RU169839U1 - Locomotive Brake Equipment Module - Google Patents

Abstract

The utility model relates to the field of railway transport. The locomotive brake equipment module is a cabinet installed in the driver’s cab. A frame structure is formed inside the cabinet, which carries reservoirs, pneumatic valves and pressure switches, valves and electro-pneumatic valves, a power supply and switching elements of the power supply with control nodes of electro-pneumatic valves and switches, as well as pneumatic terminals for communication with external units. The frame structure is made of longitudinal and transverse elements forming a power frame, divided by a transverse partition into the upper and lower sections. In the upper section, there is a power supply and tanks with pipelines from the latter to one side of the frame. A board is installed in the lower section, supported by a frame, on the part of the surface of which pneumatic valves and pressure switches, valves and electro-pneumatic valves are mounted on the side of the piping from the tanks, on the other side of the PCB surface from the side opposite to the location of the pipelines from the tanks, are located switching elements of the power supply with control nodes of electro-pneumatic valves and switches. And the pneumatic terminals for communication with external units are placed in a ruler and fixed along the bottom edge of the board. 6 ill.

Description

The utility model relates to the field of railway transport, in particular to the braking systems of locomotives. In particular, the design of the module of the braking equipment of a locomotive (hereinafter - MTO) is considered, and more specifically to the devices of the complexes of braking equipment of a railway traction vehicle, mainly a freight locomotive, designed to change the pressure in the brake line, to change the pressure in the brake cylinders of the locomotive depending on the change pressure in the brake line, depending on the control of brake processes by the crane of the auxiliary brake of the locomotive.

A known locomotive braking equipment module comprising located in a common cabinet installed in the driver’s cab, an electro-pneumatic device block, a braking equipment unit for passenger-type locomotives, a remote control locomotive auxiliary brake valve, a remote control electro-pneumatic auto-stop valve, an electro-pneumatic emergency brake valve for remote control and pneumatic equipment unit, while in this cabinet are mounted switch control valves to ensure the direction of air flow from various autonomous pressure sources through an electrically controlled air distributor in the air distribution unit to the controlled chambers of the pressure switch, the number of which is equal to the number of brake cylinders of the locomotive’s wheel trolleys and the outputs of each are connected to the brake cylinder of the corresponding wheel trolley, and the input - separate pressure-filled tank (RU 117130, B61H 13/02, B60T 7/08, B60T 13/26, B60T 15/36, publ. 06/20/2012).

The disadvantage of this known solution is the lack of reliability of the brake system, due to the fact that there is no system for monitoring the state of pressure in the supply line at the actuation section of an electrically controlled air distributor. In the known system, switching is controlled by the driver’s crane, but this control action does not depend on the actual pressure in the tank communication system with the brake equipment unit.

A known locomotive braking equipment module comprising located in a common cabinet installed in the driver’s cab, an electro-pneumatic device block, a braking equipment unit for passenger-type locomotives, a remote control locomotive auxiliary brake valve, a remote control electro-pneumatic auto-stop valve, an electro-pneumatic emergency brake valve for remote control and pneumatic equipment unit, while in this cabinet are mounted switch control valves to ensure the direction of air flow from various autonomous pressure sources through an electrically controlled air distributor in the air distribution unit to the controlled chambers of the pressure switch, the number of which is equal to the number of brake cylinders of the locomotive’s wheel trolleys and the outputs of each are connected to the brake cylinder of the corresponding wheel trolley, and the input - a separate pressure-filled tank, and the pressure switch is in communication with the control channel for the pressure of the unit electro-pneumatic devices and reported through the Executive unit with an electrically controlled air distributor in the air distribution unit for communication of the brake line with the supply line (RU 129069, B61H 13/02, B60T 7/08, B60T 13/26, B60T 15/36, publ. 07/20/2013).

This decision was made as a prototype.

A disadvantage of the known solution is that the placement of devices, components and other elements of the pneumatic circuit in the cabinet corresponded to the position of each particular unit or device on the pneumatic circuit. This led to the fact that in one local area in the cabinet could be located as pneumatic nodes, as well as electrical components and the connections between them. This created difficulties in carrying out repairs when the unit failed. In most cases, the cabinet had to be dismantled completely and transported to the repair site. With this arrangement, the installation features of pneumatic devices that differ from the installation and laying of power lines of a power system or high pressure pipelines are not taken into account. This led to an increase in the distance between nodes and blocks and an increase in the dimensions and weight of the module.

