DE1029854B - Compressed air braking device for rail vehicles - Google Patents

Description

Compressed air brake device for rail vehicles The invention relates focus on air brake devices, especially for use in European Railways where the brakes are applied by compressed air from an auxiliary tank and the braking force due to pressure fluctuations. the compressed air in a main line is regulated with respect to a constant pressure in a control container.

In known braking devices of this type, it is sometimes common to first the auxiliary tank during (les by increasing the main line pressure caused complete release of the brakes with compressed air from the main line a relatively wide, open in only one direction: connection except for one fill the control tank with a certain pressure below the main line pressure but to keep the auxiliary tank and the main line separate from the front, and then after the brake cylinder pressure has dropped to a certain value, the auxiliary tank and the control container by making bi-directional filling and filling Overload return flow throttle connections to the main line to allow in to compensate for any lower pressures present in these containers.

It has been shown that the fully filled control container after Blocking off the main line suffers only minor leakage losses and therefore keeps its pressure constant for a considerable period of time on the other hand, by repeatedly applying and releasing the brakes, For example, when driving downhill, a steadily increasing pressure drop in the control tank Could be effected, as with each temporary release of the tax payer again Silt up with the main line and thereby the control tank pressure, if applicable reduced to a value insufficient to properly control the brakes will. At the same time you could see that the slightly lower pressure in the auxiliary tank after completion of the filling process via the filling connection effective in only one direction is not necessarily compensated for when the brakes are repeatedly applied and released.

The aim of the invention is to create a Brernseinrichtung at the possibility of such an undesirable pressure drop in the control tank repeated application and release of the brakes is excluded.

It still belongs to the state of the art, the sensitivity drilling keep closed when the main line pressure is still below the control pressure is restored. It is also known per se, a tap flow from the main line depending on the pressure in the main line or in the - brake cylinder to lock. Finally, it is known to use slight gradations of the braking force with slight Braking the train on the level or only slightly inclined route -, _ r without the filling valve uncontrolled in the filling position and without the acceleration valve appeals to.

The invention is based on compressed air brake devices for rail vehicles, in particular: three-pressure control valves, with control members in the Be. tank filling connections and means for locally tapping the main line upon initiation. a braking. In the case of pneumatic braking devices of this type, the invention consists in the combination a known transfer chamber for receiving the tapped from the line Compressed air with a continued compressed air after filling the transfer chamber the main line into the brake cylinder and the throttle connection leading to the atmosphere and an intermediate valve, which is larger than that for actuating the main control valve necessary lowering of the main line pressure reverses to its final position, in which it interrupts the said throttle connection.

One embodiment of the invention includes a fill valve with the auxiliary container filling connection at the same time as the control container filling connection interrupts to the main line.

Another feature of the invention is that the filling valve when Initiation of braking by Be serve with the one from the main line tapped compressed air is reversed into the final position.

According to a further feature of the invention, the intermediate valve follows The main line pressure rises again to one between the higher control pressure and the reversal of the valve in the final position under the action of Control tank pressure enabling lower pressure in an intermediate position, in which it releases the throttle connection again while the filling valve continues remains acted upon by auxiliary container air and therefore remains in its final position.

According to the invention, in the intermediate position of the intermediate valve in in a manner known per se, releasing the brake, d. H. establishing main pressure to a value which is only slightly below the control pressure without the filling valve passes into filling position.

Another feature of the invention is that the intermediate valve includes a movable piston member. which contrary to the control tank pressure below the increasing pressure in the main line and with the contribution of the transfer chamber pressure is pushed out of the final position and thus remains in the intermediate position, that after reaching the transfer chamber pressure in the restored throttle connection is drained.

Further features of the invention are that the movable piston member of a slide is formed, which both said throttle connection as well controls the connection between the auxiliary tank and the filling valve, and that the Intermediate valve contains a membrane that is related to the slide and on the one hand from the control tank pressure and, on the other hand, from the main line pressure in conjunction with the Tension of a spring and then the transfer chamber pressure acting on the face of the slide is applied.

An embodiment of the invention is shown in a schematic view -in shown in the drawing. The braking device shown consists of a brake control valve1 to control. the filling of the auxiliary container 3 and the control container 2 of the individual Railway carriages from a main line carried by the locomotive through the whole train 4 and for controlling the inflow and outflow of compressed air from the auxiliary tank into or out of a Brems.zylnnder 5, whereby the brakes of the car concerned be tightened and released according to the pressure fluctuations in the main line.

To fill the main line 4 with compressed air and to change the Main line pressure finds the usual driver's brake valve, not shown the locomotive use. The driver's brake valve is usually operated by a hand lever moved into a release position in which the main line when first filling the braking device with a comparatively high pressure (approx. 8 kg / cm2) Compressed air is applied to a uniform rapid release of the brakes to the wagons equipped with braking devices of different types in the train reach; Furthermore, it can be brought into a driving position in which a normal Maintain the operating pressure (approx. 5 kg / cm2) of the compressed air in the main line is used to release and / or keep the brakes of the cars released; further is a Service brake position provided in which, depending on the duration of this setting, a ? Reduction of the main line pressure by a selectable amount below the operating pressure is effected to initiate a correspondingly strong braking; also is a Final position possible in which compressed air can be selected under the set Pressure in the main line is complete, and finally an emergency braking position, in which compressed air at high speed from the main line into the atmosphere is lowered to bring about an emergency stop.

The brake control valve 1 consists of a pipe support 6 and a through Not shown means attached to the housing 7. Both the pipe support 6 as the housing 7 are also provided with corresponding sealing surfaces 8, 9, between which a seal 10, preferably made of elastic material, is arranged.

A main line bore 11 is provided in the pipe support 6 for connection to the main line 4 passed through the carriage; a main line bore 12 which via an opening in the seal 10 with a corresponding main line bore 12 in the housing 7 and via one after removal; the sealing surface 8 of the seal 10 Accessible and replaceable auxiliary tank overflows [rlad.ungsrückstromdro.ssel 14 and an opening @ in the seal 10 with an auxiliary tank overcharge backflow bore 13 is in constant communication in the housing 7; a transfer chamber 15, which at Use of the braking device in question is required for freight train operations; one via an opening in the seal 10 with a corresponding bore 16 in the Housing 7 in constant communication with rapid action drilling 16: a transmission chamber 17, when using the relevant braking device for passenger cars Remove a screw plug 18 in the sealing surface 8 with the quick action hole 16 can be connected in the pipe support 6; a Bremsylinderhohrung 19, which with a brake cylinder line 20 connected in turn to your brake cylinder 5 is and via an opening in the seal 10 with a brake cylinder bore 21 in Housing 7, via a throttle 23 arranged exchangeably in the sealing surface 8 a brake cylinder bore 22 in the housing 7 and two in the sealing surface 8 interchangeable angeerdriete throttles 26, 27 with the Bremszy cylinder bore 24, 25 in the housing 7 in constant #, 'erbind.uing stands; a control tank bore 28 which has an opening in the seal 10 with a corresponding control container bore 28 in the housing 7 and with .ein turn connected to the control container 2 control container line 29 is in constant communication; and a pressurized air outlet bore 30, which via in the sealing surface 8 of the pipe support 6 exchangeably arranged throttles 35, 36, 37, 38 and openings in the seal 10 with compressed air outlet bores 31, 32, 33, 34 in the housing 7 is in constant communication.

The usual main line shut-off valve 39 is located on the pipe support 6 with air filter 40 and shut-off valve 41 to be operated by hand lever 42, that for making and breaking the connection between the main line bores 11 and 12 'is used in the pipe support. It contains a filter element 40 in a permanent way with the main line bore 11 connected chamber 43, one of the chamber 43 inlet bore 44 leading to the shut-off valve 41 and one continuously connected to the main conduit bore 12 outlet bore 45 connected in the pipe, carrier. The Alaspea-r.-bahn 41 contains an overflow channel 46, depending on the position of the hand lever 42 with the holes 44, 45 can be brought into overlap.

Furthermore, a release valve 47 is attached to the pipe support 6. It contains two lift valves 48, 49 in a control tank and an auxiliary tank chamber 50, 51, which by sitting on the valve seats 52, 53 the connection between the Chambers 50, 51 and one via a bore 55 in the valve housing constantly with the Interrupt chamber 54 connected to the atmosphere. With two light compression springs 56, 57, the valves 48, 49 are loaded in the correct closing direction. To open the valves 48, 49 against the tension of the springs 56, 57 are two within the unpressurized Chamber 54 sliding in valve 47. guided actuating tappets 58, 59 are provided. By means of a slidably guided member 60, whose arranged offset by 180 ° Arms 61, 62 to the. Rests 58, 59, the valves 48, 49 of. lift off their seats. A spring 63 in the unpressurized chamber 54 seeks the link 60 against a ball joint-like connection 64 with a through a housing opening 66 of the valve 47 to press the actuating lever 65 guided to the outside. The operating lever 65 is in the plane of the ball jointed joint 64 with a flange 67 provided. Which by the acting on the member 60 spring 63 against a shoulder of the opening 66 is pressed, whereby the movable arms of the valve 47 the in take the normal position shown in the drawing.

To vent the valves 48, 49 and the chambers 50, 51 after the pressure-free Chamber 54 out. to open, the operating lever 65 is tilted so that the flange 67 executes a rotary movement around the point of contact. This makes the link 60 moves in the direction of the valves 48, 49 and lifts them by means of the tappets 58, 59 from their seats. The plunger 58 is longer than the plunger 59, so that the valve 48 before valve 49 opens. It can therefore depending on the angular deflection of the actuating lever 65 either the valve 48 or both valves 48 and 49 are opened will.

The chamber 50 in the valve 47 is always with the control container bore 28 and the chamber 51 are permanently connected to an auxiliary container bore 68 in the pipe support 6. The auxiliary container bore 68 is in turn in constant communication via a line 69 with the auxiliary container 3 and via an opening in the seal 10 with a corresponding one Hi, fluid reservoirs: bore 68 in the housing 7 is.

The housing 7 contains the outlet holes in addition to the holes listed 70, 71, the brake cylinder bores 72, 73, 74, a control container filling hole, g 75, Control container filling and Überla, manure return flow bores 76, 77, 78 and a filling valve control bore 79.

A quick-acting throttle is located inside the housing 7 80, a calming throttle 81 between the main line and the main control valve, one Calming throttle 82 between the brake cylinder and the main control valve, a wide control tank filling throttle 83, a narrow control container filling nozzle3 84- and a narrow auxiliary container, rfülldrossel, el 85.

In the housing 7 or otherwise directly there. connected to it are a changeover valve 86, an acceleration valve 87, a control valve 88, a filling shut-off valve 89, a filling valve 90, an intermediate valve 91, a control container overload check valve 93, an auxiliary reservoir older overload check valve 95 and a brake cylinder minimum pressure valve 86 is provided with a bore 97 which is guided inwardly into the housing 7 and into which radial bores 24, 25, 31, 32, 33, 34, 70; 71, 72 open out of the housing 7. A sliding piston valve 98 is inserted in a sealing manner into the bore 97. The piston valve 98 can be in the longitudinal direction in the positions "freight train" and. Move the "passenger train" by means of a cam 99 with pressure piece 100, which is arranged in a cap 101 above the bore 97 and which is actuated by a hand lever 102 which is guided outwards through the cap 101. The cam 99 is. rotatably attached to the cap 101 by means of a pin 103. The pressure piece 100 is rotatably attached to the cap 101 at one end by means of a pin 104. The hand lever 102 is simple by means not shown, for example. firmly connected to the cam 99 by the pin 103. The cam 99 is provided with stops 105, 106, which extend predominantly in the radial direction from the pin 103 and rest on corresponding shoulders 107, 108 on the inside of the cap 101 , whereby two end positions of the cam 99 rotatable about the pin 103 are determined . The free end 110 of the pressure piece 100, which on the other hand rests against a central projection 111 of the slide 98, slides on a controlling surface 109 of the cam. In a chamber 114 in the bore 97 in front of the slide 98, a light compression spring 112 is arranged, which presses the slide 98 against the pressure piece 100 which in turn rests on the cam 99. In the drawn freight train position of the hand lever 102, the stop 106 of the cam 99 rests on the shoulder 108 of the cap 101, and the slide 98 is in the corresponding drawn position. If the hand lever 102 is moved from the freight train position to the passenger train position, the cam 99 rests with the stop 105 against the shoulder 107 on the cap 101, and the spring 112 moves the slide 98 following the curvature of the controlling cam surface 109 into the corresponding position Person, retired. The length of the slide 98 is matched to the bore 97, that the. Chamber 114 is constantly in communication with the bores 31 and 70 and is also connected to the bore 32 in the passenger train position of the slide. An annular groove 115 is machined into the outer surface of the slide 98 and is constantly connected to the ventilation bores 33, 71 in both positions of the slide and, moreover, to the ventilation bore 34 when the slide is in the passenger train position. A corresponding annular groove 116 in the slide 98 is in constant communication with the brake cylinder bores 24.72 in both slide positions and is also connected to the Bre.mszvlinderbobrung 25 when the slide is in the passenger train position.

