A method for preventing vehicle brakes when the constant pressure of 600kpa to 500kpa is used for freight trains

Abstract

The invention discloses a method for preventing vehicle brakes when the constant pressure of 600kPa is changed from the constant pressure of 500kPa to the constant pressure of the freight train. After the first maximum decompression operation of 170kPa is carried out, the constant pressure air filling is carried out again. When the train tail air pressure reaches 530kPa and above and the train pipe air pressure does not exceed 580kPa, the second 170kPa maximum decompression is implemented. Quantity control to complete the conversion of 600kPa constant pressure to 500kPa constant pressure for freight trains. At this time, the pressure of the 500kPa constant pressure locomotive air-filled train pipe pressure and the maximum pressure of each vehicle's auxiliary air cylinder form a normal relief pressure difference. The invention solves the vehicle lock caused by the constant pressure conversion by optimizing the driver's manipulation during the constant pressure conversion process, and has remarkable effects in reducing the pressure of the auxiliary air cylinder of the vehicle at a constant pressure of 600kPa, and does not need to modify the locomotives and vehicles of the existing freight trains. Carry out hardware modification.

Description

technical field [0001] The invention belongs to the technical field of railway vehicles, and particularly relates to a method for preventing vehicle brakes when the constant pressure of 600 kPa is changed to 500 kPa constant pressure of a freight train. Background technique [0002] The supervisory pressure of my country's railway freight trains has been the coexistence of 500kPa and 600kPa supervisory pressures for decades. At the intersection of the railway bureau where the constant pressure of the train supervisor is inconsistent and there is a locomotive change operation, the operation of changing the constant pressure of the train supervisor needs to be carried out. In response to this problem, the "Railway Technical Management Regulations (General-speed Railway)" (TG / 01-2014), which was issued and implemented in 2014, added in Note 3 of Table 20 that "when the locomotive is changed, the pressure of the automatic brake head should be adjusted. When changing from 600kPa...

AI Technical Summary

Problems solved by technology

For the 120 type freight car brake, the root cause of poor relief is that the train pipe of the 120 main valve is difficult to form a relief pressure difference to the auxiliary air cylinder, so that the main piston cannot drive the slide valve down to the inflation relief position