WO2018002954A1

WO2018002954A1 - A universal locomotive air brake valve test device

Info

Publication number: WO2018002954A1
Application number: PCT/IN2017/050262
Authority: WO
Inventors: M Anandam
Original assignee: M Anandam
Priority date: 2016-06-28
Filing date: 2017-06-26
Publication date: 2018-01-04

Abstract

A universal locomotive air brake valve test device that includes bracket provisions in the test device to fix a brake valve and test a particular brake valve. The test device include cocks electro pneumatically connected to the brake valves, and reservoirs electro pneumatically connected to the brackets and the cocks, where the reservoirs are configured to accumulate pressurized air from the air compressor and supply the pressurized air to the brackets via the cocks. The test device includes an operating panel having actuators configured to electrically actuate the cocks to allow the pressurized air from the reservoirs to pass through the brake valves and perform tests on a particular brake valve mounted on the bracket provisions and check whether the particular brake valve under test meets predetermined pressure specifications on actuation of the actuators.

Description

A universal locomotive air brake valve test device

The invention relates, in general, to locomotive brake system and more specifically, to a test device used to test different types of brake valves that are used in locomotives.

Locomotive brake systems’ main objective is to provide appropriate compressed air to control the diesel or electric locomotive. Most of the trains are equipped with brake systems, which use compressed air to accelerate and decelerate the train motion. Such brake systems can be operated using air or vacuum and these systems are referred to as air brake systems or vacuum brake systems respectively. A locomotive brake system operated using compressed air is referred as independent brake system. The independent brake systems such as 28LAV-1 and IRAB-1 are used in diesel electric locomotives and electric locomotives respectively. These brake systems include brake valves to control the locomotive motion such as accelerate the train i.e. to start, decelerate the train i.e. to gradually decrease the train or locomotive speed, and stop the train i.e., to gradually bring the train to a halt. In order to control the locomotive brake system, the pressure level of the brake valves in the locomotive brake system should be maintained as per the Railway standards. By changing the air pressure level in the brake system the movement of the train or locomotive can be controlled.

Most of the locomotives use either pneumatic brake control system or electro pneumatic brake control system. These brake control systems include various brake valves that can be operated by the operator or the user who is driving the locomotive by releasing appropriate air pressure across various brake valves to control the locomotive movement. Such valves uses graduated release concept to control the air pressure level of the pressurized air flow in and out of the brake system to control the brake action across the brake pipe for applying the brakes in the locomotive. These brake valves need to be serviced at regular interval to know whether each brake valve is operating or not, and further to check whether these valves meet the operating air pressure as per the Railway standards. If the valves are not meeting the standard even after servicing, then these valves need to be replaced with new valves to ensure the proper functioning of the locomotive air brake system to control the locomotive movements.

Having said that, most of these valves are not serviced properly as it requires highly skilled people to service them. Not only this there is no known convenient testing device or mechanism that can test multiple valves with ease. Thus the cost involved in servicing these valves are high, if these valves are not serviced or tested properly then there is a chance of spending money unnecessarily in replacing the valves. Further, it is even difficult for a highly skilled person to identify the defects in such valves.

In light of the aforementioned disadvantages, there is a need for a universal locomotive brake valve test device to perform various tests on each brake valve to meet the standard pressure as specified by the Railway air brake valve allowable pressure standards that are used in the locomotive brake system.

Object of Invention

The object of the invention is to provide a universal locomotive brake valve test device to perform various tests on a particular brake valve attached to the test device. Further, the test device is configured to check the air pressure in the brake valve as per the Railway air brake valve allowable pressure standards, which ensure the proper functioning of the brake valves used in a locomotive air brake system.

Accordingly, the invention provides universal locomotive air brake valve test device that includes bracket provisions in the test device to fix a brake valve and test a particular brake valve. The test device include cocks electro pneumatically connected to the brake valves, and reservoirs electro pneumatically connected to the brackets and the cocks, where the reservoirs are configured to accumulate pressurized air from the air compressor and supply the pressurized air to the brackets via the cocks. The test device includes an operating panel having actuators configured to electrically actuate the cocks to allow the pressurized air from the reservoirs to pass through the brake valves and perform various tests on a particular brake valve mounted on the bracket provisions. The test device further includes pressure gauges electro pneumatically coupled to an operating panel and brackets, the pressure gauges are configured to display the air pressure received by the particular brake valve and check whether the particular brake valve under test, meets predetermined pressure specifications upon activation of the actuators. The test device also includes a control valve configured to electro pneumatically control the air pressure that pass through the brake valves.

These and other aspects of the embodiments herein will be better appreciated and understood when considered in conjunction with the following description and the accompanying drawings.

This invention is illustrated in the accompanying drawings, throughout which, like reference letters indicate corresponding parts in the various figures.

The embodiments herein will be better understood from the following description with reference to the drawings, in which:

Fig. 1 shows/illustrates details of a front view of a universal locomotive brake valve test device, in accordance with an embodiment of the invention.

Fig. 1A shows/illustrates details of perspective view of a universal locomotive air brake valve test device, in accordance with an embodiment of the invention.

Fig. 2 shows/illustrates details of schematic diagram of a universal locomotive air brake valve test device, in accordance with an embodiment of the invention.

Fig. 3 shows/illustrates a method of testing a particular brake valve on a universal locomotive air brake valve test device, in accordance with an embodiment of the invention.