To accommodate the parts of the acceleration valve 87, the Gehättse7 is provided with a rotationally symmetrical, irregularly shaped recess, which consists of a central bore 117, a recess formed by a recess 118 and intended to receive a spring, and one of. the surface 119 limited., the movement of a diaphragm with a diaphragm disk making part is composed. A cap 120 provided for the acceleration valve 87 is placed on a corresponding sealing surface 122 on the housing 7 with the aid of fastening means (not shown). It contains a recess delimited by the surface 123 which is in communication with an auxiliary container bore 68 in the cap. The bore 68 in turn is permanently connected to the corresponding bore 68 in the housing 7 via the sealing surfaces 121, 122. In. the bore 117 of the housing recess is inserted in a sealing manner with a piston valve 124 which is fastened with its end facing the cap 120 in the center of a membrane disk 125. The membrane disk 125 is provided with a central threaded extension 126 which protrudes through an opening 127 in a membrane disk 128 into the recess of the cap 120. Both membrane disks 125, 128 are pressed together by means of a nut 130 screwed onto this attachment. A flexible membrane 131 made of an elastic material is clamped with its middle part between the membrane disks 125, 128 and with its circumference between the cap 120 and the housing 7. It can be moved in the axial direction and prevents compressed air from flowing over from one side to the. other. The membrane 131 with the membrane sockets 125, 128 divides the space formed by the recesses in the housing 7 and the cap 120 into two chambers 132, 133. The chamber 132 is in constant communication with the main line bore 12 in the housing 7, and the chamber 133 with the bore 68 in the cap 120 leading to the auxiliary container. A light compression spring 134, which surrounds the slide 124 and acts between a shoulder 135 of the housing 7 and a shoulder 136 of the diaphragm disk 125 in the chamber 132, seeks to move the diaphragm in the direction of the chamber 133. On the inside of the cap 120 there is a sprue 137, against the stop surface 138 of which the threaded projection 126 of the diaphragm disc 125 rests on the diaphragm 131 under the action of the spring 134 and / or the higher pressure in the chamber 132 compared to the pressure in the chamber 133 creates, whereby the drawn end position of the moving parts of the valve 87 is determined. If the pressure in the chamber 132 is somewhat, for example 0.05 kg / cm °, compared to the pressure in the chamber 133 by lowering the main line pressure When braking is initiated, the diaphragm 131 moves with the slide 124 from the position shown in the direction of the chamber 132 into a quick-action position determined by a ring-shaped shoulder 139 of the diaphragm disc 125 resting against a corresponding shoulder 140 of the housing 7 . Two longitudinal grooves 141 are machined into the circumference of the slide 124, both of which are constantly open to the chamber 132 connected to the main line. Via a bore 142 in the slide 124, one longitudinal groove is also continuously connected to the bore 117 which is otherwise closed off by the end wall of the slide 124. The length of the other groove. 141 is dimensioned so that this groove, in the quick action position of the slide 124, loops over the quick action bore 16 opening into the bore 117, while in other slide positions it is separated from the bore 16 then closed by the slide.

To accommodate the parts of the main control valve 88 is in the housing 7 a bore 143 is provided which extends from a sealing surface 144 and with a mouth 146 surrounded by a valve seat 147 into a somewhat smaller bore 145 merges in the housing. The bore 145 opens into an equiaxed, through a Bottom 148 and cylindrical walls 149 edged recess in the housing 7, the is open via a coaxial bore 150 to the sealing surface 122, wherein the transition from the cylindrical wall 149 to the end wall of the bore 150 is formed by an annular shoulder 151. On the sealing surface 144 of the housing 7, an end cap 152 is attached, which also closes the mouth of the bore 143 and thus the closure member one through the bore 143 and the valve seat 147 at the mouth 146 of the bore 145 certain brake cylinder inflow chamber 153 forms. The brake cylinder inflow chamber 153 is continuously connected to the auxiliary reservoir hole 68 in connection. In the brake cylinder chamber 153 there is a one in the bore 143 guided inlet valve 154 for controlling communication between chamber 153 and the opening 146, which is supported by a against the closure cap 152 light compression spring 155 in chamber 153 is loaded in the closing direction ..

A piston slide 156 is movably arranged in the bore 145, the cross section of which is reduced at one end to such an extent that this end can be guided with play through the opening 146 to rest against the valve 154. The outer circumferential surface of the offset slide end results in the inner wall of an annular channel 157 delimited on the outside by the bore 145, which is constantly in communication with a brake cylinder bore 72 opening radially into the bore 145. The remote end of the slide 156 contains an axial brake cylinder ventilation bore 158 which is connected via radial bores 159 at the bottom of the bore to an annular groove 160 machined into the circumference of the slide. The annular groove 160 in turn can be brought into connection with the venting bores 70, 71 opening into the bore 145 in the manner described below, depending on the position of the slide 156. In the circumference of the slide 156, a further annular groove 161 is also incorporated at a distance from the annular groove 160, which, depending on the slide position, can also be brought into overlap with the main line bore 12 and the container filling and overload return flow hole 77 .. In the through the cylindrical surface 149 and the bore 150 delimited recess of the housing 7 is arranged a membrane disk 162 connected to the slide 156 and releasably connected to a membrane disk 163 by means of a threaded attachment 164 and a nut 165. A flexible membrane 166 made of elastic material is arranged between the membrane disks 162, 163, which prevents compressed air from flowing over the membrane disks in the axial direction, but allows the two membrane disks to move axially. The inner edge of the membrane 166 is clamped between the membrane disks 162, 163 and the outer edge between the housing 7 and a clamping ring 167 inserted into the bore 150 and pressed against the shoulder 151 by several screws 168 distributed over the circumference. The height of the clamping ring 167 is such that one end face 169 of the ring intersects with the sealing surface 122 of the housing 7 after the screws 168 have been tightened. To accommodate the screw heads, corresponding recesses 170 with a flat bottom are provided in the clamping ring 167 .

The main control valve 88 further includes a with a sealing surface 172 on the end surface 169 of the clamping ring 167 and the sealing surface 122 of the Gethäuses 7-fitting housing member 171. The member 171 has a recess 173 with the Inneninantaelflache of the clamping ring 167, the diaphragm 166 and the diaphragm plate 163 forms a pressure-free chamber 174 continuously connected to the atmosphere via a vent hole 175 in the member 1771. On the opposite side of a partition wall 176 in the member 171 is a delimited by a cylindrical surface 177; Recess which merges into a sealing surface 178.

A closure cap 179 is by means of a sealing surface 180 on the corresponding sealing surface 178 is placed on the housing member 171 and covers the mouth the recess formed by the hollow cylinder 177 in the housing member 171. By doing Space between the closure cap 179 and the aforesaid recess in the housing member 171 are two membrane disks 181 screwed together by a nut 183, 182 and one with the inner edge. between these two discs and with the outer edge between the cap 179 and the housing member. 171 cingespanute membrane 184 arranged, whereby one chamber 185 connected to the main line and one to the control vessel connected chamber 186 are formed. The nut 183 is on a threaded approach 187 of the diaphragm disc, 181 screwed through a central hole 188 in the membrane disk 182 in the control container chamber 186 protrudes. On that of the main conduit chamber 185 facing side, the membrane disk 181 is provided with an opening 189, up to the threaded attachment made from one piece with the membrane disc 187 is enough and in which a cylindrical pin 190 is inserted through the. Ha, uptleitungskannmer and a hole 191 in the partition wall 176 in the unpressurized Chamber 174 protrudes, whereby he is against. those associated with the membrane disk 162 Threaded shoulder 164 abuts.

In the control tank chamber 186 there is a delayed refill controlling spring 192 between end wall 193, cap 179 and an inner flange 194 of a spring plate 195 is effective. The spring plate 195 is also still with a Outer flange 196 provided with a shoulder 197 on an annular fixed Stop member 198 is applied. The annular stop member 198 is with a radial outwardly guided flange 199, which is fastened by means of several screws 200 in a recess is attached to the closure cap 179. The spring 192 seeks the To hold the spring plate 195 in the position shown, in which the flange 196 at the shoulder 197 rests against the fixed annular stop member 198.

On the side of the membrane opposite the pressure-free chamber 174 166 is one of this membrane, the Abschlusswa, nd 148 in the housing 7 and the cylindrical surface 149 surrounded chamber 201 with the brake cylinder bore 74 in the housing 7 is in constant communication. A compression spring 202 is in the brake cylinder chamber 201 between a shoulder 203 on the housing 7 and an inner flange 204 one also spring plate 205 still provided with an outer flange 206 is effective. The spring 202 seeks to press the flange 204 of the spring plate 205 against the diaphragm disk 162, the flange 204 in the radial direction through a mating surface 207 on the diaphragm disc 162 is held. Is in a machined in the hollow cylinder surface 149 groove inserted a fixed stop member 208 in the form of a snap ring, which radially in the brake cylinder chamber 201 in the path of the outer flange 206 of the spring plate 205 protrudes. This stop member 208 is only used when the main control valve is removed 88 effective, whereby it by running up of the flange 206 of the spring plate 205 the Retains spring 202 in the spring chamber in the housing 7, while the membrane with the associated membrane disks and the slide 156 after removing the cap 179 and the clamping ring 167 can be removed from the housing. On the Operation of the brake control valve 1 has the stop member 208 and the spring plate 205 otherwise no influence. Those in working the main stern valve fully assembled 88 evoked. Movements of the membrane 166 with the spring plate 205 in the direction after the chamber 186, by pressing the Membranschei.be 182 against one of the Shoulder 197 opposite shoulder 209 on the stop member 198 by means of the Pin 190 limited, the spring plate 196 waving against the tension of the spring 192 is lifted from the shoulder 197.

The filling shut-off valve 189 consists of a piston valve 120, the movably and sealingly guided in a bore 211 in the housing 7 and via a Shaft 213 in the extension of the valve body with a diaphragm disk 212 connected is. The membrane disk 212 is on its periphery in one through the sealing surface 144 of the housing 7 introduced and guided in a shoulder 215 ending bore 214. With a correspondingly designed annular surface, the membrane disk 212 apply to the shoulder 215, whereby the stroke of the diaphragm disc in the direction of this shoulder and thus the stroke of the shaft 213 and the slide 210 in the corresponding direction is set. Between the bores 211 and 214 is a recess in the form of a pressure-free chamber 216 incorporated into the housing, which is continuously connected to the atmosphere via a vent hole 218 and serves to accommodate a compression spring 217. The spring 217 is supported at one end against the pressure-free chamber 216 facing Meinbran disk 2 and with the other End against a radially outwardly directed stop on your shaft 213 seated spring plate 220. The spring plate 220 is by the spring 217 in the drawn position held in which he at one of the mouth of the bore 211 in the pressure-free chamber 216 surrounding annular surface 221 rests. The bore 214 is introduced into the housing 7 from the sealing surface 144 and enables removal of the individual parts of the valve 89, including the membrane disk 212, the shaft 213, the Slide 210 etc. belong. It is provided with a stop 223 and with a sealing surface 222 placed on the sealing surface 144 part of the closure cap 152 completed. A movable membrane 224 made of an elastic, supported by inserts Reinforced material is over a suitably shaped part of the diaphragm disk 212 pulled and clamped at its circumference between the closure cap 152 and the housing 7. It forms a movable Abächlußwand a chamber 225 in front of the closure cap 152. via a bore 28 in the closure cap 152 and corresponding openings The chamber 225 is in constant communication with the sealing surfaces 144 and 122 the housing bore 28 leading to the control container 2. The spring plate 220 is with an inwardly directed shoulder 226 which extends against one in an annular groove on the circumference of the shaft 213 inserted divided stop ring 227 and thereby the movement of this shaft and the associated membrane disk 214 the action of the spring 217 in the direction after the control tank chamber 225 and the spring, the shaft and the diaphragm disc when uni expansion holds together through the bore 214. The slide 210 has a central longitudinal bore 228 provided, on the one hand at the end of the slide in a through an end wall 230 in the housing 7, the walls of the bore 211 and the front end of the slide formed chamber 229 and on the other hand via radial bores in one in the circumference of the sliding door 210 incorporated annular groove 231 opens. The annular groove 231 is covered in the slide position shown, the radially brought up to the bore 211 Main line bore 75. Chamber 229 is continuously attached to the through the end wall 230 opening container filling and overcharge backflow bore 76 connected.

