RU2797705C1 - Locomotive air brake system - Google Patents

Abstract

FIELD: traction railway rolling stock.

SUBSTANCE: invention relates to the arrangement of the brake line of locomotives and traction modules of a special self-propelled rolling stock. The pneumatic brake system of the locomotive consists of a power source for the pneumatic brake system with compressed air, pneumatic brake system control devices and braking devices, air ducts, including a brake line pipeline with end valves and fixed connecting sleeves, connected by an air supply line through the driver’s valve with an air line of the compressed air power source, outlet air line with an air distributor connected to a backup tank and a pipeline of brake cylinders. At each end of the pipeline of the brake line, in front of the end valve, a normally open solenoid valve is fixed to ensure the longitudinal alignment of its passage channel and the passage channel of the end valve.

EFFECT: remote purging of the brake line of the locomotive with compressed air without the maintenance personnel, increasing the level of safety for maintenance personnel, reducing the time for servicing the braking equipment of the locomotive.

1 cl, 1 dwg

Description

The invention relates to the field of traction railway rolling stock and relates to the arrangement of the brake line of locomotives and traction modules of a special self-propelled rolling stock.

Known brake pneumatic systems of locomotives, the device and operation of the schemes of pneumatic brake equipment which is currently used / 1 /.

Known brake pneumatic systems implemented on modern locomotives have a high level of unification and contain typical brake pneumatic equipment, which is divided into main groups:

- power sources of the pneumatic brake system with compressed air;

- pneumatic brake system control devices;

- braking devices;

- air ducts, including the brake line and fittings of the brake pneumatic system.

A disadvantage of the known brake pneumatic systems of locomotives is the absence in their pneumatic circuits of a system for remote purging of the brake line with compressed air when servicing the brakes of locomotives in winter conditions, which allows for regular purging of the main pipeline without the involvement of maintenance personnel for sequential opening/closing of the end valves of the main pipeline during purging. The absence of a remote purge system significantly reduces the level of safety for maintenance personnel and increases the time for servicing the brake equipment of the locomotive.

Known pneumatic system of the locomotive, taken as a prototype, consisting of series-connected compressor with unloading and safety valves, check valve, heat exchanger, main air reservoirs and supply line, as well as connected in parallel with the brake line and auxiliary brake line, driver's crane and other pneumatic devices , equipped with an adsorption unit for drying compressed air placed after the compressor and an air cleaner installed on the pipeline connecting the driver's valve with the supply line / 2 /.

The disadvantage of this pneumatic system of the locomotive is the need to involve the locomotive crew to sequentially open / close the end valves of the main pipeline with regular blowing of the brake line with compressed air when servicing the brakes of locomotives in winter conditions, as required by the rules and regulations for the maintenance of brake equipment and the control of the brakes of railway rolling stock composition / 3 / in order to ensure and control the serviceability of braking equipment. This increases the risks that reduce the level of safety for the maintenance personnel and increases the time for servicing the braking equipment of the locomotive.

In addition, if the locomotive is serviced by only one driver, purging the brake line by successively opening/closing the end valves of the main pipeline reduces the level of safe control of the locomotive, since the driver will be forced to leave the locomotive control cabin for some time to open/close the end valves of the main pipeline.

The proposed technical solution will make it possible to carry out remote purging of the brake line with compressed air when servicing the brakes of locomotives in winter conditions to ensure the serviceability of the brake equipment without involving service personnel to sequentially open / close the end valves of the main pipeline, which is especially in demand for innovative shunting locomotives - one of the key elements of the concept "Digital Railway", operating on marshalling yards in "unmanned" mode without a driver, with the implementation of advanced remote control functions for vital locomotive systems with the exclusion of manual operations, including those related to purging the brake line.

The technical result of the proposed invention is remote purging of the brake line of the locomotive with compressed air without the involvement of maintenance personnel, increasing the level of safety for maintenance personnel, reducing the time for servicing the brake equipment of the locomotive.

The specified technical result is achieved by the fact that in the brake pneumatic system of the locomotive, consisting of a power source for the pneumatic brake system with compressed air, pneumatic brake system control devices and braking devices, air ducts, including a brake line pipeline with end valves installed at both ends with fixed connecting sleeves , connected by an inlet air duct through the driver’s valve with an air duct of a compressed air power source, an exhaust air duct - with an air distributor connected to a reserve tank and a pipeline of brake cylinders, at each end of the brake line pipeline, in front of the end valve, a normally open solenoid valve is fixed, installed to ensure its longitudinal alignment passage channel and passage channel of the end valve.

The drawing shows the brake pneumatic system of the locomotive.

