Railway train brake hose access type wireless remote control brake control device

Abstract

The invention discloses a railway train brake hose access type wireless remote control brake control device. The invention belongs to the technical field of railway train brake control, and particularly relates to a wireless remote control brake control technology and method for a railway train. The device is inserted between brake hoses of a train vehicle through a bidirectional connector, is sequentially inserted between the train brake hoses from the front part of the train to the rear part of the train, and controls the increase and decrease of the air pressure of the train brake hoses by receiving a wireless signal instruction from a train service machine; the train braking, relieving and recharging effects of the whole train are synchronous and consistent, the longitudinal impact force and the train braking distance of the train are reduced, and safe operation of the train is guaranteed. The device has the power generation and air supply functions, is portable independent equipment, is convenient to assemble and disassemble, does not need to modify a vehicle and add equipment during use, can be disassembled after being used and can be used on other trains, and the cost is reduced. By using the device, the number of marshalling trains can be increased, and the railway transportation efficiency is improved.

Description

Technical Field

[0001] This invention belongs to the technical field of railway train braking control, and particularly relates to the technology and method of wireless remote control braking control for railway trains. Background Technology

[0002] With the continuous increase in railway freight volume, one way to increase capacity is to assemble extra-long trains. However, the braking challenges of extra-long trains limit the increase in the number of cars in a train formation. The longer the train formation, the slower the braking and release waves, resulting in increased longitudinal impact force and longer braking distance, which cannot guarantee safe train operation. To solve this problem, international technologies have developed technologies that combine electro-pneumatic braking (ECP) with air braking systems for single-unit trains, as well as LOCOTROL (Locomotive Synchronous Wireless Remote Control) technology for combined trains. The ECP system consists of control units on the locomotive and each car, as well as a train network. Control information is transmitted through the train network to synchronize the braking or release of each car. The basic operation of the LOCOTROL system is that the front locomotive issues synchronous braking commands to the middle and rear locomotives via the GSM-R system, realizing synchronized braking control of the front, middle, and rear locomotives and synchronized braking and release of the air braking system. The ECP system has a deficiency in that after multiple consecutive braking operations, the air pressure in the auxiliary air reservoirs of the middle and rear vehicles drops significantly, requiring timely replenishment of air to ensure sufficient pressure in the brake cylinders to prevent brake force attenuation during re-braking. Because the middle and rear vehicles are far from the locomotive, there is a delay in re-inflation, and the auxiliary air reservoirs cannot replenish air pressure in time, reducing the braking pressure in the brake cylinders and thus increasing braking distance or longitudinal impact force. Furthermore, the ECP system requires modification and equipment installation on each car; unmodified cars cannot be mixed with it, limiting its application and significantly increasing costs. The LOCOTROL system also has a deficiency because the distance between the front, middle, and rear locomotives is relatively large, causing a delay in synchronization between vehicles far from the locomotive during braking, release, and re-inflation, limiting its effectiveness in reducing longitudinal impact force. Summary of the Invention

[0003] To address the shortcomings of the prior art, the present invention provides a technology that uses a wireless remote control command received from the locomotive to synchronously control the pressure changes in the air pressure in the brake pipes of the entire train. This technology is combined with an air braking system to achieve synchronous braking, pressure maintenance, release, and recharging of the entire train. The device is equipped with a generator, battery, air pump, and air reservoir, which can charge the train brake pipes with air. This solves the problems of asynchronous release and recharging of brake devices in vehicles far from the air source, as well as the problem of brake force attenuation.

[0004] The technical solution adopted by the present invention to solve the above-mentioned technical deficiencies is as follows: The present invention is a device integrating a bidirectional connector, brake hose, brake branch pipe, air pressure sensor one, exhaust solenoid valve, charging solenoid valve, pressure regulating valve, air storage cylinder, air pressure sensor two, air pump, antenna, channel unit, digital unit, recording unit, control unit, six-blade fan, generator, charger, battery, U-shaped installer, rotary lock, housing, and connector anti-opening plate. Its characteristic is that, in a pre-assembled train, between adjacent cars, the U-shaped installer of this device is installed on the channel steel side of the end beam of the car with the brake hose. Then, the inner side of the bidirectional connector is connected to the train brake hose connector of this car, and the outer side of the bidirectional connector is connected to the train brake hose connector of the adjacent car on the opposite side, and they are locked together. This allows the device to be inserted between the brake hoses of the train vehicles, and the device is inserted sequentially from the front of the train to the middle and rear of the train, so that the device is evenly distributed throughout the entire train's brake hoses. The working principle of a vehicle's air brake is as follows: when the pressurized air in the train's brake pipes reaches the specified pressure, the brakes will apply pressure when the pressure in the brake pipes is reduced; conversely, the brakes will release pressure when the air pressure in the train's brake pipes increases. The technology of this invention involves using it in conjunction with the vehicle's air brake system. Through wireless signal remote control, this device synchronously reduces or increases the pressure of the air in the brake pipes of the entire train, achieving synchronized braking or releasing of the air brakes across the entire train, as well as a refill function.