The embodiments herein, the various features and advantageous details thereof are explained more fully with reference to the non-limiting embodiments that are illustrated in the accompanying drawings and /or detailed in the following description. Descriptions of well-known components and processing techniques are omitted to not unnecessarily obscure the embodiments herein. The examples used herein are intended merely to facilitate an understanding of ways in which the embodiments herein may be practiced and to further enable those of skilled in the art to practice the embodiments herein. Accordingly, the examples should not be construed as limiting the scope of the embodiments herein.

The embodiments herein below provide a universal locomotive brake valve test device to perform various tests on a particular brake valve mounted in the test device. The universal locomotive air brake valve test device includes bracket provisions in the test device to fix a brake valve and test a particular brake valve. The test device include cocks which are electro pneumatically connected to the brake valves, and reservoirs are electro pneumatically connected to the brackets and the cocks, where the reservoirs are configured to accumulate pressurized air from the air compressor and supply the pressurized air to the brackets via the cocks. The test device includes an operating panel having actuators configured to electrically actuate the cocks to allow the pressurized air from the reservoirs to pass through the brake valves and perform various tests on a particular brake valve mounted on corresponding bracket provisions. The test device further includes pressure gauges that are electro pneumatically connected to the brackets, and the pressure gauges are configured to display the air pressure received by the particular brake valve and check whether the particular brake valve under test meets predetermined pressure specifications on actuation of the actuators. The test device also includes a control valve configured to electro pneumatically control the air pressure that pass through the brake valves.

The test device allows a user or an operator to conduct various tests on a particular brake valve that is mounted on a test device to check and ensure that the brake valve meets general functioning standards of the brake valve as specified by railway standards. These tests are performed on the particular brake valve that is under test to ensure proper functioning of the brake valve. Further, the test device allows the user to identify the nature of defects in the brake valve. The test device is useful in testing various valves including but not limited to the valves that are used in 28LAV-1 air brake system in diesel electric locomotive and IRAB-9 air brake system in electric locomotive, and the test device is configured to test a single brake valve at a time. These valves are subjected to various tests such as sensitivity test, capacity test, leakage test, functional test, resistance test etc., and the user or the operator using the test device can easily conduct these tests with minimal effort.

In accordance with an exemplary embodiment, a method of testing a particular brake valve on a universal locomotive air brake valve test device is disclosed. The method involves fixing a brake valve on a bracket provided on the test device to test the particular brake valve and initiating set of actuators in an operating panel to electrically actuate corresponding set of cocks electro pneumatically connected to the brake valves. The method involves allowing the air pressure to pneumatically pass through from reservoirs to the brake valves via the cocks on actuation and performing tests on the particular brake valve based on initiation (of actuators) to determine the accuracy of the particular brake valve. The method involves checking whether the particular brake valve meets predetermined pressure specifications on initiation of the actuators and the cocks. Further, the method involves displaying the air pressure received by the particular brake valve that is under test and controlling the pressurized air that pass through the brake valves by a control valve.

Referring now to the drawings, where similar reference characters denote corresponding features consistently throughout the figures, there are shown preferred embodiments.

Fig. 1 shows/illustrates details of the front view of a universal locomotive brake valve test device 100, in accordance with an embodiment of the invention. The test device 100 includes a front panel 110, bracket provisions (120, 122, 124, 126, 128, 130), an operating panel 160 having actuators (160-1……160-39), a Leak Test Fitting (LTF) 170 and a control valve 180. The bracket provisions (120, 122, 124, 126, 128, 130) and the operating panel 160 and the LTF 170 and the control valve 180 are disposed on the front panel 110. The bracket provisions such as feed valve bracket 120, distributor valve bracket 122, F-1 selector valve bracket 124, MU-2B valve bracket 126, C2W relay valve bracket 128, A-9 valve bracket 130-1, SA-9 valve bracket 130-2, N-1 reducing valve bracket 130-3 etc are configured to fix/mount brake valves such as feed valve, distributor valve, F-1 selector valve, MU-2B valve, C2W relay valve, A-9 valve, SA-9 valve, N-1 reducing valve respectively (not shown in Fig. 1). In an example, a user or operator can mount a particular brake valve in the particular bracket provision provided in the front panel 110. The operating panel 160 includes the actuators (160-1 ….. 160-39) configured to electrically actuate cocks (not shown in the Fig. 1) that are pneumatically connected to the brackets and reservoirs (not shown in the Fig. 1). The reservoirs are configured to accumulate the pressurized air from the air compressor and supply the pressurized air to the brackets via the cocks (not shown in the Fig. 1) on actuation. Upon actuation of set of actuators (160-1 ….. 160-39), the pressurized air from the reservoir is supplied to the brackets via the cock to perform various tests on the particular brake valve which is under test via brake pipe (not shown in the Fig. 1). The various tests such as a functional test, a leak test, a capacity test, a resistance test, a sensitivity test, an insensitivity test, a spring test etc, are tested on the particular brake valve to meet predetermined pressure specifications. The predetermined pressure specifications are the standard allowable pressure for each brake value specified by the Railway air brake valve allowable pressure standards. Such predetermined pressure ensures the proper functioning of the brake valve and further helps the user to identify the nature of the defects in the brake valve that is under test in the test device 100.

