MXPA98006241A - Method for limiting the pressure of the cylinder of the brakes in locomotives equipped with systems distributed of electronic and poten brakes - Google Patents

Abstract

The present invention relates to an apparatus for limiting the pressure of the brake cylinder during emergency braking of a locomotive composition connected to a train of railway wagons, the apparatus comprising: a multiple device connected to a pressurized fluid reservoir for operating the pneumatic fluids of the locomotive composition: a first magnet valve connected to the multiple device for supplying fluid pressure from the device to a brake actuation line, when an operating coil of the first magnet valve is energized; magnet valve connected to the multiple device to supply fluid pressure from the reservoir to an adjustable pressure regulator when an operating coil of the second magnet valve is energized, the pressure regulator connects to the independent application and release line with the multiple device, and a relay connected to receive an emergency braking signal and conduct the emergency power or power to operate the coils of the first and second valves so that the fluid pressure is supplied to the brake drive line and the adjustable pressure regulator from the multiple device, the adjustable pressure regulator provides the independent and release piping with a fluid pressure previously set at a predetermined value by the adjustable pressure regulator.

Description

METHOD TO LIMIT THE PRESSURE OF THE BRAKE CYLINDER IN LOCOMOTIVES EQUIPPED WITH SYSTEMS DISTRIBUTED FROM ELECTRONIC AND POWER BRAKES FIELD OF THE INVENTION The present invention relates in general to brake emergency control in locomotive compositions (ie, two or more interconnected locomotives) connected to a train of railway wagons.

BACKGROUND OF THE INVENTION A typical "train composition" includes at least one locomotive connected to one or more railway wagons and a plurality of "lines or conduits in the trains" that extend between the respective wagons and between the locomotive and the wagons. . The lines or conduits in the trains comprise both pneumatic and electrical lines that interconnect air brakes and electrical devices located respectively in and / or inside each of the wagons. In the locomotive, the pneumatic train line includes a brake actuator tube, a main compensating reservoir tube (MER) and an independent release and application tube (IAR). Within the "locomotive composition" each of the MER tubes of P14e8 / 98MX brake actuation and IAR are respectively connected to the MER and IAR control tubes of the other locomotives. These are tubes that serve to supply pressurized air to the pneumatic brakes located in each of the locomotives of the composition. From a driving or driving locomotive to the first train car and from the first car to the last train car, the train's pneumatic line includes a brake tube that has a pressure that limits the pressure inside a compensating tank and a reservoir located in the guide locomotive. The same brake pipe includes a series of tube sections secured to the underside of the wagons, the sections are connected by flexible coupling hoses located between the wagons. Sometimes referred to in the singular as the "train line" or "train line cable", the electric train lines, ie the conductor cables, include a live or power line, a return line (ground) and various control lines and other electrical lines contained within a protective sheath or conduit. A typical locomotive composition utilizes an electronic brake control system such as ABCO EPIC® equipment, as described in U.S. Patent Nos. 5,192,118 and 5,222,788. The disclosures of these patents are incorporated herein P1468 / 98MX as reference. When using the EPIC® equipment in a locomotive composition, one of the locomotives of the composition is equipped as the control locomotive, this locomotive drives or remotely operates the brakes of the slave locomotives of the composition. In addition to the EPIC® systems and other electronic brake control systems, a locomotive composition can be provided with distributed electrical power control equipment that uses radio transmission and reception equipment to control slave locomotives located near the center or in the center of the total length of the train or to the locomotives at the end of the train away from the controlling locomotive. The cab of a typical locomotive includes an independent brake valve handle, an automatic brake valve handle and an electronic cab control unit. The cabin control unit has a CPU card and an input / output card (input / output or I / O) that links the cards with a CPU card in the cabin. Through the use of the independent brake lever, the train operator can apply and release the brakes in the locomotive composition. By means of the automatic brake handle, the train operator can apply and release the brakes not only on each locomotive but also the brakes on each train car, P1468 / 98MX The handles are effective for controlling the pressure in the brake hose. The reduction or increase of the pressure inside the brake tube and, in this way, the amount of braking power exerted by the train brakes, corresponds generally to the position of the automatic brake lever. The cab control unit supplies to the cab brake control unit the signals representing the positions of the automatic and independent brake modes. The automatic brake lever can move towards and between any of the positions described generally as follows. From the release position, at one end, where the brake pipe pressure is at its maximum and the brakes are fully released in an emergency position, at the other end, where the brake pipe pressure is Near zero and the brakes are fully applied, the brake tube can take any level of intermediate pressure. When the automatic brake lever moves to the release position, the brake equipment increases the pressure inside the compensation tank and the brake tube and, correspondingly, produces the pressure inside the brake cylinders to completely release the brakes of the train. In the minimum service position, the P1468 / 98 X brake equipment reduces the pressure slightly in the compensation tank and, thus, in the brake pipe, so that it provides the minimum application of the brakes, instead of having no application with the position of total liberation. In the full service position, the brake equipment further reduces the pressure within the compensation tank and thus the brake hose and correspondingly increases the pressure within the brake cylinders to fully apply the train brakes. In a continuous duty position, the brake equipment reduces the pressure of the compensation tank to zero at a predetermined service reduction rate or speed. When the automatic brake lever moves back to a service area between the minimum and full service positions, the brake equipment generally maintains the pressure inside the brake tube at the current pressure. In the emergency position, the brake equipment evacuates the pressure from the brake hose to the atmosphere through the emergency magnet valves at a rate or speed of emergency to quickly and fully apply the train's brakes. Similarly, the independent brake lever can move between and position itself on any P1468 / 98 X of two positions. When the independent brake lever moves to the release position, the brake equipment reduces the pressure inside the IAR pipe and correspondingly reduces the pressure on the brake cylinders of the locomotive to completely release the locomotive's brakes. Similarly, when the independent brake lever moves to the application position, the brake equipment increases the pressure inside the IAR pipe and correspondingly increases the pressure in the brake cylinders of the locomotive to fully apply the locomotive's brakes. . The pressure inside the IAR tube and the brake cylinders of the locomotive is reduced and increased in relation to the position of the independent brake lever.