[0005] Compared with existing technologies, the advantages of this invention are as follows: This device controls the synchronous depressurization or pressurization of the air pressure in the brake pipes of the entire train by receiving wireless remote control commands from the train's locomotive. This improves the problem of slow air wave transmission and delayed action in vehicles far from the locomotive, enabling the air brakes of the entire train to synchronously generate braking, release, pressure maintenance, and recharge functions, thus more effectively accelerating the action time and achieving higher synchronization. The vehicle braking mechanism does not lose power, the longitudinal impact force on the train is smaller, the braking distance is shorter, and the train operation is safer. The device of this invention is equipped with a wind turbine, battery, air pump, and air reservoir. Because the device is inserted into the brake pipes of the entire train, it is superior to other technologies in terms of air pressure boosting and auxiliary air reservoir replenishment. The synchronous ability of the vehicle brake release and recharge is superior to other technologies. The device of this invention has an antenna and a channel unit for receiving and transmitting wireless signal commands, ensuring uninterrupted wireless signal transmission when the train is running in mountainous areas, tunnels, or in adverse weather conditions. This invention relates to an integrated, portable, stand-alone device that is easy to install and remove. It requires no modification or additional equipment to the trains used, no specific train formation is required, and the device can be reused on other trains after use, thus reducing operating costs. Using this device can increase the number of cars in a train formation, improving railway transportation efficiency. Attached Figure Description

[0006] Figure 1 This is a structural diagram of the device of the present invention. Figure 2 This is a diagram illustrating the device configuration of the present invention. Figure 1 Components: 1. Two-way connector 2. Brake hose 3. Brake branch pipe 4. Rotary lock 5. Housing 6. Vehicle end beam 7. U-shaped mount 8. Six-blade fan 9. Connector anti-opening plate 10. Sleeve Detailed Implementation

[0007] like Figure 1 , two The device of the present invention shown consists of five parts: 1. The communication section consists of an antenna, a channel unit, a digital display unit, a recording unit, and a control unit. The antenna receives wireless remote control commands from the locomotive driver's controller, transmits them to the channel unit, and then to the control unit. Upon receiving the command, the control unit issues action commands to the relevant equipment. The channel unit, upon receiving the wireless remote control command, transmits it back through the antenna. Devices installed on adjacent vehicles receive the command and continue transmitting it until it reaches the device at the rear of the train. Similarly, various data generated by the device inserted into the train's brake pipe can be transmitted back to the locomotive driver's controller for the driver's viewing. The digital display unit displays and adjusts the ID. During use, the ID of all devices in the train is adjusted to match the ID of the locomotive driver's controller, ensuring a single communication frequency. The recording unit stores the generated data for easy download and analysis. Because the device is inserted into the train's brake pipe and is located close to other devices, the transmission of wireless signals is not interrupted by mountainous terrain, tunnels, or inclement weather conditions that hinder radio wave transmission.

[0008] 2. The power generation and storage section consists of a generator, a six-bladed fan (8), a charger, and a battery. The six-bladed fan (8) is installed at the lower corner of the housing (5), with the fan blades arranged along the lower edge of the housing (5) to maximize the windward surface and generate a large rotational torque. Half of the fan blade protrudes from the bottom of the housing (5). During train operation, the fan is driven by the wind to rotate and generate electricity, which is then used by the charger to charge the battery. The battery then supplies power to the electrical appliances inside the housing (5). As long as the train is running, wind will be generated, and the six-bladed fan (8) will drive the generator to continuously generate electricity for the device.

[0009] 3. The air source consists of an air pump, an air storage tank, and a second air pressure sensor. When the second air pressure sensor detects that the compressed air in the air storage tank is lower than the set value, the control unit receives the data from the second air pressure sensor and powers on the air pump. The air pump then starts working to charge the air storage tank with air until the air pressure in the air storage tank reaches the set value (higher than the specified air pressure value for the train pipe). After that, the air pump stops working and maintains the air pressure in the air storage tank at a level not lower than the set value. When it is necessary to charge the train pipe with air, the air storage tank will supply the air.