Referring to Fig. 1, the test device 100 includes pressure gauges such as Main Reservoir -1 (MR-1) pressure gauge 140, Main Reservoir -2 (MR-2) pressure gauge 142, Brake control (BC) pressure gauge 144, Brake Pipe (BP) pressure gauge 146, Control Reservoir (CR) pressure gauge 148, Train Brake Pressure (TBP) pressure gauge 150, and Main Reservoir -3 (MR-3) pressure gauge 152 etc. Such pressure gauges are electro pneumatically connected to the brackets (120, 122, 124, 126, 128, 130) and these pressure gauges are pneumatically connected to reservoirs (not shown in the Fig. 1). The pressure gauges (140, 142, 144, 146, 148, 150, 152) are configured to display the air pressure received by the particular brake valve and the reservoirs, and based on the pressure indication the user or operator can check whether said particular brake valve under test meets predetermined pressure specifications on initiation of the set of actuators. The predetermined pressure is nothing but the Railway air brake valve allowable pressure standards. Hence, each valve has to meet the criteria of Railway air brake valve standards to ensure smooth and proper functioning of the locomotive air brake system.

Again referring to Fig. 1, the test device 100 having the LTF 170 is provided to perform leak test on the particular brake valve mounted on the corresponding bracket using soap scud. Further, the test device 100 having the control panel 180 configured to electro pneumatically control the air pressure that pass through the brake valve that is under test. Such control valve 180 is a manually operated valve that helps the user or operator to maintain the delivery air pressure to the required air pressure during testing the particular brake valve.

Fig. 1A shows/illustrates details of a perspective view of a universal locomotive air brake valve test device 100, in accordance with an embodiment of the invention. The perspective view of the test device 100 having the similar components such as a front panel 110, bracket provisions (120, 122, 124, 126, 128, 130), an operating panel 160, a Leak Test Fitting (LTF) 170 and a control valve 180. The bracket provisions (120, 122, 124, 126, 128, 130) and the operating panel 160 and the LTF 170 and the control valve 180 are coupled to the front panel 110. The bracket provisions such as feed valve bracket 120, distributor valve bracket 122, F-1 selector valve bracket 124, MU-2B valve bracket 126, C2W relay valve bracket 128, A-9 valve bracket 130-1, SA-9 valve bracket 130-2, N-1 reducing valve bracket 130-3 etc are configured to fix/mount brake valves such as feed valve, distributor valve, F-1 selector valve, MU-2B valve, C2W relay valve, A-9 valve, SA-9 valve, and N-1 reducing valve respectively. The operating panel 160 includes actuators (160-1 ….. 160-39) configured to electrically actuate the cocks (not shown in the Fig. 1A) that are electro pneumatically connected to the brackets and reservoirs (not shown in the Fig. 1A). The perspective view of the test device 100 as shown in the Fig. 1A having the aforementioned elements or components have similar functionality as described in reference with Fig. 1.

Fig. 2 shows/illustrates details of schematic diagram 200 of a universal locomotive air brake valve test device 100, in accordance with an embodiment of the invention. The test device 100 includes brackets to accommodate valves (220, 222, 224, 226, 228, 230) that are used in the IRAB-1 brake system and 28LAV-1 brake systems. As known in the art, the IRAB-1 brake system uses air compressor as a source for creating air pressure to apply and release brake in the locomotive air brake system. 28LAV-1 brake system uses air compressor for creating air pressure to control the locomotive air brake system. The 28LAV-1 brake system is configured to control the brakes used in the locomotive by tuning the air pressure across the valves such that the air pressure is tuned between a specific range from minimum pressure level to maximum pressure level as specified by the Railway air brake valve standards. The IRAB-1and 28LAV-1 brake system uses various types of valves such as feed valve 220, distributor valve 222 , F-1 selector valve 224, MU-2B valve 226, C2W relay valve 228, A-9 Automatic valve 230-1, SA-9 Independent brake valve 230-2, N-1 reducing valve 230-3 (as shown in Fig. 2). The above-mentioned valves (220, 222, 224, 226, 228, 230) are tested in the test device 100 to check whether these valves (220, 222, 224, 226, 228, 230) meet the air pressure criteria of Railway air brake valve allowable pressure standards and ensures the proper functioning of valves used in the locomotive air brake system.

Referring to the Fig. 2, the schematic diagram 200 of the universal locomotive air brake valve test device 100 includes a source 202 such as air compressor, an air filter 204 pneumatically connected to the air compressor 202, cut-out cock 206 pneumatically connected to the air filter 204, a main reservoir 210, and feed valve F-1 208 pneumatically connected to the cut-out cock 206 and the main reservoir 210. The air compressor 202 is configured to supply compressed air pressure to the locomotive air brake system and its valves. As the air compressor 202 is pneumatically connected to the air filter 204 and the air filter 204 filters out the moisture that degrades the performance of the valves (220, 222, 224, 226, 228. 230) that are used in a locomotive air brake system. Further, the air filter 204 is pneumatically connected to the cut-out cock 206, which can be manually OPEN or CLOSE by the user or operator to regulate the air pressure from the air filter 204. Further, the cut-out cock 206 is controlled by the user or operator to allow the filtered air pressure to pass through the feed valve F-1 208. The feed valve F-1 208 is configured to regulate air pressure from the cut-out cock 206, and the air pressure from the feed valve F-1 208 is passed to the main reservoir 210. The main reservoir 210 configured to accumulate the allowable pressure of 8.5 Kg/cm2 and this allowable air pressure is used for conducting various tests on the particular brake valve mounted in the respective bracket.

Referring to the Fig. 2 the schematic diagram 200 of the test device 100, the device 100 includes brackets (120, 122, 124, 126, 128, 130), brake valves (220, 222, 224, 226, 228, 230) which are pneumatically connected to the respective brackets (120, 122, 124, 126, 128, 130) for performing various tests on a particular brake valve (220 or 222 or 224 or 226 or 228 or 230), cocks (260-1…..260-39) and actuators (160-1…..160-39) are electro pneumatically connected to the cocks (260-1…..260-39).