This utility model is aimed at achieving a technical result, which consists in increasing operational reliability and maintainability.

The specified technical result is achieved by the fact that in the locomotive braking equipment module, which is a cabinet installed in the driver’s cab, inside of which a frame structure is formed that carries reservoirs, pneumatic valves and pressure switches, cranes and electro-pneumatic valves, a power supply unit and block switching elements power supply with control units of electro-pneumatic valves and switches, as well as pneumatic terminals for communication with external units, frame construction The function is made of longitudinal and transverse elements forming a power frame divided by a transverse partition into upper and lower sections, a power unit and reservoirs are located in the upper section with pipelines leading from the latter to one side of the frame, a board is installed in the lower section with the frame resting on the frame, part of the surface of which, from the location of the pipelines from the tanks, pneumatic valves and pressure switches, valves and electro-pneumatic valves are mounted, on the other side of the board surface from the side bying piping arrangement of reservoirs and along the latter elements are arranged switching power supply to the control nodes of switches and electro-valves and pneumatic outputs for communication with vneshneraspolozhennymi units arranged in line and fixed along the lower edge of the board.

These features are significant and are interconnected with the formation of a stable set of essential features sufficient to obtain the desired technical result.

The present utility model is illustrated by a specific example of execution, which, however, is not the only possible one, but clearly demonstrates the possibility of achieving the required technical result.

In FIG. 1 is a general diagram of a brake system with a brake equipment module for locomotives;

FIG. 2 is a schematic diagram of a brake equipment module;

FIG. 3 - module of brake equipment, view from the side of mounting blocks and assemblies;

FIG. 4 is the same as in FIG. 3, a side view from the side of the placement of pipelines;

FIG. 5 is the same as in FIG. 3, view from the back;

FIG. 6 - arrangement of blocks and nodes on the module frame.

According to this utility model, the design of the brake equipment module 1 (MTO) is considered, which is performed in the form of a frame cabinet and is installed in the engine room of the locomotive.

MTO is designed for use on a passenger electric locomotive power supply and to ensure:

- automatic pneumatic braking of the locomotive;

- "self-disconnecting sections" of the locomotive;

- signaling a break in the brake line of a train;

- remote release of automatic pneumatic brakes of a locomotive with automatic train brakes activated;

- replacement of the electrodynamic brake by pneumatic.

In general, the locomotive braking equipment module is a cabinet installed in the driver’s cab. In this cabinet, a frame supporting structure is formed in the form of a frame on which the blocks and nodes of the braking pneumatic system are mounted.

This system componently includes a block of electro-pneumatic devices, a block of brake equipment for passenger-type locomotives, a remote control valve for an auxiliary brake of a locomotive, an electro-pneumatic autostop valve with a remote control, an electro-pneumatic emergency brake valve for remote control and a pneumatic equipment unit, in this case mounted switching valves to ensure the direction of air flow from various autonomous sources Ikov pressure through a Power Supply Unit diffuser unit to control cameras pressure switches equal to the number of wheel brake cylinders of the locomotive trucks and outputs each of which is communicated with a brake wheel cylinder of a corresponding bogie and input - with separate filled pressure reservoir. And the pressure switch is communicated with the control channel for the pressure of the block of electro-pneumatic devices and communicated through the actuator block with an electrically controlled air distributor in the air distributor unit to communicate the brake line with the supply line.

The principle of operation can be considered in the pneumatic circuit diagram of FIG. 1 and 2, where the MTO is indicated by pos. one.

To implement automatic pneumatic braking, the driver changes the pressure in the surge tank 2 (UR), and therefore in the brake line 3 (TM), through the crane 4 of the driver (Fig. 1).

To implement braking, the driver sets the handle of the crane operator’s controller in the V position and reduces the pressure in the UR 2 by the speed of service braking to the required value, the pressure in the TM 3 decreases at the same rate and air begins to flow from the reserve tank 5 (ZR) (Fig. 5) through air distributor (BP) to switching valve PK1 6, switching element 7 (OP) of the electrolocking valve 8 (KEB), switching valves 9 (PK2) and 10 (PK3), and to the control cavities of the pressure switch 11 (RD1) and 12 (RD2) . Upon reaching the required pressure in UR 2, the driver sets the handle of the crane controller 4 type operator in the IV position and the overlap mode occurs (Fig. 2).