The filling valve 90 consists of a piston valve 232, which is in a through an end wall 234 in the housing 7 closed bore 233 movably guided is. At one end the slide 232 is connected to a membrane disk 235, its associated membrane 236 on one side of atmospheric pressure in a chamber 237 and. on the other hand, acted upon by the pressure in a control chamber 238 is. The chamber 237 is constantly connected to the atmosphere via a vent hole 239 in connection. It is pushed into the housing 7 by a one from the sealing surface 144 incorporated, the membrane 236 with membrane disk 235 and partly the slide 232 receiving recess formed. Between the membrane disk 235 and a Abutment on the housing 7 in the chamber 237, a compression spring 240 is effective, which the Membrane disk 235 and the slide 232 in the through. Fit the membrane 236 a stop 241 on the part forming an end wall of the control chamber 238 the cap 152 seeks to move certain filling position. The control chamber 238 is through a bore 79 in the cap 152 and corresponding openings permanently connected to the bore 79 in the housing 7 in the sealing surfaces 222, 144. The free space between the front end of the slide 232 and the end wall 234 in. The bore 233 is through a near the membrane disk 235 into the chamber 237 opening longitudinal bore in the slide 232 vented to the atmosphere, so that the formation undesired air cushions that dampen the slide movements are prevented. In the slide 232 is an annular groove 243 incorporated, which is constantly with the radial Container filling and overcharge backflow bore 76 opening into bore 233 is in connection and also to cover with the also in the hole 233 opening control container bore 28 can be brought. Furthermore, the slide is 232 is also provided with a similar groove 244, which is continuously connected to the auxiliary container bore 68 is in connection and, depending on the slide position, also to the overlap can be brought with a container fill and overcharge return hole 78.

The intermediate valve 91 contains a slide 245 which is movably guided in a bore 246 in the housing 7 that ends at an end wall 247 and continues from the bore 246 through a chamber 248 into a membrane disk 249. The membrane disk 249 is connected to a flexible membrane 250 made of an elastic material reinforced by inserts. A membrane disk 251 in a chamber 252 is connected to the membrane disk 245 by means of a nut 253 screwed onto a threaded shoulder 254 of the membrane disk 245, and the membrane 250 is clamped between two membrane disks. The chamber 248 in the valve 91 is formed by the membrane 250 and a recess machined from the sealing surface 144 into the housing 7 for installing and removing the membrane with the associated membrane disks. A compression spring 255 placed on the slide 245 is effective in the chamber 248 between the housing 7 and the membrane disk 249 and seeks to move this membrane disk with the slide 245 in the direction of the chamber 252 into the position shown in which the threaded projection 254 is attached to a Stop 256 abuts against the part of the closure cap 152 which closes off the chamber 252 and forms a stationary wall. The chamber 252 is constantly connected to the Steuerbehistorbo tion 28 in the housing 7 via a bore 28 in the cap 152. The chamber 248 is continuously connected to the canister and overcharge return bore 77. The chamber 257 formed between the front end of the slide 245, the front wall 247 and the inner wall of the Bohrurig 246 is permanently connected to the bore 16 leading to the transfer container. The slide 245 is provided with a longitudinal bore 258 which opens into the chamber 257 at the front end of the slide and, on the other hand, radially into an annular groove 259 in the circumference of the slide. The annular groove 259 can be made to overlap with the brake cylinder bore 73 opening radially into the bore 246. A similar annular groove 260 in the circumference of the slide 245 can be made to overlap with the auxiliary container bore 68 opening radially into the bore 246. The bore 79 coming from the control chamber 238 of the filling valve 90 opens into the bore 246 in the radial direction and can be brought into connection with the chamber 257 or with the groove 260, depending on the slide position.

The control container fill check valve 92 consists of a check valve 261, which for the purpose of expansion with the cap 152 removed in one of the sealing surface 144 is arranged from a recess machined into the housing 7. When the cap 152 is in place, the check valve 261 is opened by an in a turning of the cap inserted between the check valve and the closing cap acting light spring 263 is loaded in the direction of the seat 262. The check valve 261 controls communication between an inlet chamber 264 on one side of the valve seat 262 and an outlet chamber 265 on the other Page. The inlet chamber 264 is continuous with the main line bore 12, the outlet bore 265, on the other hand, is constantly connected to the inlet side of the throttle 83. Via the back pressure valve 92 compressed air can flow over from the inlet chamber 264 into the outlet chamber 265, while in the opposite direction this connection is interrupted.

The control tank overcharge check valve 93 consists of one Check valve 266, which is inserted in one of the sealing surface 144 into the housing 7 incorporated recess closed off by the cap 152 is and by sitting on a valve seat 267 the connection between an injection chamber 268 on one side of the seat and an outlet chamber 269 on the other side interrupts. The inlet chamber 268 is always in unthrottled communication with the Canister fill and overcharge return bore 76 and also about the throttle 84 in throttled communication with the canister fill and overcharge backflow bore 77, while the outlet chamber 269 is constantly in unthrottled communication with the bore 77 is. Compressed air can flow out of the inlet chamber via the check valve 266 in the valve 93 268 into the outlet chamber; r 269 overflow, while in the opposite direction this Connection is interrupted.

The auxiliary tank fill check valve 94 includes a check valve 270, which is held on its seat 272 by a spring 271. In this position it interrupts the connection between an inlet chamber 273 on one side the valve seat and an outlet chamber 274 on the other side. The outlet chamber 274 is used to facilitate the installation and removal of the non-return valve 270 when the Cap 152 from one of. the sealing surface 144 machined into the housing 7 Formed recess. The outlet chamber 274 is continuously connected to the auxiliary tank bore 68, the inlet chamber 273 on the other hand constantly to the container filling and Überladungsrückströmbohru: ng 77 connected. The spring 271 is in a recess of the corresponding part the closure cap 152 is arranged and acts between the bottom of this recess and the check valve 270 via a spring plate 275. Via the check valve 270 can flow over compressed air from the inlet chamber 273 into the outlet chamber 274, when the pressure gradient in this direction to open the valve against the tension the spring 271 is sufficient, while this connection is interrupted in the opposite direction is.

The auxiliary container Überlad.ungsrückschla, g valve 95 consists of one Check valve 276, which by sitting on its seat 277 the connection between an inlet chamber 278 and an outlet chamber 279 interrupts. The outlet chamber 279 is through a recess worked into the housing 7 from the sealing surface 144 formed on the outlet side of the valve seat 276. She is through. the closure cap 152 completed, which allows the installation and removal of the check valve 276 will. The inlet chamber 278 is constantly connected to the auxiliary container filling via the throttle 85 and Überladungsrückst.römbohrun: g 77 connected and is also constantly in unthrottled connection with the tank filling and overcharge backflow bore 78, while the outlet chamber 279 is in constant communication with the auxiliary tank overcharge backflow bore 13 stands.

To accommodate the brake cylinder minimum pressure valve 96, a bore 280 extending from the sealing surface 144 is machined into the housing 7 and merges into a coaxial second bore 281 with a smaller diameter. The bore 281 in turn continues into a coaxial bore 282, which in turn ends in a coaxial, predominantly cylindrical chamber 283. An annular shoulder 284 is formed in the housing at the opening point of the bore 280 in the bore 281 and an annular shoulder 285 is formed at the opening point of the bore 281 in the bore 282. Both shoulders are perpendicular to the center line of the holes. The Bremszylindzermin.destdruckventil 96 contains a valve guide 286 in the form of a thin-walled hollow cylinder, which is arranged coaxially on the chamber 283 and serves to guide a poppet valve 287 when opening and closing in cooperation with a valve seat 288. The valve set 288 is formed on a hollow cylindrical member 289 inserted into the bore 282 and connected to the valve guide 286. The interior of the valve guide 286 is permanently connected to the exterior via radial bores 290, so that both spaces practically represent sub-spaces of the chamber 283 which is permanently connected to the brake cylinder 5 via the bore 72 in the housing 7. A compression spring 291 arranged coaxially in the chamber 283 is supported between a recess in the housing 7 and the center piece of the valve 287 and seeks to move the valve in the direction of its seat 288. A plunger 292 is used to open the valve 287, which is movably guided in a bore 293 in a guide member 294 and through the member 289 lies against the middle part of the valve 287 tightly fitted into the bore 282. On the other hand, it rests with a correspondingly shaped shoulder on the annular shoulder 285 in the housing 7, whereby the axial position of the member 289 and the valve guide 286 in the housing is determined. At the point of contact between this guide member 294 and member 289, an annular chamber 295 is formed within the bore 282, into which the brake cylinder bore 21 opens radially and which communicates with the interior of the hollow cylindrical member 289 via radial bores 296. A support ring 297 connected with the guide member 294 is fitted tightly into the bore 281. Within the bore 281 and comprising the guide member, under the support ring 297, there is an annular chamber 298, which is constantly connected to the brake cylinder bore 22 in the housing 7 and via radial bores 299 at the attachment point of the support ring 297 on the guide member 294 to a cylinder connected to the brake cylinder Chamber 300 is connected within the support ring. A membrane disk hangs with its tappet 292. 301 in the chamber 300 together, to which a flexible, annular membrane 302 with the inner edge by means of a second. Membrane disk 303 is clamped. The membrane disk 303 is fastened to the membrane disk 301 by a nut 305 screwed onto a threaded shoulder 304 of the membrane disk 301. The membrane 302 is clamped with the outer edge next to the support ring 297 by a second clamping ring 306 inserted into the bore 280, the sealing surface 222 of the closure cap 152 and the annular shoulder 284. A pressure spring 307 is arranged in a pressure-free chamber 308, which is constantly connected to the atmosphere via a vent hole 309 in the cap 152, which seeks to move the membrane 302 with the plunger 292 in the direction of the chamber 283 connected to the brake cylinder. The spring 307 is arranged between a recess in the cap 152 and the annular space between the nut 305 and the bulged part of the diaphragm disk 303 and seeks to move the diaphragm with the plunger 292 into the position shown, in which a shoulder 310 of the diaphragm disk 301 is at the end face of the guide member 294 rests against the mouth of the bore 293. In this position of the tappet 292, the valve 287 is lifted from its seat 288 against the tension of the spring 291. Operation It is assumed that the Bremssteuerve; ntil 1 is located on a carriage within the train set, that the main line 4 connected to the bore 11 in the pipe support 6 is connected to the corresponding bores on the control valves of all the cars in the train, that the Bore 12 in the pipe support 6 is connected to the main line bore 11 via the shut-off valve 41, so that the changeover valve 86 is in the drawn freight train position in which the bores 32, 34 and 25 are closed by the slide 98, while between the bores 31 and 70, 34 and 71, 24 and 72 corresponding connections are made, and that finally no compressed air standing under higher pressure than atmospheric pressure in the main line 4, in the auxiliary container 3, the brake cylinder 5, the control container 2 and all chambers and bores in the Brake control valve 1 is present.

