FI57558C - STYRVENTIL FOER SKENGAOENDE FORDONS TRYCKLUFTS-BROMSANLAEGGNINGAR - Google Patents

Description

rr-: r - 1 r i .... KU ULUTUSJ ULATISU cncco äjb ^ (11) UTLÄGGNINGSSKRIFT 5 / obö 2¾¾¾ C (45) ratentti;.: y:.:. ILy 10 09 1909 yCjM Patent raeddelat ^ ^ (51) Kv.ik? /Int.a.3 B 60 T 15/32 FINLAND —FINLAND (21) PMenttlhakemui - PsMfltaraBknlng 3 ^ 81/72 (22) Hakamlspllvl - AiMSknlngadag 08.12. 72 (23) AlkuptlvS — Glltlfh * ttd * g 08.12.72 (41) Tullut | ulklMk «l - Bllvlt offmtllg 29.06.7 3

National Board of Patents and Registration NthtlvlUptno * „kUU |.) Ult« Uun pvm. -

Patents and registries An * «k» n utiigd och uti.skrift * n pubiicand 30.05.80 (32) (33) (31) Pyjrdstty stuolksui— Begird priority 28.12.71

Federal Republic of Germany-FÖrbundsrepubliken Tyskland (DE) P 21651 ^ -5 (71) Knorr-Bremse GmbH, Moosacher Strasse 80, 8 Miinchen 13, Federal Republic of Germany-Förbundsrepubliken Tyskland (DE) (72) Johann Huber, Miinchen, Federal Republic of Germany Förbundsrepubliken Tyskland (DE) (TM Oy Borenius & Co Ab (5U) Control valve for compressed-air braking equipment for rail vehicles - Styrventil för skengäende fordons trycklufts-bromsanläggningar

The invention relates to a control valve for compressed air braking equipment of rail vehicles, having a control piston which is acted upon against the pressure in the control chamber by the pressure of the main air line, which control piston controls the inflow and outflow valve wherein the accelerator has a guide sleeve displaceable parallel to the direction of the steering piston axis, which in the direction of movement of the steering piston when this piston is actuated by a driving force from the steering chamber is always loaded by an acting force. between the chamber, which can be filled via the control sleeve with the brakes applied, and the accelerator valve also has a control h a lift-acting transfer latch controlled by a piston which is acted upon by the pressure in the main air line in the closing direction of the transfer latch and which is acted upon by the chamber pressure in the opposite direction of displacement of the transfer latch.

Such control valves are known, for example, from German Patent Publication Nos. 972,887 and 969,084.

2 57558 In the case of control valves of this design, in order to fill the chamber completely and thus to remove air sufficiently from the main air line at the beginning of braking, the control sleeve must be pressed against the stop in the jacket after it has moved a distance which is not yet sufficient to close the outlet valve. The accelerator valve is thus kept open during braking. However, since the chamber can be connected to the environment in the normal way by means of a brake cylinder pressure-controlled valve, detaching the brakes can outgoing connection, and compressed air can flow into the environment from the main air line through the accelerator valve and the chamber. This prevents the brakes from coming loose.

In order to avoid this disadvantage, if the stop attached to the guide sleeve casing is omitted, the steering sleeve could, after braking has begun, follow the valve seal until the accelerator valve closes under constant force, and during detachment could not. adverse emptying of the main air line may occur, but in this case the transfer latch should be designed in such a way that, when braking begins, it is sure to hold the guide sleeve until the chamber is completely filled. In known control valves, in which the transfer latch is made as a friction brake located perpendicularly between the pusher connected to the piston and the guide sleeve fitted against the guide sleeve, the friction brake should only be released after the pressure between the main air line and the chamber has completely equalized.

However, this would lead to difficulties in removing the brakes, as the pressure rise in the main air line could cause the friction brake to act prematurely, preventing the control sleeve from being pushed back to the position corresponding to the control valve release condition.

