RU107741U1 - PNEUMATIC AIR DISTRIBUTOR FOR BRAKE RAIL VEHICLE CYLINDER - Google Patents

Abstract

 1. Pneumatic air distributor as a regulating element for controlled supply of compressed air to at least one brake cylinder (2) of a rail vehicle connected via a brake line (1) depending on the pressure difference between the control pressure (S) and the reference pressure (A) which are opposed to the correspondingly correlated working surface of the integrated control piston (3) so that, in cooperation with at least one pressure spring (5), l acting on the two-seat valve (6) to set the pressure (C) of the brake cylinder, overcoming the force of at least one also built-in C-piston (7), to which the pressure (C) of the brake cylinder is applied, which creates an additional return force for the two-seat valve for setting the brake pressure level, characterized in that in the acting power flow between the control piston (3) and the C-piston (7) there is a mechanically adjustable transmission means in the form of a switch for varying the drive force. ! 2. The pneumatic air distributor according to claim 1, characterized in that the axis (8) of the control piston extends coaxially to the axis (9) of the valve, and that the mechanically adjustable transmission means consists of two control spaced apart from each other and extending across the axis (8) the piston or the axis (9) of the lever valve (10a, 10b) with opposite pivot points of the support (11a; 11b) and displaced between them by means of the switching element (12) of the support (13). ! 3. The pneumatic air distributor according to claim 1, characterized in that

Description

This utility model relates to a pneumatic air distributor as a regulating element for controlled supply of compressed air to at least one brake cylinder of a rail vehicle connected via a brake line, depending on the pressure difference between the control pressure and the reference pressure, which are oppositely applied to the correspondingly assigned working surface integrated control piston so that in cooperation with at least one on to press the double-seat valve to set the pressure of the brake cylinder with the pressure spring, overcoming the force of at least one also built-in C-piston, to which the pressure of the brake cylinder is applied, which creates additional restoring force for the two-seat valve to set the level of brake pressure,

The scope of this utility model extends to the construction of rail vehicles. In the framework of pneumatic brake systems commonly used on rail vehicles, air distributors of interest for this case are used with pneumatic warning as a control element. Depending on the filling of the auxiliary air reservoir or the spare air reservoir, the regulating elements control and regulate the brake cylinder pressure or indirect control pressure pneumatically set via the main air line. In the latter case, based on the pressure of indirect control, the pressure of the brake cylinder is generated only due to the additional relay valve. Such air distributors for pneumatic brake systems, depending on the application, are usually combined with accelerator devices, maximum pressure limiters and the like.

The air distributor of the type of interest in this case forms the central brake control element of each indirect automatic single-chamber pneumatic brake, the task of which is, depending on the change in pressure supplied to the main air line, either directly or as an indirect control pressure for an intermediate relay valve control the supply or removal of air from the connected brake cylinder.

From the reference book "Fundamentals of brake technology" (KNORR-BREMSE GMBH, 2nd edition, 2003, p. 118 ff.), Such a pneumatic air distributor is known as a control element for the pneumatic system of a rail vehicle. In this case, the air distributor is arranged to be removed a stationary mounted support of the air distributor, which makes the necessary connections of compressed air, namely with the pressure R of the spare air reservoir obtained from the main air line of the rail t of the vehicle control pressure S, and the pressure of the brake cylinder C. Inside the air distributor from the supplied control pressure S, in conjunction with the applied pressure C of the brake cylinder, a reference pressure A.

In addition, the air distributor also includes a control piston with a large surface, driven by the pressure difference between the control pressure S and the reference pressure A, from which the piston rod exits, which actuates the two-seat valve to set the brake pressure level. The brake pressure level is established by supplying and removing air from the brake cylinder connected to the air distributor by means of the fact that the pressure C of the brake cylinder can either be vented to the atmosphere to remove air, or the stored pressure R can be supplied for air supply. If the control pressure S in the control piston of the main air line for the purpose of braking, the pressure decreases, then there is a difference with respect to the reference pressure A, which overcomes the pressure e also acting on the control piston of the compression spring. As a result of this, the piston rod actuates the seat of the purge valve to direct compressed air from the reserve air reservoir through the now open intake valve to the brake cylinder. The air distributor also includes a so-called C-piston located on the piston rod.

