Freight train long and large slope brake cylinder exhaust control device and method

Abstract

The application discloses a freight train long and large slope brake cylinder exhaust control device and method, and relates to the field of train braking; the freight train pipe is provided with two train pipes, which are a train pipe and a second train pipe; the train pipe is connected with the total air cylinder of a locomotive through a locomotive brake, is used for providing compressed air to the brake of a connected vehicle, transmitting braking and relieving instructions, and the working state of the train pipe is controlled by the locomotive brake; the second train pipe is connected with the total air cylinder of the locomotive through a second locomotive brake, is used for providing compressed air to the brake of the connected vehicle, transmitting braking and relieving instructions, and the working state of the second train pipe is controlled by the second locomotive brake; and a control method is provided; the application is provided with two train pipes, and one additional train pipe is used for reserving and transmitting high-pressure air, and can be used for controlling the relieving time of the brake valve on a long and large slope.

Description

Technical Field

[0001] This invention relates to the field of train braking, and specifically to a brake cylinder exhaust control device and method for freight trains on long gradients. Background Technology

[0002] The statements in this section are provided only as background information in connection with this disclosure and may not constitute prior art.

[0003] Heavy-haul trains typically employ wave braking on long, steep slopes, with some trains requiring more than 10 braking releases on a single downhill section. To ensure transport safety, sufficient re-inflation time must be allowed between braking maneuvers to replenish the depleted air pressure in the air brakes and guarantee adequate braking force during air braking.

[0004] Currently, existing train braking systems typically only have one train pipe, used for charging the brake and transmitting braking commands. This makes it impossible to replenish the depleted pressurized air in the air brake in a timely manner, thus ensuring sufficient braking force when the train is in air braking mode. Summary of the Invention

[0005] The purpose of this invention is to provide a brake cylinder exhaust control device and method for freight trains on long slopes, thereby solving the problems mentioned above.

[0006] The technical solution of the present invention is as follows:

[0007] A brake cylinder exhaust control device for a freight train on a long gradient includes: a freight train pipe with two train pipes, namely a train pipe and a second train pipe;

[0008] The train pipe is connected to the locomotive's main air cylinder via the locomotive brake and is used to provide compressed air to the brakes of the coupled vehicles and transmit braking and release commands. The working state of the train pipe is controlled by the locomotive brake, which can control the air filling and exhaust of the train pipe.

[0009] The second train pipe is connected to the locomotive's main air cylinder via the second locomotive brake and is used to provide compressed air to the brakes of the coupled vehicles and transmit braking and release commands. The working state of the second train pipe is controlled by the second locomotive brake, which can control the air filling and exhaust of the second train pipe.

[0010] Furthermore, the second train pipe is connected to the control end of the pneumatic control valve in the coupled car. When there is pressurized air at the control end, the pneumatic control valve is closed, and when there is no pressurized air at the control end, the pneumatic control valve is open.

[0011] Furthermore, the train pipe is connected to a control valve in the coupled vehicle, and the control valve is connected to the auxiliary air cylinder, the acceleration and deceleration air cylinder and the brake cylinder respectively.

[0012] Furthermore, the exhaust port of the control valve leads out two air paths, one connected to the pneumatic control valve and the other connected to the limiting orifice.

[0013] A method for controlling the exhaust of brake cylinders on long gradients of freight trains, based on the aforementioned exhaust control device for brake cylinders on long gradients of freight trains, includes:

[0014] Before the train enters a long downhill slope, the release time of the brake cylinder is accelerated by controlling the locomotive brake and the second locomotive brake.

[0015] When the train is about to enter a long downhill slope, the release time of the brake cylinder is slowed down by controlling the locomotive brake and the second locomotive brake.

[0016] Furthermore, accelerating the brake cylinder release time specifically includes:

[0017] Before the train enters the long downhill slope, the second locomotive's brake system vents air to ensure there is no pressurized air in the second train's air pipe. The pneumatic control valve remains open, and the exhaust port of the control valve is not restricted by the orifice, thus accelerating the release time of the brake cylinder.

[0018] Furthermore, the reduction of the brake cylinder release time specifically includes:

[0019] When the train is about to enter a long downhill slope, the brakes of the second locomotive are charged with air to maintain a certain pressure of air in the second train pipe. The air control valve is normally closed, and the connection between the exhaust port of the control valve and the atmosphere is restricted by the confinement of the limiting hole, which slows down the release time of the brake cylinder.

[0020] Compared with existing technologies, the advantages of this invention are:

[0021] 1. A brake cylinder exhaust control device and method for freight trains on long downhill slopes, comprising two train pipes, wherein the additional train pipe is used for the storage and transmission of high-pressure air, which can be used to control the release time of the brake valve on long downhill slopes.