SUMMARY OF THE INVENTION Briefly, in the emergency application of the locomotive brakes in a locomotive composition, it is desirable that the locomotives in the center or at the remote or remote end of the train do not brake excessively in relation to the wagons and locomotives located in front of the center or the far end of the locomotives to avoid excessive stress or traction on the couplers that mechanically connect the wagons. Stress or excessive traction can break P14S8 / 98MX couplers, which means that broken couplers must be replaced in the field before the wagons that have the broken couplers can be reconnected and the movement (travel) of the train resumes. Spare couplers are transported on a train for replacement purposes. However, a replacement coupler must be manually transported or loaded from the coupler storage location to the location of the broken coupler. Each coupler weighs approximately 34 kg (75 pounds) and the long freight trains can be as long as two or more miles in length, so the task of replacing the couplers can be very heavy. The present invention is even directed to a method for limiting brake cylinder pressure in locomotive compositions equipped with distributed electronic brake and power control systems when the electronic brake control system suffers loss of electrical power and the distributed power system initiates the application of emergency braking in the locomotive that suffers the loss of power or energy. This is achieved by a multiple-type structure connected to the main reservoir pipe in the locomotive and to two magnet valves that supply, respectively, the fluid pressure from the reservoir and P1468 / 98MX the manifold to a brake control line and to an independent brake application and release line. The pressure supplied to the drive pipe is substantially that of the main tank, while that of the pipe of the independent release is that provided by an adjustable pressure regulator connected between the manifold and the independent release pipe and fixed or set a prescribed outlet pressure. The drive logic and the pressures of the independent application or release pipe operating in a locomotive, as explained below, ensure that the pressure of the brake cylinder in the affected locomotive or, another locomotive or locomotives connected in an appropriate manner with This locomotive will be regulated at a pressure value lower than that normally developed during an emergency brake application of the locomotive. Therefore, it is an object of the invention to reduce or reduce the pressure of the brake cylinder in locomotive compositions connected to a train of wagons in emergency situations to avoid excessive stress in the couplers connecting the train wagons. It is another object of the invention to provide a locomotive in an equipped locomotive composition.

P14ß8 / 98MX with electronic brake control and distributed power control equipment with a means to control the brake cylinder pressure when the electronic brake control equipment suffers the loss of electrical power in emergency conditions. It is a further object of the invention to ensure that locomotives at the center of or at the remote end of a long train of rail cars apply their brakes under emergency conditions in a manner that is less severe than the braking application of the wagons.