The acceleration valve is located in pressureless chambers 132 and 133 87 in the drawn end position, in which the threaded extension 126 under the effect the spring 134 rests on the stop surface 138 and the grooves 141 of the slide 124 are withdrawn from the bore 16, thereby establishing communication between the bore 16 and the chamber 132 and thus the main line bore 12 is interrupted. at Pressureless chambers 201, 185 and 186 are the membranes of the main control valve 88 in the drawn release position, in which the spring plate 195 is acting the spring 192 on the fixed one. Stop member 198 rests and the membrane disk 182 by the spring 202 in the chamber 201 by means of the spring plate 205, the membrane disk 162, of the associated threaded attachment 164, the spindle 190, of the attachment 187 and the one associated with this approach and on the Mernb-ran disk 182 attached membrane disk 181 is pressed against the spring plate 195. In the this Position of the membrane disk 182 corresponds to the position of the membrane disk 162 slide 156 is withdrawn from valve 154; the slide groove 160 covers both vent holes 70, 71, and the slide groove 161 covers both the Main line bore 12 as well as the container fill and overcharge return bore 77. Since the slide 156 is withdrawn from the brake cylinder inlet valve 154, this valve is moved into the closed position on its seat 147 by the spring 155 pressed, and the brake cylinder bore 72 is via the annulus 157 and the gap between the valve 154 and the slide 156 with the vent hole 158 in the slide tied together. Via the slide groove 161, the main line bore 12 and the container filling and overcharge return flow hole 77 connected to one another.

When the chamber 225 is depressurized, the filling shut-off valve 89 is in the position shown in which the membrane 224 under the action of on the Diaphragm disk 212 supporting compression spring 217 in the pressure-free chamber 212 rests against the stop 223 on the closure cap 152. In the appropriate position of the slide 210 associated with the diaphragm 212 is located Sliding nut 231 in overlap with the control container filling hole 75, which thereby via this slide groove, the bore 228 in the slide 210 and the chamber 229 with the Control container filling and overloading: backflow hole 76 is connected.

When the control chamber 238 is depressurized, the filling valve 90 is in the position shown, in which the membrane 236 by the spring 240 in of the pressure-free chamber 237 loaded diaphragm disk 235 against the stop 241 the cap 152 is pressed. In the corresponding position of the Membrane disk 235 connected slide 232 is the slide groove 243 in overlap both with the control tank bore 28 and with the tank filling and overload return bore 76, while the slide groove 244 is in overlap with the canister fill and overcharge backflow bore 78 and the auxiliary canister bore 68 is located. When the chamber 252 is depressurized, the intermediate valve 91 is located in the Drawn position in which the threaded extension 254 of the memhran disk 249 under the action of the spring 255 arranged in the chamber 248 on the stop 256 the Verachlußkappe 152 rests. In the corresponding position of the membrane disc 249 connected slide 245 is the slide groove 259 in overlap with the brake cylinder bore 73, and the bore 79 leading to the filling valve connected to the chamber 257 connected to the transfer chamber, while the slide groove 260 covers the auxiliary container bore 68. Since the slide groove 259 covers the brake cylinder bore 73, this bore is via the bore 258 in the Schfeber 245 with the chamber 257 connected to the transfer chamber and therefore also connected via this chamber to the bore 79 leading to the filling valve.

In the valves 92, 93, 94, 95 are in the absence of compressed air the check valves 261, 266, 270 and 276 in the corresponding valve chambers closed.

When the chamber 300 is depressurized, the brake cylinder minimum pressure valve 96 is in the position shown, in which the diaphragm disc 301 rests with the shoulder 310 on the guide member 294 and in which the valve 287 counter to the action of the light spring 291 by the tension of the compression spring 307 in the unpressurized Chamber 308 is open. The chamber 283 and thus the brake cylinder bore 72 are connected to the brake cylinder bore 21 via the opened valve 287, the interior of the member 289, the radial bores 296 and the annular chamber 295. Filling the braking device for the first time In order to refill the braking devices of the individual wagons for the first time as well as to refill them when the brakes have been released after a previous braking, the hand lever of the driver's brake valve (not shown) on the locomotive is usually first moved to the release stall, in which compressed air of relatively high pressure from the main tank of the locomotive overflows directly into the main line 4 on the locomotive, and then after a period left to the decision of the locomotive driver due to various factors, moved into the driving position in which the pressure of the compressed air flowing into the main line on a normally maintained in the main line is decreased. The pressure in the main line in about the first 15 carriages of the train is initially increased to a pressure higher than normal. The number of cars in which the main line is overloaded, and also the duration of the overload, depends on how long the driver's brake valve remains in the driving position and how many cars with braking equipment are in the train.

Compressed air flows from the main line 4 into the individual carriages the brake control valve 1 through bore 11, chamber 43 and bore 46 of the cock plug 41 in the shut-off valve 39 and hole 12 in the pipe support 6, through the corresponding hole 12 in the housing 7 into the chamber 132 of the acceleration valve 87, into the chamber 264 of the control container Füllriicksehlagvent.ils 92 and in the annular groove 161 of the in the Release position located slide 156 of the main control valve 88. The pressure of the compressed air has flowed into the chamber 264 of the control tank fill check valve 92 overcomes the tension of the closing spring 263, so that the check valve 261 opens and pressurized air flows over from the chamber 264 into the outlet chamber 265 and from there through control tank quick fill throttle 83, bore 75, groove 231 and bore 228 in the slide 210 of the filling shut-off valve 89 and chamber 229 into the bore 76, further through groove 243 in slide 232 of filling valve 90 and bore 28 into chambers 225 in the filling shut-off valve 89, 252 in the intermediate valve 91 and 186 in the main control valve 88 and through the line 29 into the control container 2, which is therefore relatively fast according to the pressure increase in the main line 4 and according to the throttle 83 is filled.

At the same time, compressed air flows through the annular groove 161 in the slide 156 of the main control valve 88 and the bore 77 through the throttle 81 into the chamber 185 in the main control valve 88, in the E. inlet chamber 273 in the auxiliary tank filling check valve 94 and to the throttle 85. Under the action of the compressed air in the inlet chamber 273 of the filling check valve 94 opens the check valve 270 against the voltage the spring 271, so that compressed air from the inlet chamber 273 in the Auslaßkamm.er 274 and further overflows through the bore 68 and the line 69 into the auxiliary container 3.

At the same time, compressed air flows relatively slowly through the throttle 85 and through the chamber 278 in the auxiliary tank overload check valve 95, the Bore 78, the annular groove 244 in the slide 232 of the filling valve 90, the bore 68 and the, line 69 also into the auxiliary container 3.

The pressure prevailing in the control container 2 acts at the same time in the Control chamber 186 of the main control valve 88, while the pressure of the check valve 94, the bore 77 and the sliding groove 161 flowing into your auxiliary container 3 Compressed air via the throttle 81 at the same time also in the chamber 185 of the main control valve entils 88 acts.

At the beginning of the overflow of compressed air from the main line bore 12 via the bore 77 in the auxiliary container 3 is the annular groove 161 of the Slide 156 in the main control valve 88 in complete coverage with the in the Bore 145 merging bores 12 and 77, so that temporarily an unthrottled Connection between these. two holes, while the one from the hole 12 overflowing via the control tank filling check valve 92 into the control tank 2 Compressed air is throttled through the throttle 83 to a certain extent.

The pressure in the bore 77 and thus in the chamber 185 of the main control valve 88 increases temporarily faster as a result, and therefore also in a certain amount Time to a higher value than the control tank pressure in the control chamber 186 of the main control valve. The control chamber 186 is continuously connected to the bore 28, which establishes the compressed air connection from the throttle 83 to the control tank. Predominates the faster increasing pressure in the chamber 185 the control tank pressure in the Chamber 186 by about 0.05 kg / cm2, the membrane disks 181, 182 move against it the tension of the spring 192 towards the control chamber 186, whereby the spring plate 195 is lifted from the shoulder 197 of the fixed stop member 198 while the membrane disk 162 with the slide 156 through the one arranged in the chamber 201 Spring 202 follows this movement by means of pin 190 guided in bore 191 will. As a result of the downward movement of the slide 156, the in the annular groove 161 opening bore 12 increasingly closed and thereby the flow of compressed air throttled accordingly from the bore 12 into the bore 77 to the auxiliary container, so that the pressure in the bore 77 to one of the position of the slide 156 corresponding Value is decreased. The slide regulates the compressed air supply in conjunction with the membranes from the bore 12 connected to the main line into the bore 77 automatically to a state of equilibrium between the pressures in chambers 185, 186 im Main control valve 88, so that the pressure increase in these two chambers is practical takes place at the same speed.

Conversely, the diaphragms of the main control valve 88 speak after manufacture of the pressure equilibrium in the. Chambers 185, 186 if in the example chosen the pressure in chamber 185 increases the pressure in chamber 186 by less than 0.05 kg / cm2 predominates, under the action of the spring 192 automatically and leave the slide groove 161 step again to a larger extent over the bore 12, whereby the compressed air flow Reinforced from the bore 12 in the bore 77 and the desired against each other weighed overflow of compressed air via the bore 77 into the auxiliary container 3 and is restored via the bore 28 in the control container 2.

When the braking device is filled for the first time, the pressure in the auxiliary container 3 essentially at the same speed and at about the same value as the pressure in the control tank 2 according to the control tank quick fill throttle 83 rise. The pressure in the auxiliary container 3 is always about 0.07 kg / cm2 below the pressure in the control container 2, since the main control valve 88 controls the pressure in the bore 77 and thus in the inlet chamber 273 of the auxiliary container fill check valve 94 automatically adjusts to 0.05 kg / cm2 via the pressure in control tank 2, while a pressure decrease of 0.12 kg / cm2 from the filling check valve 94 when overflowing the compressed air from the inlet chamber 273 via the outlet chamber 274 into the auxiliary tank is added to the check valve 270 against the tension of the closing spring 271 to keep open.

After the control tank pressure rises to a value of about 4.8 kg / em2, the membrane 224 in the chamber 225 of the Füllab shut-off valve 89 connected to the control tank deviates and leaves the membrane disc, 212 with the shaft 213 and your slide 210 against the tension of the Move the spring 217 in the direction of the chamber 229 until the stop ring 227 connected to the shaft rests on the shoulder 221. As a result of this movement, the slide 210 interrupts the connection between the stanchions 75 and 76, whereby the further inflow of compressed air into the control container 2 via the bore 75 is closed. After the filling shut-off valve 89 has been reversed into the closing position, compressed air continues to flow from the main line 4 via the annular groove 161 in the slide 156 of the main control valve 88, bore 77; Slow filling throttle 84, chamber 268 in the control container overload check valve 93, hole 76, groove 243 in the slide 232 of the filling valve 90, - hole 28 and. Line 29 in the control container 2. Since the control chamber 186 of the main control valve 88 via bore 28, groove 243 in the slide 232 of the filling valve 90, bore 76 and chamber 268 of the control container overload check valve 93 with the outlet side of the control container filling throttle 84 in primed connection and the chamber 185 of the main control valve 88 is in comparatively slightly throttled connection with the inlet side of the filling throttle 84 via the throttle 81 and a branch of the bore 77, the slide 156 of the main control valve 88 is under the influence of the pressures in the chambers 185, 186 on the diaphragms at this point in time such that the compressed air flowing over from the bore 12 into the bore 77 has the overpressure of 0.05 kg / cm2 selected according to the example in the chamber 185 and thus in the bore 77 on the inlet side of the throttle 84 compared to the pressure in the chamber 268 and thus in the bore 76 on the outlet side of the throttle 84 maintains. At the relatively low overpressure of 0.05 kg / cm2, the filling of the control container to a pressure higher than 4.8 kg / cm2 takes place relatively slowly exclusively from the bore 77 via the throttle 84. Since the main control valve 88 automatically adjusts the flow of compressed air into the bore 77 and the auxiliary container 3 to the pressure in the control container 2 and the filling of the auxiliary container takes place practically unthrottled via the auxiliary container fill check valve 94, the pressure in the auxiliary container 3 and thus in the Outlet chamber 274 of the auxiliary container filling check valve 94 immediately before the reversing of the filling shut-off valve 89 when a control container pressure of 4.8 kg / cm2 is reached, practically equal to the control container pressure prevailing at this point in time, i.e. 4.7 to 4.8 kg / cm2 according to the example. After closing the Füllabsperrv valve 89 at a control tank pressure of 4.8 kg / cm2, due to the reduced overflow of compressed air into the bore 77 via the main control valve 88, there is enough time for the compressed air to flow over from the bore 77 into the bore 68 and thus into the Chamber 274 of the auxiliary s container filling check valve 94 via throttle 85, chamber 278 in the auxiliary s container overload check valve 95, bore 78 and groove 244 in the slide 232 of the filling valve 90, so that the pressures on both sides of the check valve 270 until the valve closes balance under the action of the spring 271, while the auxiliary container 3 continues to be filled with reduced speed exclusively via the throttle 85, chamber 278, bore 78, slide groove 244, bore 68 and line 69. During this final phase of the filling process of the container via the bore 77 and the throttles 85 and 84, the compressed air flow from the bore 77 to the container through the two throttles is measured in such a way that the container pressures continue to rise at the same times regardless of the dimensions of the container practically the same values increase.