[0022] 2. A brake cylinder exhaust control device and method for freight trains on long downhill slopes, which extends the release time of the brake cylinder on long downhill slopes to achieve the effect of slowing down the increase in train speed.

[0023] 3. A brake cylinder exhaust control device and method for freight trains on long slopes, which increases the release time of the brake cylinder controlled by the train pipe has low risk, does not affect the normal braking process, and reduces the difficulty of operating the train on long slopes. Attached Figure Description

[0024] Figure 1 A schematic diagram of an exhaust control device for a brake cylinder on a long gradient of a freight train;

[0025] Figure 2 This is a schematic diagram of an existing train braking system.

[0026] Reference numerals: J-locomotive, C-coupling vehicle, J3-main air cylinder, J1-locomotive brake, J2-second locomotive brake, L1-train pipe, L2-second train pipe, RG1-hose connector, RG2-second hose connector, C3-control valve, C4-auxiliary air cylinder, C5-acceleration and release air cylinder, C6-brake cylinder, P-exhaust port, C1-pneumatic control valve, C2-limiting hole. Detailed Implementation

[0027] It should be noted that relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0028] The features and performance of the present invention will be further described in detail below with reference to embodiments.

[0029] Example 1

[0030] Currently, existing train braking systems generally only have one train pipe, used for charging the brake and transmitting braking commands. This makes it impossible to replenish the pressurized air lost by the air brake in a timely manner, thus failing to ensure sufficient braking force when the train is in air braking mode.

[0031] It should be noted that existing train braking systems, such as Figure 2 As shown. The train has only one train pipe, which connects to the control valve C3, auxiliary air cylinder C4, acceleration and release air cylinder C5, and brake cylinder C6 in the coupled car C to form an air brake system.

[0032] During braking, the locomotive brake J1 controls the train pipe L1 to exhaust air and reduce pressure, and the pressurized air in the auxiliary air cylinder C4 is output to the brake cylinder C6;

[0033] When the brake is released, the locomotive brake J1 controls the air supply to the train pipe L1, and the pressurized air in the brake cylinder C6 is discharged to the atmosphere through the exhaust port P of the control valve C3.

[0034] Therefore, this embodiment addresses the problems existing in the prior art by providing a brake cylinder exhaust control device for freight trains on long slopes, comprising:

[0035] The freight train pipeline is equipped with two train pipelines, namely train pipeline L1 and the second train pipeline L2;

[0036] The train pipe L1 is connected to the main air cylinder J3 of the locomotive J via the locomotive brake J1. It is used to provide compressed air to the brake of the coupled vehicle C and to transmit braking and release commands. The working state of the train pipe L1 is controlled by the locomotive brake J1, which can control the air filling and exhaust of the train pipe L1.

[0037] The second train pipe L2 is connected to the main air cylinder J3 of locomotive J via the second locomotive brake J2. It is used to provide compressed air to the brake of the coupled vehicle C and to transmit braking and release commands. The working state of the second train pipe L2 is controlled by the second locomotive brake J2, which can control the air filling and exhaust of the second train pipe L2.

[0038] In this embodiment, specifically, the second train pipe L2 is connected to the control end of the pneumatic control valve C1 in the coupled vehicle C. When there is pressurized air at the control end, the pneumatic control valve C1 is closed, and when there is no pressurized air at the control end, the pneumatic control valve C1 is open.

[0039] In this embodiment, specifically, the train pipe L1 is connected to the control valve C3 in the coupled vehicle C, and the control valve C3 is connected to the auxiliary air cylinder C4, the acceleration and deceleration air cylinder C5 and the brake cylinder C6 respectively.

[0040] In this embodiment, specifically, the exhaust port of the control valve leads out two air paths, one connected to the pneumatic control valve and the other connected to the limiting orifice.

[0041] This embodiment also proposes a method for controlling the exhaust of brake cylinders on long slopes of freight trains, based on the aforementioned exhaust control device for brake cylinders on long slopes of freight trains, including:

[0042] Before the train enters the long downhill slope, the release time of brake cylinder C6 is accelerated by controlling locomotive brake J1 and second locomotive brake J2.

[0043] When the train is about to enter a long downhill slope, the release time of the brake cylinder C6 is slowed down by controlling the locomotive brake J1 and the second locomotive brake J2.

[0044] In this embodiment, specifically, accelerating the release time of brake cylinder C6 includes:

[0045] Before the train enters the long downhill slope, the second locomotive brake J2 exhausts air to ensure that there is no pressurized air in the second train pipe L2. The air control valve C1 remains open, and the exhaust port of the control valve C3 is not restricted by the orifice, thus accelerating the release time of the brake cylinder.