In an example, a set of cocks 260are electro pneumatically connected to each bracket (120, 122, 124, 126, 128, 130) and the reservoirs such as Main reservoir (MR) 210, Main reservoir – 1 (MR1) 212, Brake pipe (BP) reservoir 214, Main reservoir -3 (MR3) 216, Brake control (BC) reservoir222, and Control reservoir (CR) 226, are configured to accumulate pressurized air from air compressor 202. Further, the pressurized air is supplied to the brackets (120, 122, 124, 126, 128, 130) via the cocks (260-1…260-39). In order to supply the air pressure from the main reservoir 210 and main reservoir-1 212 to the brackets (120, 122, 124, 126, 128, 130) via the cocks (260-1…260-39), the set of the actuators 160 are electrically actuated by the user or operator. Upon actuation, the actuator (160-1…160-39) actuates the cocks 260 and allows the air pressure to flow from the main reservoir MR-1(212) to pass through the brake valves (220, 222, 224, 226, 228, 230) via brackets (120, 122, 124, 126, 128, 130) and the cocks (260-1…260-39). Such initiation of set of actuators 160 helps the user or operator to conduct various tests on the particular brake valve that is under test. The various tests such as functional test, leak test, capacity test, resistance test, sensitivity test, insensitivity test, spring test etc are described in detail in the following description.

Again referring to Fig. 2, the schematic diagram 200 of the test device 100 includes pressure gauges such as Main Reservoir (MR-1) pressure gauge 140, Main Reservoir -2 (MR-2) pressure gauge 142, Brake pipe (BP) pressure gauge 144, Brake control (BC) pressure gauge 146, Control Reservoir (CR) pressure gauge 148, Train Brake Pressure (TBP) pressure gauge 150 and Main Reservoir -3 (MR-3) pressure gauge 152 etc. These pressure gauges (140, 142, 144, 146, 148, 150, 152) are electro pneumatically connected to the brackets (120, 122, 124, 126, 128, 130) and the reservoirs (210, 212, 214, 216, 222, 226) and the cocks 260. On initiation of the set of actuators 160 and cocks 206, the air pressure passes through the particular brake valve (220 or 222 or 224 or 226 or 228 or 230) which is under test through the particular bracket (120 or 122 or 124 or 126 or 128 or 130). The pressure gauges (140, 142, 144, 146, 148, 150, 152) are configured to display the air pressure received by the particular brake valve (220 or 222 or 224 or 226 or 228 or 230), and based on the pressure indication the user or operator can check whether said particular brake valve (220 or 222 or 224 or 226 or 228 or 230) has met a predetermined pressure specifications or not. The predetermined pressure can be defined as a pressure value allowable as per Railway standards. Hence, each valve (220 or 222 or 224 or 226 or 228 or 230) has to meet the criteria of Railway air brake valve standards to ensure smooth and proper functioning of the brake valves that are used in the locomotive air brake system.

In the an embodiment, such predetermined pressure is manually compared by the user or the operator with the Railway air brake valve allowable pressure standards to verify whether the particular brake valve meets such standard pressure requirements or not. In an example, a leak test is to test whether the valve (220, 222, 224, 226, 228, 230) under test have any air pressure leakage, and this leak test can be of a self-lapping test and a fail safe test. The self-lapping test in which the control brake valves and air relay valves are self-lapping type to determine if there is any normal leakage in the air brake system. The particular valve (220, 222, 224, 226, 228, 230) which under test can sense the leakage and self-lapse on its own and maintain the delivery air pressure to the required pressure of the brake valve as per the Railway air brake valve pressure standards. Further, the fail safe system is to check whether the train brake pipe 228 is more than the standard allowable leakage, in such cases, the distributor valve 222 can sense the leakage rate. If the limitations of the train air brake pipe 228 leakages are more than the railway standards allowable leakage then the distributor valve 222 shall automatically actuate and apply brakes on the locomotives.

Referring to Fig. 2 , in one example, the test device 100 is adapted to conduct test such as insensitivity test to check whether the leak rate is allowable as per the Railway standards or not. The insensitivity test allows the delivery pipe pressure leak to pass through the choke holes of the brake valve (220 or 222 or 224 or 226 or 228 or 230) which is under test. In another example, the test such as the capacity test is conducted on the brake valve (220 or 222 or 224 or 226 or 228 or 230) mounted on the test device 100 to check whether the leak rate if more than the Railway standards. If the leak rate of the brake valve (220 or 222 or 224 or 226 or 228 or 230) does not meet the Railway standards allowable pressure, then the brake valve (220 or 222 or 224 or 226 or 228 or 230) under test will automatically actuate on reaching the allowable pressure and further applies the brake till the leakage in the locomotive air brake system is rectified. In yet another example, the test device 100 is adapted to perform test such as resistance test on the particular brake valve (220 or 222 or 224 or 226 or 228 or 230). The resistance test depends on the drivers brake valve movement in a locomotive, the driver has full control on the brake valve to check whether the brakes should be applied or released to gradually stop the locomotive. The resistance test is carried out in steps of 0.2 kg/cm2 in particular brake valve (220 or 222 or 224 or 226 or 228 or 230) to gradually control the speed of the locomotive.