Does container 2 prevail during the last throttled filling and 3 to more than 4.8 kg / cm2 in the main line 4 the normal operating pressure: for example 5 kg / cm2, to which the containers are also to be filled, takes a long time the overflow of pressurized air into the containers until the pressures are equalized the tanks and the main line 4.

On the other hand, it prevails during the final phase of filling the container after reaching the normal operating pressure of 5 kg / cm2 in the main line pressure higher than normal pressure of 5 kg / cm2; then the containers are over the Chokes 85 and 84 overloaded.

If the control tank 2 is overloaded, the normal pressure will be restored for example, of 5 kg / cm2 in the main line 4, the higher pressure from the control tank relatively fast, but at a controlled speed to the main line 4 balanced out, namely via line 29, bore 28, groove 243 in slide 232 of fill valve 90, bore 76, chamber 268 in the control vessel overload check valve 93 and through the opened valve 266 further throttled through bore 77 in parallel to the throttle 84, groove 161 in the slide 156 of the main: teu.erventils 88, bore 12 in the housing 7 and pipe support 6, bore 45, 46 in the shut-off valve 41, bore 44, chamber 43 and bore 11. The control container 2 is overloaded by overflow. of compressed air with a low pressure gradient only via the one with the control tank overload check valve 93 united throttle 84 under the control of the main control valve 88, during after restoring the normal pressure, for example of 5 kg / cm2 in. of the main line 4 the higher pressure from the control tank via the automatically opening overload check valve 93 parallel to the throttle 84 without significant throttling faster than in the opposite direction Direction is returned to the main line. The possibility that the control tank 2 is overloaded when subsequent braking is to be initiated thus reduced.

If the pressure in the Main line 4 is reduced to the normal value of, for example, 5 kg / cm2 the overpressure from the auxiliary tank rapidly over-rises at a regulated speed Line 69, bore 68, groove 244 in the slide 232 of the filling valve 90, bore 78, Chamber 278 in auxiliary container overload check valve 95 and both via check valve entil 276, bore 13 and throttle 14 and at the same time via throttle 85, bore 77 and groove 161 in the slide 156 of the main control valve 88 are fed back into the main line 4.

When the last amount of compressed air flows into the control tank 2 and when excess pressure is diverted from the control tank, the throttle 85 acts Opposite formation of an overpressure in the auxiliary container 3, while the automatic Interconnection of the throttle 85 with the throttle 14 is relatively quick Backflow before compressed air of higher pressure results, whereby the possibility of there, ß the auxiliary container 3 could then be overloaded when braking is initiated should, is reduced.

After reaching the same pressures in your tanks 2, 3 and the main line 4 take all contained in the brake control valve 1 or associated with it Parts with the exception of the filling shut-off valve 89, which is in the closed position the positions shown. The diaphragms of the main control valve have thereby changed 88 moved back so far under the action of the spring 192 that the spring plate 195 on the membrane disk 182 and the shoulder 197 on the fixed stop member 198. Invest and releasing the brakes To apply the brakes, the driver's brake valve is used the pressure in the main line 4 is lowered on the locomotive in a manner known per se. The non-return valve 270 in the auxiliary tank filling non-return valve 94 of the brake control valve 1 prevents compressed air from flowing back from the individual carriages Auxiliary container 3 via line 69 and bore 68 into the main line. In the meantime likes a small amount of air for a short time through bore 68, slide groove 244 in the filling valve 90, bore 78, chamber 278 in auxiliary tank overload check valve 95 and on flow back into the main line via the transfer charge return path described above. Since the filling shut-off valve 89 is. at this point in its not subscribed lower end position and between the control container quick fill hole 75 and the bore 12 connected to the main line, the non-return valve 261 is used, there is also no significant backflow of compressed air from the Control container 2 takes place via the bore 75 in the main line, if already momentarily a small amount of air via line 29, bore 28, groove 243 in the slide 232 of the Fill valve 90, bore 76, chamber 268 in the control vessel overload check valve 93 and further on the Überladungsrückströmweg described above into the main line zur@ickfli.eßen can.

As a result of the pressure reduction in the main line on the locomotive the pressure in the main line 4 on the first car behind the locomotive also drops to the same value. After a pressure decrease of e.g. 0.05 kg / cm2 in the chamber 132 of the accelerator valve 87 connected to the main line in front of the diaphragm 131 against the auxiliary tank pressure in the chamber 133 on the other On the side of the diaphragm 131, the slide 124 moves against the tension of the spring 134 in by the shoulder 139 of the Mernbran disc 125 in contact with the housing attachment 140 specific quick action position in which the chamber 132 over the slide groove 141 and the bore 16 with the transfer chamber 15 and the chamber 257 of the intermediate valve 91 is connected.

After connecting the chamber 132 of the accelerator valve 87 to the Bore 16 flows compressed air from the main line 4 via bore 11, shut-off valve 39, bore 12 in pipe support 6 and housing 7, chamber 132, groove 141 in slide 124 of the accelerator valve and bore 16 in the transfer chamber 15.

At the same time, compressed air flows out of the bore 16 via the chamber 257 of the intermediate valve 91 and that in the position shown of the intermediate valve Bore 79 connected to this chamber also into the control chamber 238 of the filling valve 90. The pressure acting on the diaphragm 236 causes the spring 240 to be tensioned overcome and the slide 232 against the end wall 234 of the housing bore 233 in moves its final position, in which the connections of the container filling and Überla, manure return hole 78 with the auxiliary container bore 68 via the slide groove 244 and the container filling and overcharge return bore 76 with the control vessel bore 28 via the slide groove 243 are interrupted, so that within a fraction of a second after initiation the pressure reduction in the main line any further backflow of compressed air from tanks 2 and 3 via the overload return connections described above in the main line is complete.

Through the accelerator valve 87 into the transfer chamber 15 incoming compressed air causes a rapid local pressure drop in the main line 4 and thus via the bore 12 also in the diaphragm chamber 185 in the main control valve 88, which accelerates the main line pressure reduction initiated transfers to the next car. Is this car also with the invention Equipped with a braking device, the acceleration valve 87 speaks here as well on the pressure reduction in the main line, so that -the main line locally is vented, and the same operations are repeated from one carriage to the next the next over the entire length of the train.

Are all wagons in the train equipped with this braking equipment, so that the transfer chamber 15 only the air from the main line 4 of the relevant Needs to take up the car, it is effected by the overflow of compressed air in. the transfer chamber caused a pressure drop in the main line a whole specific braking force or a specific brake cylinder pressure, for example a brake cylinder pressure of 0.63 kg / cm2 with a decrease in the main line pressure by 0.35 kg / cm2 below the normal pressure of about 5 kg / cm2.

Does not follow the equipped with the inventive braking device Cart a number with brake equipment-provided cars or so-called cable trolleys, so passing through the exhaust flow of compressed air into the transmission chamber 15 on the first carriage caused pressure reduction falls within the main conduit is less than desired, namely to less than 0.35 kg / cm2 according to the selected example. Until this desired pressure reduction of 0.35 kg / cm2 is reached, main line air continues to flow from the bore 16 into the brake cylinder 5, namely via chamber 257 of the intermediate valve 91, bore 258 and groove 259 in the slide 245, bore 73, throttle 80, Bore 72 and still unthrottled via chamber 283 in minimum pressure valve 96, valve 287, interior of valve seat member 289, drill carriage 296, annular chamber 295, bores 21, 19 and line 20. At the same time, compressed air flows from bore 72 via annular bore 157, bore 158, Bores 159 and groove 160 of the slide 156, which is in the drawn release position and does not act on the valve 154, in the main control valve 88, bores 70, 71, chamber 114 and slide: ernut 115 in the changeover valve 86, bores 31, 33. Throttles 35, 37 and Hole 30 also discharges to the atmosphere.

If the desired reduction in the main line pressure by 0; 35 kg / cm2 according to the selected example by the outflow of compressed air from the main line 4 Reached into the transfer chamber 15 of only one car, so: finds this pressure reduction held within a fraction of a second while in the case when the desired Accelerated pressure reduction in the main line by tapping the main line to the Brake cylinder 5 and / or to the atmosphere can be achieved. target; a few seconds pass until the desired pressure drop of 0.35 kg / cm2 is reached in the main line is.

The lowering of the main line pressure has an effect via bore 12, the groove 161 in the slide 156 of the Hauptsteuerven.tils 88 and the hole 77 also in the Chamber 248 of the intermediate valve 91, in which the pressure also by 0.35 kg / CM2 according to the example chosen decreases, so that the tax container pressure prevailing in chamber 252 of 5 kg / cm2, which is the original main line pressure, the tension the spring 255 and the opposing pressure in the chamber 257 below the slide 245 overcomes and the membrane 250 deflects in the direction of the chamber 248. Through this the slide 245 is moved to the quick-action closure position, the diaphragm disc 249 rests against the housing wall of the chamber 248. In this position of the slide the bore 16 is still open to the chamber 257 and therefore also with the central bore 258 of the slide. While that with the bore 258 connected slide groove 259 withdrawn from the bore 73 leading to the brake cylinder and thereby the connection between the bore 16 and the brake cylinder is interrupted and the further effect of the pressure reduction in the main line has been completed. Meanwhile, the slide groove 260 remains in connection with the one leading to the auxiliary container Hole 68 and also grinds the hole leading to the filling valve 90 79, which in turn lead to the transfer chamber 15 through the slide 245 Hole 257 is separated.

In addition, by grinding the bore 79 through the sliding nut 260 the control chamber 238 of the filling valve 90 via bore 79, slide groove 260, bore 68 and line 69 connected to the auxiliary container 3, so that the slide 232 of the Filling valve 90 held in its lower or final position, not shown into which he was during the previous fast-acting venting of the main line was moved.

The pressure reduction in the main line also affects the diaphragm chamber 185 in the main control valve 88 via the bore 12, groove 161 in the slide 156 of the main control valve 88, bore 77 and throttle 81. After the main line pressure has dropped by about 0.14 kg / cm2 below the normal operating pressure of 5 kg / cm2, the higher pressure in the control chamber 186 connected to the control container 2 moves the membrane 184 in the direction of the chamber 185, whereby the slide 156 by means of the Diaphragm disks 181, 182, the pin 190 guided in the bore 191 in the partition 176, the threaded projection 164 and the diaphragm disks 162, 163 against the tension of the compression spring 202 is moved upwards against the brake cylinder inlet valve 1154. As a result of the further pressure decrease in the main line by another 0.07 kg / cm 2, the valve 154 is lifted from its seat by the slide 156 against the tension of the spring 155 and the auxiliary container pressure prevailing in the chamber 153. When the slide 156 is placed on the brake cylinder inlet valve 154, the brake cylinder ventilation bore 158 in the slide is closed off by the annular bore 157 and the connection between the brake cylinder 5 and the atmosphere is thus interrupted. After opening the valve 154, compressed air flows out of the chamber 153 connected to the auxiliary container 3 via the line 69 and the bore 68 in the main control valve 88 via opening 146, annular chamber 157; Bore 72, chamber 283 in the minimum pressure valve 96, valve 287, interior of the valve seat member 289, bores 296, annular chamber 295, bores 21, 19 and line 20 relatively quickly in the brake cylinder 5. The increasing brake cylinder pressure, under the influence of which the not shown brake pads to the Wheel tires are put on, acts via bore 72, throttle 82 and bore 74 also in the diaphragm chamber 201 in the main stern valve 88, the throttle 82 regulating the overflow of compressed air from the bore 72 into the chamber 201 to such an extent that the pressures in the brake cylinder and substantially coincide in chamber 201.