BRIEF DESCRIPTION OF THE DRAWINGS The advantages and objectives of the invention will be better understood from the consideration of the following detailed description and the accompanying drawings, in which: Figure 1 is a schematic representation of a device for limiting the pressure of the brake cylinder in a locomotive when the electronic brake control equipment of the locomotive experiences a loss of electrical energy and emergency braking is commanded and Figure 2 is a schematic diagram of a well-known fluid circuit for activating and releasing the brakes P1468 / 98MX of the locomotive under the control of the brake valve automatic and independent.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT Referring now to Figure 1 of the drawings, in a somewhat diagrammatic manner, a device, designated generally as 10, is shown to control the pressure level of the brake cylinder in locomotives when the electronic brake equipment (not shown) of the locomotive suffers the loss of energy. More particularly, a multiple and other suitable structure 12 is shown connected to a pipe 14 containing pressurized fluid from a main tank (not shown) of the locomotive. Two magnet valves 16 and 18 are shown connected to manifold 12 in two separate locations. The manifold 12 contains a conduit 20 extending from the pipe connection of the tank 14 to two locations "S" associated, respectively, with the two magnet valves 16 and 18. In addition, in the manifold adjacent to the locations S, they provide two conduits 22 and 24, the conduit 22 extends from a location or position "D" in the manifold through the manifold to a pipe 26. The brake actuating pipe 26 will be described later. Similarly, conduit 24 extends from a second location D through the manifold to P1468 / 98MX a pipe 28, which is an independent brake application and release pipe, whose purpose will also be explained. As further observed in Figure 1, an adjustable pressure regulator 30 is connected in series in the pipe 28. The positions S and D in the manifold 12 are inlet ports, respectively, to the conduits 22 and 24 from the valves 16 and 18. These ports are in positions closed and open depending on the positions of ports S and D provided in the mobile valve bodies (not shown) located within the housings of the respective valves 16 and 18. In Figure 1, the valves are in a de-energized state , such that no air flow is allowed from valve ports S and D. Valves 16 and 18 are operated, i.e., energized, by coils 32 and 34 of the respective valves that receive an appropriate voltage in a way that will be explained. As further seen in Figure 1, the coils 32 and 34 of the respective valves 16 and 18 are electrically connected with normally open contacts 36 operable by a relay coil 38. The relay coil 38 is connected in the circuit 40 of P1468 / 98 X an emergency magnet valve (not shown in any way), whose valve receives an emergency signal from the distributed power control system (not shown) of the locomotive. This signal energizes the coil 38 to close the contacts 36. The circuit 40 contains a series diode 41 which prevents the coil 38 from being operated during normal braking and, thus, avoids limiting the pressure of the braking cylinder for braking normal. The purpose of the invention is to limit or reduce the pressure of the brake cylinder during emergency braking for the reasons discussed above. The relay contacts 36 are connected in series between a wire 42 of the train's power line and the coils 32 and 34 of the valves 16 and 18. The train wire 42 supplies DC power (74 volts, for example) to the contacts 36 when the electronic brake control system in the affected locomotive incurs the power failure condition, that is, the electronic brake control system has internal relays that adopt a state or condition of power failure and pass the power of 74 VDC through the normally closed contacts of the internal relays. When the contacts 36 are closed by energizing the relay coil 38, the power of 74 VDC is conducted to the coils 32 and 34 of the valves 16 and 18 on the conductor P1468 / 98MX 44 to align the S and D ports of the valve with the S and D ports of the manifold. The pipe 26 is now pressurized with the pressure of the pipe 14 of the tank and the pressure regulator 30 receives the tank pressure. The pressure regulator pressurizes the line 28 to a lower pressure value than that of the line 26 by appropriate adjustment of the regulator 30. The pressure values in the lines 26 and 28 can now be used to ensure the reduction of the pressure normal brake cylinder of the locomotive. This is carried out by means of the action of a double check valve 50 connected to receive, respectively, the pressures of the driving pipe and of independent application and release, as seen in Figure 2 of the drawings. The left valve of the double check valve 50 is labeled 51, while the right valve is designated by the number 52. As seen further in Figure 2, an independent brake valve 53 (with a handle 53a) is connected to the independent and operating pipes 26 and 28 with the independent pipe 28 connected directly to the left check valve 51 of the double valve 50, while the driving pipe 26 is connected to the right valve 52 of the valve 50 by P1468 / 98MX means of a release valve 54. Figure 2 also shows the continuous brake pipe 56 of the locomotives and railway wagons, whose pipeline is connected to the release valve 54 by an air control valve 58 The valve 58 applies control air pressure to the check valve 52 in response to a pressure reduction in the brake pipe 56. The pipes 26, 28 and 56 of Figure 2 extend to the locomotives of a composition and , are pressurized by the main pressure and compensation tanks in a well known way. In addition, pipe 56 extends to all train cars to control the car's brakes as well as the locomotive's brakes. The double check valve 50 is connected to the brake cylinders and to the associated brakes 60 by a relief valve 62, all of which are schematically represented in Figure 2. The valve 62 is a pneumatic relief valve that supplies a high volume of air in response to a pressure at a control pressure from the double check valve 50. The number 60 is used to schematically denote both the brake cylinder and the associated brake shoes.