The object of the invention is to provide a control valve of the type described above, in which the complete filling of the chamber at the beginning of braking is ensured, but the step of releasing the compressed air brake cannot be prevented in any case.

57558 3 This is solved according to the invention in that the travel of the guide sleeve at least corresponds to the lift of the guide piston to close the outflow valve, that a nozzle is arranged in the compressed air connection between the from the valve seal, and the second piston is affected by the pressure in the chamber in the opposite direction.

In a further developed embodiment of the control valve, it may then be expedient for the outer diameter of the control sleeve to be staggered, the small outer diameter part being directed towards the valve seal and tightly movably and the transition point between the small outer diameter portion forms a piston surface acting in the direction of lifting the guide sleeve from the valve seal. In this embodiment, the diameter of the accelerator valve can be kept small, in which case the force always loading the control sleeve can also be kept small, although it still ensures the safe closing of the accelerator valve when the brakes are released. By keeping said force small, a sufficiently long retention of the steering piston is promoted by the force acting on its piston surfaces. Furthermore, thanks to this embodiment, a sealing ring with a smaller diameter and thus a lower friction can be used for the tight guide of the guide sleeve. The force required to move the guide sleeve thus only has to overcome a small frictional resistance, so that this force can be considered small, which is an advantage, as already mentioned above.

Finally, a preferred embodiment of the control valve can be obtained so that the transition area of the control sleeve has a transverse borehole and that the nozzle is fitted to a part of the sleeve having a larger outer diameter after this transverse drilling. According to this embodiment, the construction cost of the control valve is low.

The accompanying drawing shows in schematic section a control valve constructed according to the invention.

In the housing 1 of the control valve 2 there is a control piston 3 in the form of a diaphragm piston, which separates the control chamber 4 · from the control chamber 6 connected to the main air line 5. The central pusher 7 controlled in the housing 1 ensures good control of the control piston 3. The guide piston 3 has an eccentrically located rod 8 which has its guide in the jacket 1 and which, on the other hand, is connected to a valve seal 9 »which is arranged concentrically with respect to the guide piston 3. The valve seal 9 is located in the space 10, which communicates with the guide chamber 6 via the channel 110. Between the guide chamber 6 and the space 10 there is a guide sleeve 12 concentric with the guide piston 3, which moves towards the space 10 and opens into the notch of the jacket 1 forming the chamber 11. This guide sleeve 12 has a small outer diameter. a portion 14 »terminating in the valve seat 13 before the valve seal 9 and a large outer diameter portion 16 associated therewith after the transition point formed by the piston surface 15. At its small outer diameter portion 14 The large outer diameter part 16 of the guide sleeve 12 is surrounded by the sheath 1 with small clearances, so that this part gets its guide in the sheath 1 practically without friction, so that a narrow choke gap is formed. Opposite the mantle surface 15 there is a correspondingly spaced surface 19 of the chamber 11, and a transverse bore 20 of the guide sleeve 12 opens in the space between the piston surface 15 and the spur surface 19. The longitudinal channel 17 is provided in the part following the opening of the transverse bore 20 away from the valve seal 9. Unlike the embodiment shown, the longitudinal channel 17 itself can be made as a throttling channel to replace the special nozzle 21. A weak compression spring 23 is clamped between the bottom of the chamber 11 and the end of the guide piston 12 away from the valve seal 9 and representing the piston surface 22 to apply a continuously acting force.

The large outer diameter part has a pusher 24 »movably mounted on the housing 1 on the outer circumference of the guide sleeve 12, perpendicular to this sleeve, the end of which away from the guide sleeve 12 is provided with a piston 25. This piston 25 separates the two spaces 26 and 27. The space 26 facing the guide sleeve 12 always communicates with the chamber 11 via the channel 28, and the space 27 on the other side communicates with the conduit chamber 6 via the channel 29. The space 27 contains a compression spring 30 loading the piston 25. A small cross-sectional choke 66 opens in the path of the piston 25. 66 the other end opens into the channel 29. The depression of the pusher 24 into the guide sleeve 12 represents the transfer latch used by the piston 25 for the guide sleeve 12.

