MXPA99006357A - Solenoid valve of application for electronically control loading brake system - Google Patents

Abstract

The present invention relates to a brake control system for electronic cargo train in a train carriage having auxiliary and emergency tanks in separate compartments, a brake line for loading tanks with pressurized fluid and a cylinder brakes activated by fluid pressure, the brake control system for electronic freight train, comprises: a. an application valve in selective fluid communication with the brake cylinder device and with each of the auxiliary and emergency tanks to control the flow of pressurized fluid from the auxiliary and emergency tanks to control the flow of pressurized fluid from the deposits to the brake cylinder device b. a pair of flow check valves, the respective ones of the pair that is interposed between the application valve and each of the auxiliary and emergency tanks, respectively, to avoid the exchange of pressurized fluid between the tanks; a release valve in selective fluid communication with the brake cylinder and an evacuation port, and d. an electronic controller that operates to the application valve and the release valve to control the braking functions of the train car by supplying the pressurized fluid concurrently from each of the auxiliary and emergency tanks to the brake cylinder device

Description

SOLENOID VALVE OF APPLICATION FOR ELECTRONICALLY CONTROLLED LOADING BRAKE SYSTEM FIELD OF THE INVENTION The present invention relates to railway braking systems and, more particularly, combined electronic and pneumatic braking systems for railway freight trains.

BACKGROUND OF THE INVENTION Railway freight brake systems have traditionally used a pneumatic brake system that is operated pneumatically and in which control functions are obtained by the use of pneumatic valves. These brake systems include a brake pipe or tube for pneumatic communication between the locomotive and each individual train car. The pneumatic brake line has been used with a multifunctional paper, which includes on-board cargo tanks in each cargo wagon. individual; institute brake applications and control the release of train brakes. These systems use pneumatic on-board control valves, such as, for example, valves ABD, ABDW, ABDX, or DB-60 in each load wagon. These wagons can operate with pneumatic TYPE 26 Locomotive Brakes or with microprocessors P1364-99MX as the EPIC equipment supplied by Westinghouse Air Brake Company. In these systems, the level of the desired brake pressure can be controlled by the pressure in the brake line, which is controlled from the locomotive. An advantage of this type of system is the use of a single pneumatic communication, the brake pipe, which runs along the train. Currently, electronically controlled pneumatic freight train (ECP) brake systems are being developed for long freight trains. In ECP brake systems, the role of the conventional pneumatic control valve can be replaced by an electronic controller that governs the solenoid-operated valves in each car that control the operation of the brakes. The electronic controller of each wagon can receive the electrical order signals coming from the locomotive to control the braking functions of each wagon. Until recently, the use of command or command electrical signals from the locomotive to control the operation of the brakes had been used mainly on passenger trains and type trains in transit on relatively short trains. Conventionally, an electrical command signal is sent from the locomotive through the entire train, where the signal level controls both the propulsion and P1364-99MX the desired amount of braking. In the past, these ECP braking systems were generally used in load braking operations, however, due to advances in technology, these ECP systems are becoming increasingly feasible in load braking operations . Because most freight trains can still only use the conventional air brake system, railway wagons that have an ECP system can also often include a pneumatic control valve. This combined system may be desirable, so that the railway car can be used either in the most recent ECP systems or in the conventional pneumatic system, which is still the most predominant type of brake systems for freight train. In a typical brake system for ECP combined freight train that has separate auxiliary and emergency tanks, the electronic controller governs two solenoid-operated brake application valves. One of the valves is connected between the auxiliary tank and a brake cylinder and the other is connected between the emergency tank and the brake cylinder. The