In the direction of action of the pressure spring acting on the control piston by means of the piston rod, the current pressure of the brake cylinder acts on this C-piston. If this value reaches a pressure that is equivalent to the pressure difference acting on the control piston, then the piston rod moves back again so that the intake valve moves to the closed position. Due to the stepwise pressure reduction in the main air line, this process is repeated until full braking is achieved so that any braking stages can be achieved.

Thus, depending on the number of C-pistons, several levels of braking pressure can be realized.

The disadvantage of the above-described air distributor is the forced direct mechanical engagement of the control piston due to the rigid piston rod, on the one hand, with the movement of the C-piston and with the movement of the two-seat valve, on the other hand. Thus, it is impossible to influence the braking force inside the mechanics of the air distributor.

Therefore, the objective of this utility model is to improve the pneumatic air distributor known in the art in such a way that the pressure of the brake cylinder is created, both depending on the pressure difference between the control pressure S and the reference pressure A, and using additional mechanical valve switching means , was possible using simple technical means.

Based on the pneumatic air distributor according to the restrictive part of paragraph 1 of the utility model formula, this problem is solved in combination with its distinguishing features. The dependent items below reflect preferred improvements to the utility model.

The utility model includes a technical solution that mechanically adjustable transmission means in the form of a switch for varying the drive force are located in the acting power flow between the control piston and the C-piston.

The advantage of the proposed solution lies, first of all, in the fact that such a mechanical switch can be constructed, for example, due to simple lever mechanics with a variable lever arm and integrated into the air distributor of the type of interest for the given case. This purely mechanical solution is very durable, requires no maintenance, and is therefore particularly suitable for the construction of rail vehicles.

Advantageously, the proposed solution can be realized due to the two preferred embodiments described below, which differ mainly in the passage of the axes of the piston rod of the control piston and the C-piston or in the two-seat valve.

According to a first preferred embodiment, it is proposed that the axis of the control piston extends coaxially to the axis of the valve. The axis of the control piston is determined by the axial passage associated with the control piston of the piston rod. The valve axis is determined by the axial passage of the piston rod connected to the C-piston. The mechanically adjustable transmission means in this coaxial position preferably consists of two levers located at a distance from each other and extending transverse to the axis of the control piston or valve axis with the pivot points opposite to each other and displaced between them by means of the switching support element.

That is, in other words, in the area of the piston rod of a known element with three pressure levels, consisting of a two-seat valve, a C-piston with the pressure of the brake cylinder and a control piston to which the control pressure S and the reference pressure A are applied, is built in transmission means, consisting of two levers, which is shifted according to the gear ratio due to the opposite pivot points of support and shifted between them support. The power flow passes from the piston rod on the side of the control piston along both levers with a support located between them in the part of the piston rod that is associated with the C-piston. Thus, the transmission means of the first preferred embodiment forms a kind of double rocker.

According to a second preferred embodiment, the axis of the control piston extends substantially parallel to the axis of the valve. Mechanically adjustable transmission means include in this case a cross-member on which the piston rods of the control piston or the C-piston are unidirectionally supported at each end. On the opposite side of this application of force to the cross member there is a rotary support of the cross member displaced by the switching element. Thus, a kind of rocker is formed, the pivoting support of the cross member of which serves as a switch for varying the drive force.

According to yet another utility model improving aspect, it is proposed that said pivoting support of the cross member is connected for biasing with a spring-link device which is adapted to be actuated by a switching unit. As a result of this, the effect is performed not due to the rigid connection, but with springing in order to thereby ensure displacement in the braked state, although pressure forces acting on the piston act on the rotary support of the cross member. In this case, this switching unit, preferably, consists of a switching element interacting with the spring-lever device and also a setting screw for pre-installation interacting with it.

It is optionally proposed to position the C-piston with the possibility of displacement relative to the associated piston rod, while a pressure spring is located on the opposite pressure of the brake cylinder of the working surface of the C-piston in order to provide the advantage that the minimum pressure C of the brake cylinder is always achieved when braking, since the position Closing can only be done when the force that arises due to the pressure C of the brake cylinder overcomes the pretension of this Ruzyne and applies a restoring force on the piston rod.

