BE494534A

BE494534A -

Info

Publication number: BE494534A
Authority: BE
Priority date: 1949-03-16
Also published as: CH274124A; NL147735B; CH278198A; FR991537A; DE831408C; DE852861C; CH279514A

Description

       

  INSTALLATION DE FREIN A AIR COMPRIME POUR VEHICULES FERROVIAIRES.

  
On connaît des installations de frein à air comprimé pour véhicules ferroviaires dans lesquelles l'effet de freinage du véhicule chargé est augmenté automatiquement en fonction de la charge. Ce résultat est obtenu par le fait que la pression dans le cylindre de frein, laquelle, pour le wagon vide, est d'environ 1, 8 atm. , est augmentée automatiquement pro-

  
 <EMI ID=1.1> 

  
ainsi doublé.

  
Les wagons à marchandises modernes sont construits de façon à pouvoir recevoir une charge 2 - 3 fois supérieure au poids du wagon. Dans ce cas, le doublement de l'effort de freinage n'est plus suffisant et il devrait pouvoir être augmenté au triple et au quadruple par rapport au wagon vide. Etant donné que, d'une part; on est lié à la pression maximum

  
 <EMI ID=2.1> 

  
aller au-dessous de la pression la plus faible de 1,8 atm., il est nécessaire, lorsque le freinage ne doit être opéré qu'avec un seul cylindre, d'augmenter le rapport de multiplication de la timonerie, dès que la char-

  
 <EMI ID=3.1> 

  
nerie pour le freinage à la tare et le freinage de la charge.

  
L'objet de l'invention comporte une installation de frein à air comprimé dont la pression de freinage est fonction de la diminution de pression dans la conduite principale et, en outre, de la charge du véhicule. Il se distingue des installations similaires connues par la combinaison de soupapes commandées par l'air comprimé, produisant dans le cylindre de frein un changement de pression dépendant de la charge du wagon, avec une timonerie présentant deux rapports de multiplication, augmentant ainsi le rapport de multiplication, l'appareil d'inversion de la timonerie étant actionné automatiquement par voie pneumatique d'un rapport de multiplica-tion à l'autre, lorsque la charge est supérieure ou inférieure à un pourcentage fixé d'avance de la charge maximum.

  
L'installation de freinage est réglée de préférence de façon que

  
 <EMI ID=4.1> 

  
cela va sans dire, que cette inversion ait lieu au-dessous ou au-dessus de
50 % de la charge maximum.

  
Le dessin annexé montre à titre d'exemple trois formes d'exécution de l'objet de l'invention.

  
La fig. 1 est un schéma d'une première forme d'exécution de l'installation;

  
Les fig. 2 à 5 sont des diagrammes permettant de mieux comprendre le fonctionnement de l'installation; 

  
les fig. 6 et 7 sont des schémas de deux autres formes d'exécution de l'installation.

  
Conformément à la fig. 1, l'installation comporte le distributeur

  
 <EMI ID=5.1> 

  
Cette soupape de transmission de la charge L comporte un corps de soupape, dans lequel le corps central 87 est suspendu à des membranes élastiques reliées de manière étanche à ce corps de soupape, de sorte qu'il est axialement mobile. Ces membranes forment dans le corps de soupape des chambres séparées hermétiquement les unes des autres et c'est par suite des

  
 <EMI ID=6.1> 

  
vements axiaux.

  
Dans le corps de soupape de la soupape de transmission de la char-

  
 <EMI ID=7.1> 

  
fin d'éviter que les chocs brefs causés par les joints de rails ne puissent provoquer des changements sensibles de pression.

  
 <EMI ID=8.1> 

  
la'caisse vide du wagon, on pourrait aussi remplacer la pression pneumatique par la pression d'un ressort, réglé de telle manière que sa pression corresponde à celle exercée par les leviers, lorsque le wagon est vide.

  
 <EMI ID=9.1> 

  
structif, conçues de la même manière que là soupape L qui vient d'être dé-crite, en ce qui concerne la suspension d'un corps central à des membranes élastiques.

  
La soupape de pression A comporte un corps de soupape, dans le-

  
 <EMI ID=10.1> 

  
une seule pièce avec une soupape 42 par laquelle une chambre &#65533; communique avec la chambre 4 ou en est séparée.

  
 <EMI ID=11.1> 

  
mouvement correspondant. Cette soupape ,52 constitue une seule pièce avec

  
 <EMI ID=12.1> 

  
version T de la timonerie.

  
La chambre 1 est reliée par une conduite &#65533; au réservoir de pression de la charge LDB.

  
 <EMI ID=13.1> 

  
lequel, est, de son côté, relié par une conduite 70 à la soupape principale de réglage E. 

  
 <EMI ID=14.1> 

  
un ressort, qui ferme cet alésage lorsque le corps de soupape 32 exécute

  
un mouvement correspondant. La soupape 35. constitue une seule pièce avec une

  
 <EMI ID=15.1> 

  
de commande et dans la conduite principale.