electronic controller can also control a release valve connected to the brake cylinder to vent the brake cylinder to the atmosphere and P1364-99MX release the brakes. In response to a command signal, the electronic controller can initiate service or emergency brake applications or implement brake release. In these braking systems, where an electronic controller is used to control pneumatic equipment, the conventional practice has been to use two separate brake application valves, one that controls the application of pressure from the auxiliary reservoir and one that controls the application of pressure from the emergency tank. Conventionally, two separate brake application valves are used to avoid pressure transfer between the separate tanks. Additionally, when a pneumatic control valve is included in the system, a separate brake application valve may be required for each tank. For an ECP system to work properly because the pneumatic control valve depends on separate tanks to distinguish between the maximum pressures of the service and emergency brake cylinder. With electronic brake control, it is possible to combine the separate auxiliary and emergency tanks into a single large tank, because the maximum brake cylinder pressure for service and emergency applications can be P1364-99MX limited by the electronic processor. In this case, a single 'solenoid of application can be used to admit air from the unified tank to the brake cylinder for the application of the brakes. In accordance with the above, there is a need for a braking system for combined electronic and pneumatic freight train, where the electronic controller can use a single brake application valve, instead of the two brake application valves previously used . This brake control system must appropriately and reliably control the braking functions in each car during both emergency and service braking applications, including any pneumatic control valve that is also part of the system. 8P? RIQ OF THE INVENTION According to the invention, a single solenoid valve can be used instead of the two solenoid valves normally used in a railway car that has a combined electronic and pneumatic brake control system for the freight train. This combined system normally includes two separate tanks with both an electronic controller and a pneumatic control valve. The electronic controller or the valve P1364-99MX pneumatic control could independently control the braking functions in the rail car. These could also work in a complementary way. These combined systems allow the rail car to be used on both trains, on trains using an ECP braking system and on trains using a conventional air brake system. Conventionally, in this combined braking control system for a freight train, each railway wagon has: a brake line normally loaded up to a certain predetermined pressure; separate auxiliary and emergency tanks, nominally charged at the same brake pipe pressure; a pressure-activated brake cylinder device and a pair of solenoid-operated brake application valves, which can be operated by the electronic controller to control brake applications. In this combined brake control system, according to the invention, the pressurized air from each of the auxiliary and emergency tanks can be supplied concurrently to the brake cylinder, by means of a single brake application valve , instead of the pair of brake application valves normally used. The electronic controller can operate the unique brake application valve to control the supply of pressurized fluid. The flow P1364-99MX from each tank can be supplied concurrently to the brake cylinder. The reflux check valves are provided between each tank and the single brake application valve to prevent any transfer of pressurized fluid between them and to maintain the pressure in each tank separately, which is necessary when a pneumatic control valve It is part of the brake control system. Counterflow check valves may be separated from the single brake application valve or may be combined with it. It is an object of the present invention to provide a means for enabling electronic control of service and emergency braking applications from conventional, separate auxiliary and emergency tanks, with a single solenoid valve. It is a corollary objective to reduce the complexity and cost of electronic brake control systems, which require two application solenoid valves to perform these functions. Other details, objects and advantages of the invention will be apparent from the following detailed description and from the Figures of the accompanying drawings of certain currently preferred embodiments thereof.