As the pressure in the brake cylinder increases, the pressure in the decreases chamber 185 connected to the main line due to the fast acting vent of the main line from 0.14 kg / cm2 to the selected value of 0.35 kg / cm2 under normal pressure. Since the other forces acting on the membranes, namely the control tank pressure in the control chamber 186 and the springs 155, 202 and 192, do not change, the slide 156 is turned into one by the counteracting Press the membrane 184 in chamber 185 and the membrane in chamber 201 166 moves certain position, with the valve opened by the slide 156 154 so adjusts in front of his seat 147; that the compressed air flow from the auxiliary tank 3 adjusted to the brake cylinder 5 of the fast-acting venting of the main line will.

After the main line pressure in chamber 185 has dropped to the final pressure the fast acting ventilation, namely 0.35 kg / CM2 under the normal pressure of 5 kg / cm2, the membranes of the main control valve 88 through a slight Increase in the brake cylinder pressure in the chamber 201 above the pressure in the chamber 185 corresponding value in combination with the tension of the compression spring 202 and the pressure in the chamber 201 against the control tank pressure in the direction after the control chamber 186 moved into a final position, in which the inlet valve 154 under the action the spring 155 pressed onto its seat and the chamber 153 from the annular chamber 157 and thus completed by the brake cylinder 5, while the upper open end of the Slide 156 continues to rest on valve seat 154 and thereby the brake cylinder ventilation hole 158 is separated from the annular chamber 157, so that the pressure drop in the main line corresponding specific pressure in the brake cylinder 5 is completed.

Compared to the one on the main line pressure in the chamber 185 and on the other hand acted upon by the control tank pressure in the control chamber 186 Diaphragm 184 is the effective area of the brake cylinder pressure in chamber 201 acted upon membrane 166 dimensioned such that for each 0.07 kg / cm2 reduction the main line pressure from normal pressure below that for moving the main control valve 88 against the tension of the spring 202 in the braking position required 0.14 kg / cm2 0.31 kg / CM2 brake cylinder pressure are to be applied to the main stern valve in the Move back final position. At the completion of the quick-acting vent the main line and after reaching the selected pressure of 4.65 kg / cm2, d. H. 0.35 kg / cm2 under the normal pressure of 5 kg / cm2 in the chamber 185, has become in the brake cylinder hence a pressure equal to three times the 0.21 that exceeds 0.14kg / cm2 kg / cm2 pressure drop, i.e. about 0.63 kg / em2.

After reaching one of the quick-acting pressure reductions in the main line corresponding brake cylinder pressure of 0.63 kg / cm2, which is via line 20, drilling 19 in the pipe support 6, throttle 23, hole 22 in the housing 7, chamber 298 and holes 299 at least: the pressure valve 96 also acts on the membrane 302 in the chamber 300, the tension of the spring 307 in the unpressurized chamber 308 is overcome. The feather 291 in chamber 283, valve 287 guides the upward movement of spindle 292 and pushes it onto its seat 288, creating the connection between the chambers 283 and 295 through the hollow seat member 289 and the bores 296 is interrupted. The further increase in pressure in the brake cylinder 5 then takes place from the main control valve 88 via bore 72, annular groove 116 in the slide 98 of the changeover valve 86, bore 24 and Throttle 26 or, depending on the position of the changeover valve, bore 25 and throttle 27, bore 19 and line 20. The flow cross-sections of throttles 26 and 27 are dimensioned such that when using only the throttle 26 of the freight train operation Pressure rise in the brake cylinder to a certain extent delayed and thereby. too fast An increase in the braking force, which could lead to the car rolling, is prevented is, while both throttles 26, 27 together a smooth braking of the individual Enable carriage in a passenger train.

The braking force developed depends on a certain brake cylinder size because the transmission ratio of the switched on between the brake cylinder and brake pads Brake linkage. In some European countries, for example in Italy, is the linkage ratio in such a way that the initial pressure of about 0.63 kg / cm2 the brake pads are brought up to the wheel tires and the play from the linkage is taken without any substantial braking force being exerted. In France on the other hand, to name another example, the brake linkage is designed in such a way that that with the initial pressure of 0.63 kg / cm2 in the brake cylinder not only the game the linkage is taken and the brake pads are brought to the wheels, but that, in addition, a braking force that inhibits the rotation of the wheels has already been exerted easy application of the brakes on a flat or slightly sloping road equals.

The brake cylinder initial pressure of, for example, 0.63 kg / cm2 automatically controlled by the brake control valve1 according to one on the locomotive initiated and by a. successive response of the acceleration valves 87 to the individual cars through the main line 4 over the entire length of the train propagated reduction in main line pressure. The main line pressure needs on the locomotive only to be lowered to the value at which the accelerator valve 87 responds on the first car behind the locomotive, whereupon the driver's brake valve can be returned to the final position. In this case, the pressure in the main line through the brake control valves 1 to the individual car around the an amount of 0.35 kg / cm2 corresponding to a brake cylinder pressure of 0.63 kg / cm2 lowered. The driver's brake valve can, however, also after a pressure reduction has been carried out of 0.35 kg / cm2 in the main line still remain in the braking position, resulting in a greater reduction in the main line pressure and thus a greater one Braking the car is achieved.

In the latter case, the main control valve 88 -c remains in the for a long time Braking position until there is a pressure drop in the main line in chamber 201 and therefore the corresponding brake cylinder pressure is also set in chamber 185 f, -wö @ äiif 'sich: move the Meinbranem of the main control valve back into the final position. If the main line is completely vented, for example by moving the Driver's brake valve in the emergency braking position, the main control valve 88 remains in the braking position without returning to the final position, the brake cylinder inlet valve 154 is lifted from its seat and the auxiliary container 3 is connected to the brake cylinder 5 is. The pressures in the auxiliary tank and in the brake cylinder are then equal to one another Value of 3.87 kg / cm2, which is also achieved by lowering the main line pressure by 1.41 kg / cm2 and then reversing the main control valve 88 into the final position could be achieved.

In the drawn release position as well as in the normal braking and final positions of the main control valve 88 remains - the filling groove 161 of the slide 156 in overlap with the bore 77 next to the bore 12, so that the connection between the chamber 185 and the main line 4 via the slide groove 161 and the Bores 12, 77 is not interrupted and the main control valve 88 on changes the main line pressure can respond in this position. In addition, the auxiliary container 3 can be refilled via the filling check valve 94 at any time as long as the Pressure in the bore 77 and in the chamber 273 of the Hdlfsbehältfüllrückschlagve.ntils 94 the auxiliary tank pressure in chamber 274 of the auxiliary tank fill check valve by at least 0.12 kg / cm2 and the check valve 270 violates the tension the spring 271 opens.

If the main control valve 88 is in the braking position, there are severe leaks on the brake cylinder 5, for example as a result of defective sealing sleeves on the brake cylinder piston, the desired brake cylinder pressure is achieved by overflow of compressed air from the auxiliary tank via the opened inlet valve 154 into the brake cylinder not reached. In this case the diaphragms move with the slide 156 under the action of the control tank pressure in the control chamber 186 violin the diminished Main line pressure in chamber 185 and against the tension of springs 155, 202 up to a position in which the Bremszylinderei.nströmbohrung 72 from the Chamber 157 and thus separated from the auxiliary container 3 via the open inlet valve 154 and the filling groove 161 no longer covers the filling bore 77.

By closing the inflow bore 72 against the chamber 157 through the slide 156 of the main control valve eliminates unnecessary losses of compressed air avoided from the auxiliary container 3 via a leaky brake cylinder. By interruption the connection of the groove 161 in the slide 156 with the bore 77 is also a prevents slow venting of the continuous main line 4 and thus one Inability to function of the train brakes, prevented what would otherwise be caused by the leakage of Compressed air from the main line on the car concerned via hole 12, slide groove 161, hole 77, auxiliary tank fill check valve 94, hole 68, chamber 153 in the main control valve 88, brake cylinder inlet valve 154, annular chamber 157, bore 72, groove 116 in slide 98 of changeover valve 86, bore 24 and / or 25, throttle 26 and / or 27, bore 19, line 20 and the defective brake cylinder 5 enter could. In addition, by pulling the slide groove 161 from the bore 77 also the connection between the Chamber 185 in the main control valve 88 and the main line 4 -over the- hole 12 interrupted, = sä that a subsequent Increase the main line pressure to the normal value for releasing the brakes Hauptsteuerventi188 can not switch to the drawn release position and this furthermore the brake equipment containing the leaky brake cylinder from the main line switched off. If the main control valve 88 is in the brake cylinder closed position, in which the diaphragm chamber 185 is shut off from the main power 4, so that it consequently does not respond to changes in the main line pressure, the connection between chamber 185 and main line 4 after repairing the defective brake cylinder, in the present example, after removing the leak tightness, by actuating the release valve 47 restore, with compressed air from the control container 2 and the control chamber 186 flows in the main control valve to the atmosphere. After the control tank pressure has dropped to about atmospheric pressure, the spring 202 in the chamber 201 moves the diaphragms in the drawn release position. As soon as the release valve 47 by going back into his normal position drawn interrupts the venting of the control container 2, is the control tank again as when it was first filled with compressed air from the main line 4 filled up.

The normal caused by the outflow of compressed air to the brake cylinder Lowering the pressure in the auxiliary tank when performing a lowering. of the main pressure Braking initiated below normal operating pressure is applied to all wagons. as a result the volume ratio of brake cylinder 5 and auxiliary container 3 is less than that to initiate. the braking caused the pressure drop in the main line. For example a reduction of the main line pressure by 0.42 kg / cm2 results in a brake cylinder pressure of 0.84 kg / cm2 and a reduction in the auxiliary tank pressure by just under 0.42 kg / cm2, a decrease in the main line pressure by 1.41 kg / cm2 or more, on the other hand, a brake cylinder pressure of 3.87 kg / cm2 and a lowering of the auxiliary tank pressure by about 1.12 kg / cm2 for the Compensation with the brake cylinder pressure. Usually, therefore, the auxiliary tank 3 becomes despite the overlap of both bores 12, 77 by the slide groove 161 in the main control valve neither in the braking position, in which compressed air flows into the brake cylinder, still in the final position in which the selected brake cylinder pressure is maintained is, with compressed air from the main line via the bore 12 and the filling check valve 94 refilled, unless the pressure in the bore is due to leaks 12 outweighs the auxiliary tank pressure on the outlet side of the check valve 94.

Accelerator valve 87 also normally remains accordingly under the effect of the higher auxiliary tank pressure in the chamber 133 compared to the Main line pressure in chamber 132 in the quick action position in which it is the Connection between the main line 4 and the chamber 15 leading to the transmission Bore 16 produces during the introduction and during braking.

If the braking device according to the invention is used for railways, with those due to the transmission ratio of the brake linkage already with the Lowering of the main line pressure by 0.35 kg / cm2 corresponding to the initial brake cylinder pressure A braking effect of 0.63 kg / cm2 is achieved, there are slight gradations of the Braking force when the train brakes slightly. the flat or only slightly inclined Distance between a value corresponding to the brake cylinder pressure of 0.63 kg / cm2 and that corresponding to venting the brake cylinder to atmospheric pressure Complete release of the brakes is possible without the filling valve in the known manner 90 reverses into the drawn filling position and without the acceleration valve appeals to.