P1468 / 98MX During the normal operation of the locomotive containing the device 10 of the invention (Figure 1), the pi26, 28 and 56 are pressurized by the air pressure tanks located in the controlled and controlled locomotive. As such, the air pressure is supplied to the check valve 52 by the pipe 26 and the release valve 54. The pressure 56 of the brake pipe is supplied to the control valve 58 and through the valve 58 to release to the valve 54, and from here, to the check valve 52. The operator / machinist in the driving locomotive is in charge of the brakes 60 of the locomotive by the handle 53a of the brake and, through the radio signals, the of the slave locomotives. In a brake release position, the air in line 56 maintains the brakes of the locomotive and the wagon in a released condition, i.e., in a state that maintains the brake cylinders and brake shoes 60 in a de-energized state, not braking. If the operator wishes to brake the entire train, he moves a handle 65a of an automatic brake valve 65 to evacuate air from line 56, which allows the brakes to be actuated by the pressure supplied to the car's brake cylinders locally. from the local tanks and to the brakes 60 of the locomotive from the locomotive deposits P1468 / 98 X by relay valve 62 which receives the control air from the release and control valves 54 and 58. The air pressure in valve 52 of double valve 50 is now greater than that of valve 51, in such a way that the valve 52 is open and the valve 51 is closed. If the operator wishes to activate only the locomotive's brakes, he only moves the handle 53a of the independent brake valve to an application position of the brake valve, which supplies the air pressure from the independent and release pipe. towards the check valve 51. While the valve 52 is supplied with air at a higher pressure than the valve 51, the brakes 60 of the locomotive are applied by the valve 52, as the greater pressure opens the valve 52 and closes the valve 51. When the value of the air pressure in the check valve 52 falls below the value of the check valve 51, the valves move to the right to close the 52 and open the 51. In this way , the pressure 28 of the independent pipeline controls the application of pressure to the brakes 60 of the locomotive. Referring again to Figure 1 of the drawings, when the magnet valves 16 and 18 of the device 10 receive the emergency voltage from the train line 42, the pressure in the pipe 56 is evacuated P1468 / 98MX quickly to allow quick brake application. The pressure is supplied to the pipe 26 by means of the operation of the coil 32 of the magnet valve 16. This increases the pressure in the pipe 26 which is transmitted to the release valve 54. The valve 54 then evacuates the air control valve 58 to the check valve 52. The pressure supplied to the check valve 52 thus falls below the low pressure value provided by the pressure regulator 30 (in Figure 1) and supplied to the independent and release pipe 28. This pressure appears in the check valve 51 and is effective to open the valve 51 and close the valve 52 when the pressure in the valve 52 drops below the pressure of the valve 51, as supplied the regulator 30. The low value in the pressure in the valve 51 now moderately operates the brakes of the controlled and controlled locomotives, so that the couplers that connect the train bums do not suffer from Excessive effort due to the application of emergency brakes on locomotives located in the center or at the far end of the train. In contrast to the above, if the high control pressure developed by the control valve 58 through the release valve 54 to the brakes 60 by the check valve 52 is allowed to continue, the braking of the locomotive would tend P1468 / 98MX to be excessive. While a currently preferred embodiment for carrying out the present invention has been set forth in detail in accordance with the Patent Law; Those persons skilled in the braking technique to which this invention pertains will recognize the various alternative ways to practice the invention without deviating from the spirit and scope of the appended claims.

P1468 / 98MX

Claims (10)

