DE2809810A1 - Railway car pneumatic braking system - includes valve controlled by air distributor and electro-pneumatic communicating with compressed air line - Google Patents

Abstract

The valve mechanism communicates with the compressed air line via an auxiliary receiver and has two interconnected diaphragms of different areas spaced apart from each other. The diaphragms are also connected to the movable member of the valve mechanism during application of brakes and form chambers with the casing. One chamber defined-by the greater diaphragm communicates with the pneumatic air distributor, and the other chamber, is defined by the smaller diaphragm, communicates with the electropneumatic valve connected to the auxiliary receiver. This construction ensures reliable braking of both empty and loaded train.

Description

Vsesojuznyj Nautschno-Issledovatelsky

Proektno-Technologicheskij Institute Vagonostreniäa, Kremenchug Poltavskoj oblasti / USSR Railway car braking system The invention relates to railway traffic, in particular braking systems for railroad cars.

The brake system according to the invention is particularly useful for cars those used on open pit tracks with an incline of up to and including 60% will.

Rail car braking systems are known which connect to the source of compressed air connected main line, hereinafter referred to as the main compressed air line is included, as well as a brake cylinder, which by a valve device with the main compressed air line is in communication, and a compressed air control valve with Compressed air tank.

The actuation of the valve device during controlled train braking takes place through a compressed air control valve, but through braking to stop the Lugan an electropneumatic brake valve, which is connected via an isolating valve and pressure reducer is connected to the I> air reservoir. For connecting the brake cylinder Another electropneumatic deceleration valve, the is electrically connected to the electro-pneumatic brake valve (see e.g. USSR copyright certificate 503 760).

In the known brake systems, the brake cylinder is via a valve device and a compressed air control valve connected to the main compressed air line, the actuation the Valve device <> but selectively by the compressed air control valve or by the electropneumatic valves <does>. Such a connection of the brake cylinder with the main compressed air line exhausts the compressed air supply when braking frequently in the container, i.e. the feed from the main compressed air line does not come on time comes about because the compressed air control valve onle with relatively small passage cross-sections having. The channels through which the electro-pneumatic valve connects to the compressed air tank communicating have rough cross-sections. The one between the electro-pneumatic Brake valve and compressed air tank mounted pressure reducer is on a constant Setpoint pressure value is set, thereby the braking forces for an idle and completion (Coupled wagons without a locomotive) are the same. It can do this when braking idling can lead to blocked wheels, i.e. slipping, which is inevitable increased wear of the wheel sets is caused. When braking an enforcement with the same braking force v; the required braking efficiency is not guaranteed, which can cause accidents.

The invention aims to eliminate these angles.

The invention is based on the object of a brake system for railroad cars to develop at the the valve device and the connection of this Reliable braking of both one of the devices on the main compressed air line Empty train as well as an execution guaranteed.

This task is made by the fact that the railroad car braking system, in which the brake cylinder is connected to the main compressed air line and to the outside air a valve device is in communication, the line through with the main compressed air related; Compressed air control valve and electropneumatic valve actuated is, according to the invention contains a reserve tank, which is connected to the main pressure air line is in communication, the valve device with the main compressed air line via this Reserve tank is connected and has two membranes with different areas, who are at a certain distance from each other, constantly with each other and with connected to the displaceable member of the valve device only during the braking process and which form cavities with the valve device housing, of which the one, which is formed by the large-area membrane, with the pressure ': cluftsteuerventil, while the other, which is formed by the small-area membrane, with the electropneumatic Valve is in communication, of the reserve tank with the main compressed air line connected is.

The rail car brake system according to the invention ensures a Reliable braking of both an empty train and a full train up to and including 60% <track inclinations> The present invention is illustrated below with reference to the following a detailed description of an embodiment with reference to the drawing explained in more detail.

In the drawing, the braking system of the railway agent is schematic and shown a longitudinal section of the valve device.

The rail car braking system contains a main compressed air line 1, which is connected to a compressed air source 2.

The main compressed air line 1 is through a pipe 3 with a Reserve container 4 connected. On the pipeline 3 are a separation valve one after the other 5 and check valve 6 mounted. The reserve tank 4 stands through a pipeline 7 with the input of a valve device 8 in connection. To the outlet of the valve device 8 is connected the pipeline 9 through which the cavity "A" of the valve device 8 communicates with the cavity of a brake cylinder 3 10. To the main compressed air line 1 is a compressed air control valve through a pipe 11 via a separating valve 12 13 switched. The compressed air control valve 13 is connected through a pipe 14 a container 15 in connection.

The valve device 8 includes a housing 16, which consists of three together connected parts 17, 18 and 19 consists. In the housing 16 is a slidable member 20, which separates the cavities "A" and "B" from one another - i.e. the Exit port 21 from inlet port 22. In valve device 8, FIGS a certain distance from each other membranes 23 and 24 arranged, which with the Housing 16 two cavities "C" or J. Form "D". The membrane 23 has one of the Pressure applied to a smaller area than that of the membrane 24. The membranes 23 and 24 are rigidly connected to one another by a part 25.

