The ECPB can also apply the brakes on the rearmost wagons, slightly before the brakes on the front wagons are applied, which reduces the shock and noise of the wagons bunching up.
For example, since all the cars receive the brake command at the same time, the brakes are applied uniformly and instantaneously. Finally, to improve the braking ability under emergency conditions and under pressure defection conditions, and also to ensure the driving safety, a pneumatic booster valve is added before the gas tank.
A brake pressure-time response of pneumatic braking circuit is simply presented in Figure 4. Compatibility[ edit ] ECP brakes by the two manufacturers are meant to be mutually compatible.
In the case of the Fortescue railway, the new ECP brakes are incompatible in several ways. The cable also doubles as a communication medium that allows the locomotive to send commands and receive feedback from the cars and the End of Train.
It helps adjust the brake circuit Automatic pneumatic braking dynamically, and it improves the braking performance under the emergency conditions.
These have now been resolved. Therefore, it is necessary to find out the aerodynamic characteristics of the basic components, Automatic pneumatic braking compose the pneumatic brake circuit, they help to enhance the precision of calculation model, and it is also the basis to enhance the control precision.
On an ECP-equipped train, the cars are equipped with a Trainline Cable that runs parallel to the brake pipe down the length of the train.
This provides much better train control, shortens the stopping distances, and leads to a lower risk of derailment or of coupling breakage.
The structure improvement of pneumatic brake circuit. To release the brakes, the engineer charges the brake pipe. Further, since the engineer is only aware of the brake pipe pressure and flow of air into the brake pipe, it is not easy to know the state of the train brakes at any given time.
When the engineer needs to make a brake application, control valves in the locomotive reduce the brake pipe pressure. ECP provides many benefits over the traditional braking system. In contrast, ECP braking uses electronic controls which make it possible to activate air-powered brakes on the cars.
Therefore, an automatic pressure regulator APR is added in the front of the brake chamber to achieve precise brake pressure controlling, thereby achieving differential braking to ensure the requirements of braking stability.
In which, an APR is added in the circuit compared with the conventional pneumatic brake system, and the pressure can be regulated accurately and independently.
First trials on BN. As the brake pipe pressure reduces, the service portion on each car divert air from their reservoirs to their brake cylinders. The wagon-to-wagon pipes are straight and are on one side of the wagon only, and do not cross over to the other side underneath the coupling. Furthermore, it is important to improve the conventional brake system to adapt the requirement of automatic brake.
Also with ECP, the brake pipe remains charged during operation. The wagons are one-sided to suit a rotary tippler. However, as the former has proposed, there may be brake pressure deviation or brake time deviation, and either of them may lead to break failure.
Wagons are one-sided, though locomotives are dual-sided for flexibility. For this APR, it should satisfy the following points: The relationship of braking pressure-time delay. The conventional braking system suffers from many weaknesses; one of which is in the reaction time.
The evaluation index of automatic braking circuit-braking pressure change rate When the vehicle brakes, there is pressure or time deviation between the actual brake pressure response and the expected brake pressure response due to the supply pressure fluctuation and the system transmission delay.
This has changed with the introduction of electronic controls, allowing data to be transmitted by two-conductor wire or radio from the locomotive to a microprocessor on each car, where locally powered valves hold the desired pressure in each brake cylinder.
For the conventional pneumatic braking system, due to the compressibility of the air, the delay of transmission, the nonlinear response characteristics of the components, the pressure defection caused by leakage and many other factors, all of these reasons make the actual braking deviates from the braking expectations.
For autonomous vehicles, the braking system has the automatic intervention ability, but the manual intervention is weakened, so the brake pressure response must be more accurate.
This allows the reservoirs on the cars to continuously charge making it more difficult to exhaust the air supply used for braking.The Intelligence Braking and the Pneumatic Automatic Braking System for Autonomous Vehicles Li Gangyan* and Yang Fan School of Mechanical and Electronic Engineering, Wuhan University of Technology, China.
STUDY OF PNEUMATIC BRAKING SYSTEM WITH PNEUMATIC BUMPER PROTECTION Hence it is referred as pneumatic braking system with pneumatic bumper protection. modification goal, we design this Automatic Braking with Pneumatic Bumper system.
Electronically controlled pneumatic brakes are a type of modern railway braking system which offer improved performance compared to traditional railway air brakes. “AUTOMATIC PNEUMATIC BUMPER AND BREAK ACTUATION BEFORE also pneumatic braking system simultaneously.
The pneumatic bumper and braking system is used to product the man and vehicle. This bumper and braking activation system is only activated the vehicle speed above 30. The aim is to design and develop a control system based an intelligent electronically controlled automotive braking activation system is called “AUTOMATIC PNEUMATIC BRAKING”.
This system is consists of IR transmitter and Receiver circuit, Control Unit, Pneumatic braking system.
AUTOMATIC PNEUMATIC BRAKING AND BUMPER SYSTEM. Submitted in partial fulfillment of the requirement for the award of DIPLOMA IN MECHANICAL ENGINEERING BY5/5(2).Download