  
Il convient en outre de faire observer que le réservoir de pres-

  
 <EMI ID=16.1> 

  
ment qui enclanche l'accouplement en position.[pound]!:, et le déclanche en position b. Lorsque l'accouplement est enclanché, l'effort du cylindre, de frein passe par la tringle de raccordement 22. Lorsque l'accouplement est déclanché (position b) cet effort est transmis aux sabots de frein par la tringle de rac-

  
 <EMI ID=17.1> 

  
gane d'accouplement [pound] dans les positions a et b, il est prévu un petit cy-

  
 <EMI ID=18.1> 

  
Le fonctionnement de l'installation de freinage est le-suivant :

  
1. Freinage du wagon vide.

  
 <EMI ID=19.1>   <EMI ID=20.1> 

  
la caisse vide du wagon sur le corps central 17, de sorte que ce dernier se

  
 <EMI ID=21.1> 

  
Lorsqu'un freinage est amorcé par une diminution de la pression dans la conduite principale H, le corps central 33 de la soupape de réglage

  
 <EMI ID=22.1> 

  
l'effet de la diminution de pression dans la chambre 16. produite par l'amorçage d'un freinage. De ce fait, l'équilibre des forces qui agissent sur le

  
 <EMI ID=23.1> 

  
l'intermédiaire de la tringle de raccordement 29. est choisi de manière qu'avec 1,8 atm. dans le cylindre de frein BZ, il se produise pour le wagon vide l'effet maximum de freinage désiré. Par suite de la diminution de pression

  
 <EMI ID=24.1>  est reliée à la chambre 21. Mais comme la chambre 22 communique avec l'air libre, ce mouvement n'à aucune influence sur la soupape de réglage princi-

  
 <EMI ID=25.1> 

  
soupape 90 est soulevée. Il s'écoule alors de l'air comprimé de la chambre

  
85. dans la chambre 84, jusqu'à ce que la pression dans cette dernière soit

  
 <EMI ID=26.1> 

  
87 se déplace alors de nouveau vers le bas, et la soupape 90 se referme. La membrane .92 est calculée de manière qu'avec une charge de 50 %, la pression

  
 <EMI ID=27.1> 

  
la charge.

  
Lorsqu'un freinage est amorcé, les deux corps centraux.33 de la

  
 <EMI ID=28.1> 

  
ge D se déplacent vers le haut, soulèvent les soupapes 3j6, respectivement

  
 <EMI ID=29.1> 

  
Simultanément, de l'air comprimé s'écoule aussi du réservoir de pression de la charge LDB dans la chambre 21 de la soupape de commande de la

  
 <EMI ID=30.1> 

  
supérieure doit régner dans la chambre 27. Cette augmentation de pression qui s'étend au cylindre de frein BZ, a donc été provoquée par la charge du

  
 <EMI ID=31.1> 

  
1, la pression est montée à 2,4 atm., une pression d'environ 3 atm. s'éta-

  
 <EMI ID=32.1> 

  
ainsi que dans le cylindre d'inversion UZ. Tout d'abord l'accouplement de  <EMI ID=33.1> 

  
l'effet de pression produit dans la chambre 3 soit assez grand pour que, l'effet de pression se produisant dans la chambre 1, c'est-à-dire l'effet de pres-

  
 <EMI ID=34.1> 

  
comprimé de la chambre ! à l'extérieur, jusqu'à ce que la pression ait baissé à environ 0,3 atm. Cette baisse de pression se continue aussi dans le ré-

  
 <EMI ID=35.1> 

  
Lorsqu'un freinage est amorcé, il ne s'établira dans le cylindre

  
 <EMI ID=36.1> 

  
tiplication dans la timonerie a été doublé, l'effet de freinage est à peu près aussi énergique que peu avant l'inversion.

  
 <EMI ID=37.1> 

  
soupape Ç et 22 de la soupape D une augmentation de pression, dépendant de la charge supérieure à 50 %. Lorsque le wagon est en pleine charge, la pression continue d'augmenter jusqu'à environ 3 atm. et on obtient, en cas de

  
 <EMI ID=38.1> 

  
double multiplication dans la timonerie.

  
4. Effet de freinage, lorsque le wagon est déchargé.

  
Lorsque le wagon en pleine charge est, par exemple, déchargé de

  
 <EMI ID=39.1> 

  
la chambre 4 à l'extérieur, jusqu'à ce que l'équilibre soit rétabli. Par suite de la baisse de la pression dans la chambre /, la pression dans le

  
 <EMI ID=40.1>   <EMI ID=41.1> 

  
bre 2 est reliée à l'air libre, et l'air comprimé dans le cylindre d'inversion UZ, dans la chambre 2 et dans la chambre 1 de la soupape de pression

  
 <EMI ID=42.1> 

  
L'absence d'air comprimé dans le cylindre d'inversion UZ permet

  
 <EMI ID=43.1> 

  
ce qui provoque l'inversion du rapport de multiplication de 1 : 2r à 1 : r.

  
 <EMI ID=44.1> 

  
Ensuite du vidage de la chambre 3 de la soupape!, la pression dans la chambre .4 monte de- nouveau à 3 atm., de sorte que le réservoir au-

  
 <EMI ID=45.1> 

  
pression de la charge LDB et dans les chambres 12 et 22. Il s'ensuit qu'au cas d'un freinage à fond, la pression diminue aussi dans la chambre 26.ain-

  
 <EMI ID=46.1> 

  
1,8 atm.

  
Dans les fig. 2 à 4 sont dessinés des diagrammes, dans lesquels les pressions en atm. sont indiquées comme ordonnées et les charges en % comme abscisses. Le rapport de multiplication dans la timonerie de frein est indiqué par 1 : rl et 1 : r2.