The membrane 24 is fixed between the parts 17 and 18 of the housing 16 and hermetically separates the cavity "A" from the cavity "D". The membrane 23 is firmly pressed between the parts 18 and 19 and separates the cavity in an airtight manner "D" from cavity "C". Both crane cranes 23 and 24 are made of elastic material manufactured, in the example described here serves as the material Gn i, the one Can withstand temperature changes from minus 60 0C to plus 500C.

A continuous channel 26 is provided in the displaceable member 20, which is used to connect the cavity "A" with the outside air during normal operation of the train, i.e. without braking.

In the part 25 is directed to the sliding member 20 Side a rubber insert 27 installed, which during the Bremsvarlaufes the channel 26 seals tightly. The displaceable member 20 is constantly on by a spring 28 the rubber insert 27 is pressed and hereby forms with the membranes 23, 24 and the Part 25 a uniform system for common shifting during the braking process.

To control the displacement of the displaceable member 20 is used an electropneumatic valve 29, the electromagnetic coils 39 of which are constantly are under 50 tension. The electro-pneumatic valve 29 is through a and Pipeline 31 a separating valve 32 is connected to the pipeline 7.

To control the displacement of the displaceable member 23 is available the cavity "C" of the valve device 8 through a pipe 33 to the electro-pneumatic Valve 29, on the other hand, is in communication, the cavity "D" is connected to / through a pipe 34 and an additional tank 35 with the compressed air control valve 13 in communication. The additional container 35 ensures a uniform supply of the compressed air into the cavity "D", causing slow braking when driving the train on a long stretch Slope can be accomplished.

The operation of the rail car braking system is as follows Way.

During a normal train journey, the container 15 is available through the compressed air control valve 13 and the pipes 14 and 11 are constantly connected to the main compressed air line 1. The isolation valve 12 is in the open position. Controlling the displacement of the sliding The member 20 of the valve device 8 takes place through the compressed air control valve 13.

Simultaneously with this takes place from the compressed air source 2 through the Main compressed air line 1 and pipe 3, via the one in the operating position Valve 5 and the check valve 6 a constant filling (charging) of the reserve container 4 and the pipes 7 and 31 up to a pressure value of 6.5 kp / cm2. The isolation valve 32 is always open and brings the cavity of the electropneumatic valve 29 with the pipeline 31 in Verbirdunc.

Compressed air is not supplied to the pipe 33 because the coils 30 of the electropneumatic valve 29 are constantly kept under voltage and that electro-pneumatic valve 29 its connection with the cavity "C" of the valve device 8 closes. The cavity "C" is marked by the (not indicated in the drawing) Channel of the electropneumatic valve 29 connected to the outside air. Through the Inlet opening 22 is the cavity "B" of the valve device 8 with pressurized air at all times filled, which together with the spring 28, the displaceable member 20 of the valve device 8 in a position that retains the cavities "B" and "sonei-nander separates, i.e. prevents the penetration of air into the cavity of the brake cylinder 10.

The compressed air from the brake cylinder 10 is through the pipeline 9, outlet opening 21 is fed to the cavity "A" of the valve device 8. As a result As a result of the mountain pressure in this cavity, the membranes 24 and 23 deflect - In the drawing upwards and the cavity "A" of the valve device 8 is through the through-channel 26 of the sliding member 20 with the outside air in Link.

Braking by the air pressure control valve 13 is as follows Wise done. The cavity "C" of the valve device 8 is with the outside air through the channel of the electropneumatic valve 29 in a manner similar to that of the operation described above connected.

In the event of a pressure drop in the main compressed air line 1 due to the actuation of the valve (not shown in the drawing) arranged on the locomotive the pressure lult control valve 13 connects the container 15 through the pipelines 14 and 34 via the additional container 35 with the cavity "D" of the valve device 8th.

The pressure value in the cavity "D" is determined by the discharge, i.e. by the compressed air drop in the main compressed air line 1, and by the ratio between the areas of the membranes 23 and 24 determined. Under the action of the resulting Force, which acts on the large area membrane 24 and small area membrane 23 takes place a deflection of the membranes 23. 24 C according to the drawing) downwards, through the The passage channel 26 of the displaceable member 20 of the valve device 8 is closed will. In the further course, the membranes 23 and 24 are shifted in connection with the sliding link 20. The sliding link shifts 20 (in the drawing downwards) by overcoming the tension of the spring 28, and brings The cavity "B" communicates with the cavity "A", thereby filling up the brake cylinder 10 takes place with compressed air.

Reaches the stress on the large area membrane 24 on the side of the cavity "A", a value equal to that of the resulting stress on the side of the cavity "D" is the same, separates the slidable member 20 by adding it goes up, under the action of spring 28, cavity "A" from cavity "B". In this way, the reserve tank 4 is switched off from the brake cylinder 10. Included the pressure in the cavity of the brake cylinder 10 is set to a constant value, thereby stopping the train with empty wagons as well as driving the execution with Scheduled speed is guaranteed in the target sections.