On the side away from the guide sleeve 12, the valve seal 9 has a concentric valve tube 31 »with a transverse bore 35 opening into the space 34 between the two transfer lines 32 and 33 pressing into the sealed jacket 1. This space 34 communicates with the environment via the outlet duct 36. A piston 37 attached to the valve pipe 31 separates the two spaces 38 and 39 * The space 38 on the valve seal 9 side is always under climatic pressure »and a pipe 41 to the brake blades 40 opens in the space 39 on the other side. In space 39 the valve pipe 31 ends and a distance corresponding to the distance between the gap surface 19 and the double sealing plate 43. This double sealing plate 43 is located in a space 45 »which is always connected via a non-shown control valve to an auxiliary air tank 44 from space 45 to space 39, an inlet valve 43 »46 for monitoring, and together with a valve seat 42, an outlet valve 42, 43 for monitoring the connection to the environment of the space 39.

The space 39 is connected to the space 48 by a line 47 suitably located in the control valve jacket 1, but shown separately in the drawing, which the piston separates from the space 50 always connected to the environment. The piston 49 controls a valve 53 loaded in the conduit chamber 6 by a pusher 51 in the opening direction of the spring 52 through the throttling nozzle 54 to the channel connection 55 to the control chamber 4.

Finally, a channel 56 leads from the space 39 through the nozzle 65 to its piston 58 at its pressures 57, the other side of the piston being acted upon by the climatic pressure, which is connected to the valve 60 by means of a pusher 59 so as to act in the closing direction. The spring 61 loads the valve in the direction of its opening. The valve 60 is located in a duct 63 which goes from the chamber 11 to the transfer chamber 62. The nozzle 64 always connects this transfer chamber 62 to the environment.

6 57558 The ready-to-use disconnected brake has control valve 2 in the switching position shown in the drawing. Compressed air acts in the main air line 5 and the auxiliary air tank 44. The conduit chamber 6 is filled with compressed air line 5, and the control chamber 4 is filled with compressed air through a duct 29, a throttling nozzle 54, an open valve 53 and a duct 55. The space 10 is pressurized through the channel 110. Through the transfer chamber 62 as well as through the open valve 60, the chamber 11 and the space 26 are emptied into the environment. The piston 25 then presses against the guide sleeve 12 of the pusher 24 under the action of the compressed air in the space 27. Accelerator valve 9> 13 is closed. The inlet valve 43 »46 is likewise closed, and the outlet valve 42, 43 is open so that the brake cylinder 40 as well as the spaces 48 and 57 and the space 39 are emptied into the environment through the longitudinal channel of the valve tube 31 as well as the transverse bore 35 and the discharge channel 36.