  
Les changements de pression en fonction de la charge sont représentés :

  
dans la fig. 2 pour le réservoir de pression de la charge LDB,

  
 <EMI ID=47.1> 

  
dans la fige 4 pour le cylindre de frein BZ.

  
dans la fig. 5, les % de freinage obtenus en fonction de la charge sont représentés graphiquement, les charges en % étant inscrites comme abscisses et les % de freinage indiqués comme ordonnées. Le rapport de mul-

  
 <EMI ID=48.1> 

  
Dans une forme d'exécution simplifiée,on peut aussi prévoit la suppression de la soupape de pression A, en disposant dans la soupape L de

  
 <EMI ID=49.1> 

  
la soupape L peuvent être directement reliées à la conduite ^ du réservoir de pression de la charge LDB. de sorte qu'on peut aussi supprimer le réser-

  
 <EMI ID=50.1>  

  
Dans la pratique de l'exploitation des chemins de fer, il arrive très souvent que des véhicules tels que des automotrices et des wagons

  
à marchandises, sont chargés d'une façon inégale, d'où résulte que les pressions exercées par des essieux sur les rails sont différentes.

  
Afin d'obtenir pour les trains de marchandises à grande vitesse une distance de freinage aussi courte que possible, on est obligé de porter le serrage des freins à son degré maximum. On court alors le risque qu'une roue moins chargée d'un véhicule se trouve bloquée. Pour éviter cet inconvénient on a créé, conformément à la deuxième forme d'exécution de l'objet de l'invention, un dispositif qui fait dépendre le freinage de 1'essieu moins chargé, de sorte que cet essieu ne peut jamais être freiné exagérément, c'està-dire bloqué.

  
Cette forme d'exécution fait l'objet d'un dispositif conforme à

  
 <EMI ID=51.1> 

  
essieux du véhicule agissent indépendamment l'une de l'autre, chacune sur une soupape commandée à l'air comprimé, lesquelles soupapes sont raccordées, par l'intermédiaire d'une soupape actionnée en commun, aux autres soupapes commandant l'admission de l'air comprimé au cylindre de frein, les dispositions étant prises de manière que seul l'essieu le moins chargé commande la pression du cylindre de frein.

  
A la fig. 6 sont représentés deux essieux d'un véhicule, dont les

  
 <EMI ID=52.1> 

  
tuyère, à une soupape sélective [yen] de la charge de l'essieu.

  
Cette soupape W comporte un corps de soupape dans lequel un corps

  
 <EMI ID=53.1> 

  
effets de pression dans ces chambres, le corps central exécute ses mouvements axiaux. 

  
 <EMI ID=54.1> 

  
c'est-à-dire lorsque les deux essieux supportent une charge égale, la soupape de transmission de la charge 12 est mise en communication avec la cham-

  
 <EMI ID=55.1> 

  
dont la charge agit sur la soupape 12, supporte une plus forte charge que l'autre essieu, il se produit, de la même manière que celle décrite dans le

  
 <EMI ID=56.1>   <EMI ID=57.1> 

  
mise en communication avec la chambre 1 de. la soupape de pression^, de sorte que l'essieu moins chargé exerce une influence sur la pression dans le

  
 <EMI ID=58.1> 

  
L'exemple d'exécution selon fig. 7 montre comment on peut régler, d'une autre manière que dans l'exemple selon fig. 1, la pression dans le cylindre de frein, en dépendance de la charge.

  
Dans cet exemple, la partie du dispositif par laquelle le réser-

  
 <EMI ID=59.1> 

  
gon, et celle par laquelle l'appareil d'inversion de la timonerie de frein est actionné, ne subissent aucun changement par rapport aux parties correspondantes, représentées dans la fig. 1.

  
Par contre, la partie influencée par le réservoir de pression de la charge est simplifiée comme il suit :

  
La triple-valve normale a, reliée comme d'habitude à la conduite

  
 <EMI ID=60.1> 

  
n'est plus, ici, relié directement au cylindre de frein BZ. mais à un réservoir de remplissage b.

  
Ce réservoir de remplissage b est en communication, par l'inter-

  
 <EMI ID=61.1> 

  
soupapes comporte un corps de soupape, dans lequel un corps central est suspendu à des membranes élastiques, reliées hermétiquement à ce corps de soupape. Ce corps central peut ainsi se mouvoir axialement. Ces membranes forment dans le corps de soupape des chambres hermétiquement séparées l'une de l'autre et, par suite des effets de pression dans ces chambres, le corps central exécute ses mouvements axiaux.

  
 <EMI ID=62.1> 

  
à l'air libre. En face de l'alésage h, est disposée une soupape i chargée par un ressort, fermant l'alésage h, lorsque le corps central g exécute un mouvement correspondant. La soupape i est faite d'une seule pièce avec une soupape k fermant une chambre 1 ou la mettant en communication avec la chambre f . "

  
La chambre 1 est reliée par une conduite m au réservoir de pres-

  
 <EMI ID=63.1> 

  
La soupape .[pound] est constituée d'une seule pièce avec une soupape

  
 <EMI ID=64.1> 



  COMPRESSED AIR BRAKE INSTALLATION FOR RAILWAY VEHICLES.