P1364-99MX BRIEF DESCRIPTION OF THE DRAWINGS A more complete understanding of the invention can be obtained by considering the following detailed description together with the accompanying drawings, which: Figure la is a schematic representation illustrating a brake control system for train of ECP type load of the prior art; Figure Ib is a schematic representation illustrating an ECP brake system configured in an alternative manner, having a combined reservoir and using a single application valve; Figure 1 is a schematic representation illustrating a combination brake control system for pneumatic cargo and combined ECP of the prior art; Figure 2 is a schematic representation illustrating an ECP braking system using a single application valve; Figure 3 illustrates a combined ECP and pneumatic brake system using a single combined application valve; and Figure 4 is a detailed view of an application valve unit.

DETAILED DESCRIPTION OF THE MODALITIES Referring now to the various Figures of P1364-99MX drawings, in which similar elements are numbered in a consistent manner, this will be useful to first describe certain freight train braking systems of the prior art type, such as those shown in the Figures. . In Figure 1 a conventional electronically controlled pneumatic brake (EPC) system for a freight car is shown, wherein the electronic controller (EC) 19 controls two application valves 20, 22, to supply pressurized air to a brake cylinder (BC) 27 from a reservoir 13 of two compartments of pressurized air to operate the brakes in each car. The EC 19 can also operate a release valve (REL) 25, to vent the pressure of the BC 27 to the atmosphere (Atm), thus releasing the brakes. In this braking system for freight train, a brake line (BP) 10 for train, interconnects the locomotive and each articulated wagon. The brake line 10 can supply pressurized air to each train car from a tank located in the locomotive. The two-compartment reservoir 13 can normally have an auxiliary reservoir portion (AUX) 15 and an emergency reservoir portion (EMER) 17, usually larger. The AUX reservoir 15 can be connected to an auxiliary application valve (AUX) 20 and the EMER reservoir 17 can be connected to an application valve of P1364-99MX emergency (EMER) 22. Each of the tanks AUX 15 and EMER 17 can be individually connected to the brake line 10 to maintain the pressurization of each tank as necessary. Counterflow check valves 18 can normally be provided between each tank 15, 17 and the BP 10 can prevent the pressure from escaping out of the tanks towards the BP 10 if the pressure in the BP 10 falls below the tank pressure. Conventionally, a separate brake application valve 20, 22 can be connected between each of the AUX 15 and EMER 17 tanks and the BC 27 to prevent the transfer of pressurized air between the separate tanks EMER 17 and AUX 15. The valves Service Brake (SVC) 20 and Emergency Brake (EMER) 22 can be controlled by the EC 19 to communicate to each tank 15, 17 with the BC 27, which is conventionally connected to a mechanical braking link (not shown), commonly referred to as "rigging". The BC 27 drives the rig to apply the brake shoes to the wheels of the train to control the speed of the train. The EC 19 can also control a release valve (REL) 25. During operation, the EC 19 can receive a command signal (S) 11 from the locomotive, for example, to initiate the application of the brakes wave P1364-99MX release application. The EC 19 can also receive feedback (F) 31 from a pressure transducer 29 on the BC 27 to monitor the actual pressure of the brake cylinder. Additional pressure transducers, not shown, for example, could also be provided in the AUX 15 and EMER 17 tanks and also at the locations along the BP 10 to monitor the pressure at those locations. In response to the application of the service brakes by the command signal 11 coming from the locomotive, the EC 19 can, for example, drive the SVC 20 valve to supply pressurized air from the AUX 15 tank to the BC 27 to brake to the train at a service level. When the train speed has been sufficiently controlled, a release command signal can be sent from the locomotive to the EC 19. In response, the EC 19 can control the SVC valve 20 to close the AUX tank 15 and then actuate it. to the REL 25 to open the BC 27 to the atmosphere and release the brakes. Additionally, in response to an emergency application command signal 11, the EC 19 can operate the EMER 22 valve to supply pressurized air from the EMER 17 reservoir to supply the pressurized to the BC 27. With the electronic brake control it is P1364-95HX It is possible to combine the normally separate AUX 15 and EMER 17 tanks into a single large tank, as shown in Figure Ib, because the maximum pressure of the brake cylinder for service and emergency applications may be limited by EC 19. In this case, a single APPN 40 brake application valve can be used to admit air from the unified tank to the brake cylinder for brake application without the need for backflow check valves 43. It is Of course, in this system a PCV could not be incorporated, for the reasons already explained. The figure shows a combined ECP and conventional pneumatic braking system. This ECP / pneumatic combined brake system can be similar to the system shown in Figure la, with the exception of the addition of a pneumatic control valve (PCV) 35 that is operatively incorporated into the system. The PCV 35 can, for example, be a pneumatic control valve of the ABDX type, manufactured, by Westinghouse Air Brake Company. the PCV 35 is connected to the brake pipe 10 and to each of the tanks AUX 15 and EMER 17 and to the BC 27. In this combined system, the counterflow check valves 18, shown in Figure Ib, are provided within the PCV 35. Instead of being directly connected to the AUX 15 and EMER tanks P1364-99MX 17, the BP 10 supplies pressurized air to the PCV 35. The internal valves in the PCV 35 then control the supply of pressurized air from the BP 10 to the AUX 15 and EMER 17 tanks and prevent any undesirable transfer