The switching element within the framework of this utility model can be performed in various ways. First of all, the switching element serves to implement a proportional braking load.

In this regard, according to the first embodiment, it is proposed that the switching element is of a cam drive type for converting a rotational action by means of a cam into a linear positioning movement for displacing the support.

However, it is also possible to perform a switching element as a hydraulic cylinder, on the piston of which, overcoming the force of action of the return spring, a control pressure proportional to the load is supplied.

In addition, it is proposed that the switching element is optionally made in the form of an electric motor servo drive, which is controlled via an electrical connection from an electronic control unit.

Within the framework of this utility model, it is also possible that the created pressure C of the brake cylinder only as an indirect control pressure actuates an intermediate-switched relay valve, which forces the pressure on the brake cylinder. In addition, it is possible that the reference pressure A is created not due to compressed air, but due to the pressure spring acting on the control piston.

Other measures improving the utility model are described below in more detail together with a description of the preferred forms of implementation of the utility model using the example of figures. Shown on:

Figure 1 is a schematic side view of a pneumatic air distributor with a coaxial arrangement of the piston rod in accordance with the first form of implementation of the utility model, and

Figure 2 is a schematic side view of a pneumatic air distributor with an axially parallel arrangement of the piston rod in accordance with a second embodiment of the utility model.

According to FIG. 1, a brake cylinder 2 of a rail vehicle not shown in more detail is connected to an air distributor not shown here by means of a brake line 1 with a pressure C of a brake cylinder.

Depending on the pressure difference between the control pressure S opposite to the control piston 3 supplied to the integrated control piston 3 and the reference pressure A, the piston rod 4 is axially displaced. In conjunction with the pressure spring 5, the two-seat valve 6 for setting the pressure C of the brake cylinder is actuated by itself in a known manner. In this case, the driving force acts against the force also built into the air distributor from the side of the two-seat valve 6 of the C-piston 7, to which pressure C of the brake cylinder is supplied. The C-piston 7 creates an additional restoring force for the two-seat valve 6 to set the brake pressure level.

In this embodiment, in the acting power flow between the control piston 3 and the C-piston 7, there is a transmission mechanism in the form of a double rocker with mechanical adjustment to vary the drive force. The axis 8 of the control piston runs coaxially with the axis 9 of the valve, to which the C-piston 7 is also associated.

A mechanically adjustable transmission means consists in total of two levers 10a and 10b located at a distance to each other and extending across the axis 8 of the control piston or valve axis 9 with the pivot points 11a or 11b located opposite each other and shifted between them by a switching element 12 of the support 13.

The switching element 12 can also be designed as a cam drive to convert the pivoting movement by means of the cam 14 into a linear positioning movement for displacing the support 13.

According to an alternative embodiment also, the switching element 12 can also be of the type of a hydraulic cylinder 15, the piston of which, overcoming the force shown here only in a schematic return spring, is supplied with a control pressure proportional to the load.

According to the second embodiment shown in FIG. 2, the axis of the control piston 8 ′ is substantially parallel to the axis of the valve 9 ′. In this case, the mechanically adjustable transmission means consists of a cross member 16, on which the piston rods 4 ′ and 5 ′ of the control piston 3 ′ or the C-piston 7 ′ are supported.

Opposite to this device, the cross member 16 is supported by a displaceable pivot bearing 17 of the cross member. The pivoting support 17 of the cross member can be driven by a switching element 12 '. In turn, the rotary support 17 of the cross member is connected for bias with the spring-lever device 18, which is movable due to the switching unit 19.

The switching unit 19 in this embodiment consists of a cam 14 'cooperating with the spring-lever device 18 as the switching element and a pre-setting set screw 20 interacting with it.

In addition, in this embodiment, the C-piston 7 ′ is biased relative to the associated piston rod 5 ′, and a pressure spring 21 is integrated on the opposite pressure C of the brake cylinder of the piston working surface 7 ′.

In addition, the pressure C of the brake cylinder is not supplied directly to the brake cylinder 2 ', but is switched on intermediate-relay valve 22, shown in this case only schematically, due to which the pressure C of the brake cylinder, which is created by the pneumatic air distributor, is used only as indirect pressure control for relay valve 22.