In the event that the pressure in the main air line 5 is reduced for braking, this pressure drop is transmitted to the line chamber 6, while the pressure acting in the control chamber 4 is maintained through the throttling nozzle 54. The guide piston 3 then moves towards the guide chamber 6, whereby it takes with it through the rod 8 a valve seal 9 which rises from the valve seat 13. The guide sleeve 12 is first unable to follow the valve seal 9 because the pusher 24 pressed into it holds it. Compressed air now flows from the main air duct 5, i.e. the duct chamber 6, through the duct 110, the space 10 and the open valve 9, 13, the longitudinal duct 17 and the nozzle 21 to the chamber 11, as well as through the duct 28 to the duct 26 and duct 63 as well as the open valve 60 in front of the nozzle 21 there is thus a slightly higher pressure in the longitudinal channel 19 than after the nozzle 21, so that in the space delimited by the piston surface 15 and the recess 19 the pressure is slightly higher than in the chamber 11. Compressed air outflow through the accelerator valve 9, 13 decrease in the conduit chamber 6 so that the control piston 3 will rise faster. During this movement, the valve tube 31 will be pressed against the double sealing plates 43 so that the outlet valve 42, 43 closes, and then, as the rising movement of the control piston 3 continues, the inlet valve 43, 46 opens. Compressed air then flows from the auxiliary air reservoir 44 through the inlet valve 43, 46 to the space 39, the brake cylinder 40 and the space 48, as well as in the nozzle 65 decelerated to the pressure space 57558 7 57. via the valve 53. the control chamber 4 has thus become separated from the main air line 5 and cannot be emptied here. As soon as a pressure lower than the pressure prevailing in the conduction chamber 6 is applied through the opened accelerating valve 9, 1i in the chamber 11 and the associated chambers - the nozzle 21 then causes a uniform, approximately turbulent distribution of pressure in the spaces connected to the chamber 11. the piston 25 in the space 26 under the action of the applied pressure and the force of the spring 30 is pressed in the drawing on the right, whereby the pusher 24 rises from the guide sleeve 12 and the transfer latch of this guide sleeve is thus released. However, the low pressure acting on the piston surface 15 slightly higher than the pressure in the chamber 11 still holds the guide sleeve 12 against the force of the weak compression spring 23 so that compressed air can continue to flow from the conduit chamber 6 to the chamber 11 until the pressure is approximately equalized. During these steps, a pressure slowed down by the nozzle 65 has developed in the pressure space 57, sufficient to close the valve 60 via the piston 58 and the pusher 59. The transfer chamber 62 is then slowly emptied again through the nozzle w 64 into the environment, before the pressure equalization between the guide chamber 6 and the chamber 11 has been achieved, the spring 23 is able to push the guide sleeve 12 towards the valve seal 9. Depending on the opening stroke of the inlet valve 43, 46 the guide sleeve 12 can then move from the impact position until its valve seat li meets the valve seal 9, or until the piston surface 15 meets the constriction surface 19 * In either case, the accelerator valve 9 »13 has already been open long enough to fill the chamber 11 and associated spaces.

As soon as the prescribed reduced pressure has remained constant in the main air line 5 and the corresponding reduced pressure has been applied to the space 39 and thus to the brake cylinder 40, the piston 37 pushes the control piston 3 downwards until the inlet valve 43, 46 via the rod. In any case, the accelerator valve 9, 13 will close, unless it has already closed. In this case, the end position of the brake is reached.

8 57558

If it is desired to strengthen the initiated braking phase, the control piston 3 is briefly raised by further reducing the pressure in the main air line 5, opening the inlet valve 43, 46 and supplying a corresponding pressure rise to the space 39 *. the pressure corresponding to the released brake. The control piston 3 as well as the piston 37 connected to it will then move downwards for a short time, whereby the outlet valve 42, 43 opens. Through the temporarily opened outlet valve 42, 43, compressed air flows from the brake cylinder 40 and the space 39 through the valve pipe 31 and the outlet duct 36 to the environment so that the pressure in the brake cylinder 40 decreases.

During all these steps, the pressure acting in the chamber 11 and in the space 26 gradually equalizes through the throttling channel 66 passing the piston 25 to the pressure prevailing in the line 6 in each case.

In order to completely release the brakes, a pressure rise is provided in the main air line 5, which initially raises the pressure prevailing in this line to the prevailing set pressure. This pressure rise, which also acts in the conduction chamber 6, presses the control piston 3 downwards so that the outlet valve 42, 43 opens and compressed air flows from the brake cylinder 40 to the environment. The pressure rise is also transmitted to the space 26 via the throttle channel 66, albeit in a slower manner. However, the compression spring 30 is dimensioned so strong that the pressure difference between the spaces 27 and 36 is not sufficient to move the piston 25 in the direction of the pusher 24 in the guide sleeve 12. 37 and with the valve seal 9 move downwards to the release position, whereby the guide sleeve 12 pressing into the valve seal 9 accompanies and the movement is only resisted by the small force of the compression spring 23, whereby the transfer blade does not prevent the movement. When the low residual pressure acts in the space 39, the brake cylinder 40, the space 43 and the pressure space 57, the valve 53 first opens under the action of the spring 52 so that a pressure equalization occurs between the conduction chamber 6 and the control chamber 4 through the throttling nozzle 54. A little later, the spring 61 opens the valve 60, whereby the pressure in the chamber 11 and the space 26 drops rapidly as the pressure quickly stabilizes in the transfer chamber 62. However, since the accelerator valve 9, 13 is closed when the outlet valve 42, 43 is open, no compressed air escapes.

