RAILWAY VEHICLE ANTI-SKID PROTECTION SYSTEM

Abstract

This utility model pertains to rail transport, primarily to anti-skid protection systems (ASS) for rolling stock, and can be applied, in particular, to rolling stock intended for use on metro lines. The technical result (effect) of this utility model is to increase the operational capabilities of the ASS, which ultimately impacts the safety and efficiency of rolling stock operation. An additional technical benefit achieved through the use of this utility model is the reduction in the overall dimensions of the ASS.In order to achieve the specified technical result, the control unit of the SPZ is designed as a single structural unit and is located in the undercar space and secured to the car using a bracket, and is a housing in which four boards are mounted, attached to the housing using racks and performing different functions: power conversion, interaction with the control system, processing data from speed sensors and controlling electropneumatic valves for relieving and pressurizing atmospheric pressure, and on the cover of the housing there are electrical connectors that are connected to the boards, while a sensor with a number of pulses per revolution of the sensor exceeding 80 and a duplicated signal transmission channel is used as a speed sensor, and the gas mask valves are combined in pairs into a single housing. 4 fig.

Description

[0001] Field of technology to which the utility model belongs

[0002] The utility model relates to the field of railway transport, primarily to anti-skid protection systems (ASPS) of rolling stock, and can be applied, in particular, to rolling stock intended for use on subway lines.

[0003] Technology Level

[0004] From the description of the patent US 4486839 A (published 04.12.1984, AMERICAN STANDARD INC [US], IPC: B60T 8 / 17; B60T 8 / 66; B60T 8 / 72) a synchronous wheel slip protection system with a microprocessor control element SPZ is known, which includes a sensor for measuring the angular velocity of the wheel sets (WP) and determining the moment of the drop in angular velocity caused by the deterioration of the adhesion of the wheel sets to the rails below the established threshold, after which the anti-skid protection system releases compressed air into the atmosphere from the working brake cylinders (WBC) of the slowed wheel sets. The sensors are conventional tachometric generators that produce alternating current signals, the frequency of which varies depending on the rotation speed of the corresponding wheel axles. The speed measurement circuits to which the sensors are connected include a pulse shaper, counters, and buffer latches.The microprocessor control unit for increasing pressure is made in a single design with the microprocessor control unit for anti-skid protection.

[0005] The disadvantage of this design is that when the anti-skid protection is in operation, during the time it takes to release and restore pressure in the working TC, the braking force is lost, which inevitably leads to an increase in the braking distance, since the lost braking force is not compensated for by a subsequent increase in pressure by an amount sufficient to reduce the braking distance when braking under conditions of reduced adhesion to the value of the braking distance when braking on dry rails.

[0006] The prior art also discloses a railway vehicle braking system with an electro-pneumatic braking system (BP), controlled by a microprocessor control unit, comprising a speed sensor mounted on each BP axle box, anti-skid valves installed on the brake line for releasing or filling the working TC of slowed BP with compressed air, and a microprocessor-based electronic control unit for anti-skid protection (BUPZ) electrically connected to them, and a microprocessor control unit for increasing the pressure, located in each car (patent RU 2200102 C2, published 10.03.2003, IPC: B60T 8 / 50; B60T 8 / 48; B60T 8 / 32).The microprocessor control unit for increasing the pressure determines the lost braking force as the product of the difference between the set pressure value in the working TC and the value of the residual pressure in the working TC, the distance during which the pressure decreased and the pressure was restored to the set value in the working TC, and a coefficient that takes into account the influence of additional factors (such as the dependence of the friction coefficient of the brake pads (linings) on speed and heating, etc.).

[0007] The disadvantage of the known system is that the electronic control unit consists of two interconnected rectangular metal blocks, which represent two independent structures, which reduces the ease of operation and maintainability.

[0008] From the description of the international application WO 2006092263 A1 (published 09 / 08 / 2006, KNORR BREMZE [DE], IPC: B60T 17 / 22; B60T 8 / 32), a chassis control system is known, which is capable of regulating the slip of wheels of at least one axle depending on at least one rotation speed signal supplied by a brake control sensor to an electronic brake control unit, the microprocessor of which calculates the actual speed of the rolling stock or train and reduces the pressure in the brake cylinder on the axles, specified by the brake control device located in the locomotive, by means of electropneumatic brake control valves. The electronic control unit for monitoring the chassis is combined with the brake control unit and / or with the electronic brake control unit and / or with the control unit for monitoring rolling in a single structural unit. By using a more powerful computing unit, parallel processing of anti-skid protection, roll control and chassis control algorithms is also possible.

[0009] The disadvantage of this system is its complexity and high implementation costs.

