cylinders was introduced to supply the memory relay from among the backup ones, and a standard control wire and a standard control switch were used to unlock fault signals.

The utility model is illustrated by a description of a specific example of its implementation and the accompanying drawing, in which Fig. 1 is an electrical diagram. The following conventions are accepted:

1 - the making contact of the sensor 20;

2 - making contact of the sensor 20;

3 - Brake cylinder;

4 - Lamp for monitoring complete braking (CBT);

5 - Lamp alarm full vacation (COT);

6 - Time relay;

7 - Head carriage;

8 - Tail carriage;

9 - Intermediate cars;

10 - make contact of the start of the reference time of the brake control signal;

11 - closing with time delay contact relay 6;

12 - Limb setting the time delay relay 6;

13 - The closing contact of the limb 12 in zone 24;

14 - Isolation diode;

15 - “+” terminal of connection to brake switches;

16 - memory relay;

17 - Lamp for local alarm;

18 - The making contact of the relay of memory 16;

19 - NC contact of the sensor 20;

20 - Brake cylinder rod position sensor;

21 - the Rod of the brake cylinder;

22 - NC contact relay 16;

23 - A train wire from among reserve;

24 - Zone "Fault";

25 - Established train control wire;

26 - Regular control switch;

30 - Terminal “-” for connecting to brake switches.

The device operates as follows:

Setup:

- the sensor 20 of the position of the rod 21 of the brake cylinder 3, for example, using the manual parking brake actuator is configured to operate contact 1 when the rod 21 of the brake cylinder 3 is 10% of the normalized value, and contacts 2 and 19 to the full standardized rod output by monitoring the change state (closed - open) of its contacts 1, 2 and 19 on each car. Limb 12 for setting the time delay of the time relay 6 on the head carriage is set to the position corresponding to the time of the complete release of the brake cylinder rod 3. With electrical braking control, the contact 10 for activating the time relay 6 must close simultaneously with the electric braking signal, and with pneumatic - with a time delay equal to the difference in the working time of pneumatic and electrical control signals.

- check lamps 17 local alarm about malfunctions installed on the sidewalls and in the central aisles of the head 7, tail 8 and intermediate cars of the train 9. The check is carried out after installing the brake switches on the head 7 and tail 8 cars in the position “HEAD, TAIL”, the corresponding potentials of the control circuit are applied to terminals 15 and 30. After the dial 12 is turned to position 24 “Fault”, its block contact 13 closes, the memory relay 16 is turned on via the diode 14 and the opening contact 19 of the control sensor 20 of the brake cylinder 3 rod position. At the same time, all local signaling lamps 17 on all train cars turn on . Turning off the lamps 17 is carried out by returning the dial 12 to its original position. If the test was carried out with the control switch 26 turned on, unlocking will occur only after it is disconnected due to the presence of contact 18 of the memory relay 16 in the circuit of the wire 25 and the isolation diode 14.

- testing auto brakes in one person. After performing regular operations to charge the brake train system, the driver’s crane is put into service braking position. At the same time, the sensor 20 closes its contact 1 and on the driver’s console of the head carriage a COT lamp 5 is turned on by a circuit: terminal 30, make contact 1 of the sensor 20 of the rod position 21 of the brake cylinder 3, lamp 5 COT, terminal 15 and, with some lag, the lamp 4 CBT in the circuit: terminal 30, NO contact of the full output of the rod 2 of the brake cylinder 3, NO contact 22 of the memory relay 16, lamp 4 of the CBT, terminal 15.

Train work:

During regular braking on the train route, one or, by coincidence, several malfunctions in the operation of the braking equipment due to the condition of the spool-plunger pairs of the air distributors, the condition of the filter elements, the leaks of compressed air, the condition of the lubricant, and accidental or intentional shutdown of terminal or disconnecting valves may occur , braking of individual cars with a hand brake.

The presence of these abnormal situations on one or more cars leads to a lag in turning on the lamp 4 of the CBT from the lamp 5 COT. And if this lag progresses and the time interval between turning on the lamps 4 and 5 exceeds the normalized filling time of the brake cylinders, then the CBT lamp 4 will turn off and the lamp 17 will turn on on the faulty car. The lamp 17 will turn on as follows: if contact 11 of the timer 6 with the dial 12 to zone 24 closes, and the sensor 20 for the position of the rod 21 with its contact 19 on any car does not detect a complete exit of the rod, the following circuit will be assembled: terminal 15 , pin 11, isolation diode 14, terminal 19 of the rod position sensor 20 of the brake cylinder 3 21, memory relay 16 and lamp 17. This information is stored in the circuit: closing contact 18, memory relay 16, isolation diode 14, control train wire 25, switch control 26 on the remote ashinista leading car 7. Signal lamp 4 is turned off by KPT circuit: terminal 30 track 2 sensor 20, the NC contact 22 of memory switch 16. Thus, a fault is displayed, allowing you to train services and the engineer to fix them with appropriate action. The same scheme allows you to detect air leaks during short-term stagnation, for example, when changing control cabins at the points of train rotation. In case of air leakage on one or several wagons, the CBT lamp 4 on the driver’s remote control switches off according to the circuit: terminal 30, pin 2 of the sensor 20 of the rod position 21 of the brake cylinder 3. To determine the faulty wagons, the limb 12 is set to position 24, while on the faulty wagons they turn on local alarm lamp 17 in the circuit: terminal 15, terminal 13, isolation diode 14, terminal 19 of the sensor 20. Unauthorized use of the hand parking brake is recognized by the activation of lamp 5 (COT) in the circuit: terminal 30, terminal 1 of the sensor 20. For identifying car involved with manual brake limb 12 is moved to 24, wherein the lamp 17 are included on all carriages except those on which the handbrake is tightened. Switching on occurs through the circuit: terminal 15, terminal 13, isolation diode 14, terminal 19 of the sensor 20.

Application of the proposed utility model will allow:

- control the position of the end cranes;

- control the position of the uncoupling taps;

- evaluate the condition of the lubricant;

- determine the leakage of compressed air from the brake cylinders and spare tanks;

- assess the condition of the filter elements;

- to control the operation of pneumatic air distributors and an electric locomotive of air distributors;

- determine the unauthorized use of the hand parking brake;

- carry out bench revisions of brake equipment as necessary.

Claims (3)

1. A device for the portable diagnostics of auto-brakes on electric and diesel trains, containing make-up contacts installed on the brake cylinders of each train car, included in a parallel and serial circuit and connected to lamps for monitoring full tempering and full braking, characterized in that instead of pneumatic-electric relays, the positions are applied rods of brake cylinders. 2. The device according to claim 1, characterized in that the disconnecting contacts of the memory relays installed on each train car and controlled by the mismatch signals of the normalized filling time of the brake cylinders set by the time relay installed on head cars. 3. The device according to claim 1, characterized in that in addition to the lamps for monitoring full tempering and full braking installed in the driver’s cab, lamps for local signaling of a malfunction on all train cars are introduced.