  
Compressed air brake installations for rail vehicles are known in which the braking effect of the loaded vehicle is automatically increased as a function of the load. This result is achieved by the fact that the pressure in the brake cylinder, which for the empty wagon is about 1.8 atm. , is automatically increased pro-

  
 <EMI ID = 1.1>

  
thus doubled.

  
Modern freight wagons are constructed so that they can take a load 2-3 times the weight of the wagon. In this case, doubling the braking force is no longer sufficient and it should be possible to triple and quadruple compared to the empty wagon. Given that, on the one hand; we are linked to the maximum pressure

  
 <EMI ID = 2.1>

  
go below the lowest pressure of 1.8 atm., it is necessary, when braking is to be operated with only one cylinder, to increase the gear ratio of the linkage, as soon as the tank -

  
 <EMI ID = 3.1>

  
nerie for tare braking and load braking.

  
The object of the invention comprises a compressed air brake installation, the brake pressure of which is a function of the reduction in pressure in the main pipe and, in addition, of the load of the vehicle. It differs from similar installations known by the combination of valves controlled by compressed air, producing in the brake cylinder a pressure change depending on the load of the wagon, with a linkage having two multiplication ratios, thus increasing the pressure ratio. multiplication, the linkage reversing apparatus being actuated automatically by pneumatic means from one multiplication ratio to another, when the load is greater or less than a predetermined percentage of the maximum load.

  
The brake system is preferably adjusted so that

  
 <EMI ID = 4.1>

  
it goes without saying, whether this inversion takes place below or above
50% of the maximum load.

  
The appended drawing shows by way of example three embodiments of the object of the invention.

  
Fig. 1 is a diagram of a first embodiment of the installation;

  
Figs. 2 to 5 are diagrams allowing a better understanding of the operation of the installation;

  
figs. 6 and 7 are diagrams of two other embodiments of the installation.

  
According to fig. 1, the installation includes the distributor

  
 <EMI ID = 5.1>

  
This load transmission valve L comprises a valve body, in which the central body 87 is suspended from resilient membranes connected in a sealed manner to this valve body, so that it is axially movable. These membranes form hermetically separated chambers in the valve body from one another and it is as a result of

  
 <EMI ID = 6.1>

  
axial vements.

  
In the valve body of the tank transmission valve

  
 <EMI ID = 7.1>

  
This is to prevent the brief shocks caused by the rail joints from causing noticeable changes in pressure.

  
 <EMI ID = 8.1>

  
The empty body of the wagon, one could also replace the pneumatic pressure by the pressure of a spring, adjusted in such a way that its pressure corresponds to that exerted by the levers, when the wagon is empty.

  
 <EMI ID = 9.1>

  
structural, designed in the same way as the valve L which has just been described, with regard to the suspension of a central body to elastic membranes.

  
The pressure valve A has a valve body, in the-

  
 <EMI ID = 10.1>

  
one piece with a valve 42 through which a chamber &#65533; communicates with or is separate from bedroom 4.

  
 <EMI ID = 11.1>

  
corresponding movement. This valve, 52 constitutes a single piece with

  
 <EMI ID = 12.1>

  
T version of the wheelhouse.

  
Bedroom 1 is connected by a pipe &#65533; to the LDB charge pressure tank.

  
 <EMI ID = 13.1>

  
which, for its part, is connected by a pipe 70 to the main control valve E.

  
 <EMI ID = 14.1>

  
a spring, which closes this bore when the valve body 32 executes

  
a corresponding movement. The valve 35. constitutes a single piece with a

  
 <EMI ID = 15.1>

  
control and in the main pipe.

  
It should also be noted that the pressure reservoir

  
 <EMI ID = 16.1>

  
which engages the coupling in position. [pound]!:, and releases it in position b. When the coupling is engaged, the force of the brake cylinder passes through the connecting rod 22. When the coupling is released (position b) this force is transmitted to the brake shoes by the connecting rod.

  
 <EMI ID = 17.1>

  
coupling gane [pound] in positions a and b, a small ring is provided.

  
 <EMI ID = 18.1>

  
The operation of the braking system is as follows:

  
1. Braking of the empty wagon.

  
 <EMI ID = 19.1> <EMI ID = 20.1>

  
the empty body of the wagon on the central body 17, so that the latter is

  
 <EMI ID = 21.1>

  
When braking is initiated by a decrease in the pressure in the main pipe H, the central body 33 of the regulating valve

  
 <EMI ID = 22.1>

  
the effect of the decrease in pressure in the chamber 16. produced by the initiation of braking. Therefore, the balance of forces acting on the

  
 <EMI ID = 23.1>

  
the intermediary of the connecting rod 29. is chosen so that with 1.8 atm. in the BZ brake cylinder, the desired maximum braking effect occurs for the empty wagon. As a result of the pressure decrease

  
 <EMI ID = 24.1> is connected to chamber 21. But since chamber 22 communicates with the free air, this movement has no influence on the main control valve.

  
 <EMI ID = 25.1>

  
valve 90 is raised. Compressed air then flows from the chamber

  
85. in chamber 84, until the pressure in the latter is

  
 <EMI ID = 26.1>

  
87 then moves down again, and valve 90 closes. The .92 diaphragm is calculated so that with a 50% load the pressure

  
 <EMI ID = 27.1>

  
load.

  
When braking is initiated, the two central bodies. 33 of the

  
 <EMI ID = 28.1>

  
ge D move up, lift valves 3j6, respectively

  
 <EMI ID = 29.1>

  
At the same time, compressed air also flows from the LDB charge pressure tank into chamber 21 of the charge control valve.