[0010] Also known from the prior art is an anti-skid system according to European patent EP 2626260 A1 (published on 14.08.2013, SIEMENS AG [DE], IPC: B60T 8 / 17), which is a software-based anti-skid system intended for a pneumatic braking system. RC elements are controlled by anti-skid signals, depending on the measured values ​​determined for the vehicle's gearbox. The signal generated upon activation of the anti-skid system is converted into a voltage signal by the anti-skid system and serves as a setpoint for further electronic brake adjustment, causing the filling or emptying of the brake system via two-way switching valves.

[0011] When such a braking system is in operation, the braking distance always increases.

[0012] Also known from the prior art is a design of an anti-skid valve for a pneumatic braking system of a railway car according to the patent application ZA201002124 B (published on 30.05.2012, ELLCON NAT [US], IPC: B60T; B61H). The anti-skid valve includes a gas-blocking valve for relieving or filling the working TC of slowed CP with compressed air, which includes a blocking valve and a release valve. The body of the anti-skid valve has an opening connected to the brake line, an opening connected to the TC, and an opening connected to the atmosphere. The blocking valve is pneumatically connected to the first opening, and the release valve is connected to the blocking valve, the second and third openings. At least one DS is connected to the axle of the car.The BUPZ includes a microprocessor with analog-to-digital converters connected to a blocking valve, a release valve, and at least one DS. The microprocessor is configured to calculate one of the values ​​of the wheel speed on the railcar axle and the deceleration rate of the railcar axle based on signals received from at least one sensor. The system also compares the calculated value of the wheel speed on the railcar axle and the deceleration rate of the railcar axle with a reference value. In response to this comparison, the blocking valve and the release valve are activated, releasing air pressure in the TC through a third opening. Encoders (angle sensors) are used as sensors. The microprocessor is connected to a power source. During operation, the protection system monitors the rotation of the car's wheel axles and is activated if it detects that one axle is decelerating faster than the others.The system can be configured to detect wheel slip in one of two ways. In the first case, the microprocessor compares the revolutions per minute (RPM) of each axle with the revolutions of the other axles in the car. If one axle begins to slow down compared to the others, this indicates slip. With the second method, the microprocessor calculates the deceleration rate of all axles and compares it to the calculated maximum deceleration rate. If the deceleration rate of any axle exceeds the calculated maximum speed, this indicates slippage has occurred. The microprocessor also uses wheel speed sensors to determine when the train has stopped. A delay of several seconds after stopping ensures that the train stops before the system is disabled. The microprocessor is then configured to cut power.

[0013] The closest analogue to the utility model is the design of the SPZ with an electropneumatic braking system of the CP, controlled by a microprocessor control unit - BUPZ according to patent RU 233468 U1 (published on 22.04.2025, JSC MTZ TRANSMASH named after A.A. Egorenkov, IPC: B60T 8 / 17; B60T 8 / 32; B60T 8 / 1761), selected as a prototype. The SPZ includes four DS, mounted one at a CP, four gas-extinguishing valves installed on the brake line for dumping or filling the working TC of the slowed CP with compressed air, and a BUPZ electrically connected to them, located in each car. The speed sensor consists of a toothed pole wheel mounted on the axle box of the gearbox and a pulse sensor secured to the cover of the axle box unit for contactless measurement of the gearbox speed and transmission of signals to the BUPZ.The anti-skid valve comprises an electropneumatic section with pneumatic valves housed within the housing—an atmospheric valve and a fuel-air-fill valve—and electropneumatic valves mounted on the housing for atmospheric pressure relief and injection. The anti-skid valve bracket is connected via connecting ports on the front wall of its housing to the brake and fuel-air-fill lines via pipelines, and is connected via internal channels to the valve system of the electropneumatic section. The anti-skid valve consists of a housing containing a backplane and four replaceable modules for power supply, communication, signals, speed sensors, and anti-skid valves with an indicator. These modules are comprised of a printed circuit board containing electronic components, and a front panel, each of which contains the corresponding electrical connectors and LEDs.

[0014] The disadvantages of the prototype are related to its large dimensions, which does not allow the BUPZ to be placed under the car and used for subway cars, where compactness is important.

[0015] Problem of the utility model

[0016] The objective of this utility model is to create a safety system for subway trains, the design of which will ensure safety, reliability, and ease of operation while maintaining a compact size. Subway trains have relatively small dimensions, which are limited by the size of their tunnels, placing significant demands on the compactness and dimensions of their components.

[0017] The technical result (effect) of this utility model is a reduction in the dimensions of the anti-skid protection system.

