DE203391C

DE203391C -

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Publication number: DE203391C
Application number: DENDAT203391D
Authority: DE

Description

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PATENTSCHRIFTPATENT LETTERING

- JVi- 203391 KLASSE 20/. GRUPPE- JVi- 203391 CLASS 20 /. GROUP

Druckluftfederbremse. Patentiert im Deutschen Reiche vom 14. Mai 1907 ab.Pneumatic spring brake. Patented in the German Empire on May 14, 1907.

j Die Erfindung bezieht sich auf eine Druckluftfederbremse, deren Bremszylinder zwei Kammern enthält, die unter Vermittlung des Steuerventils miteinander verbunden werden können) um die Bremskraft abzustufen.,j The invention relates to a pneumatic spring brake, the brake cylinder two Contains chambers which are connected to one another through the intermediary of the control valve can) to graduate the braking force.,

Die Erfindung kennzeichnet sich im wesentlichen dadurch, daß beim Abstufen der Bremse der aus der einen Bremskammer in bekannter Weise in die andere, die beispielsweise die federn aufnehmen kann, hinübergeleitete Druck c erart aufgespeichert wird, daß er beim vollen 1 anstellen der Bremse die Federkraft verstärkt. Fig. ι zeigt den Bremszylinder im Längsschnitt und die Fig. 2 bis 5 das Steuerventil, iid zwar in der Lösestellung, bei abgestufter Bremsung,, beim Festhalten der Bremse unter ejinem gewissen Federdruck und in ■ voller Bremsstellung. Fig. 6 veranschaulicht den Kolben des Steuerventils und- Fig. 7 einen Schnitt durch die in der LösesteÜung gezeichneten Luftzuführungskanäle. The invention is essentially characterized in that when the brake is graduated, the pressure c transferred from one brake chamber in a known manner to the other, which can accommodate the springs, for example, is stored so that it increases the spring force when the brake is turned on at full 1 . Fig. 1 shows the brake cylinder in longitudinal section and Figs. 2 to 5 the control valve, although iid in the release position, with graduated braking, when holding the brake under a certain spring pressure and in ■ full braking position. Fig. 6 illustrates the piston of the control valve and Fig. 7 shows a section through the air supply ducts drawn in the release position.

j Der Bremszylinder 15 (Fig. 1) besitzt die Bremskolbenkammer 16 und die Federkammer 17, die durch den abgedichteten Kolben 18 lüftdicht voneinander getrennt sind. In der Lösestellung (Fig. 1) stößt der Kolben 18 gegen den Dichtungsring 15'. In der Kammer 17 liegen eine oder mehrere Federn 21, die sich gegen den Kolben 18 stützen und diesen aus der Lösestellung in die Bremsstellung zu bringen suchen.j The brake cylinder 15 (Fig. 1) has the Brake piston chamber 16 and the spring chamber 17, which is formed by the sealed piston 18 are separated from each other in a air-tight manner. In the release position (FIG. 1), the piston 18 strikes against the sealing ring 15 '. In the chamber 17 are one or more springs 21 which support themselves against the piston 18 and move it from the release position into the braking position bring looking.

-,! Die beiden Kammern 16 und 17 können durch das Steuerventil unter Vermittlung der anale 24, 42 miteinander verbunden. werden> Der Zylinderdeckel 22 ist mit dem zylindrisehen Fortsatz 23 versehen, der mit der Kammer 16 durch eine oder mehrere Öffnungen 24 in Verbindung steht und den Steuerventilkolben 25 aufnimmt, dessen Stange 26 im Zylinderdeckel 22 geführt ist. ßer Steuerventilkolben 25 besitzt die ringsumlaufende Nut 28, in die der Ringschieber 29 lose eingepaßt ist. Dieser ist etwas schmaler als die Nut 28, so daß er.eine Längsbewegung in der Nut ausführen kaön und je nach seiner Endstellung an den Seiten entweder einen Raum 29" oder einen Raum 29* freiläßt. Der Innendurchmesser des Ringes ist größer als der der Nut 28, so daß zwischen beiden der ringförmige freie Raum 29' verbleibt. Durch die der Bremskolbenkammer 16 zugekehrten Seite des Kolbens 25 führt die öffnung 29" hindurch, die mit dem ringförmigen Raum 29' in Verbin- ■ dung steht. Um eine Drehung des Ringes 29 zu verhindern, ist in ihm' der Stift 30 vorgesehen, der in eine Längsnut des Kolbenkörpers 25 greift. Der Ring 29 enthält den winkelförmigen Kanal 35, dessen einer Arm in den Raum 29" zwischen Schieber und Kolben und dessen anderer Arm über dem Schieberrost 23' mündet. Auf der Außenfläche des Ringes 29 befindet sich ferner die Höhlung 36, während der Kanal 37 (Fig. 7), der an seinem inneren Ende mit dem Rückschlagventil 37' versehen ist, den Ring radial durchsetzt. Durch das den Schieberrost bildende Futter 23' des Zylinders 23 führt am äußeren Ende der Kanal 38 (Fig. 7), der durch den Kanal 39- ,! The two chambers 16 and 17 can be connected to one another by the control valve through the intermediary of the anal ones 24, 42. > The cylinder cover 22 is provided with the cylindrical extension 23, which communicates with the chamber 16 through one or more openings 24 and receives the control valve piston 25, the rod 26 of which is guided in the cylinder cover 22. ßer control valve piston 25 has the circumferential groove 28 into which the ring slide 29 is loosely fitted. This is somewhat narrower than the groove 28, so that it can execute a longitudinal movement in the groove and, depending on its end position, leaves either a space 29 "or a space 29 * free on the sides. The inner diameter of the ring is larger than that of the groove 28 so that 'remains. by the brake piston chamber 16 facing side of the piston 25, the opening 29 "leads therethrough with the annular space 29' between both the annular free space 29 is in conjunc- ■ dung. In order to prevent rotation of the ring 29, the pin 30 is provided in it, which engages in a longitudinal groove of the piston body 25. The ring 29 contains the angular channel 35, one arm of which opens into the space 29 ″ between the slide and piston and the other arm of which opens above the slide grate 23 '. On the outer surface of the ring 29 there is also the cavity 36, while the channel 37 ( 7), which is provided with the check valve 37 'at its inner end, penetrates the ring radially Channel 39

