MXPA98007117A - Emergency brake report team and fa diagnostic routine - Google Patents

Abstract

The present invention relates to a circuit for the diagnosis of problems in the components in circuit and to indicate immediately an order of application of emergency brakes in a railway locomotive, the circuit comprises: (a) a coil of a valve electromagnetic emergency connected to a train line along the train, which provides positive direct current voltage to both the coil and the circuit, and (b) a diode that connects the coil to a switch of a brake valve crank and to a light-emitting device, the switch and the light-emitting device are connected to a negative side of the train line, and the light-emitting device provides immediate recognition of an emergency brake application order, carried out by a closure of a fret crank commutator

Description

locomotive. It is the responsibility of a locomotive and the locomotives connected to the locomotives.

P1341 / 98MX The on-board computer will notice the rapid reduction resulting from * air pressure in the brake line and emergency electrically connected to an emergency switch of the brake crank and to an emergency brake function provided by the electric power equipment located in a locomotive and a train of cars i associated. . In addition, the solenoid of the electromagnetic valve is connected to a light-emitting medium, such as an LED (light-emitting diode), energized by a remote-controlled electronic brake system, _ ^ in the locomotive. A diode electrically connects solenoid or coil of the electromagnetic valve to the crank brake switch and the LED so as to interrupt the flow of current from the emergency brake function of the distributed power equipment, to the switch and the brake LED of crank The hardware circuit of the present invention is connected to a train line along the car that provides a positive direct current voltage, used to drive the electromagnetic emergency valves. The train line and the hardware circuit include a negative side normally connected to the negative terminal of a locomotive battery.

OBJECTIVES OF THE PRESENT INVENTION. One of the primary objects of the present invention is, therefore, to provide an immediate recognition of an emergency brake application order initiated on a brake crank, while a brake control computer runs routines before reporting the order of application of emergency brakes.

P1341 / 98MX Another object of the present invention is to provide analysis and diagnosis of circuit problems that may occur during the emergency braking of a train, while providing immediate prior recognition of an emergency brake application order. Still another object of the present invention is to utilize electric power supplied directly from a positive control train line to provide immediate recognition of emergency braking. The various objects and advantages of this invention, which have been described above, various other objects and advantages of the invention will become apparent with greater ease to those skilled in the railway braking technique, from the following description more Detailed description of the invention, particularly when this description is taken in conjunction with the drawings and the appended claims.

BRIEF DESCRIPTION OF THE DRAWINGS Figure 1 is a schematic circuit diagram of diagnostic hardware according to the currently preferred embodiment of the invention.