Referring to Fig. 2, the test device 100 is adapted to conduct test such as the spring test and the functional test on a brake valve (220 or 222 or 224 or 226 or 228 or 230). In an example, the spring test is to test the spring load in the brake valve (220 or 222 or 224 or 226 or 228 or 230) which is under test to check whether the brake valve (220 or 222 or 224 or 226 or 228 or 230) is capable of withstanding the Railway standards allowable brake valve pressure. In another example, the functional test is conducted on a brake valve (220 or 222 or 224 or 226 or 228 or 230) after the overhauling or repair of the brake valve (220 or 222 or 224 or 226 or 228 or 230). Said functional test is performed before testing the performance of the brake valve (220 or 222 or 224 or 226 or 228 or 230).

Referring to the schematic drawing 200 of Fig. 2, the experimental test results for each brake valve (220 or 222 or 224 or 226 or 228 or 230) using the test device 100 are being detailed in the foregoing embodiments description. Experimentation of testing A-9 automatic brake valve test in the test device 100:

In one embodiment, the user or the operator mounts the A-9 automatic brake valve 230 on the A-9 automatic brake valve bracket 130 provisions in the test device 100. As known in the art, A-9 automatic brake valve 230 can be a manually operated train control air brake control valve. The valve 230 has five positions such as release, minimum reduction, full service, over reduction and emergency position. The user or the operator can perform real time simulation of the train control in the test device 100. In an example, during release position of the valve 230, the pressure from the main reservoir 212 is to be 5 ± 0.1kg/cm2 i.e. the brake pipe (BP) air pressure, and this pressure is manually set by the user or the operator by adjusting the handle (not shown in the Fig. 2) provided in the valve 230. Such release position helps the user to release the brakes in the locomotive so that the locomotive can start moving from its initial position. When the user moves, the handle to gradually stop the locomotive then there has to be a minimum reduction in the air pressure of 4.5 ± 0.1kg/cm2 should be maintained. In case of full service position, the air pressure from the main reservoir 212 should be of 3.4 ± 0.1 kg/cm2in the brake valve 230, and in over reduction zone the air pressure in the valve 230 should be maintained in the range between 2.2 to 2.8 kg/cm2. In case of emergency position the train air brake pipe 228 air pressure should be dropped to zero.

In accordance to the one embodiment, the user can test the valve 230 mounted in the test device 100. In order to conduct various tests in the brake valve 230 using the test device 100, the user has to reset all the actuators (160-1 ……160-39) from ON position to OFF position by actuating the actuators (160-1…..160-39) and the air compressor pressure supply should be regulated to 8.5kg/cm2. Further, this pressure 8.5 kg/cm2 from the air compressor is filtered using the air filter 204 to remove any moisture in the compressed air and the filtered air pressure is sent to the main reservoir 210 by manually opening the cut-out cock 206 via the feed valve (F-1) 208. The feed valve (F-1) 208 is configured to reduce the air pressure 8.5kg/cm2 to 8 kg/cm2 by regulating the feed valve (F-1) 208 and the regulated pressure is displayed using the main reservoir (MR-3) pressure gauge 152. As the cock 260-2 is electrically connected with the actuator 160-2 such as pushbutton or switch. Upon actuating the actuator 160-2, the cock 260-2 is made to OPEN position allowing the air pressure of 8 kg/cm2to get accumulated in the main reservoir 212. In an example, all the cocks 260 are electro pneumatic operated and all actuators 160 such as push buttons, switches etc are electrically operated. When the user or operator presses the push-button or switch 160 -2 then the cock 260-2 is actuated thereby allowing the cock 260-2 to be in OPEN position. Such OPEN position referred as “cock open”. Similarly, when the user or the operator depresses the push-button 160-2 then the cock 260-2 is actuated thereby allowing the cock 260-2 to be in CLOSE position. Such CLOSE position referred as “cock closed”.

Referring to the schematic diagram 200 of Fig. 2, the brake valve 230 includes ports such as main reservoir port 230-30, 230-20, equalizer reservoir port 230-5, 230-7, brake pipe port 230-1, IN and Out. Out of these ports, the ports such as main reservoir port 230-30, equalizer reservoir port 230-5 and brake pipe port 230-1 are used to test the valve 230. The user mounts the valve 230 on the bracket 130 and the user initial set up the cocks (260-2, 260-3, 260-4) to open by pressing the switches (160-2, 160-3, 160-4). Upon opening the cock 260-2, the air pressure from the main reservoir 210 is passed to the main reservoir (MR-1) 212, and the flow rate of the air pressure from these

reservoirs

210 and 212 will be of 8 kg/cm2 and this air pressure is displayed in the main reservoir (MR1) pressure gauge 140. When the user moves the brake valve 230 handle position between the release and emergency position then the air pressure is gradually decreased from 8 kg/cm2 to 5kg/cm2 and the user can release the handle to release position when the pressure is reached to 5kg/cm2. The brake valve 230 having an adjustable screw to regulate and adjust the air pressure to 5kg/cm2 and this pressure is displayed in the brake pipe (BP) pressure gauge 144. On obtaining the brake pipe pressure of 5kg/cm2 as required by the Railway air brake valve allowable standard pressure, then various tests are performed in the valve 230.