The brake pneumatic system of the locomotive consists of a power source for the pneumatic brake system with compressed air (not shown in the drawing), pneumatic brake system control devices and braking devices (the driver’s crane is shown in the drawing), air ducts (partially shown in the drawing), including pipeline 1 of the brake line with end valves installed at both ends with fixed connecting sleeves 3. The pipeline 1 of the brake line is connected by an inlet air line 4 through the valve 5 of the driver with an air line 6 of a compressed air power source, and is also connected by an outlet air line 7 to an air distributor 8, which is connected to a reserve tank 9 and pipeline 10 brake cylinders.

Each end of the pipeline 1 of the brake line is additionally equipped with a normally open solenoid valve 11, fixed directly on the pipeline 1 of the brake line in front of the end valve 2, ensuring the longitudinal alignment of the flow channel of the normally open solenoid valve 11 and the flow channel of the end valve 2.

Brake pneumatic system of the locomotive operates as follows.

When preparing the locomotive for operation from the power source through the air line 6, compressed air enters through the valve 5 of the driver, adjusted to the output standard value of the charging pressure in accordance with the requirements / 3 /, through the supply air line 4 into the pipeline 1 of the brake line, the end valves 2 of which are located in open position (the handles of the end valves 2 are located along the pipeline 1 of the brake line).

At the same time, each normally open solenoid valve 11, fixed on the pipeline 1 of the brake line in front of the end valve 2, is energized from the on-board electrical network of the locomotive. Due to the action of electromagnetic forces, the locking element of the normally open solenoid valve 11 closes its passage channel, thereby blocking the passage of compressed air from the pipeline 1 of the brake line through the passage channel of the normally open solenoid valve 11 into the passage channel of the end valve 2 coaxial with it with a fixed connecting sleeve 3 From this moment, the charging pressure in the pipeline 1 of the brake line rises to a predetermined standard value with the simultaneous filling of the reserve tank 9 with compressed air through the outlet air line 7 through the air distributor 8, and the brake pneumatic system of the locomotive becomes prepared for train operation.

Regular purging of the brake line to ensure the health of the brake equipment of the locomotive in winter conditions is carried out when the control element of the driver's crane 5 is in a position that ensures an increase in the pressure of compressed air in the pipeline 1 of the brake line above the standard charging value, by sequentially removing voltage from each normally open solenoid valve 11 fixed on the pipeline 1 of the brake line in front of the end valve 2. At the same time, the locking element of the normally open solenoid valve 11 returns to its original position and the compressed air from the pipeline 1 of the brake line through the opened passage channel of the normally open solenoid valve 11 and through the passage channel of the open end valve 2 coaxial with it along the connecting sleeve 3 attached to it is released into atmosphere, cleaning the pipeline 1 of the brake line and connecting sleeves 3 from mechanical impurities and oil-water condensate.

At the next (re) supply of voltage to the normally open solenoid valve 11, the locking element of the normally open solenoid valve 11 closes its passage channel, separating the passage channel of the end valve 2 coaxial with it with a fixed connecting sleeve 3. The pressure of compressed air in pipeline 1 of the brake line increases, and the locomotive's brake line purge system becomes ready for another remote purge cycle again.

Normally open solenoid valves 11 can be controlled remotely by the locomotive crew using a switch installed on the control panel in the driver's cab, or by the microprocessor control system of the locomotive according to a given algorithm.

Thus, the proposed technical solution for regular remote purging of the brake line of the locomotive without the involvement of service personnel to open the end valves will simplify the maintenance of the brake system, increase the level of safety for the service personnel, reduce the time for servicing the brake equipment of the locomotive, and also apply remote purging of the brake line on innovative shunting locomotives operating on marshalling yards in an "unmanned" mode without a driver with the implementation of remote control functions for vital locomotive systems with the exclusion of manual operations, including those related to purging the brake line.

Information sources:

1. A.B. Udaltsov, V.V. Krylov, V.N. Barshchenkov, N.V. Kondratiev. Brakes of railway rolling stock. Ch2 - M .: IPTs Zheldorizdat, 2003. - p. 8 - 40.

2. Utility model patent, RU No. 68443 U1 "Locomotive pneumatic system", IPC V60T17/00, V61S15/00, publ. 11/27/2007.

3. "Rules for the maintenance of brake equipment and control of the brakes of railway rolling stock." Put into effect by Order of Russian Railways dated September 03, 2014 No. 2071r.

Claims (1)

Locomotive pneumatic braking system, consisting of a compressed air pneumatic brake system power source, pneumatic brake system control devices and braking devices, air ducts, including a brake line pipeline with end valves installed at both ends with fixed connecting sleeves, connected by a supply air duct through a driver’s valve with an air duct of a power source with compressed air, an exhaust air duct - with an air distributor connected to a reserve tank and a pipeline of brake cylinders, characterized in that at each end of the brake pipeline pipeline, in front of the end valve, a normally open solenoid valve is fixed, installed to ensure the longitudinal alignment of its passage channel and the passage end valve channel.

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