After the air enters the reservoir 13 (PP) and the control cavities of the pressure switches RD1 11 and RD2 12, the air from the reservoir 14 (PR) (Fig. 1), constantly replenished from the reservoir 15 (PM), goes directly to (Fig. 1) :

- to the crane 16 (KrRSh6) and further to the brake cylinder 17 (TTs1) of the first locomotive carriage;

- to the crane 18 (КРРШ7) and further to the brake cylinder 19 (TTs2) of the second locomotive carriage.

To implement pneumatic tempering, the driver sets the handle of the crane controller 4 of the operator in the I or II position, depending on the set tempering mode, while the pressure in the UR 2 and TM 3 rises to the required value, charging of the spare tank ZR 5 begins and the compressed air is released from the control of the pressure switch cavities RD1 11 and RD2 12 through the following channel: switching valves PK3 10 and PK2 9, switching organ OP 7 of the electrolocking valve KEB 8, switching valves PK1 6 through the air distributor BP in the atmosphere in Am.

After the air is released from the control cavities of the pressure relays RD1 11 and RD2 12 through the BP air distributor into the atmosphere At, the air pressure is released:

- from TC1 17 through the channel: crane КРРШ6 16 through the pressure switch RD1 11 to the atmosphere At;

- from TC2 19 through the channel: crane КРРШ7 18 through the pressure switch RD2 12 to the atmosphere At.

The implementation of pneumatic braking with "self-disconnecting sections" (Fig. 2) is carried out at a pressure in TM 3 (0.20-0.25) MPa [(2.0-2.5) kgf / cm ² ], while the brake cylinders of the locomotive they are filled up to a pressure of (0.38-0.40) MPa [(3.8-4.0) kgf / cm ² ], adjusted by a reducer 20 (Red1) (pressure reducing valve), regardless of the set mode of the main part 21 (ГЧ) (empty, medium, loaded). At a pressure in TM 3 (0.20-0.25) MPa [(2.0-2.5) kgf / cm ² ], the control cavity of valve 22 (K) is discharged into TM 3 and air enters from the feed tank PR 14 through a reducer Red1 11, a valve K 22, a pressure sensor 23 (DD3), a valve 24 (KrRSh1), switching valves PK1 6, a switching organ OP 7 of the valve of the electrolocking KEB 8, switching valves PK2 9 and PK3 10 and to the control cavities of the pressure relay RD1 11, RD2 12. After air enters the control cavities of the pressure switches RD1 11 and RD2 12, air from the reservoir PR 14, constantly replenished from PM 15, is not immediately dstvenno delivered to:

- crane КРРШ6 16 and further to TC1 17 of the first locomotive trolley;

- to crane КРРШ7 18 and further to TC2 19 of the second locomotive trolley.

The implementation of pneumatic tempering with "self-disconnecting sections" is carried out at a pressure in TM 3 of more than 0.25 MPa (2.50 kgf / cm ² ), while the air enters the control cavity of the valve K 22 and the air starts to escape from the control cavities of the pressure relay RD1 11 and RD2 12, through the switching valves PKZ 10 and PK2 9, the switching organ OP 7 of the electrolocking valve KEB 8, the switching valve PK1 6, the valve KrPSh 24 to the atmosphere of valve K 22.

After the release of air from the control cavities of the pressure switches RD1 11 and RD2 12 into the atmosphere At valve K 22, the air pressure is released:

- from TC1 17 through the channel of the crane KrРШ6 16 to the atmosphere of At through the pressure switch RD1 11;

- from TC2 19 through the channel of the crane KrРШ7 18 to the atmosphere of At through the pressure switch RD2 12.