[0010] 4. The air duct section consists of a two-way connector (1), brake hose (2), brake branch pipe (3), air pressure sensor 1, exhaust solenoid valve, charging solenoid valve, pressure regulating valve, air reservoir, air pump, and air pressure sensor 2. The two-way connector (1) is a three-way connector with the middle joint connected to the brake hose (2). The shape of the connecting surfaces at both ends is consistent with the end face shape of the train brake hose connector, but in the opposite direction. It is used to connect to the train vehicle brake hose connector. Air pressure sensor 1 detects the air pressure in the train pipe and transmits the data to the control unit. The exhaust solenoid valve is used to discharge the pressurized air in the train brake pipe to reduce pressure when it receives an instruction. The charging solenoid valve is used to charge the pressurized air in the air reservoir into the train pipe to increase pressure when it receives an instruction. The pressure regulating valve is used to adjust the air pressure in the air reservoir, which is higher than that in the train pipe, to the specified air pressure value of the train pipe before charging the train pipe, to prevent the train pipe from being overcharged and over-pressurized.

[0011] 5. Anti-opening device part such as Figure 1 The device consists of a connector anti-opening plate (9), a sleeve (10), and a magnet. The sleeve (10) is fitted onto the middle connector of the bidirectional connector (1). The sleeve (10) can move up and down along the brake hose (2). Before the bidirectional connector (1) is connected to the vehicle brake hose connector, the sleeve (10) is moved to the top. After the connection is completed, it is moved to the middle connector of the bidirectional connector (1) at the bottom. The connector anti-opening plate (9) is used after the three connectors are connected, so that the sleeve (10) moves down to fit against the bottom of the three connectors, preventing the connectors from separating due to changes in angle. The magnet is used to attract the sleeve (10) to the middle connector of the bidirectional connector (1) to prevent it from moving. Implementation

[0012] like Figure 1The device of this invention is inserted between the brake hose connectors of two cars in a completed train convoy, from the front to the middle and rear. First, the U-shaped installer (7) on the upper part of the housing (5) is inserted into the channel steel of the end beam (6) on the side of the car with the brake hose. The housing (5) is fixed below the end beam (6) by the twisting and rotating buckle (4) on the front of the housing (5). Then, the inner connecting surface of the bidirectional connector (1) is connected to the brake hose connector of the car with the housing (5) in the same direction. Then, the outer connecting surface of the bidirectional connector (1) is connected to the brake hose connector of the car opposite and locked together. The bidirectional connector (1) is a three-way connector. The middle joint connects to the brake hose (2). The shape of the two end faces is the same as that of the connector face of the vehicle brake hose, but in the opposite direction. Therefore, the bidirectional connector (1) can be connected to the vehicle brake hose connector and can be interlocked. The connector anti-opening plate (9) is fitted onto the middle connector head of the bidirectional connector (1) by a sleeve (10) and can move up and down along the brake hose (2). The sleeve (10) has a magnet for adsorption and fixation. The connector anti-opening plate (9) fits against the bottom of the three connectors connected together, preventing the connectors from detaching due to changes in angle between them.

[0013] After the train's locomotive is coupled to the train that has been assembled and fully connected to the device of this invention, the ID of the device of this invention is connected one by one to the ID of the locomotive's controller. After confirming that all IDs are properly connected, a full test of the train's brakes is conducted for a certain period of time to check whether the braking, releasing, and pressure holding states of the entire train's brakes are consistent and whether the ID frequency connections are complete and consistent.

[0014] The working principle of the vehicle brake is as follows: when the air pressure in the train pipe reaches a constant pressure, the vehicle brake generates a braking effect when the air in the train pipe is vented to reduce pressure, and the vehicle brake generates a releasing effect when the air in the train pipe is vented to increase pressure. When braking is required during train operation, the driver operates the brake handle to vent and reduce pressure, and the locomotive controller simultaneously sends a wireless remote control signal for venting and reducing pressure. After the antenna of the device of this invention, which is connected between the brake hoses of the entire train, receives the wireless signal for venting and reducing pressure, the control unit of the device will energize the venting solenoid valve. The venting solenoid valve opens the vent, and the pressurized air in the train pipe is discharged through the vehicle brake hose, the two-way connector (1), the brake hose (2), the brake branch pipe (3), the air pressure sensor, and the venting solenoid valve vent, causing the train pipes of the vehicles on both sides of the device to vent and reduce pressure simultaneously, and the vehicle brakes on both sides of the device to generate a braking effect simultaneously. Thus, the vehicle brakes on both sides of the device, which is connected between the brake hoses of the entire train, also generate a braking effect simultaneously. When the driver operates the brake lever to stop the ventilation, the command to stop ventilation and the pressure reduction value are transmitted to every device in the train. The pressure sensor in the device then transmits the detected pressure value in the train's brake pipes to the control unit. The control unit compares this value with the pressure reduction value transmitted from the locomotive driver's controller. Once they match, the power to the ventilation solenoid valve is disconnected, stopping the ventilation and pressure reduction. At this time, the brakes are in a braking and pressure-holding state. This achieves synchronized braking of all train vehicles, reducing longitudinal impact force and shortening braking distance. This device achieves the goal of synchronizing the air pressure changes in the front, middle, and rear brake pipes of the entire train with the locomotive driver's operation and ensuring that the pressure reduction is also synchronized.