Tests conducted in the A-9 automatic brake valve 230 mounted in the test device 100:

Function test

In accordance with one embodiment, various tests are performed in the valve 230. In order to conduct the function test, the air pressure in the valve 230 has to be maintained at 5 ± 0.1kg/cm2. The function test is tested based on the position of the handle provided in the valve 230 by allowing the air pressure to flow through the ports such as main reservoir port 230-30, brake pipe port 230-1, equalizer reservoir port 230-5. In an example, for obtaining minimum reduction position, the user have to move the brake valve 230 handle to minimum reduction position such that the air pressure in the brake pipe reaches 4.4 ± 0.1 kg/cm2 and this pressure is displayed in the brake pipe pressure gauge 144. In case of full service position, the user can move the valve 230 handle to full service position to obtain test result of 3.4 ± 0.1kg/cm2. Further, the user can move the valve 230 handle to the over reduction position and the air pressure across the brake pipe adjusted in the range between 2.4 to 2.8 kg/cm2 and this pressure is displayed in the brake pipe pressure gauge 144. The user can also move the valve 230 handle to the emergency position allowing the air pressure in the brake pipe to drop to zero pressure level. In order to redo the function test, the user has to reset the valve 230 handle position to the release position so that air pressure in the brake pipe will be of 5± 0.1 kg/cm2. The excess of air pressure during the function test is accumulated in the brake pipe reservoir 214 and the air pressure accumulated in the brake pipe reservoir 214 is displayed in the brake control pressure gauge 146. The air pressure obtained on conducting the function test on the valve 230 should be within the Railway air brake valve allowable pressure standards i.e., in the range of 2.4 to 5 ± 0.1 kg/cm2.

Leakage test:

In accordance to one embodiment, to perform the leakage test, the user has to actuate the switch 160-5 thereby electrically actuates the cock 260-5. Upon actuation the cock 260-5 triggers to OPEN position allowing the air pressure to increase by 0.1kg/cm2 across the brake pipe. To meet the Railway standards the user has to close the cock 260-5 and 260-2 by actuating the corresponding actuators 160-5 and 160-2. Thus, 0.1 kg/cm2 drop in 10 sec is achieved in the main reservoir (MR-2) and the brake pipe. On achieving the air pressure, the cock 260-2 is actuated to retain its initial air pressure across the brake pipe. In order to ensure there is no further leakage from the valve 230, the soap scud is applied on the leakage test fitting 170 to ensure the proper functioning of the valve 230. Hence, the air pressure obtained by conducting the leakage test on the brake valve 230 should be within the Railway air brake valve allowable pressure standards i.e., in the range of 0.1 kg/cm2 pressure increase across the brake pipe.

Capacity test:

In accordance to one embodiment, to perform the capacity test, the user has to move the valve 230 handle towards the service position to obtain air pressure in the decreasing range from 5 to 3.4 kg/cm2 and this air pressure is obtained within a span of 7 to 12 seconds. The user has to move the valve 230 handle position towards the release position so that the air pressure in the brake pipe is reset to its initial pressure value. Hence, the air pressure obtained by conducting the capacity test on the brake valve 230 should be within the Railway air brake valve allowable pressure standards i.e., within the range between 3.4 to 5 kg/cm2 across the brake pipe.

Sensitivity test:

In accordance to one embodiment, to perform the sensitivity test the user have to move the valve 230 handle in the steps of 0.2 kg/cm² towards the service position such that the brake pipe air pressure have to decrease in correspondence steps. In an example, to decrease the air pressure in 0.2kg/cm², the user presses the switch 160-5 and the corresponding cock 260-5 is electrically actuated to open the cock 260-5 thereby allowing the air pressure to pass from the port 230-5 to the train brake valve 228. Incremental movement of the valve 230 handle position increases the brake pipe air pressure by 0.1kg/cm². The brake pipe air pressure is increased until the brake pipe reaches 4.5kg/cm² as per the Railway air brake valve allowable pressure standards. Further, the user moves the valve 230 handle in the step of 0.2kg/cm²such that the valve 230 handle position is moved towards the release position. The user can move the valve 230 handle towards the release position such that the brake pipe air pressure reaches to 4.5kg/cm². On reaching the Railway air brake valve allowable air pressure of 4.5kg/cm², the cock 260-5 is made to retain its original CLOSE position by re-pressing the switch 160-5. Hence, the air pressure obtained by conducting the sensitivity test on the brake valve 230 should be within the Railway air brake valve allowable pressure standards i.e., in the range of 4.5 kg/cm²and this range is achieved by incrementing/ decrementing the valve 230 handle movement by 0.2kg/cm².

The above-mentioned tests are conducted in the valve 230 to ensure whether the valve 230 attains the air pressure requirement as specified by the Railway air brake valve allowable air pressure standards. In order to redo the tests, the cock 260-2 is made to go to CLOSE position by actuating the switch 130-2 and the cock 260-7 is made to go to OPEN position by actuating the switch 130-7 such that the air pressure in the brake pipe is drained out till the brake pipe air pressure reaches zero pressure level. Similarly other valves such as SA-9 brake valve, N-1 reducing valves are tested in similar fashion as described in the above aforementioned testing procedures.

Experimentation of testing C2W relay valve in the test device 100:

In another embodiment, the user or the operator mounts the C2W relay valve 228 on the C2W relay valve bracket 128 provisions provided in the test device 100. As known in the art, C2W relay valve 228 that are used in the locomotive air brake system generally works in conjunction with the A-9 Automatic relay valve 230 to get pilot air from the valve 230 to charge and/or exhaust the air pressure in the brake pipe. The valve 228 includes diaphragms such as primary diaphragm and additional/secondary diaphragm, and pusher pin above the primary diaphragm. These diaphragms are used to maintain the pilot air from the valve 228 in correspondence with the valve 230. The valve 228 has various ports such as supply port 228-1, control port 228-2, delivery port 228-3, and an ex-exhaust port. These ports 228 are detailed in accordance with the preferred embodiment as shown in schematic diagram 200 of Fig. 2.