Claims (4)

57558 9 to the core environment from the conduit chamber 6 through the guide sleeve 12. The piston 25 then presses the space 27 into the guide sleeve 12 of the pusher 24 due to the strong overpressure of the space 27. The space 26, the chamber 11 and the pressure chamber 62 are finally gradually emptied completely through the nozzle 64 into the environment. Thus, the fully disengaged state of the control valve is again reached. It is thus seen that the spring 30 can be made relatively strong without the risk that the guide sleeve, when braking begins too early, before the chamber 11 is completely filled, follows the valve seal 9 and closes the accelerator valve 9, 13. A strong spring 30 ensures that the piston 25 does not starting to disengage already at the stage when the pressure rises only in the main air line 5, but only after the disengagement phase has ended after the valve 60 has opened, presses the pusher 24 into the guide sleeve 12 and thus can control this guide sleeve closing latch. A control valve for compressed air braking equipment of vehicles running on rails, comprising a control piston (3) acted against the pressure in the control chamber (4) by the pressure in the main air line (5), which control piston controls the inlet and outlet valve regulating the pressure medium supply a brake cylinder (40), and an accelerator for removing air from the main air line, the accelerator having a guide sleeve (12) displaceable parallel to the axis direction of the steering piston (3). whose guide sleeve is received by a valve seal (9) connected to the guide piston, the guide sleeve together with the valve seal forming an accelerator valve (9, 13) located between the main air line and the chamber (11) which can be filled via the guide sleeve with the brakes applied and the bypass valve further has a transfer sleeve (24) acting on the control sleeve, controlled by a piston (25) acting in the closing direction of the transfer latch and acting in the opposite direction of the transfer latch by a pressure in the chamber (11), characterized in that the guide sleeve (12) corresponds to the lifting distance 10 57558 of the control piston (3) for closing the outflow valves (42, 43), that a nozzle (21) is arranged in the compressed air connection between the accelerator valve (9, 13) and the chamber (11), and that the control sleeve (12) has two piston surfaces (15, 22). ), one of which is affected by the pressure in the direction of the connection between the accelerator valve and the nozzle to lift the guide sleeve from the valve seal (9), and the other piston is affected by the pressure of the chamber in the opposite direction. Control valve according to Claim 1, characterized in that the outer diameter of the control sleeve (12) is stepwise variable, the small outer diameter part (14) being directed towards the valve seal (9) and tightly movably guided in the housing (2) of the control valve (2). 1), the large outer diameter portion (16) is surrounded by the sheath with small clearances and terminates in the chamber (11), and the transition point between the large outer diameter portion (16) and the small outer diameter portion (14) forms a guide sleeve (12) from the valve seal (9) the piston surface (15). Control valve according to Claim 2, characterized in that the transition sleeve (12) has a transverse bore (20) in the transition area and that the nozzle (21) is arranged in a part (16) with a larger outer diameter of the sleeve after this transverse drilling. 1. Styrventil för tryckluftsbromsanläggning pä rälsfordon, försedd med dels en av trycket i en huvudluftledning (5), mot trycket i en styrkammare (4) belastad styrkolv (3) förblert (40), with the aid of a styrofoam of the styrofoam of the styrofoam of the styrofoam (3), with the aid of the styrofoam of the styrofoam, (12) a cross-section of a single kraft (23) and a fuse up to the styrofoam of the valve (9), a color of the styrofoam with the valve of the accelerator valve (9, 13), which is connected to the side of the stove brakes from the atmosphere, chamber (11), och varvid i accelerationsventilen vidare ingär en pä styrhylsan