These graduations of the brake cylinder pressure between the initial pressure, for example 0.63 kg / cm2, and the atmospheric pressure can be effected as follows. At a pressure of 0.35 kg / em2 under the normal pressure of 5 kg / cm2, for example, ie at a pressure of 4.65 kg / cxn2 in the main line 4 and a corresponding initial pressure of 0.63 kg / cm2 in the brake cylinder the brake cylinder pressure can be reduced to completely release the brakes by increasing the main line pressure to 0.21 kg / cm2 below normal pressure, ie to 4.79 kg / cm2, to atmospheric pressure. This increase in the main line pressure also affects the chamber 185 of the main control valve 88 via bore 77, slide groove 161 and bore 12, so that its diaphragms move from the closed position in which the slide 156 rests against the closed brake cylinder inlet valve 154 into the drawn release position move, in which the diaphragm disk 182 rests against the spring plate 195, which in turn is pressed against the shoulder 197 of the fixed stop member 198 by the spring 192. Compressed air then flows out of the brake cylinder 5 via line 20, bore 19, throttle 26 and bore 24 and / or, depending on the position of the changeover valve 98, throttle 27 and bore 25, bore 72, annular chamber 157 in main stern valve 88, brake cylinder ventilation bore 158, bore 159 and Groove 160 in slide 156 and vent holes 70, 71 until the brake cylinder pressure drops to atmospheric pressure.

By increasing the main line pressure by 0.35 kg / CM2 under normal pressure to 0.21 kg / cm2 under normal pressure, the pressure in the connected to the main line Chamber 132 of the accelerator valve 87 to a value of 0.05 kg / cm2 below the in the chamber 133 prevailing auxiliary tank pressure increases, whereupon the spring 134 in the chamber 132, the membrane 122 with the two membrane disks 125, 128 in the direction after the chamber 133 into the by contact of the threaded extension 126 on the stop 138 of the cap 137 given final position moves. Here is also the slide 124 in the position shown, in which the connection of the bore 16 with the slide groove 141 and consequently with the chamber 132 and the bore 12 interrupted is. This is in the transfer chamber 15 in the pipe support 6 and in the chamber 257 present in the intermediate valve 91 compressed air below that when reversing the accelerator valve 87 main line pressure, d. H. according to the selected example under a pressure of about 0.28 or 0.32 kg / cm2 below normal pressure, via the bore 16 completed at the accelerator valve. This on the face of the in his Lower position located slide 245 of the intermediate valve 91 in the chamber 257 acting pressure outweighs the counteracting control tank pressure in the chamber 252 by about 0.9 kg, while the spring 255 in the chamber 265 provides an additional force in the amount of 1.35 kg against the direction of action the control tank pressure in chamber 252 results.

The one equal to 0.21 kg / cm2 below that of the control tank pressure normal operating pressure causes main line pressure in chamber 248 to increase in association with the tension of the spring 255 and, your pressure in the chamber 257 at the End face of the slide 245 that the membrane 250 with the slide 245 is in Moved towards the chamber 252 until the slide groove 259 the mouth of the for Brake cylinder leading bore 73 oversledft, with the slide groove 260 continuing in overlap with both the one leading to the auxiliary container. Bore 68 as well as with the one leading to the filling valve 90. Bore 79 remains so that the control chamber 238 of the filling valve continues to act and the filling valve in its lower resp. The filling shut-off position remains. As soon as the slide groove 259 is the, mouth of the bore 73 looped, compressed air flows out of the transmission chamber 15 via bore 16, Chamber 257 in locking valve 91, bore 258 and annular groove 259 in slide 245 of the locking valve, bore 73, throttle 80, bore 72, annular chamber 157 in the Control valve 88, brake cylinder outlet bore 158, bores 159, annular groove 160 in the slide 156 and vent holes 70, 71 to the outside. After venting the transfer chamber 15, the brake control valve 1 is again able to reverse the accelerator valve 87 to transmit sufficient pressure reduction in the main line quickly acting.

Simultaneously with the transfer chamber 15 is covered by the Bore 73 through the slide groove 259 also vents the chamber 257 in the intermediate valve 91, while the slide groove 260 continues to cover the bore 79 and thus causes because: ß the filling valve 90 remains in the final position. As a result of the venting of the Chamber 257, the corresponding force on the slide 245 against the direction of action is dispensed with the control tank pressure in the chamber 252, resulting in a state of equilibrium results, which holds the valve in the intermediate position described above.

If at an initial pressure of about 0.63 kg / cm2 in the brake cylinder and the corresponding main line pressure of about 0.35 kg / cm2 under normal pressure, the main line pressure is reduced to less than 0.21 kg / cm2 under normal pressure, for example to 0.28 kg / cm2 under this, increased, the main control valve 88 controls under the effect of this pressure increase in the chamber 185 connected to the main line from the closed position to the drawn release position, in which compressed air from the brake cylinder 5 through the bore 158 in the slide 156 to the atmosphere flows off until the prevailing in the chamber 201 brake cylinder pressure has fallen to a value corresponding to the main line pressure in the chamber 185, whereupon the main control valve returns to the closing position in which the bore 158 on the brake cylinder inlet valve 154 is closed. When the intermediate valve 91 reverses to its intermediate position, the pressure in the übertragungska like: mmer and the valve chamber 257, so that these chambers almost completely vented 15 to a brake cylinder of about 0.42 kg / cm2 from. will. The acceleration valve 87 only responds to a subsequent reduction in the main line pressure to increase the braking if the counteracting tension of the spring 134 corresponding to 0.05 kg / cm2 and the pressure difference between chambers 132, 133 of 0.12 kg / cm2 is overcome will. In this case, the main line is vented quickly and effectively via the bores 12, 16.

With a brake linkage that already has a braking effect the initial brake cylinder pressure of, for example, 0.63 kg / cm2 corresponding to a The main line pressure is reduced by 0.35 kg / cm2 below normal pressure, can make slight gradations of the braking force until the brakes are completely released so. by changing the main line pressure between 0.35 kg / cm2 and 0.21 kg / cm2 be made under normal pressure without there, ß the filling valve 90 in its drawn The filling position is reversed and the acceleration valve does not respond.

The brake cylinder pressure, which falls below the initial pressure of 0.63 kg / cm2, which corresponds to the fast-acting venting of the main line by 0.35 kg / cm2 below the normal pressure of 5 kg / cm2, is effected via line 20, bore 19, throttle 23, bore 22, chamber 298 and bore 299 in the chamber 300 of the minimum pressure valve 96, that the spring 307 in the pressure-free chamber 308 bends the membrane in the direction towards the chamber 283, so that: ß the valve 287 by means of the spindle 292 against the tension of the spring 291 is opened. As a result, the annular chamber 295 is connected to the chamber 283 via the bores 296 and the interior of the seat member 289, whereupon compressed air parallel to the throttle 26 and / or 27 via bore 72, chamber 283, 295 in the minimum pressure valve: 96, bore 21 in the housing 7, bore 19 in the pipe support 6 and line 20 can flow unthrottled into the brake cylinder or out of the brake cylinder: Even when using the braking device according to the invention for railroad trains, in which the transmission ratio of the brake linkage on the individual wagons at the initial brake cylinder pressure of 0.63 kg / cm2 does not yet result in any significant braking force, the arrangement whereby the brakes can be released into the filling position without reversing the filling valve 90 can be used advantageously to prevent the pressure in the control container 2 from being equalized with that in the main line. Such a pressure equalization. could otherwise via bore 28, groove 243 in slide 232 of filling valve 90; Bore 76, control container overload check valve 93, bore 77, groove 161 in slide 156 of main control valve 88, bore 12, etc. take place when the fill valve 90 with the except for a few. tenths of a k '//. m'2 under the normal pressure increasing main line pressure in the drawn filling position.

If the main line pressure predominates in the inlet chamber 273 of the auxiliary container filling pressure.ch: lag valve 94 when releasing the brakes by increasing the main line pressure, the auxiliary tank pressure in the outlet chamber 274 of the fill check valve 94 by 0.12 kg / cm2, the Auxiliary tank 3 up to 0.12 kg / cm2 below the main line pressure via bore 12, Groove 161 in slide 156 of main control valve 88, bore 77, chamber 273, against the tension of spring 271 raised check valve 270, outlet chamber 274, bore 68 and line 69 filled for as long as the pressure difference to open of the check valve 270 is sufficient. Used to apply the main line pressure to release the brakes. only down to 0.21 kg / cm2 below the normal pressure of 5 kg / cm2, i.e. to 4.79 kg / cm2 increased, the filling valve 90 remains in its final position, so results accordingly, an auxiliary tank pressure of 0.12 kg / cm2 below the main line pressure, This is of approximately 4.68 kg / cm2. This pressure in the auxiliary tank however, it has little influence on the resulting reduction of the main line pressure in the brake cylinder 5 controlled maximum pressure, since the Equalization of the pressures in the brake cylinder and in the auxiliary tank only 0.07 to 0.14 kg / cm2 takes place under the equalization pressure, which, otherwise at the full pressure of 5 kg / cm2 filled auxiliary tank.

The applied under the effect of a certain brake cylinder pressure Brakes can go through. Increase the main line pressure to 0.21 kg / cm2 below the Normal pressure of 5 kg / cm2, i.e. 4.79 kg / cm2 and the resulting venting the brake cylinder can be released without the filling valve 90 in the filling position shown reverses, so that consequently the control container 2 is not refilled and keeps its pressure constant. However, it can also be done with complete loosening the brakes and bleeding the brake cylinder to atmospheric pressure by increasing it of the main line pressure to the normal pressure of 5 kg / cm2 a refilling of the Control container to supplement less, for example caused by leaks Pressure losses are caused. The additional pressure increase in the main line acts via bore 77, groove 161 in slide 156 of main control valve 88, bore 12 etc. in the chamber 258 of the intermediate valve 91 on the membrane 250 in the direction the spring 255, whereupon the slide 245 by means of the membrane disk 249 from the above described intermediate position in the one shown in the drawing, by concern of the threaded projection 254 on the stop 256 on the closure cap 152 given position reverses. The slide groove that is constantly connected to the auxiliary container bore 68 is thereby removed 260 removed from the overlap with the Füllventilstewrbohrung 79, while the the latter is opened to chamber 257. The slide groove 259 also remains in this case in overlap with the brake cylinder bore 73. At the point in time at which the filling valve control bore 79 is connected to the chamber 257 of the intermediate valve 91, the pressure is in the brake cylinder 5 has now dropped to about atmospheric pressure, via line 20, borehole 21, chambers 295, 283 and the opened valve 287 in the minimum pressure valve 96, bore 72, chamber 157 in the main control valve 88, brake cylinder vent hole 158, holes 159 and annular groove 160 in slide 156, vent hole 71 and / or vent hole 70 etc. It is therefore compressed air from the control chamber 238 of the filling valve 90 via Control bore 79, chamber 257 in the intermediate valve 91, longitudinal bore 258 and annular groove 259 in slide 245 of the intermediate valve, bore 73, throttle 80, bore 72, etc. to flow off to the atmosphere. As a result of the falling pressure in the control chamber 238 controls the filling valve 90 in the drawn filling position in which the control container if necessary again by a subsequent flow of compressed air from the main line Bore 12, annular groove 161 in slide 156 of main control valve 88, bore 77, throttle 84, chamber 268 in the control container overload check valve 93, bore 76, annular groove 243 in the slide 232 of the filling valve 90, bore 28 and line 27 to its normal Operating pressure of 5 kg / cm2 is filled.

At the same time, the through the filling check valve 94 by about 0, .2 kg / cm2 pressure in auxiliary tank 3 via bore hole that deviates from main line pressure 12, filling groove 161 in slide 156 of main control valve 88, bore 77, throttle 85, Kammar 278 auxiliary container ISUberload check valve 195, bore 78, groove 244 in Slide 232 of the filling valve 90, bore 68 and line 69 with that in the main line the prevailing pressure balanced.

Becomes the main line pressure on the locomotive when the brakes are released of the influx relatively quickly and increased to a considerable value, for example to the full operating pressure of 5 kg / cm2 or the full main tank pressure of about 8.44 kg / cm2 for a quick and complete release of all brakes in the train to achieve, so causes the rapid increase in pressure in the bore 12 of the brake control valves On perhaps the first 15 cars behind the locomotive an overflow of compressed air from the main line 4 into the diaphragm chamber 185 of the main control valve 88 via a bore 12, groove 161 in slide 156; Bore 77 and throttle 181, so there, ß the pressure in the Chamber 185 rises accordingly quickly on this car. Unier the effect of it s pressure on the diaphragm 184 against the control tank pressure and tension 192 in the control chamber 186 and supported by the brake cylinder pressure on the Diaphragm 166, and the tension spring 202 in chamber 201, moves the main control valve from the final position immediately in the direction of the control chamber 186 into a delayed one Filling position, the spring plate 195 being lifted from the stop 198 and the slide 156 of learning brake cylinder inlet valve 154 is. As a result, the annular bore 157 the slide bore 158, while the brake cylinder ventilation bore 70 closed by the sliding nut 160 and the bore 12 from the sliding nut 161 will.

