DE113021C

DE113021C -

Info

Publication number: DE113021C
Application number: DENDAT113021D
Authority: DE

Description

KAISERLICHESIMPERIAL

PATENTAMT.PATENT OFFICE.

PATENTSCHRIFTPATENT LETTERING

KLASSE 20/CLASS 20 /

ANDREW CHOLODKOWSKY in KIEW.ANDREW CHOLODKOWSKY in KIEV.

mit zwei Bremsleitungen.with two brake lines.

Patentirt im Deutschen Reiche vom 2. September 1898 ab.Patented in the German Empire on September 2, 1898.

Die vorliegende Erfindung bezweckt die Umwandlung gewöhnlicher Luftsaugebremsen in seibstthätige Luftsaugebremsen.The present invention aims to convert ordinary air suction brakes into self-acting air suction brakes.

Die Erfindung benutzt zu diesem Zwecke wie alle Anordnungen dieser Art und besonders die in den Patentschriften 9046 und 22017 beschriebenen Einrichtungen zwei durchgehende Luftleitungen und eine seibstthätige Vorrichtung zur Ingangsetzung des Injectors auf der Lokomotive infolge des Eintritts von Luft in eine dieser Leitungen.The invention, like all arrangements, makes use of this type and in particular for this purpose the devices described in patents 9046 and 22017 two continuous Air lines and a self-acting device for starting the injector on the locomotive as a result of the entry of air into one of these lines.

Die Erfindung unterscheidet sich von den bekannten Einrichtungen aber dadurch, dafs sie zur Umwandlung der gewöhnlichen Luftsaugebremsen in seibstthätige Luftsaugebremsen nur eines einzigen mit einem Doppelventil combinirten und auf der Lokomotive angeordneten Apparates benöthigt, und dafs die erforderliche Armatur der einzelnen Wagen auf die Anwendung der unter einander und mit dem Injector durch eine Luftleitung verbundenen Bremscylinder und auf die Anwendung einer zweiten, an den Apparat auf der Lokomotive angeschlossenen Luftleitung beschränkt ist. The invention differs from the known devices, however, in that they are used to convert the ordinary air-suction brakes into self-acting air-suction brakes only one combined with a double valve and arranged on the locomotive Apparatus is required, and that the necessary fittings of the individual wagons for the application of each other and with one another The brake cylinder connected to the injector by an air line and to the application a second air line connected to the apparatus on the locomotive.

Fig. ι der Zeichnung zeigt in einer Seitenansicht eine Gesammtanordnung zur Umwandlung einer nicht automatischen Luftsaugebremse in eine automatische.Fig. Ι of the drawing shows in a side view an overall arrangement for converting a non-automatic air suction brake into an automatic one.

Fig. 2 ist eine Oberansicht zu Fig. 1.FIG. 2 is a top view of FIG. 1.

Fig. 3 veranschaulicht den Vacuumcylinder im Schnitt. :Fig. 3 illustrates the vacuum cylinder in section. :

Fig. 4 ist ein Längsschnitt des in Verbindung mit diesem Cylinder angewendeten Doppelventils. Fig. 4 is a longitudinal section of the double valve used in connection with this cylinder.

Fig. 5 ist ein wagerechter Schnitt durch dasselbe Doppelventil undFig. 5 is a horizontal section through the same double valve and

Fig. 6 ein senkrechter Schnitt.Fig. 6 is a vertical section.

Fig. 7 zeigt einen Handhebel zum Anstellen der Bremse.Fig. 7 shows a hand lever for applying the brake.

Auf der Lokomotive ist in der Nähe des Führerstandes ein Bremscylinder A (Fig. 1 und 3) angeordnet. Der Cylinder besteht aus zwei Theilen α und a'. Der untere Raum a' ist aus zwei Stücken a' und a" hergestellt, zwischen welchen eine Haube c aus porösem Leder befestigt ist, durch welche eine Stange d hindurchgeht, die mittelst Scheiben e und der Mutter f mit der Haube fest verschraubt ist. Auf die Mutter f stützt sich eine Feder g. Die Stange d trägt oben ein Kolbenventil /1, welches in der Stellung nach Fig. 3 die Verbindung zwischen den Räumen α und a' unterbricht. A brake cylinder A (FIGS. 1 and 3) is arranged on the locomotive near the driver's cab. The cylinder consists of two parts α and a '. The lower space a ' is made of two pieces a' and a " , between which a hood c made of porous leather is attached, through which a rod d passes, which is firmly screwed to the hood by means of washers e and the nut f the nut f is supported by a spring g. The rod d carries a piston valve / 1 at the top, which in the position according to FIG. 3 interrupts the connection between the spaces α and a '.