[0018] The essence of the utility model

[0019] The specified technical result is ensured by the fact that in the SPZ of a railway vehicle with an electropneumatic braking system of the CP, controlled by a BUP3 microprocessor control unit, containing DS mounted on each wheel pair for contactless measurement of the CP speed and transmission of signals to the BUPZ, anti-skid valves installed on the brake line for dumping or filling with compressed air the working TC of slowed CP, which include an electropneumatic part with pneumatic valves located in the housing for atmospheric and filling the TC, and electropneumatic valves installed on the housing for dumping and pumping atmospheric pressure, and a bracket which, through connecting holes made on the front wall of its housing, is communicated by pipelines with the brake and TC lines, and is connected by internal channels to the valve system of the electropneumatic part and the BUPZ electrically connected to them, what is new is that,that the BUPZ is made in the form of a single structural unit and is located in the undercar space with fastening to the car with the help of a bracket, and is a housing in which four boards are mounted, attached to the housing with the help of racks and performing different functions: power conversion, interaction with the control system, processing data from speed sensors and control of electropneumatic valves for dumping and pumping atmospheric pressure, and on the cover of the housing there are electrical connectors that are connected to the boards, while a sensor with a number of pulses per revolution of the sensor of more than 80 and a duplicated signal transmission channel is used as the DS, and the anti-skid valves are combined in pairs in a single housing.

[0020] The BUPZ, designed as a single structural unit located under the car and secured to the car with a bracket, improves the operational capabilities of the SPZ by allowing installation on various car models without redesigning the interior. This minimizes signal delay and system response. The signal from the sensor to the valve travels along short pneumatic and electrical lines. Delay is minimal, and the system responds within milliseconds. The SPZ includes electropneumatic valves that control the pressure in the TC. Its placement under the car allows for direct connection of the valves to the supply lines, minimizing air volume in the control lines, and speeding up pressure release and replenishment, thereby reducing overall dimensions. Component localization near the CP is critical for preventing skidding, reducing braking distances, and protecting infrastructure.

[0021] The implementation of the BUPZ with a housing in which four boards are mounted, attached to the housing with the help of racks and performing different functions: power conversion, interaction with the control system, processing data from speed sensors and controlling electropneumatic valves for dumping and pumping atmospheric pressure, allows for a significant reduction in the dimensions of the BUPZ and fastening it under the car with the help of a bracket, while there is direct access to the units without the need to open the internal panels of the car, and the replacement or calibration of sensors is carried out faster, and diagnostics are simplified - visual inspection and checking of connections are carried out on site.

[0022] The use of the specified DS design does not require the use of a protective casing, increases the IP protection level, short cables between the sensor and the BUPZ are less susceptible to electromagnetic interference, have a lower voltage drop, and are more reliable in conditions of vibration and temperature changes.

[0023] Combining pairs of anti-skid valves into a single body reduces the number of attachment points to the bogie frame, there is no need to mount each one separately, and standardized electrical connectors can be used for

[0024] connection of sensors and control unit, which leads to convenient diagnostics and maintenance, increased reliability, compactness and space saving.

[0025] Brief description of drawings

[0026] The essence of the utility model is explained by drawings.

[0027] Fig. 1 shows the general view of the BUPZ,

[0028] in Fig. 2 - speed sensor (DS);

[0029] in Fig. 3 - anti-skid valve,

[0030] in Fig. 4 - BUPZ diagram,

[0031] where 1 - body;

[0032] 2 - cover;

[0033] 3 - KST;

[0034] 4-DS;

[0035] 5 - RAM board;

[0036] 6 - DCDC board;

[0037] 7 - filter and protection board;

[0038] 8 - anti-skid board;

[0039] 9, 10, 11 - racks.

[0040] Implementation of a utility model

[0041] An example of a specific implementation is the anti-skid system for metro rolling stock. The anti-skid system is designed to prevent skidding, prevent gearshift locking during braking, and ensure axle control. The anti-skid system consists of a BUPZ, two anti-skid valves (KST), and four speed sensors.

[0042] The KST consists of a bracket to which two electropneumatic parts are attached using screws and washers. The KST is equipped with a casing to protect the parts and harness from damage. The electropneumatic part has an opening for connection to the air handling unit (AT). A plug for external electrical connection is located on the casing cover. The electropneumatic part of the KST includes two electropneumatic valves—a release valve and a brake valve—as well as two spring-loaded valves for direct connection between the AT and the air distributor or the atmosphere.

[0043] The DS is a dual-channel sensor (one of the signal transmission channels is duplicated) based on the Hall effect. The DS generates electrical signals whose frequency is proportional to the gearbox rotation speed, with 200 pulses per revolution. The DS stator is a housing with a mounted converter converting the magnetic field into a pulse train. The DS rotor is attached to the end of the gearbox axis and is a hollow cylinder made of a non-magnetic material with a magnetic ring in the form of a toothed wheel, into the grooves of which permanent magnets are installed. The DS contains no friction units or bearings, ensuring high reliability and durability.