[0046] In this embodiment, specifically, slowing down the release time of brake cylinder C6 includes:

[0047] When the train is about to enter the long downhill slope, the second locomotive brake J2 is charged with air to maintain a certain pressure of air in the second train pipe L2. The air control valve C1 is normally closed, and the connection between the exhaust port of the control valve C3 and the atmosphere is restricted by the confinement of the hole, which slows down the release time of the brake cylinder.

[0048] It should be noted that long downhill sections are the most challenging for the safe operation of heavy-haul trains. Freight trains primarily equipped with air braking systems must possess sufficient braking capacity on downhill sections to ensure that emergency braking distances do not exceed the prescribed braking distance requirements for safe operation. Since the locomotive's dynamic braking capacity is insufficient to completely overcome the natural downward force on long downhill sections, the driver must use air recirculation braking in conjunction with the locomotive's dynamic braking. After each depressurization braking maneuver, the auxiliary air cylinders at the rear of the train must reach the prescribed pressure to ensure sufficient braking force for subsequent braking. If the refill time is too short, the auxiliary air cylinders of the rear cars may not have enough time to return to the prescribed pressure. In this case, subsequent braking will inevitably result in insufficient pressure in the brake cylinders of the rear cars, leading to a pressure inconsistency between the rear and front cars. Repeated occurrences of this situation will cause the air braking force of the entire train to gradually decrease, seriously endangering the safety of train operation.

[0049] Therefore, this embodiment sets two different brake release times for the train on non-long gradients and long downhill gradients. The slower release time on long downhill gradients slows down the increase in train speed, naturally increasing the interval between two braking actions and allowing more time for the brakes to recharge. This results in higher safety for heavy-haul trains operating on long downhill gradients.

[0050] The embodiments described above merely illustrate specific implementation methods of this application, and while the descriptions are detailed and specific, they should not be construed as limiting the scope of protection of this application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the technical solution of this application, and these modifications and improvements all fall within the scope of protection of this application.

[0051] This background section is provided to generally present the context of the invention. The work of the currently named inventors, the work to the extent described in this background section, and aspects of this section that did not constitute prior art at the time of application are neither expressly nor impliedly acknowledged as prior art to the invention.

Claims

1. A brake cylinder exhaust control device for freight trains on long gradients, characterized in that, include: The freight train pipeline is equipped with two train pipelines, namely the main train pipeline and the second train pipeline; The train pipe is connected to the locomotive's main air cylinder via the locomotive brake and is used to provide compressed air to the brakes of the coupled vehicles and transmit braking and release commands. The working state of the train pipe is controlled by the locomotive brake, which can control the air filling and exhaust of the train pipe. The second train pipe is connected to the locomotive's main air cylinder through the second locomotive brake machine. It is used to provide compressed air to the brake machines of the coupled vehicles and to transmit braking and release commands. The working state of the second train pipe is controlled by the second locomotive brake machine, which can control the air filling and exhaust of the second train pipe. The second train pipe is connected to the control end of the pneumatic control valve in the coupled car. When there is pressurized air at the control end, the pneumatic control valve is closed, and when there is no pressurized air at the control end, the pneumatic control valve is open.

2. The exhaust control device for a brake cylinder on a long gradient of a freight train according to claim 1, characterized in that, The train pipe is connected to a control valve in the coupled vehicle, and the control valve is connected to the auxiliary air cylinder, the acceleration and deceleration air cylinder and the brake cylinder respectively.

3. The exhaust control device for a brake cylinder on a long gradient of a freight train according to claim 2, characterized in that, The exhaust port of the control valve leads to two air paths, one connected to the pneumatic control valve and the other to the limiting orifice.

4. A method for controlling the exhaust of brake cylinders on long gradients of freight trains, characterized in that, The freight train long-slope brake cylinder exhaust control device according to any one of claims 1-3 includes: Before the train enters a long downhill slope, the release time of the brake cylinder is accelerated by controlling the locomotive brake and the second locomotive brake. When the train is about to enter a long downhill slope, the release time of the brake cylinder is slowed down by controlling the locomotive brake and the second locomotive brake.

5. The method for controlling the exhaust of a brake cylinder on a long gradient for a freight train according to claim 4, characterized in that, Specifically, speeding up the brake cylinder release time includes: Before the train enters the long downhill slope, the second locomotive's brake system vents air to ensure there is no pressurized air in the second train's air pipe. The pneumatic control valve remains open, and the exhaust port of the control valve is not restricted by the orifice, thus accelerating the release time of the brake cylinder.

6. The method for controlling the exhaust of a brake cylinder on a long gradient for a freight train according to claim 4, characterized in that, The reduction of the brake cylinder release time specifically includes: When the train is about to enter a long downhill slope, the brakes of the second locomotive are charged with air to maintain a certain pressure of air in the second train pipe. The air control valve is normally closed, and the connection between the exhaust port of the control valve and the atmosphere is restricted by the confinement of the limiting hole, which slows down the release time of the brake cylinder.

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