During electrodynamic braking, the DC voltage is supplied to the electro-pneumatic valve 25 (B1) (air distributor) of the electrolocking valve KEB 8 to disconnect the pressure switches RD1 11 and RD2 12 from the air brakes and communicate them with the atmosphere. If the electrodynamic brake is not efficient enough, displacement is activated. The voltage is applied to the electro-pneumatic valve 26 (B2) (air distributor) and compressed air from PM 15 through a valve 27 with a filter (KrF1), a check valve 28 (KO), a valve 29 (KrPSh3), a gearbox 30 (Red2), valve B2 26, switching valves PK2 9, PKZ 10 enters the control cavities of the pressure switches RD1 11 and RD2 12. A pressure equal to the pressure at which the Red2 30 gearbox (pressure reducing valve) is adjusted is created in the brake cylinders.

To release the brakes, the voltage from B2 26 is removed, while the control cavities of the pressure switch communicate with the atmosphere through the atmospheric valve of valve B2 26.

To follow the locomotive in the “cold state”, a KrF1 27 crane, a crane with a non-return valve 31 (KrRKO) between PM 15 and TM 3 are installed in the unit. In this case, the crane with a non-return valve KrRKO 31 is open, the crane KrF1 27 is closed, the crane KrРШ1 24 is closed, KrPSh2 32 crane is closed. When following the “cold reserve”, brake lines of the leading and driven locomotives are connected. The air from ТМ 3 of the lead locomotive enters through the KrRKO 31 valve and the KO 28 check valve into the feed tank, creates an air supply for supplying the pressure switches РД1 11 and РД2 12. Simultaneously, compressed air enters the valve К 22. When the pressure of ТМ 3 is higher (0 , 20-0.25) MPa [(2.0-2.5) kgf / cm ² ] the control cavities of the pressure switches RD1 11 and RD2 12 are disconnected from the gearbox Red1 20 and communicate with the atmosphere of the valve K 22. The brakes are released. Further control of the brakes is carried out from the leading locomotive.

When controlling the auxiliary brake valve (KVT), air from the KVT enters the control cavity of the pressure relay RD3, RD3 is connected to PR 14 by means of a valve 33 (KrPSh4). From the remote sensing air enters the brake lock device (UBT). Air enters from the UBT to the brake equipment block (BTO), through the valve 34 (KrpSh2) it fills the MVT, and through the switching valve PK3 10 it fills the control cavities of the pressure relays RD1 11 and RD2 12. The pressure in the brake cylinders will be similar to the pressure on the brake stages of KVT. When KVT is released, air from the control cavities of the pressure switch through the switch valve PKZ 10, UBT, enters to the remote sensing device and is released into the atmosphere through an atmospheric opening. It is possible to brake the KW (i.e. locomotive brakes) during step braking with an automatic brake.

For autonomous tempering of a locomotive, a tempering button is installed on the control panel of the driver’s cab, which is connected by electrical contacts to the KEB 8 electro-blocking valve.

At a pressure in TM 3 of more than (0.20-0.25) MPa [(2.0-2.5) kgf / cm ² ], to release the brake of the locomotive, briefly press the release button. When you press the release button, voltage is applied to the electropneumatic valve B1 25 of the KEB 8 electro-blocking valve. Under the action of compressed air coming from the valve B1 25, the piston of the KEB 8 electro-blocking valve closes the valve, stopping air from the air distributor, and at the same time opens the atmospheric valve, informing the control cavity pressure relay RD1 11 and RD2 12 with the atmosphere. The brakes of the locomotive will be released. Further, to control the brakes of the locomotive, it is necessary to use KW.

When the pressure in TM 3 is less than (0.20-0.25) MPa [(2.0-2.5) kgf / cm ² ], the release button must be pressed to release the locomotive brake, when the release button is pressed, the pressure in the brake cylinders will be restored automatically . The restoration of the automatic locomotive brake will occur after the brakes are released by the driver’s crane and the pressure in the brake cylinders decreases to 0.05 MPa (0.5 kgf / cm ² ). According to the information from the pressure sensor 35 (DD2), the voltage is removed from the valve B1 25 installed on the KEB 8.

During operation of the “blinds” circuit, air from the PM 15 through KrF1 27, valve 36 (KrRSh5) enters the “blinds” circuit. The КрРШ6 36 crane controls the air supply to the “blinds” circuit, communicating or disconnecting it with the PM 15.