of pressurized air between these. However, the BP 10 could also be connected to each reservoir 15, 17 with the backflow check valves 18, as shown in Figure la. In this combined system, braking applications can be controlled either by PCV 35 or EC 19. In pneumatic mode, the PCV 35 can initiate braking and release applications in a conventional manner, that is, in response to pressure changes in the BP 10. If it is desired that the braking system be operated in the electro-pneumatic mode, the EC 19 can receive the braking and release commands from the locomotive, by means of the command signal 11. The EC 19 can respond to said signals 11 by actuating the appropriate application valve 21, 23. The EC 19 can also activate the REL 25 to release the brakes in response to a release command by the command signal 11. As in Figure la, a pressure transducer 29 in the BC 27 can provide feedback 31 to the EC 19. Additional pressure transducers could also be supplied in the BP 10 and in the tanks P1364-99MX AUX 15 and EMER 17, if desired, to provide greater feedback with respect to the pressure at those locations. In addition, in the combined braking system, the PCV 35 can be used as a redundant system to provide the back-up function for the EC 19. For example, if a pressure variation is detected in the BP 10, as it can be if a wagon is separated from the train, the PCV 35 could immediately activate the application of emergency brakes, without considering whether the command signal 11 was received by the EC 19. The braking system can be configured in this way, because the operator of the train could send a signal to EC 19 that "everything is fine" even if it is aware that a car separated from the train. Although the EC 19 would detect the change in pressure of the BP 10. This combined system also allows the load wagon to be used both on a train connected with a wire to an ECP system and on a train that controls the "braking functions" in the conventional pneumatic manner, using a PCV 35. A brake system for ECP freight train, in accordance with one embodiment of the invention, which in Figure 2 illustrates that it has a single brake application valve (APPN) 40 , which replaces the SVC 20 valve and the EMER 22 valve separately, conventionally used To avoid the transfer of pressurized fluid between the tanks P1364-99MX separated AUX 15 and EMER 17, between the tanks and the APPN valve 40 can be provided a pair of counterflow check valves 43 differential load. Additionally, PCV 35 requires that the tanks be maintained separately, because it depends on separate tanks to distinguish between the maximum pressures of the service and emergency brake cylinders. In this way, the counterflow check valves 43 also make it possible to incorporate a PCV 35 into this ECP control system, if desired. The APPN valve 40 can be connected between each of the reservoirs 15, 17 and the BC 27 to control the concurrent supply of pressurized fluid from both reservoirs 15, 17 to the BC 27. When the EC 19 receives a command signal 11 to start the application of service brakes, the APPN 40 valve can be activated to supply air pressure from the two tanks AUX 15 and EMER 17 to the BC 27. In this way, the use of two separate counterflow check valves 43, eliminates the need for one of the two high capacity application valves 20, 22, used conventionally in ECP systems. This can simplify both the control requirements and the size reduction of the ECP equipment. Another mode of a brake system for cargo wagons with combined ECP and pneumatic control, of P1364-99MX in accordance with the invention, is illustrated in Figure 3, which has both the 'PCV 35 and the EC 19. In contrast to the Figure 1, a single combined APPN 40"brake application valve replaces to the conventionally used valve SVC 20 and EMER 22 separated followed in this configuration, as in Figure 2a, between the APPN valve 40 and the reservoirs 15, 17 a pair of backflow check valves 43 is provided. When the system shown in Figure 3 is operated in the pneumatic mode, the backflow check valves 43 prevent equalization of the AUX 15 and EMER 17 reservoirs. The check valve 43 thus maintains a separate pressure in each reservoir, which, as shown in FIG. explained earlier, it is necessary for PCV 35 to work properly. The use of the two counterflow check valves 43 thus eliminates the need for one of the two high capacity application valves 20, 22, otherwise required for a combined system having both an EC 19 and a PCV 35. In addition to simplify the control requirements and to reduce the size of the ECP equipment, the cost can also be reduced, because the high capacity application valves 20, 22 are generally more expensive than a pair of relatively simple backflow check valves 43 . If the EC 19 receives a command signal 11 for P1364-99MX start the application of service braking, the APPN 40 valve can be activated to supply concurrently air pressure from both the AUX 15 and EMER 17 tanks to the BC 27. In Figure 4 an alternative mode of a solenoid valve is shown APPN. In this configuration, a pair of counterflow check valves 53 can be provided internally, as part of a valve housing 55. One side of each counterflow valve 53 may communicate with the respective AUX 15 and EMER 17 reservoirs. The flow through each counterflow valve 53 may be attached within the valve housing 55, such that "the pressurized fluid from both tanks AUX 15 and EMER 17, can be supplied concurrently to the BC 27. A solenoid-operated valve member 59 can be supplied between the tanks 15, 17 and an outlet 61 of the valve housing 55 that communicates with the BC 27 to control the supply of the pressurized fluid through the APPN 50 valve. The EC 19 can operate the APPN 50 valve to open or close the solenoid-operated valve member 59 and control the supply of pressurized fluid concurrently from the AUX 15 and EMER 17 tanks to the BC 27. Although certain embodiments of the invention have been described in detail, those skilled in the art will appreciate that various embodiments may be developed.