P1341 / 98MX BRIEF DESCRIPTION OF TJNA MODE OF THE INVENTION, CURRENTLY PREFERRED Referring now to the drawing, a circuit 10 is shown having a positive side connected to the positive side of an electric control train line in a crank brake and a light emitting device 24, connected in parallel to the switch 22, as for example, a "light emitting diode (LED) located on a printed circuit board 26. The LED and the circuit board are part of a remote control brake system, such as the EPIC system discovered by the Westinghouse Air Brake Company, the diode 18 electrically separates the switch 20 from the crank brake switch 22 and the LED 24. When the crank switch 22 emergency brake is closed, the positive voltage supplied at 12 from the train line along the car, causes P1341 / 98MX current flowing in series through the resistor 16, the solenoid 14, the diode 18 and the switch 22, to a negative common side of the switch. The LED 24 is energized by means of current flow from its positive side through the closed crank brake switch 22, towards the common negative of the commutator and the train line. The LED emits light towards a detector 27 located in close proximity to the LED, the detector is in a circuit indicating immediate emergency close to the switch 22. The solenoid 14 of the electromagnetic emergency valve mechanically places valve ports (not shown) to discharge air from the brake pipe that extends along the train, to effect the rapid application of the train brakes. When the brake handle is placed by the operator in an emergency position, the closed contacts of the switch 22 cause energization of the solenoid 14 and the actuation of its electromagnetic valve. Another emergency electromagnetic valve (not shown) is used in the EPIC® system to discharge air from the brake line of a train. This valve is controlled by the EPIC® brake control computer and is associated with the electronic circuitry. The logic software detects the emergency positioning of an automatic brake valve crank, but this P1341 / 98MX control is not available if the power to the EPIC® system is interrupted. The closure of the switch 20 is also effective to energize the coil 14 of the emergency electromagnetic valve, as the current flows through the coil, towards the common side of the switch through its closed contacts, but does not energize the LED 24 while diode 18 interrupts the current flow in the LED circuit. If, therefore, the switch 20 fails in a short circuit mode, the electromagnetic valve of the coil 14 is not de-energized. If the switch 20 fails in an open mode, the coil is not energized, while no current path is provided by means of the switch. In any case, the result of the diagnosis is the impossibility to detect the failure modes of the switch 20. In the event that the diode 18 suffers short circuit, the electronic brake system shows an emergency brake command if the switch 20 or 22 is closed, while the LED 24 emits a light signal to the associated detector 27, that is, the current flows from the LED through any of the closed switches 20 or 22. If the emergency brake command is given from switch 20, the failure of diode 18 would be detected due to a conflicting position of the brake crank that P1341 / 98MX shows the switch 22 open, even though light is emitted by the LED indicating an emergency brake condition. If the diode 18 fails in an open mode, the electronic braking system detects that an emergency brake command has been issued by the closing of the switch 22 (by means of the brake handle), since the LED 24 is energized by the current flow in the circuit completed by the closing of the switch. Neither operates the emergency valve of the coil 14, while the path for current flow is interrupted by the open diode. The position of the brake handle provides coded instructions to the EPIC® emergency valve that was discussed above, to perform the emergency brake operation, ie the EPIC® Software can detect discontinuity in the circuit inside the resistor 16 of the coil of the emergency valve 14 and of the diode 18, making a comparison between the emergency command received from the feedback element 24 and the current state in which the EPIC® is operating through its coding position status. If the switch 22 of the brake handle suffers a short, an emergency condition is activated regardless of the position of the crank, while the solenoid 4 is energized by current flow from the terminal 12 to the common side of the switch. The mistake P1341 / 98MX (short) of the switch 22 is detected by a conflict between the coding position of the crank and the feedback of the LED 24, which is also energized by current flow through the switch that suffered the short. The electromagnetic solenoid valve 14 is energized, while the current flows through the switch 22 that underwent the short. On the other hand, if the switch 22 is in an open fault mode, an emergency condition is detected by means of the automatic brake hand crank of the previous EPIC® brake system and the emergency EPIC® electromagnetic valve. The LED 24 is not energized, while the path for current flow is interrupted by the open switch 22. The solenoid 14 is also not energized for the same reason. This fault is detected by a conflict between the position of the brake handle of the switch 22 (which is in an emergency position, with the crank coder emitting an emergency signal) and the "silent" LED that has its circuit interrupted by the switch 22 open. A coil 14 in short circuit can not be detected by the diagnostic circuit 10 and the coil 14 would not, of course, provide an emergency function, since its electromagnetic valve can not be actuated.