Referring to the schematic diagram 200 of Fig. 2, in order to perform various tests in the brake valve 228 and to ensure whether the brake valve 228 is functioning properly or not various tests are conducted in the brake valve 228 which is mounted in the test device 100. The brake valve 228 should be operated as per the Railway air brake valve allowable pressure standards as follows: a) for leakage test the brake pipe pressure should be in the range between 0 to 6 kg/cm2 , b) for capacity test the brake pipe pressure should be in the range between 0 to 5 kg/cm2 , c) for resistance test the brake pipe pressure should be in the range between 0.7 to 3.5 kg/cm2 , and d) for sensitivity test the brake pipe pressure should decreased from 6 kg/cm to 4.3 kg/cm2.

In accordance to another embodiment, the user can test the valve 228 mounted in the test device 100. In order to conduct various tests in the brake valve 228, the user has to reset all the actuators (160-1 ……160-39) from ON position to OFF position by actuating the actuators (160-1…..160-39) and the air compressor pressure supply should be regulated to 8.5kg/cm2. Further, this pressure 8.5 kg/cm2 from the air compressor is filtered using the air filter 204 to remove any moisture in the compressed air and the filtered air pressure is sent to the main reservoir 210 by manually opening the cut-out cock 206 via the feed valve (F-1) 208. The feed valve (F-1) 208 is configured to reduce the air pressure 8.5kg/cm2 to 8 kg/cm2 by regulating the feed valve (F-1) 208 and the regulated pressure is displayed using the Main reservoir (MR-3) pressure gauge 152. As the cock 260-2 is electrically connected with the actuator 160-2 such as pushbutton or switch. Upon actuating the actuator 160-2, the cock 260-2 is made to OPEN position allowing the air pressure of 8 kg/cm2 to get accumulated in the main reservoir 212. When the user or operator presses the pushbutton 160 -2 then the cock 260-2 is actuated thereby allowing the cock 260-2 to be in OPEN position. Such OPEN position referred as “cock open”. Similarly, when the user or the operator depresses the push-button 160-2 then the cock 260-2 is actuated from thereby allowing the cock 260-2 to be in CLOSE position. Such CLOSE position referred as “cock closed”. The user mounts the valve 228 on the bracket 130 and the user initially set up the cocks (260-2, 260-10, 260-11, and 260-36) to open by pressing the corresponding switches (160-2, 160-10, 160-11, and 160-36). Upon opening the cock 260-2, the air pressure from the main reservoir 210 is passed to the main reservoir (MR-1) 212, and the flow rate of the air pressure from these

reservoirs

210 and 212 will be of 8 kg/cm2 and this air pressure is displayed in the main reservoir (MR1) pressure gauge 140.

Tests conducted in the C2W brake valve 228 mounted in the test device 100:

Leakage Test

In accordance with one embodiment, various tests are performed in the valve 228. In order to conduct the leakage test, the brake pipe air pressure in the valve 228 has to be maintained to 6 ± 0.1kg/cm2. The leakage test is conducted in the supply port 228-1 and the ex-exhaust port (EX) and checked using the LTF 170. The LTF 170 is applied with soap scud, upon opening the cock 260-7, if there is no soap leak from the LTF 170 then the supply port 228-1 is meant to work properly. Similarly, to check whether the exhaust port (EX) is working properly, the cock 260-12 is opened by actuating the switch 160-12. Upon actuation the brake pipe is charge with air pressure of 6 kg/cm2. This air pressure is obtained by regulating the feed valve (F-2) 264 from 8 kg/cm2 to 6 kg/cm2. Further, when the user actuates the switch 260-10 then the cock 260-10 get closed so that no air pressure is supplied to the supply port 228-1 and the brake air pressure is made to exist through the EX port. If there is no soap scud leakage from the LTF 170 then the exhaust port is meant to work properly. Thus, the leakage test is conducted in the valve 228 using the soap scud applied on the LTF 170. Furthermore, the leakage test is conducted on diaphragms in the valve 228. To conduct this test on the diaphragms, the user has to close the cock 260-10 and open the cock 260-7 and drain the brake pipe pressure to zero in a span of 20 secs. If the draining time is more than 20 secs then the user can conclude that there is fault in the diaphragms.

Capacity test:

In accordance to another embodiment, the capacity test is conducted based on the application and releasing of the valve 228. In order to conduct the capacity test during the application of brake, the user has to close the cock 260-11 and open the cock 260-10 and 260-12. Upon opening the cock 260-11, the brake pipe air pressure is regulated from 0 to 5kg/cm2 in 6 secs and this pressure is monitored in the brake pipe pressure gauge 144. Similarly, during the releasing of brake air pressure, the user has to close the cock 12 and open the cock 13 such that brake pipe air pressure is decreased from 5kg/cm2 to 1kg/cm2 in 7 secs. Thus to maintain the required Railway brake air valve allowable pressure standards to ensure the proper functioning of the valve 228 during application and releasing of the brake in the locomotive air brake system.

Sensitivity test:

In accordance to another embodiment, to perform the sensitivity test the user has to open the cock 260-12 until the brake pipe air pressure reduces to 4.3kg/cm2 in the brake control reservoir 222 and to monitor this pressure the user has to open the cock 260-6. Upon opening the cock 260-6, the brake pipe air pressure is monitored in the brake pipe pressure gauge 144. Thus, the sensitivity test is tested on the valve 228 to ensure the predetermined air pressure as per the Railway air brake valve allowable air pressure standards.