The utility model is not limited to the two preferred forms of implementation described above as an example, but focuses on the scope of protection of the utility model formula given below. For example, it is also possible to use other mechanically adjustable gears other than switches, which, as gears, provide the necessary gear ratio.

Reference List

one Brake line 2 Brake cylinder 3 Control piston four Piston rod 5 Pressure spring 6 Double seat valve 7 C-piston 8 Control piston axis 9 Valve axis 10 Lever arm eleven Pivot point 12 Switch element 13 Support fourteen Cam fifteen Hydraulic cylinder 16 Cross member 17 Cross support eighteen Spring lever 19 switching unit twenty set screw 21 Pressure spring 22 Relay valve

Claims (12)

1. Pneumatic air distributor as a regulating element for controlled supply of compressed air to at least one brake cylinder (2) of a rail vehicle connected via a brake line (1) depending on the pressure difference between the control pressure (S) and the reference pressure (A) which are opposed to the correspondingly correlated working surface of the integrated control piston (3) so that, in cooperation with at least one pressure spring (5), l acting on the two-seat valve (6) to set the pressure (C) of the brake cylinder, overcoming the force of at least one also built-in C-piston (7), to which the pressure (C) of the brake cylinder is applied, which creates an additional return force for the two-seat valve for setting the brake pressure level, characterized in that in the acting power flow between the control piston (3) and the C-piston (7) there is a mechanically adjustable transmission means in the form of a switch for varying the drive force. 2. The pneumatic air distributor according to claim 1, characterized in that the axis (8) of the control piston extends coaxially to the axis (9) of the valve, and that the mechanically adjustable transmission means consists of two control spaced apart from each other and extending across the axis (8) the piston or the axis (9) of the lever valve (10a, 10b) with opposite pivot points of the support (11a; 11b) and displaced between them by means of the switching element (12) of the support (13). 3. The pneumatic air distributor according to claim 1, characterized in that the axis (8 ′) of the control piston extends substantially parallel to the axis (9 ′) of the valve, and that the mechanically adjustable transmission means includes a cross member (16) onto which at each end the piston rods (4 ′; 5 ′) of the control piston (3 ′) or the C-piston (7 ′) are supported unidirectionally, which on the opposite side has a pivot bearing (17) displaced by the switching element (12 ′). 4. Pneumatic air distributor according to claim 3, characterized in that the rotary support (17) of the cross member is connected for displacement with a spring-lever device (18), which is arranged to be actuated by a switching unit (19). 5. A pneumatic air distributor according to claim 4, characterized in that the switching unit (19) consists of a switching element interacting with a spring-lever device (18) and also a set screw (20) for pre-installation interacting with it. 6. The pneumatic air distributor according to claim 3, characterized in that the C-piston (7 ′) is positioned to be offset relative to the associated piston rod (5 ′), while at the opposite pressure (C) of the brake cylinder of the working surface of the C-piston (7) ′) The compression spring (21) is located. 7. Pneumatic air distributor according to one of the preceding paragraphs, characterized in that the switching element (12) activates an adjustable transmission means for proportional to the braking load. 8. A pneumatic air distributor according to one of claims 1 to 6, characterized in that the switching element (12) is made like a cam drive for converting a rotary action by means of a cam (14) into a linear positioning movement to displace the support (13). 9. A pneumatic air distributor according to one of claims 1 to 6, characterized in that the switching element (12) is made like a hydraulic cylinder (15), the piston of which, overcoming the force of action of the return spring, is supplied with a control pressure proportional to the load. 10. A pneumatic air distributor according to one of claims 1 to 6, characterized in that the switching element (12) is made in the form of an electric motor servo, which is controlled via an electrical connection from an electronic control unit. 11. A pneumatic air distributor according to one of claims 1 to 6, characterized in that the generated pressure (C) of the brake cylinder as an indirect control pressure actuates an intermediate-switched relay valve (22), which powerfully supplies pressure to the brake cylinder (2 ′). 12. The pneumatic air distributor according to one of claims 1 to 6, characterized in that the reference pressure (A) is created due to the pressure spring acting on the control piston (3; 3 ′).