P1341 / 98MX An emergency brake condition is, however, provided by the EPIC® emergency valve if the brake handle of the previous EPIC® system is moved to an emergency position. An emergency brake condition is not provided if only the distributed power equipment is turned on, since it and the switch 20 have no control over the EPIC® emergency valve. An open fault condition of coil 14 can not be detected by circuit 10 either, but emergency braking occurs by means of the EPIC® electromagnetic valve if the brake crank of the EPIC® system is properly started. Emergency braking does not occur if only the switch 20 is started, since no current flows through the open circuit of the coil 14. As discussed above, with an open coil the electromagnetic valve of the coil can not be actuated. A resistor 16 in short circuit is not detectable by circuit 10, but emergency braking occurs by means of coil 14 and its electromagnetic valve together with the electromagnetic valve EPIC®, if the brake handle of switch 22 is properly started. If the emergency brake function of the switch 20 is used, emergency braking is affected P1341 / 98MX only by the electromagnetic valve of the coil 14. An open resistor 16 is also not detectable by the circuit 10 and the current is not provided for the energization of the coil 14 and the activation of its valve. However, emergency braking occurs via the emergency EPIC® electromagnetic valve if the brake handle of switch 22 is properly started. The open and short-circuit failure modes of the LED 24 are detectable by comparing the concurrency of the position of the brake handle of the switch 22 and the state of the LED, ie, if the LED suffers a malfunction or if the LED circuit is open, no light output is provided and the detector 27 also does not provide information, nor is the emergency brake switch 22 closed. Similarly, if the brake handle is not in an emergency position but should be found, no circuit path is completed for LED 24 via switch 22. The operator notices this condition and moves the handle to the emergency position. . This closes the switch 22. When the switch 22 is closed, the LED energizes and provides immediate indication of the closure and thus an immediate indication of emergency braking via the detector circuit 27 which receives light from the LED.

P1341 / 98 X While the presently preferred embodiment for carrying out this invention has been set forth in detail in the foregoing, those skilled in the braking art, to which this invention pertains, will recognize various alternative modes for carrying out the practice. the invention without departing from the spirit and scope of the following claims appended thereto.

P1341 / 98MX

Claims (9)

1. NOVELTY OF THE INVENTION Having described the present invention, it is considered as a novelty and, therefore, the content of the following CLAIMS is claimed as property: 1. A circuit for the diagnosis of problems in the components in circuit and for indicating Immediately, an order of application of emergency brakes in a railway locomotive, the circuit comprises: (a) a coil of an emergency electromagnetic valve connected to a train line along the train, which provides positive direct current voltage both the coil and the circuit; and (b) a diode connecting the coil to a switch of a brake valve crank and to a light emitting device, the switch and the light emitting device are connected to a negative side of the train line, and the device Light emitter provides immediate recognition of an emergency brake application order, effected by a closing of a brake hand switch. The circuit according to claim 1, wherein a second emergency brake function is provided by a switch connected to the diode and to the coil of the emergency electromagnetic valve.
2. P1341 / 98MX
3. 3. The circuit according to claim 1, wherein a resistor in series connects the coil of the emergency electromagnetic valve to a positive train line.
4. 4. The circuit according to claim 1, wherein a light detector is positioned to receive light from the light emitting device.
5. 5. The circuit according to claim 1, wherein the light emitting device is a light emitting diode.
6. 6. A method of diagnosing problems in components in a circuit that provides immediate recognition of an emergency brake application order in a locomotive affected by a closure of a brake hand switch, the method comprising the steps of: (a) ) use a train line along the carriage to provide a positive direct voltage voltage to a coil of an emergency electromagnetic valve, connected between the brake hand switch and a train line and to a connected light emitting device in parallel electrical with the brake crank switch; (b) close the switch to energize the coil and carry out the operation of the emergency electromagnetic valve and to energize the P1341 / 98 X light emitting device; and (c) detecting the light emitted by the light emitting device to provide immediate recognition of an emergency brake application order. The method according to claim 6, wherein the method includes the additional step of using the circuit to determine the existence of open and short-circuit conditions of the brake hand switch, a coil of the emergency electromagnetic valve and the light emitting device. The method according to claim 6, wherein the method includes the additional step of determining a second emergency brake function by electrically connecting a switch to a coil of the emergency electromagnetic valve. The method according to claim 6, wherein the method includes the additional step of electrically connecting a diode between a coil of the emergency electromagnetic valve and a brake crank switch and using the circuit to determine if the diode is open and suffers short P1341 / 98MX