  
 <EMI ID = 30.1>

  
upper chamber must prevail in chamber 27. This pressure increase which extends to the brake cylinder BZ, was therefore caused by the load of the

  
 <EMI ID = 31.1>

  
1, the pressure rose to 2.4 atm., A pressure of about 3 atm. sta-

  
 <EMI ID = 32.1>

  
as well as in the UZ reversing cylinder. First of all the coupling of <EMI ID = 33.1>

  
the pressure effect produced in chamber 3 is large enough so that, the pressure effect occurring in chamber 1, that is to say the pressure effect

  
 <EMI ID = 34.1>

  
tablet from the chamber! outside, until the pressure has dropped to about 0.3 atm. This pressure drop also continues in the

  
 <EMI ID = 35.1>

  
When braking is initiated, it will not settle in the cylinder

  
 <EMI ID = 36.1>

  
The linkage multiplication has been doubled, the braking effect is about as strong as shortly before the reverse.

  
 <EMI ID = 37.1>

  
valve Ç and 22 of valve D an increase in pressure, depending on the load greater than 50%. When the wagon is fully loaded, the pressure continues to build up to about 3 atm. and we get, in case of

  
 <EMI ID = 38.1>

  
double multiplication in the wheelhouse.

  
4. Braking effect, when the wagon is unloaded.

  
When the fully loaded wagon is, for example, unloaded from

  
 <EMI ID = 39.1>

  
chamber 4 outside, until equilibrium is restored. As a result of the decrease in the pressure in the chamber /, the pressure in the

  
 <EMI ID = 40.1> <EMI ID = 41.1>

  
bre 2 is connected to the free air, and the compressed air in the UZ reversing cylinder, in chamber 2 and in chamber 1 of the pressure valve

  
 <EMI ID = 42.1>

  
The absence of compressed air in the UZ reversing cylinder allows

  
 <EMI ID = 43.1>

  
which causes the multiplication ratio to reverse from 1: 2r to 1: r.

  
 <EMI ID = 44.1>

  
Then by emptying chamber 3 of the valve !, the pressure in chamber .4 rises again to 3 atm., So that the tank au-

  
 <EMI ID = 45.1>

  
load pressure LDB and in chambers 12 and 22. It follows that in the event of full braking, the pressure also decreases in chamber 26.ain-

  
 <EMI ID = 46.1>

  
1.8 atm.

  
In fig. 2 to 4 are drawn diagrams, in which the pressures in atm. are indicated as ordinates and loads in% as abscissas. The multiplication ratio in the brake linkage is indicated by 1: rl and 1: r2.

  
The pressure changes as a function of the load are shown:

  
in fig. 2 for the LDB load pressure tank,

  
 <EMI ID = 47.1>

  
in pin 4 for the BZ brake cylinder.

  
in fig. 5, the% braking obtained as a function of the load is represented graphically, the% loads being entered as abscissa and the% braking indicated as ordinate. The mul-

  
 <EMI ID = 48.1>

  
In a simplified embodiment, provision can also be made for the elimination of the pressure valve A, by placing in the valve L of

  
 <EMI ID = 49.1>

  
the valve L can be directly connected to the line ^ of the pressure tank of the load LDB. so that we can also delete the reserve

  
 <EMI ID = 50.1>

  
In the practice of railway operation, it very often happens that vehicles such as railcars and wagons

  
goods, are loaded unevenly, whereby the pressures exerted by the axles on the rails are different.

  
In order to obtain as short a braking distance as possible for high-speed freight trains, it is necessary to increase the brake application to its maximum degree. There is then the risk that a less loaded wheel of a vehicle is blocked. To avoid this drawback, according to the second embodiment of the subject of the invention, a device has been created which makes the braking dependent on the less loaded axle, so that this axle can never be braked excessively. , that is, blocked.

  
This embodiment is the subject of a device in accordance with

  
 <EMI ID = 51.1>

  
axles of the vehicle act independently of each other, each on a valve controlled by compressed air, which valves are connected, through a valve actuated in common, to the other valves controlling the inlet of the vehicle. compressed air to the brake cylinder, arrangements being made so that only the least loaded axle controls the pressure of the brake cylinder.

  
In fig. 6 are shown two axles of a vehicle, the

  
 <EMI ID = 52.1>

  
nozzle, to a selective valve [yen] of the axle load.

  
This valve W has a valve body in which a body

  
 <EMI ID = 53.1>

  
pressure effects in these chambers, the central body performs its axial movements.

  
 <EMI ID = 54.1>

  
that is, when the two axles support an equal load, the load transmission valve 12 is brought into communication with the chamber.

  
 <EMI ID = 55.1>

  
the load of which acts on the valve 12, bears a greater load than the other axle, it occurs, in the same way as described in the

  
 <EMI ID = 56.1> <EMI ID = 57.1>

  
communication with bedroom 1 of. the pressure valve ^, so that the axle less loaded exerts an influence on the pressure in the

  
 <EMI ID = 58.1>

  
The execution example according to fig. 7 shows how one can adjust, in a way other than in the example according to fig. 1, the pressure in the brake cylinder, depending on the load.

  
In this example, the part of the device through which the reserve

  
 <EMI ID = 59.1>

  
gon, and that by which the reversing device of the brake linkage is operated, do not undergo any change with respect to the corresponding parts, shown in fig. 1.