From the position of layout, the locomotive brake equipment module is a cabinet installed in the driver's cab. A frame structure is formed inside the cabinet, which carries reservoirs, pneumatic valves and pressure switches, valves and electro-pneumatic valves, a power supply and switching elements of the power supply with control nodes of electro-pneumatic valves and switches, as well as pneumatic terminals for communication with external units. The frame structure is made of longitudinal and transverse elements forming a power frame, divided by a transverse partition into the upper and lower sections. In the upper section, there is a power supply and tanks with pipelines from the latter to one side of the frame. A board is installed in the lower section, supported by a frame, on the part of the surface of which pneumatic valves and pressure switches, valves and electro-pneumatic valves are mounted on the side of the piping from the tanks, on the other side of the PCB surface from the side opposite to the location of the pipelines from the tanks, are located switching elements of the power supply with control nodes of electro-pneumatic valves and switches. And the pneumatic terminals for communication with external units are placed in a ruler and fixed along the bottom edge of the board.

The cabinet (Fig. 3-6) is a frame system having longitudinal and transverse elements forming a power frame 37, which is divided into the upper 38 and lower 39 sections. Eyebolts 40 are attached to the frame to allow lifting and moving the cabinet using lifting equipment. In the upper section there is a power supply unit 41 for electro-pneumatic devices, a spare tank 5 and a tank 13. These blocks are fenced off from the lower section by a transverse partition 42 and outside by a guard 43 to prevent external influences on the tanks. Thus, the power supply, which is under power voltage, and the tanks, which are under pressure, are displayed in a separate upstream section, which improves the convenience of access to them and for repair work. In this case, the blocks of the pneumatic braking system in the lower section are protected from the blocks in the upper section.

In the lower section, supported by a frame, a board 44 is mounted on which pneumatic components of the braking pneumatic circuit and electrical appliance units are mounted. In particular, relays, taps, switch valves, valves, etc. are mechanically fixed on this board. On the side of the board 44, a field is allocated for placing a panel of 45 electrical connectors for communicating a power source 41 with a power supply line of electrically operated pneumatic braking circuit pneumatic devices. A line of 46 pneumatic terminals is mounted along the lower edge of the frame board to communicate the braking pneumatic circuit with external units: TM 3, PR 14, PM 15, TTs1 17 and TTs2 19.

A feature of the layout solution for the placement of devices of the pneumatic braking circuit is that they are grouped according to the element base into four groups: a reservoir group and a power supply unit, a group of pneumatic devices, a switching group of electrical connections, a group of pneumatic outputs.

Each group is located in its own field on the board or in a separate section in the frame, which allows to increase the layout adaptability and maintainability. In the upper section, the tanks are arranged so that the pipelines can be placed inside the frame and on one side of it. Pipelines connecting the receivers with pneumatic devices and the latter to each other, displayed along the edge of the frame.

Given such a modular localization of the arrangement of blocks and nodes, it became possible to replace individual blocks and nodes without dismantling the cabinet as a whole. For reliable fastening of the hinged components, the use of steel screws and pressed steel sleeves in the board is used. This simplified the process of mounting / dismounting individual pneumatic devices.

Increased operational reliability was facilitated by the fact that pipelines and tanks are made of stainless steel. Also used are compact piston pressure switches with an unloaded valve. This allowed to reduce the overall size of the module by 24%.

This utility model is industrially applicable and can be implemented using manufacturing technologies of pneumatic and electrical equipment.

Claims (1)

Locomotive braking equipment module, which is a cabinet installed in the driver’s cab, inside of which a frame structure is formed that carries reservoirs, pneumatic valves and pressure switches, valves and electro-pneumatic valves, a power supply and switching elements of the power supply with control units of electro-pneumatic valves and switches , as well as pneumatic terminals for communication with external units, characterized in that the frame structure is made of longitudinal and of pepper elements forming a power frame, divided by a transverse partition into upper and lower sections, in the upper section there is a power supply unit and reservoirs with pipelines leading from the latter to one side of the frame, a board is installed in the lower section based on the frame, on the surface of which there are side the location of pipelines from tanks mounted pneumatic valves and pressure switches, taps and electro-pneumatic valves, on another part of the surface of the board from the side opposite to the location of the pipelines rows of reservoirs and along the latter elements are arranged switching power supply to the control nodes of switches and electro-valves and pneumatic outputs for communication with vneshneraspolozhennymi units arranged in line and fixed along the lower edge of the board.

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