Wird in den Räumen α und a' Luftleere erzeugt, so bleibt der Kolben h in Ruhe. Wird aber in die untere Kammer a' Luft eingelassen, so tritt dieselbe durch die poröse oder durchlöcherte Haube c hindurch, übt auf den Boden a" einen Druck aus und hebt den Kolben h mit der Stange d. Erzeugt man nun in dem unteren Raum a' wieder Luftleere, so sinkt der Kolben gleichzeitig unter dem Einflüsse der Feder g in seine untereIf air is created in spaces α and a ' , piston h remains at rest. If, however, a 'air admitted into the lower chamber, so enters the same through the porous or perforated hood c through it, exerts a pressure on the ground a "and lifts the plunger h with the rod d. Creates is now in the lower space A ' again empty of air, the piston sinks at the same time under the influence of the spring g into its lower one

Claims

Location back. The only purpose of the hood c is to guide the rod d and to hold the washers which serve as a support point for the spring. The same effect would occur in cylinder A if compressed air was introduced into the lower space if there was no air void beforehand.

The upper chamber α of the vacuum cylinder A is connected to the main brake line C through a pipe B (FIGS. 1 and 2), which runs along the entire train. The pipe B is equipped with a double valve D. The same consists (Fig. 4) of two pipe sockets D ¹ D ' ² , which have valves D ³ and Z) ⁴ , which are guided in cross members D ^a and are pressed onto their seat by springs jR. Both valves D ^s and D ⁴ can be kept open by a key M at the same time. However, D ¹ can also remain closed and D ^{3 can} be opened solely by means of the key, or vice versa.

The lower chamber a 'of the cylinder A is connected by a pipe E to the main line C and to a supplementary pipe G that also runs along the train. Between the pipes G and C , the pipe E is provided with a tap H , while the line C has a tap I before it is connected to the pipe E. The brake line C is connected to a brake cylinder K of known construction in a conventional manner on each car.

The lower end of the rod d (FIGS. 1 and 3) is connected by means of an angular transmission L to a rod I which (FIG. 7) engages with a coulisse L ' on the lever N , which is used to start the suction injector P.

The mode of action is as follows:

First tap / is closed. and cock H opened, then the key M turned so that valve D ⁸ opens, valve D ^4, on the other hand, remains closed. Then the injector P is put into action, which sucks the air out of the pipes G B and E and out of the chambers aa 'of the cylinder A through the first part of the line C , the valve D ^{4 being moved} as a result of the suction in the pipe B. opens.

Then the tap H is closed and / opened. The air contained in the line-C again passes through the part of the line near the locomotive and through the pipe B, but cannot penetrate into the upper chamber α of the cylinder A , because the valve D ⁴ closes automatically.

If, however, in any accident or on a signal from one of the cars, the air is let into the pipe G again, this air enters the chamber a ' through the pipe E and lifts the piston valve h, whereby by means of the linkage Ll the lever N of the injector P is set in motion. The latter sucks the air out of the pipe C and thereby causes the brakes to be applied.

Pa τεnt claim:

A device for converting air-suction brakes into automatic air-suction brakes with two brake lines, characterized by a vacuum cylinder (A) mounted on the locomotive with two separate chambers (a and a '), of which the lower chamber with the auxiliary line (G) and by a Hahn (H), however, is connected to the suction line (C), the upper chamber with the interposition of a check valve (D) with the decomposable by Hahn (I) in two parts suction line (C); so that is open Hahne (H) and closed cock (I) the air is sucked out of the auxiliary line and both chambers (aa ') and after changing both cocks (HI) the air in the rear part of the suction line (C) neither into the upper nor into the lower chamber can enter, on the other hand, when air is introduced into the auxiliary line (G) by opening one of the brake cocks in the carriage, etc., the latter passes under the piston of the vacuum cylinder, dense lifts and thereby activates the ejector connected to the same to apply the brakes.

1 sheet of drawings.