The braking by the electropneumatic valve 29 takes place in the following wise, when the coils are de-energized 30 of the electropneumatic Valve 29 is the connection of the cavity "C" with the outside air via pipeline 33 and electro-pneumatic valve 29 interrupted.

The cavity "C" is through pipe 33, electro, pneumatic Valve 29, pipes 31 and 7 and separating valve 32 are connected to the reserve container 4. In doing so, the lever of the valve on the locomotive above is in the written position on, i.e. for normal train journeys.

Under the action of the pressure from the reserve tank 4 supplied Air deflection of the membrane 23 takes place downwards, with the latter rigidly connected membrane 24 is bent in the same direction. The passage channel 26 of the slidable member 20 is completed. The connection of the brake cylinder 10 with the outside air is interrupted. Another displacement of the membranes 23 and 24, coupled to the sliding member 20, overcomes the tension of the Spring 28 and sets the reserve holder 4 with the brake cylinder 10 in connection.

The compressed air from the reserve tank 4 is fed to the cavity "A" and presses on the membrane 24 from below.

As well as the values of the stress under the lower membrane 24 and The connection between the cavities will be balanced over the upper membrane 23 "B" and "A" de: valve device 8, deho the connection between the reserve container 4th and brake cylinder 1Qt interrupted, a pressure value is established in brake cylinder 10 from 1.8 ... 2.2 Rpfem2, which means that the empty train can be stopped quickly in emergencies as well as stoppages caused by the operational sequence, e.g. 3. Advance the carriage under The excavator bucket for loading is guaranteed, among other things and unloading of the brake cylinder 10 is up to 1 second, whereby a relative rapid stopping of the train is guaranteed.

In the event of unfavorable weather conditions (frost), final icing can occur of the friction "wheel-brake pad". To remove the icing, a Pulse-like Brensung carried out, this is the electrical circuit in which the Coils 30 of the electropneumatic valve 29 are switched, interrupted several times, thereby a series of successive fillings and discharges of the brake cylinder 10 takes place.

Such braking is therefore possible because of the brake cylinder 10 with the reserve tank 4 is in communication, which is directly in the main compressed air line 1 is switched and is constantly topped up from this line, i.e. with frequent When braking, there is no "exhaustion" of the reserve container 4.

Such a braking can also occur when driving an execution smoothly can be used in sections with a track inclination up to and including 6050.

Braking with joint actuation of the compressed air control valve 13 and electropneumatic valve 29 run in the following way.

In the main compressed air line 1, the compressed air value is reduced and the electrical circuit of the electropneumatic valve 29 is switched off. the Compressed air from the container 15 becomes the cavity "D", from the pipe 7 the cavity "C" of the valve device 8 supplied.

The compressed air control valve 13 ensures the supply of compressed air in the cavity "D", the electro-pneumatic valve 29 which is in the cavity "C" of the Valve device

The total pressure in the hollow tears "D" and "C" causes a Displacement of the t. Membranes 23 and 24 downwards, together with the sliding link 20 of the valve device 8, the reserve container 4 with the brake cylinder 10 is connected, Is a balance between the forces on the side of cavities "C" and "D" and cavity "A" is reached, i.e. at full Filling the egg brown of the brake cylinder 10 with compressed air, overcomes the leather 28 the resistance of the resulting forces against the displaceable member 20 and lifts this in the upper position, as shown in Fig. 1, in which the cavities "A" and "B" are separated from each other, i.e. the connection of the reserve tank 4 with the brake cylinder 10 is interrupted.

The pressure value in the brake cylinder 10 is set at approx. 4.0 ... 4.2 kp / cm2, whereby the stopping of an execution is guaranteed in any case.

A test mine train, the car with the braking system according to the invention were subjected to the tests in the opencast mine with 60% track inclinations and has successfully passed it. The permissible ascent speed for one 1900 t heavy execution with a wagon axle load of 35 t was 35 km / h. The braking distance does not exceed 300 m, both for empty pulling and for execution.

The L: maximum value of the longitudinal forces that arise in the train when braking, was up to 120 t, with permissible longitudinal forces up to 200 t.

The temperature at the friction surface was after 20 uninterrupted, successive braking up to 350 ... 400 ° C, which is within the permissible range Temperature of 6000C.

Claims (1)

P A T E N T A N S P R U C H Railway wagon braking system where the Brake cylinder with the main compressed air line and with the outside air via a valve device communicates, which communicates through with the main air line in communication Compressed air control valve and electropneumatic valve is actuated, d a d u r c it is noted that it contains a reserve container (4) which communicates with the main compressed air line, the valve device (S) with the main compressed air line is connected via the reserve tank (4) and has two Menbranen (23, 24) cit different area, which in a certain Distance from each other, constantly with each other and with the sliding link (20) of the valve device (8) are only connected during the braking process and the cit the valve device housing (16) form cavities, one of which, which is formed by the large area membrane (24), while with a compressed air control valve (13), / the other one formed by the small area membrane (23) with the electro-pneumatic valve (29) is in communication with the reserve tank (4) is connected.