In this delayed fill and the main control valve 88 on the first carriage of the train, compressed air flows from the brake cylinder 5 via line 20, Bore 19, throttle 26 and bore 24 and / or throttle 27 and bore 25, accordingly the position of the changeover valve 86, annular groove 116 in the slide 98 of the changeover valve, Hole 72, ring hole 157 in main control valve $ 8, brake cylinder ventilation hole 158, radial bores 159 and annular groove 160 in slide 156, vent hole 71, Annular groove 115 in slide 98 of changeover valve 86, vent hole 33 and throttle 37 and / and 34 and throttle 38, corresponding to the slide position 98, and the vent hole 30 outdoors. Since the ventilation of the brake cylinder on the first car in the train over The 71 and the associated throttles excluding the ventilation hole 70 and the related throttling occurs, the brake cylinder pressure drops on this car slower than he would with the brake cylinder at the same time via the bore 71 and 70 would sink.

In the delayed fill and release position of the main control valve 88 is the pressure in the closed by the slide 156 from the valve bore 12 @ -nen Hole 77 on the first car in the train is very likely to be lower than the auxiliary tank pressure, so at least for the moment the 3 on this car is not is filled via the filling check valve 94 or neither the auxiliary container 3 the control container 2 on this car via the throttles 85, 84 -be filled, since the bores 78, 76 through the 232 of the in its drawn lower position 90 of the zürn auxiliary containers or: containers leading holes 68, 28 are completed. Under the effect of a rapid increase in pressure in the Main line 4 effect. the brake control valves 1 on the first car in the train therefore a delayed bleeding of the brake cylinder in accordance with the one with the bleeding hole 71 connected throttle 37 and / or 38, whereby a refilling of the auxiliary container 3 or control tank 2, which leads to a delayed pressure increase in the main line could lead to the following carriage is prevented.

Because on the first car of the train the pressure in the brake cylinder connected diaphragm chamber 201 in the main control valve 88 delayed according to the stipulation the throttle 37 and / or 38 belonging to the vent hole 71 drops, results a preponderance of the control tank pressure associated with the spring 192 in, the Control chamber 186 of the main control valve on the remaining acting on the membranes Forces, so that the diaphragms move with the slide 156 upwards. Through this covers the slide groove 161 leading to the main line bore 12 without however, the sliding nut 160 is connected to the vent hole 70, whereupon compressed air from the bore 12 via the slide groove 161 into the bore 77 and further into the Diaphragm chamber 185 of the main control valve 88 and into the inlet chamber 273 of the auxiliary tank fill check valve 94 flows.

When the main line pressure rises, compressed air flows out of the bore 12 so quickly into the bore 77 that the result in the chamber 185 of the main control valve 88 pressure that is set in the chamber 201 of the main control valve Would predominate decrease in the brake cylinder pressure, then flows during the upward movement of the slide 156 to cover the slide groove 161 with the bore 12 and further interrupted connection between the slide groove 160 and the vent hole 70 Compressed air from the bore 12 via the sliding nut 161 and the bore 77 to the auxiliary tank filling check valve 94 and into the auxiliary container 3 and causes one such via the throttle 81 rapid increase in pressure in the diaphragm chamber 185 of the main control valve that the inefoot that via the slide groove 160 and the vent hole 71 with the exclusion of the vent hole 70 occurring brake cylinder pressure decrease in the diaphragm chamber 201 is suppressed. In fact, the membranes are in control under these circumstances of the brake cylinder pressure prevailing in chamber 201 and respond to each instantaneous Pressure action in the chamber 185 so that it is against the tension of the spring 192 in the direction of the control chamber 186. In doing so, the bore 12 is partially locked by the sliding nut 161 and thereby automatically the overflow of compressed air from the bore 12 into the bore 77 and thus via the auxiliary container fill check valve 94 to the auxiliary container 3 and regulated according to the delayed venting of the Brake cylinder 5 via the vent hole 71 and depending on the circumstances the associated throttle 37 and / or 38 throttled.

Since the pressure in the brake cylinder 5 drops, the speed at which the pressure decreases to, for example, atmospheric pressure to completely release the brakes, will decrease accordingly during the automatic regulation of the compressed air supply from the bore 12 via the sliding nut 161 into the bore 77: As a result, the increase in pressure in chamber 185 at a certain point in time and at a certain opening ratio of bore 12 to sliding nut 161 will outweigh the decrease in brake cylinder pressure occurring in chamber 201 , whereupon the diaphragms of main control valve 88 automatically, possibly in stages, in regular. Shift time intervals such that the bore 12 is gradually completely closed off by the slide 156 by the slide groove 161, so that the pressure increase in the bore 77 is held in the chamber 201 in accordance with the brake cylinder pressure reduction which changes over time.

It is thus achieved according to the invention that in a comparatively rapid increase in main line pressure to an excessively high value for quick and, if necessary, complete release of the brakes of the whole train Acceleration valve 8 of the brake control valves 1 on the first scales in the train automatically the venting of the brake cylinder 5 and the refilling of the auxiliary container 3 delayed, so d: ate the air in the main line on these wagons for the build-up of pressure in the main line on the following carriage to release the brakes are available.

During the course of, for example, the complete release of the train brakes This is the rapid increase in the main line pressure caused on the locomotive Increase in pressure in the main line on the first car in the train compared to the subsequent. The car is larger and gradually decreases towards the end of the train.

However, delayed fill and release will release the brakes all cars regardless of the different speeds of the pressure increases Largely balanced in the main line.

For example, on wagons running in the middle of the train, the Main line pressure increase in the bore 12 of the brake control valve 1 and that as a result initially caused overflow of compressed air via the groove 161 in the slide 156 of the Main control valve 88 and bore 77 in chamber 185 at such speed take place that the membranes with the slide 156 from the final position, in the the slide on the brake cylinder inlet valve 154 rests, be moved so that Compressed air from the brake cylinder 5 via the bore 72 and the one described above Flow path, annular hole 157, vent hole 158, radial holes 159 and Slide groove 160 flows off to the atmosphere and by partially closing off the vent hole 70 from the slide nut: t 160 the drop in pressure in the brake cylinder and thus in the chamber 201 in the main control valve 88 is automatically regulated, while the slide groove 161 remains in unrestricted overlap with the bore 12 and there is no compressed air the main line into the bore 77 and from there into the chamber 185 in the main control, e: rve: ntil and overflow into the auxiliary container 3 via the filling check valve 94. leaves.

On the other hand, the main line pressure in the bore 12 of the brake control valve 1 can rise on the car running at the end of the train, at least initially in such a way that the pressure increase in the diaphragm chamber 185 in the main control valve 88 affects the diaphragms of the main control valve to a lesser extent than that caused by venting the brake cylinder 5 via Both vent bores 70, 71 after the slide 156 has been lifted from the brake cylinder inlet valve 154 caused a pressure drop in the diaphragm chamber 201, so that the main control valve shifts automatically to positions at a varying distance from the brake cylinder inlet valve 154 and thereby the venting of the brake cylinder via the vent hole 158 in the slide valve regulates and brings in accordance with the pressure increase in the chamber 185.

On every single wagon in the train is carried out complete Release the brakes of the brake cylinder pressure in the diaphragm chamber 201 in the main control valve 88 dropped to about atmospheric pressure, and both the main line pressure in the Chamber 185 and the control tank pressure in the control chamber 186 to the normal value for example increased by 5 kg / cm2, so that the main control valve 88 is in the Moved position drawn, in which the membrane disk 182 is attached to the by the spring 192 against the shoulder 197 of the stop member 198 is pressed spring plate 195.

Is after then reversing the individual parts of the brake control valve 1 in the positions shown and after filling the auxiliary tank and control tank to the normal operating pressure, for example 5 kg / cm2, the full Release the brakes underlying pressure in the appropriate part of the main line 4 above its normal value, for example from 5 kg / cm2, to approximately the main tank pressure for example, 8.44 kg / cm2, according to the previous description Sometimes the brakes are released quickly and completely in the train, so, compressed air flows from this part of the main line 4 via the bore 12 and the annular groove 161 in the slide 156 of the main control valve 88 continues into the bore 77 and from there into the diaphragm chamber 185 and via the filling throttles 85; 84, holes 78, 76, annular grooves 244, 243 in the slide 232 of the filling valve 90, bores 68, 28 and lines 69, 29 in the auxiliary container 3 and the control container 2, whereby the There is a risk that these containers will also be throttled to a higher pressure than the operating pressure can be replenished. As soon as the ruling in chamber 185 Main Line Pressure is the slowly increasing control tank pressure in chamber 186 predominates by more than 0.05 kg / cm2, the main control valve 88 controls while lifting of the spring plate 195 against the tension of the spring 192 from the stop member 198 in the delayed filling position, in which the bore 12 is partially from the slide groove 161 completed: and thereby the main line pressure in chamber 185 is automatic is maintained consistent with the control tank pressure in chamber 186. As already described in connection with the initial filling, the overpressure from the control tank 2 and the auxiliary tank 3 is applied to the individual After restoring the normal operating pressure in the main line, the car is over the container overload check valves 93, 95 derived.

Claims (9)

PATENT CLAIMS: 1. Air brake device for rail vehicles, especially three-pressure control valve, with control members in the tank fill connections and means for locally tapping the main line when braking is initiated, characterized by the combination of a known transfer chamber (15 or / and 17) for receiving the compressed air drawn off from the main line (4) with one after the filler, the transfer chamber continues to have compressed air from the main line throttle connection discharging into the brake cylinder (5) and into the atmosphere (bore 35) (16, 257, 73, 80) and an intermediate valve (91), which is stronger than for actuation of the main control valve (88) required lowering of the main line pressure in a Reverses the final position in which it interrupts the said throttle connection. 2. Compressed air brake device according to claim 1, characterized by a filling valve (90), which with the auxiliary tank filling connection at the same time also the control tank filling connection to the main line (4) interrupts. 3. Compressed air brake device according to claim 2, characterized in that the filling valve (90) when braking is initiated by Application of the compressed air drawn off from the main line in the final position is reversed. 4. Compressed air brake device according to claim 1, characterized in that that the throttle connection (16, 257, 73, 80) controlling intermediate valve (91) also the auxiliary container with the filling valves located in the final position, (90) connects so that this is held in the final position. 5. Compressed air braking device according to claim 4, characterized in that the intermediate valve (91) after rising again the main line pressure to one between the higher control pressure and that of the changeover of the valve in the closing position under the effect of the control tank pressure permitting lower pressure assumes an intermediate position, in which it releases the throttle connection (16, 257, 73, 80) again while the filling valve (90) continues to be acted upon by auxiliary container air and therefore remains in its final position persists. 6. Compressed air brake device according to claim 5, characterized in that that in the intermediate position of the intermediate valve (91) in a manner known per se releasing the brake, d. H. creating main pressure on one only a value slightly below the control pressure is possible without the filling valve (90) passes into filling position. 7. Compressed air brake device according to claim 5 or 6, characterized characterized in that the intermediate valve (91) includes a movable piston member (245), which contrary to the control tank pressure under the increasing pressure in the main line and pushed out of the locked position with the help of the transfer chamber pressure is and thus remains in the intermediate position that after reaching the Transfer chamber pressure is released into the restored throttle connection. B. Compressed air brake device according to Claim 7, characterized in that the movable Piston member (245) is formed by a slide which has both said throttle connection as well as the connection between the auxiliary container (3) and the filling valve (90) controls. 9. Compressed air brake device according to claim 8, characterized in that the intermediate valve (91) contains a membrane (250) which is connected to the slide (245) and on the one hand from the control tank pressure (chamber 252) and on the other hand from the main line pressure (chamber 248) in conjunction with the tension of a spring (255) and the transfer chamber pressure acting on the end face of the slide (245) is applied. Related publications: German Patent Nos. 925 117, 904 659, 835 754, 826 312, 440 777, 383 543, 381965.