1. NOVELTY OF THE INVENTION Having described the present invention, it is considered as a novelty and, therefore, is claimed as property contained in the following CLAIMS: 1. Apparatus for limiting the pressure of the brake cylinder during emergency braking of a composition of locomotive connected to a train of railway wagons, the apparatus comprises: a multiple device connected to a reservoir of pressurized fluid to operate the pneumatic fluids of the locomotive composition; a first magnet valve connected to the multiple device for supplying fluid pressure from the device to a brake operating line, when an operating coil of the first magnet valve is energized; a second magnet valve connected to the multiple device to supply fluid pressure from the reservoir to an adjustable pressure regulator when an operating coil of the second magnet valve is energized, the pressure regulator connects to the application and release line independent with the multiple device; and a relay connected to receive a signal from P1468 / 98MX emergency braking and driving the emergency power or power to operate the coils of the first and second valves so that the fluid pressure is supplied to the brake drive pipe and to the adjustable pressure regulator from the device multiple; The adjustable pressure regulator provides the independent and release piping with a fluid pressure previously set at a predetermined value by the adjustable pressure regulator.
2. 2. The apparatus according to claim 1, wherein the locomotives of the composition are electrically connected by a train line or pipe, the train line is effective to supply the emergency electric power to the electrical contacts of the relay.
3. 3. The apparatus according to claim 1, wherein the locomotive composition includes at least one locomotive located at a forward end of the train and at least one locomotive that is in a location remote from this locomotive, one of the locomotives being equipped to remotely and electronically control the brakes of the other locomotive by the signals transmitted from this locomotive to the locomotive and to provide the locomotive, controlled in Remote P1468 / 98MX, the limitation of brake cylinder pressure when a power failure occurs to such electronically controlled brakes on the remote locomotive.
4. The apparatus according to claim 1, wherein a release valve is positioned between the brake operating line and a control valve for receiving air pressure from a brake line of the composition of the locomotive, the valve The release and the independent and release pipes are respectively connected with opposite check valves of a double check valve arrangement connected to supply air to the brake cylinders of at least one of the locomotives of the composition.
5. 5. Apparatus for limiting brake cylinder pressure during emergency braking of a locomotive composition that includes at least one locomotive located at a front end of a train and at least one locomotive that is at a remote location of said locomotive. locomotive, one of the locomotives is equipped to remotely and electronically control the brakes of the other locomotive by means of the signals transmitted from the controlled locomotive to the other locomotive, the device comprises: a multiple device connected to a reservoir of pressurized fluid for operate the air brakes P1468 / 98MX of the composition of locomotives; a first magnet valve connected to the multiple device for supplying the fluid pressure from the device to a brake actuation line when an operation coil of the first magnet valve is energized; a second magnet valve connected to the manifold device for supplying fluid pressure from the reservoir to an adjustable pressure, when an operating coil of the second magnet valve is energized, the pressure regulator connects tubing application and release independent with the multiple device; and a relay connected to receive an emergency braking signal and conduct emergency power to the operating coils of the first and second valves, whereby the fluid pressure is supplied to the brake actuation line and to the regulator adjustable pressure from the multiple device; the adjustable pressure regulator provides the independent and release piping with the fluid pressure previously set at a predetermined value by the adjustable pressure regulator.
6. 6. A method to limit the pressure of the emergency brake cylinder in an equipped locomotive P1468 / 98MX with electronically initiated distributed brake control and power control systems, the method comprises: using a multiple device to pressurize a brake actuator line and an adjustable pressure regulator from a main reservoir of pressurized fluid through the operation of magnet valves; using a relay electrically connected in series between a portion of the electronically initiated brake control system and the respective operating coils of the magnet valves to operate the valves when the relay receives an emergency signal from the distributed power control system; and using the pressure regulator to pressurize an independent application and release pipe connected to the regulator until the pipe is pressurized to a preset pressure value provided by the regulator. The method according to claim 6, which includes using two check valves of a double check valve arrangement to respectively receive the pressure of the independent application and release pipe and the application of a release valve connected between a pipe of brake actuation and a control valve connected to receive the pressure of P1468 / 98 X air from a brake line of the locomotive. The method according to claim 7, which includes using the check valve connected to the release valve to provide air pressure control to the brake cylinders of the locomotive, while the other check valve It receives the air pressure from the application and independent release pipe to a level set by the adjustable pressure regulator. The method according to claim 8, which includes adjusting an air pressure level provided by the regulator to a value lower than that provided by the release valve that receives the normal operating pressure from the drive line and the control valve . The method according to claim 7, which includes using the release valve to reduce the pressure in the check valve connected to the release valve to a level below the level of the check valve connected to the control line. application and independent release. P1468 / 98MX SUMMARY OF THE INVENTION Method and apparatus for limiting the pressure of the brake cylinder during emergency braking of a locomotive composition connected to a train of railway wagons. The apparatus includes a multiple device connected with a reservoir of pressurized fluid to operate the pneumatic brakes of the locomotive composition. A first magnet valve is connected to the manifold device for supplying the fluid pressure from the device to a brake actuation line, when an operation coil of the first magnet valve is energized. A second magnet valve having an operating coil is connected to the multiple device for supplying fluid pressure from the reservoir to an adjustable pressure regulator, which connects to an independent release and application line with the multiple device. A relay is connected to receive the emergency braking signal and conduct the emergency power to the operating coils of the first and second valves, whereby the fluid pressure is supplied to the brake actuator pipe and to the regulator. adjustable pressure from the multiple device. The adjustable pressure regulator provides the independent and release piping with the preset fluid pressure by one value P1468 / 98MX predetermined by the adjustable pressure regulator, P1468 / 98MX