Resistance test:

In accordance to another embodiment, the resistance test is conducted for application and releasing position of the valve 228. During the application, the user has to close the cock 260-13 and open the cock 260-13 such that the brake control (BC) reservoir air pressure has to be charged to 0.7 kg/cm2. To ensure the valve 228 working properly the brake control (BC) pressure has to be gradually increased in steps of 0.1 kg/cm2upto 3.5kg/cm2 and the corresponding brake pipe pressure is monitored in the brake pipe pressure gauge 144. Similarly, during the release of the brake, the cock 260-13 is controlled by actuating the switch 160-13 from ON to OFF at regular interval of time such that the brake pipe air pressure decreases from 3.5 kg/cm2 to 0.7 kg/cm2 in the steps of 0.1kg/cm2.

The above-mentioned tests are conducted in the valve 228 to ensure whether the valve 228 attains the air pressure requirement as specified by the Railway air brake valve allowable air pressure standards. In order to redo the tests, the user has to close the cock 260-2 and open the cock 260-13 and 260-7 such that air pressure is drained out till the brake pipe air pressure reaches zero pressure level.

In various embodiment, the test device 100 is configured to test other valves such as feed valve 220, distributor valve 222, F-1 selector valve 224, MU-2B valve 226. The user can test each valve (220 or 222 or 224 or 226) by actuating the corresponding set of actuators and the corresponding cocks as shown in the schematic diagram 200 of Fig. 2. These valves are tested to meet the predetermined brake air pressure as specified by the Railway brake valve allowable air pressure standards.

Fig. 3 shows/illustrates a method 300 of testing any brake valve on a universal locomotive air brake valve test device, in accordance with an embodiment of the invention. The method 300 involves fixing a brake valve on bracket provisions on the test device to test the particular brake valve (step 302) and initiating an actuator in an operating panel to electrically actuate a cock electro pneumatically connected to the brake valves (step 304). The method 300 involves the step of allowing the air pressure to pneumatically pass through from reservoirs to the brake valves via the cocks on actuation (step 306) and performing tests on the particular brake valve based on actuation of the actuators to determine the accuracy of the particular brake valve (step 308). The method 300 involves checking whether the particular brake valve meets predetermined pressure specifications on actuation of the actuators and the cocks (step 310). Further, the method 300 involves displaying the air pressure received by the particular brake valve that is under test (step 312) and controlling the pressurized air that pass through the brake valves by a control valve (step 314).

The foregoing description of the specific embodiments will so fully reveal the general nature of the embodiments herein that others can, by applying current knowledge, readily modify and/or adapt for various applications such specific embodiments without departing from the generic concept, and, therefore, such adaptations and modifications should and are intended to be comprehended within the meaning and range of equivalents of the disclosed embodiments. It is to be understood that the phraseology or terminology employed herein is for the purpose of description and not of limitation. Therefore, while the embodiments herein have been described in terms of preferred embodiments, those skilled in the art will recognize that the embodiments herein can be practiced with modification within the spirit and scope of the embodiments as described herein.

Claims

A universal locomotive air brake valve test device comprising:
at least one bracket provision, wherein said bracket provision configured to fix at least one brake valve and test said particular brake valve;
at least one cock, wherein said cock is electro pneumatically connected to said brake valve to be tested via said bracket provisions;
at least one reservoir, wherein said reservoir is electro pneumatically coupled to said brackets and said cocks, and said reservoir is configured to supply the pressurized air to said brackets via said cocks;
at least one actuator configured to actuate said cocks to allow the pressurized air from said reservoir to pass through said brake valves and perform at least one test on said particular brake valve mounted on said bracket; and
at least one pressure gauge, configured to display air pressure received by said particular brake valve.
The test device as claimed in claim 1, further comprising a control valve configured to electro pneumatically control the air pressure that pass through said brake valves.
The test device as claimed in claim 1, wherein in said bracket is selected from a group consisting of MU-2B valve bracket, C2W relay valve bracket, A-9 valve bracket, SA-9 valve bracket, N-1 reducing valve bracket, F-1 selector valve bracket, distributor valve bracket and feed valve bracket.
The test device as claimed in claim 1, wherein in said brake valve is selected from a group consisting of MU-2B valve, C2W relay valve , A-9 valve, SA-9 valve, N-1 reducing valve, F-1 selector valve, distributor valve and feed valve.
The test device as claimed in claim 1, wherein said test comprises of functional test, leakage test, capacity test, resistance test, sensitivity test, insensitivity test or spring test.
The test device as claimed in claim 1, wherein said pressure gauge may be a Main Reservoir (MR) pressure gauge, Brake control (BC) pressure gauge, BP pressure gauge, Brake Pipe (BP) pressure gauge, Auxiliary Reservoir (AR) pressure gauge or Control Reservoir (CR) pressure gauge.
The test device as claimed in claim 1, further comprising a special vent knob for checking said test on said at least one brake valve using soap scud.
A method of testing a particular brake valve on a universal locomotive air brake valve test device, the method comprising:
fixing at least one brake valve on at least one bracket provision on said test device to test said particular brake valve;
actuating at least one actuator in an operating panel to actuate at least one cock electro pneumatically connected to said brake valve;
allowing the air pressure to pneumatically pass through from at least one reservoir to said brake valves via said cocks on actuation;
performing at least one test on said particular brake valve based on actuation of said actuators to determine the accuracy of said particular brake valve;
checking whether said particular brake valve meets predetermined pressure specifications on actuation of said actuators and said cocks; and
displaying the air pressure received by said particular brake valve which is under test.
The method as claimed in claim 8 further comprising, controlling the pressurized air that pass through said brake valves by a control valve.