P1364-99MX modifications to said details in light of the global teaching of the disclosure. In accordance with the foregoing, it is intended that the particular embodiments disclosed herein be illustrative only and not restrictive of the scope of the invention, which will be understood from the full extension of the following claims and of each and every one of the modalities of the same.

P1354-? 9MX

Claims (12)

1. NOVELTY OF THE INVENTION Having described the present invention, it is considered as a novelty and, therefore, the content of the following CLAIMS is claimed as property: 1. A brake control system for an electronic freight train in a train carriage. which has auxiliary and emergency tanks in separate compartments, a brake line for loading the tanks with pressurized fluid and a brake cylinder device activated by fluid pressure, the brake control system for electronic freight train, comprises: to. an application valve in selective fluid communication with the brake cylinder device and with each of the auxiliary and emergency tanks to control the flow of pressurized fluid from the auxiliary and emergency tanks to control the flow of pressurized fluid from the deposits towards the brake cylinder device; b. a pair of flow check valves, the respective ones of the pair that is interposed between the application valve and each of the auxiliary and emergency tanks, respectively, to avoid the exchange of pressurized fluid between the reservoirs;

   P1364-99MX c. a release valve in selective fluid communication with the brake cylinder and an evacuation port; and d. an electronic controller that operates to the application valve and the release valve to control the braking functions of the train car by supplying the pressurized fluid concurrently from each of the auxiliary and emergency tanks to the brake cylinder device .
2. 2. The brake control system for a freight train according to claim 1, further comprising a pneumatic control valve operatively incorporated in the brake control system.
3. 3. The brake train control system of claim 1, wherein the flow of the pressurized fluid from each of the tanks is combined before communicating to the application valve.
4. 4. The brake control system for load train according to claim 1, wherein the flow of pressurized fluid from each of the tanks is combined within the application valve. The braking control system for load train according to claim 3, wherein the counter flow check valves are interposed between the tanks and the point where the flow of the tanks is combined.
5. P1364 99MX
6. 6. The brake train system for load train according to claim 4, wherein the check valves are provided within the application valve between the tanks and the point where the flow of the tanks is combined.
7. The braking control system for cargo train according to claim 1, further comprising a pneumatic control valve in selective fluid communication with at least one of brake cylinders, auxiliary and emergency tank and an evacuation.
8. 8. A brake control system for an electronic freight train in a train car that has auxiliary and emergency tanks in separate compartments, a brake line for charging each tank with pressurized fluid and a brake cylinder device activated by the fluid pressure, the brake train system for freight train comprises: a. an application valve having a housing with first and second passages; b. the first passage is in fluid communication with the auxiliary deposit; c. the second passage is in fluid communication with the emergency deposit; d. the first and second passages are in selective fluid communication with the device

   P1364-99MX brake cylinder; and. a valve member interposed between each of the first and second passages and the brake cylinder to selectively control the fluid communication between them; f. a pair of counterflow check valves, the respective ones of the park is interposed between the valve member and each of the auxiliary and emergency tanks, respectively, to prevent the exchange of pressurized fluid between the tanks; g. a release valve in fluid communication with at least one of the brake cylinder device and the atmosphere; and h. an electronic controller that operates the valve member and the release valve to control the braking functions in the rail car.
9. 9. The brake control system for a freight train according to claim 8, further comprising a pneumatic control valve operatively incorporated in the brake control system.
10. 10. A method for controlling the supply of the pressurized fluid to a brake cylinder device activated by the fluid pressure in a brake control system for an electronic freight train in a railway wagon having tanks
11. P1364-99MX auxiliary and emergency in separate compartments and a brake line to charge each tank with pressurized fluid, the method includes: a. concurrently supplying the pressurized fluid from the auxiliary and emergency tanks to the brake cylinder device; b. avoid the transfer of pressurized fluid between the auxiliary and emergency tanks; c. controlling the pressurized fluid supplied concurrently from the tanks to the brake cylinder device, using a brake application valve that responds to an electronic controller. The method according to claim 10, further comprising providing a pneumatic control valve incorporated in operative form in the electronic brake control system.
12. 12. The method according to claim 10, wherein preventing the transfer of pressurized fluid between the reservoirs further comprises individually avoiding reflux into each of the auxiliary and emergency reservoirs.

    P1364-99MX