  
On the other hand, the part influenced by the pressure tank of the load is simplified as follows:

  
The normal triple-valve a, connected as usual to the pipe

  
 <EMI ID = 60.1>

  
is no longer directly connected to the BZ brake cylinder. but to a filling tank b.

  
This filling tank b is in communication, by the inter-

  
 <EMI ID = 61.1>

  
Valves comprise a valve body, in which a central body is suspended from elastic membranes, hermetically connected to this valve body. This central body can thus move axially. These membranes form chambers which are hermetically separated from each other in the valve body and, as a result of the pressure effects in these chambers, the central body performs its axial movements.

  
 <EMI ID = 62.1>

  
outdoors. Opposite the bore h, is arranged a valve i loaded by a spring, closing the bore h, when the central body g performs a corresponding movement. The valve i is made in one piece with a valve k closing a chamber 1 or putting it in communication with the chamber f. "

  
Chamber 1 is connected by a pipe m to the pressure tank

  
 <EMI ID = 63.1>

  
The valve. [Pound] is made in one piece with a valve

  
 <EMI ID = 64.1>

Claims

The operation of the device is as follows: <EMI ID = 65.1>

open air (as described in the first example). When braking of the empty wagon is initiated by a drop in pressure in the main pipe H, a certain pressure occurs in the filler tank b

pressure produced in chamber e lifts the central body [pound]. The valve

i first closes the bore h, then the valve k is lifted from its seat. The chamber [pound] of the valve N is thus placed in communication with the reservoir.

load pressure LDB, which communicates with the free air. The lifting of valve i therefore has no influence on the pressure sender.

chamber and lifts the central body x. The bore r is first closed by

the valve s, then the valve t lifted from its seat, - allowing air

nes of the bedroom � are dimensioned in such a way that when the maximum pressure prevails in the filling tank b, there can only be a pressure of about 1.9 atm in the brake cylinder BZ and in the chamber o.

B. For a loaded vehicle

When a wagon is loaded, there is a pressure proportional to the weight in the pressure tank of the LDB load.

loading. However, if braking is carried out, the filling tank b fills with compressed air, which displaces the two central bodies.

the pressure tank of the LDB charge flows through lines m and n into the chamber � of the valve � and. produces additional upward pressure in the same direction as the pressure in the chamber, increasing

ne of the room. 9. is dimensioned so that when the maximum pressure is established in the pressure tank of the LDB charge, the pressure

separate auxiliaries, one of which is reserved for the triple valve and the other for the brake cylinder.

CLAIMS.

1. Compressed air brake system for railway vehicles, in which the brake pressure is a function of the pressure drop in the main line and, in addition, the vehicle load, characterized by the combination of valves (L, A , B, C, D, E) pneumatically controlled producing in the brake cylinder (BZ) a pressure change depending on the vehicle load, with a brake linkage (29,30) having two gear ratios, the device linkage reversal (T) for changing from one gear ratio to another being actuated automatically by pneumatic means when the load is greater or less than the maximum load, by a percentage fixed in advance.

2. Installation according to claim 1, characterized in that the pneumatically controlled valves comprise two groups (E + D and L-AB-C), the first of which is constituted by the usual main operating valve (E) and by a relief valve. load control (D), this group reacting to a decrease in pressure in the main line (H), as well as to the pressure in the control tank (StB), the second group having a reversing valve (B ), a pressure valve (A), at least one

this group being influenced by the load of the vehicle, the pressure valve

(A) producing the filling of a pressure tank (LDB) of the load in dependence on the load of the vehicle, and of which the pressure propagates in the reversing valve (B) and the filling valve (C) to cause, on the one hand, by means of the reversing valve (B), the reversal of the gear ratio of the brake linkage (29-30) and, on the other hand, an increase in pressure , depending on the vehicle load in a second auxiliary reservoir (HB2) through which the brake cylinder (BZ) is powered.

3. Installation according to claims 1 and 2, characterized in that a first auxiliary tank (HBl), supplied by the control valve

auxiliary tank (HB2) and on the other hand, by a check valve (66) to a reversing tank (UB), the latter itself being connected to the valve.

(L).

4. Installation according to claims 1 and 2, characterized in that the main control valve (E) and the load control valve (D) have several chambers (24,25,26,27,28 and 18,19 , 20,21,22) which are each formed by elastic membranes connected in a sealed manner to an axially movable central body (33,43) the latter establishing, by a central bore (34,44), a connection between one chambers (21,27) limited by a membrane and the outside air, this central body cooperating with a valve (35,, 45) arranged opposite this bore, the adjustment valve (E) 'and the control valve of the load (D) each comprising a chamber (20 �

25) connected to the main pipe (H) and a chamber (19,24) connected to the control tank (StB), one of the chambers (27) of the first valve (E) being connected on the one hand to the cylinder brake (BZ) and on the other hand, by the valve (36) actuated by the central body (33) to the second auxiliary reservoir (HB2), a chamber (21) of the load control valve (D) being connected on the one hand to a chamber (26) of the main control valve (E) and on the other hand by the valve (46) actuated by the central body (43) to the load pressure tank (LDB).