[0015] When the train brakes and needs to be released, the driver operates the brake lever to release air. Simultaneously, the locomotive controller sends a wireless remote control command for air pressurization. Upon receiving this command, the antenna of the device (connected between all the train's brake hoses) energizes the air-pressurization solenoid valve. The solenoid valve opens its air-pressurization port, and the pressurized air in the storage cylinder, adjusted to the specified pressure by the pressure regulating valve, is released from the air-pressurization port of the solenoid valve into the brake branch pipe (3), brake hose (2), bidirectional connector (1), vehicle brake hose, and train brake pipe. The vehicle brake pipes on both sides of the device are simultaneously pressurized, causing the brakes on both sides to release simultaneously. This ensures that the brakes on both sides of the train release synchronously, reducing the longitudinal impact force of the train's traction and ensuring smooth and safe train operation.

[0016] The braking force of a vehicle's brakes is generated by high-pressure air pushing a piston within the brake cylinder. The high-pressure air supply to the brake cylinder is provided by the auxiliary air reservoir, which in turn is supplied by the train pipe, which in turn is supplied by the locomotive to which the train is attached. When a train is running on a long downhill section of track, its speed will increase due to inertia. To control this speed, the driver will continuously apply the brakes to reduce the train's speed. Each braking action fills the brake cylinder with pressurized air from the auxiliary air reservoir, reducing the pressure in the auxiliary air reservoir. This pressure needs to be replenished, especially in long train formations where there is a delay in the auxiliary air reservoirs of vehicles far from the locomotive receiving replenishment air. The further a vehicle is from the locomotive, the slower the replenishment speed. If the train undergoes multiple braking actions consecutively, the air pressure in the auxiliary air reservoirs of vehicles far from the locomotive will continuously decrease, leading to a continuous decrease in the pressure supplied to the brake cylinder. Consequently, the braking force generated by the brake cylinder will decrease, or even disappear completely. This can cause longitudinal impact or prevent the train from stopping, resulting in a traffic accident.

[0017] Because the device of this invention has its own power generation and air supply equipment, it is plugged into the brake hoses of the front, middle and rear vehicles of the train during use. The air supply equipment of this invention, combined with the locomotive's air supply, can effectively compensate for the problem of slow air replenishment in the auxiliary air cylinders of the middle and rear vehicles of the train, thereby solving the problem of brake force attenuation in the middle and rear vehicles of the train. The implementation process is as follows: When the train applies the brake and releases the brake, the driver will move the operating handle to the air charging position and then turn it to the running position. At the same time, the locomotive driver controller will issue a corresponding wireless remote control command. After the antenna of the device of this invention plugged into the train receives the corresponding command, the control unit will determine that it is a command to charge air into the train pipe. The air pressure sensor will also detect the pressure value of the brake branch pipe (3) and transmit it to the control unit. When the control unit compares the pressure difference, it will energize the air charging solenoid valve. At this time, the pressurized air in the air storage cylinder will charge air into the train brake pipes on both sides through the pressure regulating valve, the air charging solenoid valve, the brake branch pipe (3), the brake hose (2), the two-way connector (1), and the vehicle brake hose. The brake pipes will then charge air into the auxiliary air cylinder of the vehicle brake. In conjunction with the locomotive, air is also supplied at the same time, which will quickly replenish the air pressure of the auxiliary air cylinder and ensure the air demand of the brake cylinder next time, thus ensuring that the brake pressure of the brake cylinder does not decrease. As compressed air from the air reservoir is output outward, the second air pressure sensor detects a pressure drop exceeding a set value and transmits the data to the control unit. After comparison, the control unit powers on the air pump, which then starts working to inflate the air reservoir, maintaining a constant pressure within the reservoir. This ensures a continuous supply of air, solving the problem of delayed air supply to auxiliary air reservoirs in vehicles far from the locomotive. Simultaneously, it improves the synchronicity of braking and deceleration across the entire train's braking system and addresses the issue of brake power attenuation. The technical solution of this invention overcomes the shortcomings of other existing technologies and is superior to them.