Claims

is in communication with the channel 37 when the control piston is in the release position (Fig. 2). The channel 40, 41, 42 leads to the spring chamber 17. The channel 44 opens into the outside air T. tube 45. V; V ■ ·. ■ ',' .. .. "",. ; The main air line 51 is connected to the control valve cover 50. In order to release the brake, if it was previously applied, compressed air is let into the main line 51 and the control valve piston 25 together with the ring slide 29 is pushed into the release position (FIGS. 1, 2 and 7). The compressed air flows through the channels. 38, 39 ,: 37, 29 '. 29 "un <i 24 into the chamber 16 and brings the brake piston 18 into the release position by compressing the springs 21. In this position, the cavity 36 connects the passage 40 with the outlet 44, 45, so that the spring chamber 17, which was previously filled with compressed air is vented to the outside. In this position, the angular channel 35 is closed the piston because of the clearance 29 * initially an idle movement without taking the ring slide 29 with it, until the clearance 29 ″ between the piston and ring is created on the other side. During this movement of the piston, the channel 39 is initially covered by the slide 29, thereby interrupting the connection 38, 39, 37, 29 ″ between the main line and the chamber 16. When the piston continues to move into the position according to FIG Channel 35 via passage 40, and the compressed air flows out of chamber 16 through 24, 29 ", 29 ', 29", 35, 40, 41 and 42 into spring chamber 17. which previously held the brake released against the tension of the springs 21, is partly passed over into the chamber 17, a part of the spring force, corresponding to the reduced counterpressure in the chamber 16, is released, whereby the brakes are applied with a certain force An increase in pressure in the line causes the valve piston to move back into the final position according to FIG. 4, in which the clearance 29 ″ is closed and the space 29 * is created. This interrupts the connection between the chambers 16 and 17. The brakes are then kept applied with a certain amount of force. If the pressure in the main line is now reduced again, the valve piston is pushed back into the position shown in FIG. in which the chambers 16 and 17 reconnect with one another. As a result, a further part of the tension of the springs 21 is triggered and brought into effect. If a greater braking force is to be exerted than the springs 21 alone are able to exert, the pressure in the main line is reduced further, whereupon the piston and the ring of the valve move into the position shown in FIG Channel 35 brought into connection with the outlet line 45 so that the air j still present in the chamber 16 escapes into the open air. j borrowed air pressure. ■! Godfather ν τ-An Proverbs:

1. Compressed air spring brake, in which the! Brake cylinder contains two chambers which] mediating the control valve with -j can be connected to each other to; the braking force; to graduate, thereby ge-j indicates that when stepping the brake ^ the one brake chamber (16) in! the other (17) transferred pressure da-j itself is stored so that it can be used at the! full application of the brake after release | ventilation of the brake piston chamber (16) the; Supported spring action. i ·. '

2. Control valve on brakes after application! Spruch i, characterized in that the; the control member forming, inserted with play IRRI control valve piston (25) ring ¹ slide (29) an angled channel: contains (35), (29 ^a) between the slide and piston and the other arm to the slider rust flows of which one arm in the space and which connects the brake piston chamber (16) in all intermediate braking positions with the spring chamber (17) opening into the slide grate, but during full braking the piston chamber (16) with the outside air duct (44) also opening into the slide grate, while it connects when the control piston moves back after the release position is completed. j

1 sheet of drawings.