5. Installation according to claims 1 and 2, characterized in that the load transmission valve (L) pneumatically transmits the pressure exerted on the springs to the pressure valve (A) which causes the load of the pressure tank of the compressed air charge (LDB), depending on the vehicle charge.

elastic membranes connected in a sealed manner to an axially movable central body (50,51), the latter establishing by a central bore (47,

52), a connection between one of the chambers (4.9) limited by a membrane and the outside air and cooperating with a valve (48.53) arranged opposite this bore, the pressure valve (A) and the reversing valve (B) comprises

ge (LDB)., a chamber (3) of the first valve (A) being connected to two chambers (6,9) of the second (B), which are themselves connected to a reversing cylinder (UZ) which operates the brake linkage reversing device (T), the chamber (4) of the pressure valve (A) which is connected to the load pressure tank (LDB) being connected by the valve ( 49) actuated by the central body (50) to the reversing tank (UB) and one of the chambers (9) of the reversing valve (B) connected to the reversing cylinder (UZ) being also connected by the valve (54) actuated by the central body (51) to the inversion tank (UB), the latter being connected by a support.

terized by the fact that the load transmission valve (L) comprises several chambers (81,82,83,84,85) which are formed by elastic membranes connected in a sealed manner to a central body (87) movable axially, the latter establishing, by a central bore (88), a connection between a chamber (84) bounded by a membrane and the outside air and cooperating with a valve (89) arranged opposite this bore, this chamber

(84) being connected on the one hand to a chamber (1) of the pressure valve (A) and on the other hand, via a valve (90) actuated by a

chamber (82), the body of the load transmission valve (L) being fixed to the frame of the vehicle and a lever device (72,73) being connected to the spring of the vehicle and transmitting the pressure of this spring to the body central (87) of the valve.

8. Installation according to claims 1 to 3, characterized in that the filling valve (C) comprises several chambers (13,14,15, 16,17) which are formed by elastic membranes interconnected

central bore (38), a connection between a chamber (16) limited by membranes and the outside air and cooperating with a valve (39) arranged in

bre (14) connected to the brake cylinder (BZ), a chamber (15) connected to the load control valve (D) and to the load pressure tank (LDB) and a chamber (16) connected by the valve (40) actuated by the body

9. Installation according to claims 1, 2, 3 and 8, characterized in that the membranes of the chambers (16 respectively 14) of the filling valve (C), which are connected to the second auxiliary tank (HB2) and the brake cylinder (BZ), are dimensioned in such a way that

ized in that the central body (37) of the filling valve (C) is loaded by a spring (F) which is dimensioned in such a way that a pressure

corresponding to the maximum pressure necessary for the braking of the empty vehicle, further characterized by the fact that when the pressure increases in the chamber (15) connected to the load pressure tank (IDB), the second auxiliary tank (HB2) is brought to a higher pressure, depending on the load, the pressure prevailing in the chamber (14) connected to the brake cylinder (BZ) preventing during braking an additional supply of the second auxiliary reservoir (HBg).

11. Installation according to claims 1, 2, 3 and 5 to 7, characterized in that, in the load transmission valve (L), the membrane (92) of the chamber (84) connected to the chamber (l ) of the pressure valve (A) is dimensioned in such a way that for a load of 50% the pressure in the chamber (84) which it limits rises to about 2.4 atm.

12. Installation according to claims 1, 2, 3, 5 and 6, characterized in that in the pressure valve (A) the membrane (94) which limits the chamber (4) connected to the pressure tank of the load (IDB ) is dimen-

13. Installation according to claims 1, 2, 3, 5 and 6, characterized in that in the pressure valve (A) the membrane (95) which outwardly limits the chamber (3), connected to the cylinder of inversion (UZ), is dimensioned in such a way that the pressure produced in this chamber

(3) as a result of the reversal due to a load of more than 50%, causes in the chamber (4) connected to the pressure tank of the load (LDB) a pressure drop to about 0.3 atm.

14. Installation according to claims 1, 2, 3, 5 and 6, characterized in that in the reversing valve (B) the membranes of the

9) connected to the reversing cylinder (UZ), the central body (51) keeps open the valve (54) establishing the connection between these two chambers (6,9) and the reversing reservoir (UB).

15. Installation according to claims 1, 2, 3, 5, 7 and 11, characterized in that the membranes of the chamber (82) of the relief valve

balances that exerted on this body by the spring of the vehicle, when the latter is empty, so that when the load increases, there is produced in this chamber (84) a pressure proportional to the load which is transmitted

17. Installation according to claims 1, 2, 3, 5, 6, 7, 11,15 and 16, characterized in that when the pressure in the chamber (7) of the reversing valve (B), connected to the reservoir pressure of the load (LDB), reaches the reversal pressure, it occurs in its chamber (9), connected to the reversing cylinder (UZ) and to the pressure valve (A-chamber 3), a

the brake linkage (29-30) and lowering the pressure in the load pressure tank (LDB) and in the chambers to which it is connected, either (4) of the pressure valve (A), ( 7) of the reversing valve (B), (15) of the filling valve (G) and (22) of the charge control valve (D), a pressure drop to about 0.3 atm. , which causes the reversal cylinder (UZ) to return to its rest position, as soon as the pressure in the chamber (7) drops below 0.3 atm., the air

of the reversing cylinder (UZ) and the chambers (3,6,9) to which it is connected can then escape to the outside, the load pressure tank (LDB) then being recharged.

the fact that during braking, the pressure drop in the chamber (20) of

the load control valve (D), connected to the main line (H), causes movement of the central body (43), which places the chamber (21) connected to the main control valve (E) in communication with the charge pressure reservoir (LDB), which produces in the chamber (27) connected to the brake cylinder (BZ) and consequently in the brake cylinder itself an increase in pressure from the second auxiliary reservoir

19. Installation according to claims 1 to 4 and 18, characterized in that below the chamber (27) of the main control valve (E), connected to the brake cylinder (BZ), is arranged a chamber (26) connected to the valve (D), the pressure of which acts against it from the chamber (27), so that there must always be in the chamber (26) a correspondingly higher pressure to establish equilibrium.