[0044] The BUPZ includes a housing 1 with a cover 2 and is located in the undercar space and secured to the car with a bracket. Four boards are mounted in the housing, attached to the housing with racks 9-11 and performing different functions: RAM board 5 - interaction with the control system; DCDC board 6 - processing data from speed sensors; filter and protection board 7 - power conversion; anti-skid board 8 - control of electropneumatic valves for relieving and pressurizing atmospheric pressure. Electrical connectors are located on the housing cover, which are connected to the boards. The BUPZ performs the functions of automatic cyclic analysis of the ratio of the calculated angular velocities and the actual values ​​​​of the angular velocities of the CP in the range of 1-90 km / h.

[0045] The device operates as follows.

[0046] The BUPZ (Fig. 1) interacts with four DS (Fig. 2) and two KST (Fig. 3) and diagnoses the serviceability of their connection.

[0047] The DS (Fig. 2), installed on the axle boxes of the gearbox, monitor the angular speeds of rotation of the car gearbox due to the fact that each DS 4 determines the speed of rotation of the gear wheel without physical contact and transmits a signal proportional to the frequency to the BUPZ using the DCDC board 6 (Fig. 1, 4).

[0048] The BUPZ (Fig. 1) evaluates the frequency signals coming from all DS 4 and, if necessary, generates control signals to the KST (Fig. 3) with the involvement of the RAM board 5. In braking modes, upon detection of an imbalance of angular velocities exceeding a specified threshold of permissible slippage, or upon detection of an angular acceleration exceeding an permissible level, the BUPZ generates and outputs signals controlling the state of the corresponding KST, i.e. automatically changes the air pressure in the working TCs of the corresponding CP until their angular velocities are equalized with the involvement of the board 8.

[0049] The KST, upon commands from the BUPZ, discharges or fills the TC with compressed air using board 8, providing control of the electropneumatic valves

[0050] Atmospheric pressure release and buildup. During braking and in the absence of a control electrical signal in standby mode, the vent to atmosphere is closed, and unimpeded communication between the air distributor and the braking center is maintained. The electropneumatic valves of the KST receive an electrical signal, after which the pneumatic valves directly connected to the air distributor of the car's braking equipment unit and the braking center are activated. The compressed air vent to atmosphere is opened, compressed air is quickly released from the braking center, and one or more braking units are released.

[0051] When a skid occurs, the BUPZ detects such a gearbox by a difference in speed between other gearboxes or by a sharp deceleration. The BUPZ then sends an electrical signal to the KST 3 of the slipping gearbox. To do this, a control electrical signal from the BUPZ to change the compressed air pressure in the TC is sent to the electropneumatic valves, or both valves simultaneously. After this, the control pneumatic chambers of KST 3 are connected to the atmosphere via the atmospheric and TC filling valves, with the ability to lock the pressure at an intermediate value. The bogies are quickly released, and the gearbox exits the skid. After the skid command is canceled, the electropneumatic valves are de-energized, the TC is filled with compressed air, and the bogies are braked again. At this point, the pressure in the TC equals the pressure specified by the rolling stock braking command.

[0052] The use of the utility model, in comparison with known devices, ensures safety, reliability and ease of operation with reduced dimensions (compactness).

Claims

A gas protection system for a railway vehicle with an electropneumatic braking system for wheel pairs, controlled by a microprocessor control unit, containing a speed sensor mounted on each wheel pair for contactless measurement of the number of revolutions of the wheel pair and transmission of signals to the electronic control unit, gas protection valves installed on the brake line for relieving or filling the working brake cylinders of slowed wheel pairs with compressed air, which include an electropneumatic part with pneumatic valves for atmospheric and filling the brake cylinders located in the housing, and electropneumatic valves for relieving and inflating atmospheric pressure installed on the housing, and a bracket which, through connecting holes made on the front wall of its housing, is connected by pipelines to the brake lines and brake cylinders,and is connected by internal channels to the valve system of the electropneumatic part, and an electronic control unit electrically connected to them, characterized in that the electronic control unit is made in the form of a single structural unit and is located in the undercar space with fastening to the car using a bracket, and is a housing in which four boards are mounted, attached to the housing using racks and performing different functions: power conversion, interaction with the control system, processing data from speed sensors and controlling electropneumatic valves for dumping and pumping atmospheric pressure, and on the cover of the housing there are electrical connectors that are connected to the boards, while a sensor with a number of pulses per revolution of the sensor of more than 80 and a duplicated signal transmission channel is used as a speed sensor, and the anti-skid valves are combined in pairs by a single housing.

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