[0018] This invention features a fully integrated device with all components, facilitating easy installation and disassembly. It is reusable, unrestricted by the type of train it is used with, and requires no modifications or additional equipment to the trains, making it suitable for any train formation. Unlike other technologies that are limited by specific train formations, this device is widely applicable to most existing trains. Because it possesses power generation, air supply, and wireless communication capabilities, it can ensure the synchronization of train braking, release, pressure maintenance, and recharging. Installed in trains, it can significantly increase the number of train formations, ensure safe train operation, effectively increase freight capacity, reduce transportation costs, and achieve the goal of improving the quality and efficiency of railway transportation.

Claims

1. A wireless remote control braking control device for railway trains with brake hose connection, the device comprising a bidirectional connector, brake hose, brake branch pipe, air pressure sensor one, exhaust solenoid valve, air charging solenoid valve, pressure regulating valve, air reservoir, air pressure sensor two, air pump, antenna, channel unit, digital unit, recording unit, control unit, six-blade fan, generator, charger, battery, U-shaped mount, rotary lock, housing, and connector anti-opening plate integrated together, characterized in that... In the assembled train, between two adjacent workshops, the U-shaped installer of the device is installed on the end beam of the vehicle on the side with the brake pipe. The housing is fixed with a rotating lock. The bidirectional connector is connected to the brake hose connector of the train itself, and then connected to the brake hose connector of the adjacent train on the opposite side. They are locked together to allow the device to be inserted between the brake hoses of adjacent vehicles of the train. The device is then inserted sequentially from the front of the train to the rear of the train, and so on, so that the device is evenly inserted between the brake hoses of all the vehicles in the train.

2. The bidirectional connector according to claim 1, characterized in that it is a three-way shape, with the middle connector connected to the brake hose, the outer shape of the two end connecting surfaces of the three-way is consistent with the shape of the train brake hose connector surface, but in opposite directions, and is equipped with a sealing ring, the inner end face of the bidirectional connector is first connected to the brake hose connector of the train on the same side, and the outer end face is then connected to the brake hose connector of the opposite vehicle, and they are locked together, the other end of the brake hose is connected to the brake branch pipe, the first air pressure sensor, the exhaust solenoid valve, the charging solenoid valve, the pressure regulating valve, the air reservoir, the second air pressure sensor, and the air pump.

3. The antenna, channel unit, digital unit, recording unit, wind pressure sensor one, wind pressure sensor two, exhaust solenoid valve, air filling solenoid valve, pressure regulating valve, and air pump according to claim 1 are characterized in that: These components are connected to the control unit, and the battery is then connected to the control unit, forming a wireless signal receiving and transmitting and component control mechanism.

4. The six-bladed fan, generator, charger, and storage battery are connected according to claim 1, characterized in that... The six-bladed fan is installed at the lower corner of the housing. The upper half of the fan blades is inside the housing, and the lower half of the fan blades is outside the housing. The fan blades extend to the other end of the housing. When the train is running, the wind blows the fan blades to rotate, which drives the generator to generate electricity and charge the battery.

5. The air pump, air pressure sensor, air reservoir, and control unit are connected according to claim 1, characterized in that: When the second air pressure sensor detects that the air pressure in the air storage tank is lower than the set value, the air pump starts to work and inflate the air storage tank to the set value.

6. The U-shaped installer and rotary lock according to claim 1 are characterized in that... The U-shaped mount is integrated with the box body. The U-shaped groove of the U-shaped mount is inserted into the lower channel steel of the vehicle end beam. The rotating lock on the front of the box body is rotated to fix the box body to the lower part of the vehicle end beam.

7. The connector anti-opening plate according to claim 1 is characterized in that the circular sleeve on the connector anti-opening plate is fitted onto the intermediate joint of the bidirectional connector, the sleeve of the connector anti-opening plate can move up and down along the brake hose, after the bidirectional connector is connected to the connectors of the brake hoses of two adjacent workshops, the connector anti-opening plate is moved down to the intermediate joint of the bidirectional connector, the connector anti-opening plate is in contact with the bottom of the three connected connectors, and the magnet on the sleeve attracts the sleeve to the intermediate tube wall of the bidirectional connector, so that no movement occurs.

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