20. Installation according to claims 1, 2, 3, 5, 6 and 7, characterized in that the chamber (82) of the pressure valve (A), connected

such that at a pressure of 4.8 atm. the pressure exerted on the central body (87) is in equilibrium with that exerted by the empty vehicle on the springs.

21. Installation according to claims 1, 2, 3, 8, 9 and 10, characterized in that there is in the second auxiliary reservoir (HB2) which supplies the brake cylinder (BZ) a variable pressure depending on the load , this pressure being controlled by the filling valve (C) and the filling times of the brake cylinder, during maximum braking, remaining practically the same when the pressure in the auxiliary reservoir (HB2) increases from 2.5 to 5 atm.

that the loads of at least two axles of the vehicle act independently of each other on a pneumatically controlled valve, these supports

other valves controlling the supply of air to the brake cylinder, the arrangement being such that only the least loaded axle controls the pressure of the brake cylinder.

23. Installation according to claims 1 and 22, characterized in that the jointly actuated valve (W) comprises two chambers (56 and

57) which are formed by an elastic membrane (65) connected in a sealed manner to a central body (76) movable axially, the latter cooperating with two valves (58 and 59) loaded with springs and arranged coaxially with it, each of these valves closing a chamber (74, 75) which is connected to the pressure valve (A), one of the chambers (56) being connected to a pressure valve.

ized in that the central body (76) is loaded with a spring (77), dimensioned so that when the same pressure prevails in the chambers (56,

57), one of the valves (58,59) is lifted from its seat by the central body (76).

25. Installation according to claims 1, 22 and 23, charac-

axle is connected by a calibrated passage to the valve (W).

26. Installation according to claims 1, 22, 23 and 24, characterized in that each of the chambers (74.75) of the valve (W), closed by the valves (58.59), is connected by a calibrated passage ( 78,79) to the pressure valve (A).

between the rooms (56 and 57).

28. Installation according to claim 1, characterized in that the adjustment of the pressure of the brake cylinder as a function of the load of the vehicle is carried out by two valves (M, N) which are influenced on the one hand by a reservoir (LDB ) charged according to the vehicle load and on the other hand by means of the control valve (a), by an air tank

(b) loaded during the initiation of braking.

29. Installation according to claims 1 and 28, characterized in that the supply of compressed air to the brake cylinder (BZ) by the auxiliary reservoir (HBl) takes place via a load transmission valve (N) which comprises three chambers (o, p, q) limited by elastic membranes, from which is suspended a central body (x) axially movable, one of these chambers (o) being connected on the one hand to the brake cylinder (BZ) and d 'on the other hand to the auxiliary reservoir (HB] _) during the initiation of braking by means of a valve (t) cooperating with the central body (x).

30. Installation according to claims 1, 28 and 29, characterized in that the central body (x) comprises an axial bore (r) opening to the outside, this bore (r) being closed by a valve (s) before the opening of the valve (t) of which it is integral, the central body (x) being subjected on the one hand, by the chamber (p) to the action of the pressure of the filling tank (b) and on the other hand, through the chamber (q) to the action of pressure from the load pressure tank (LDB).

31. Installation according to claims 1 and 28 to 30, characterized in that the passage of pressurized air from the pressure tank

load (LDB) to the load transmission valve (N), is controlled by a pressure regulating valve (M), which is influenced by the pressure of the filling tank (b).

32. Installation according to claims 1 and 28 to 31, characterized in that the pressure adjustment valve (M) has two chambers (e, f) limited by elastic membranes, from which is suspended a central body (g), one of these chambers (f) being connected on the one hand to a chamber (q) of the load transmission valve (N) and on the other hand to the load pressure tank (LDB), when starting braking, by a valve (k) cooperating with the body central (g) and interrupting the link with this reservoir at rest.

33. Installation according to claims 1 and 28 to 31, characterized in that the central body (g) comprises an axial bore (h) opening to the outside, this bore (h) being closed by a valve (i) before the opening of the valve (k) of which it is integral, the central body (g) being subjected to the action of the pressure of the filling tank (b) by a chamber (e) connected to it.

ization in that the membranes limiting the chamber (p) of the load transmission valve (N) which is connected to the filling tank (b), are dimensioned in such a way that only one pressure can be produced of about 1.9 atm. at maximum pressure in the filling tank

(b), in the brake cylinder (BZ) and in the chamber (o) to which it is connected.

ized in that the diaphragm limiting the chamber (q) of the charge transmission valve (N) which is connected to the charge pressure tank (LDB) is dimensioned in such a way that at the maximum pressure in the tank charge pressure (IDB) ,, the pressure in the brake cylinder (BZ) and in the chamber (o) to which it is connected can rise to 3.8 atm. during full braking.