Rail Brake Test Assembly with Independent Compressor Coupling
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Solution Overview
Problem
Current automatic brake testing systems for rail vehicles are time-consuming and costly due to the slow process of upgrading the air brake system using a locomotive's air compressor, which negates the time advantage of automation and incurs high manufacturing costs.
Innovation Solution
A brake testing system that includes a data processing device with automatic coupling devices for fluid and electrical connections to rail vehicles, allowing for decentralized and self-sufficient operation, using a cheaper and more powerful industrial compressor to reduce test duration and costs, and enabling evaluation of signal responses for independent or remote assessment.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Extent of automation
If a locomotive's air compressor is used to rig the train's air brake system for automatic brake testing, then the brake test can be performed automatically, but the rig time becomes excessively long (approximately 50 minutes) and costs increase significantly
Solution Approach 1:
The patent extracts the air compression function from the locomotive and places it in a separate, dedicated stationary compressor unit. This allows the brake testing system to operate independently without relying on the locomotive's air compressor, thereby reducing rig time from 50 minutes to approximately 10 minutes while maintaining automatic brake testing capabilities.
Solution Approach 2:
The patent introduces a stationary compressor as an intermediary device between the air supply source and the train's brake system. This intermediary unit is specifically designed for brake testing operations, providing rapid air compression without the constraints of locomotive integration, thus resolving the time conflict between automatic testing and slow rigging.
2Productivity
If the performance of locomotive air compressors is increased to reduce rig time, then the brake test preparation can be faster, but manufacturing costs increase significantly
Solution Approach 1:
The patent segments the air compression function from the locomotive system and creates a separate, specialized stationary compressor unit. This segmentation allows the use of a cost-effective compressor designed specifically for brake testing applications rather than requiring an enhanced locomotive compressor, achieving fast rig time (approximately 10 minutes) without significant manufacturing cost increases.
Solution Approach 2:
The patent employs a stationary compressor that is dedicated solely to brake testing operations rather than requiring expensive modifications to the locomotive's primary air compression system. This approach uses a specialized, cost-optimized device for the specific temporary purpose of brake testing, avoiding the high manufacturing costs of enhancing locomotive compressors.
3Device complexity
If manual brake testing is performed by train drivers and operating personnel, then the process can be carried out with simple equipment, but the brake test becomes time-consuming and labor-intensive
Solution Approach 1:
The patent implements an automatic brake testing system where the train's brake system tests itself without requiring manual intervention from drivers or operating personnel. The stationary compressor automatically rigs the air brake system, and the brake test is performed and evaluated automatically, reducing both the time required and the labor intensity while maintaining equipment simplicity.
Solution Approach 2:
The patent performs the air system rigging action in advance using the stationary compressor before the actual brake test begins. This preliminary action of rapidly compressing the air system (in approximately 10 minutes) prepares the train for automatic testing without requiring manual operations during the test itself, thereby increasing productivity while keeping equipment relatively simple.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
This solution significantly reduces the duration and costs of train upgrades and brake tests by automating the process, allowing trains to be prepared for travel without a locomotive, shifting expensive locomotive operating time to cheaper upgrade devices, and enabling flexible use with existing or new systems.
Implementation Method 1
a first automatic coupling device (19) that can be coupled to at least one fluid connection (202) of the at least one rail vehicle (201-20n) for providing a pressurized fluid to the brake system (203)
Implementation Method 2
a second automatic coupling device (19) that is connected to the data processing device (14) and is designed to be coupled to an electrical connection (202) of the at least one rail vehicle (201-20n)
Data Source
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Figure 2
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AI summary
A brake test system (10, 30, 50) for performing at least part of an automatic brake test of a brake system (203) of at least one rail vehicle (201-20n), which is not part of a system designed to move the at least one rail vehicle (201-20n), comprises a data processing device (14) with a data source (15, 16, 36, 37, 56, 57), a first coupling device (12) that can be coupled to at least one fluid connection (202) of the at least one rail vehicle (201-20n) for supplying a pressurized fluid to the brake system (203) of the at least one rail vehicle (201-20n), and a second coupling device (19) that is connected to the data processing device (14) and for coupling to an electrical connection (202) of the at least one rail vehicle (201-20n). 20n) is trained.The data processing device (14) is configured to receive data for carrying out at least one part of the automatic brake test from the data source (15, 16, 36, 37, 56, 57) and to transmit test signals for carrying out at least one part of the automatic brake test to the rail vehicle (201 - 20n), to receive signal responses from the rail vehicle (201 - 20n) during the execution or after completion of at least one part of the automatic brake test, and to transmit the signal responses or signals derived therefrom to at least one evaluation device (15, 101, 301, 501) for evaluation of the received signal responses.