RU117874U1 - PNEUMATIC BRAKE SYSTEM OF RAIL VEHICLE - Google Patents

Abstract

1. A pneumatic brake system of a rail vehicle, including a main pipeline, an air distributor, a storage tank, at least one auto mode with a temporary contact, at least one brake cylinder, characterized in that it is equipped with a control valve through which compressed air supply for re-fixing the auto mode, while the inlet channel of the control valve is in communication with the main pipeline, and the outlet channel is connected with the control part of the auto mode, which makes it possible for air to pass from the brake line to the control part of the auto mode when the valve is open and from the control part of the auto mode to the atmosphere when closed valve. ! 2. The brake system according to claim 1, characterized in that, in order to automate the work, the control valve is equipped with a control mechanism including a lever-cam mechanism having a kinematic connection with the actuator of the rail vehicle and holding the control valve in the open position , a locking mechanism, which is a pusher with conical grooves, located on the control valve rod, and a spring-loaded retainer, as well as a pneumatic cylinder connected to the control valve outlet channel, connected by its rod with the locking mechanism lock with the possibility of pressing the lock from the rod pusher to close the control valve after setting auto mode.

Description

The utility model relates to brake systems of railway transport and is intended for use in the construction of rail vehicles, mainly freight, postal and freight cars and platforms for transporting containers.

Known pneumatic brake system of freight cars containing a brake line, an air distributor, a spare reservoir, auto mode, brake cylinder. (Asadchenko V.R. Automatic brakes of rolling stock of railway transport: Textbook. - M., Training and methodological office of the Ministry of Railways of Russia, 2002. - p. 50). The 265 series constant contact auto mode is used in this brake system. The disadvantage of this brake system is the constant contact between the auto mode plug and the platform mounted on the unpressed side frame of the trolley, which causes constant wear of the auto mode parts and, as a result, an increase in air leaks in the damper part. In addition, there are known cases of jamming of the auto-mode fork, kink of the lever and bolt of the cracker fastening located in the housing and setting the auto-mode to a certain pressure. These failures lead to disruption of the braking system of the car, reducing braking performance.

Closest to the claimed utility model is the pneumatic brake system of a diesel train, in which auto mode with temporary contact is used. This auto mode during movement does not have constant contact with the platform located on the frame of the trolley, and therefore is more durable. The automatic mode re-fixation in such a system is carried out by compressed air coming from the supply line of the diesel train with the doors open (Inozemtsev V.G., Abashkin I.V. “Brake and pneumatic equipment of rolling stock.” - M .: Transport, 1984. - p. .131-132). Due to the lack of a control line in freight cars, this auto mode cannot be applied in the latter without an additional control system.

The purpose of the utility model is to increase the efficiency and reliability of the brake system of rail vehicles.

The technical result is the lack of constant contact of the auto mode rod with the auto mode pad on the trolley, which eliminates the possibility of the auto mode rod breaking during movement, and also provides stable brake pressure regardless of the dynamic vibrations of rail vehicles.

The specified technical result is achieved by the fact that in the pneumatic brake system of a rail vehicle, which includes a main pipe, an air distributor, a spare tank, at least one auto mode with a temporary contact, at least one brake cylinder, there is a control valve through which the feed compressed air to re-fix auto mode, while the input channel of the control valve is in communication with the main pipeline, and the output channel with the control part a torezhima that allows air to pass to the brake pipe control portion auto mode when the valve is open and the control part of the auto mode to the atmosphere when the valve is closed. In order to automate the operation, the control valve may be equipped with a control mechanism that includes a cam-and-pinion mechanism having kinematic connection with the actuator of the rail vehicle (for example, baggage car doors or a seat for the container on the platform), and holding the control valve open position, the locking mechanism, which is a pusher with conical grooves, located on the control valve stem and a spring-loaded clamp, as well as a cylinder connected to the output channel of the control valve, connected with its rod to the lock of the locking mechanism to enable the clamp to be pressed away from the rod pusher to close the control valve after setting the auto mode.

The utility model is illustrated by drawings:

figure 1 - pneumatic brake system of a rail vehicle;

figure 2 - control valve with a locking mechanism in the open position (valve closed);

figure 3 - control valve with a locking mechanism in the open position (valve open);

figure 4 - control valve at the time of release of the pusher;

Name of positions and designations in the figures:

1 - trunk pipeline;

2 - air distributor;

3 - spare tank;

4 - auto mode;

5 - brake cylinder;

6 - control valve;

7 - input channel;

8 - output channel;

9 - the control part of the auto mode;

10 - stock;

11 - a pusher;

12 - a clamp;

13 - spring;

14 - pneumatic cylinder;

15 - conical grooves;

16 - teeth;

17 - the rod of the pneumatic cylinder;

18 - a triangular hole;

19 - a piston;

20 - axis;

21 - compression spring;

22 - cylindrical groove;

23 - valve;

24 - spring;

25 - annular protrusion;

26 - T-shaped channel;

27 - spring.

The pneumatic system of a rail vehicle contains a main pipe 1 (Fig. 1), an air distributor 2, a spare tank 3, an auto mode 4, a brake cylinder 5, a control valve 6. The input channel 7 of the control valve 6 is connected to the main pipe 1, and the output channel 8 is to the control part 9 of the auto mode. The control valve 6 opens when the rod 10 is moved to the lower position manually by maintenance personnel.

In order to ensure that the system operates in automatic mode, the control valve 6 is equipped with a control mechanism including a cam-and-pinion mechanism having kinematic connection with the rail vehicle actuator and a locking mechanism that holds the control valve 6 in the open position. The locking mechanism includes a pusher 11 (figure 2), a latch 12, a spring 13, a pneumatic cylinder 14. The pusher 11 is made in the form of a cylinder with conical grooves 15 that engage with the teeth 16 of the latch 12. The pneumatic cylinder 14 has a rod 17 at one end of which a triangular hole 18 is made, and a piston 19 is fixed on the other. The piston cavity of the pneumatic cylinder 14 is in communication with the output channel 8 (Fig. 1) of the control valve 6. An axis 20 is mounted in the triangular hole 18 (Fig. 2), mounted on the latch 12. In the rod the cavity of the pneumatic cylinder 14 installed on the compression spring 21.

The body of the control valve 6 (Fig. 1) has a cylindrical groove 22 (Fig. 2) in which a valve 23 is placed, spring-loaded with a spring 24. An annular protrusion 25 is made in the upper part of the annular groove 22. In the upper part of the body of the control valve 6 (Fig. 1) ) installed rod 10 (figure 2) having a T-shaped channel 26, and a spring 27.

Pneumatic brake system of a rail vehicle operates as follows.

Initial state: there is no compressed air in the main pipeline 1 (Fig. 1), the control valve 6 is in the closed state, while the valve 23 (Fig. 2) is pressed against the annular protrusion 25 by the action of the spring 24, thus the control part of the automatic mode 9 is disconnected with the main pipeline 1 (figure 1) and through a T-shaped channel 26 (figure 2) of the rod 10 of the control valve 6 (figure 1) is connected with the atmosphere.

When the actuator of the rail vehicle is triggered through kinematic communication, the lever-cam mechanism of the control mechanism acts, while the pusher 11 (Fig. 3) lowers to the lower position, in turn, compressing the spring 27, moves the rod 10. The latter, resting against the lower end to the valve 23, overcomes the force of the spring 24 and squeezes it from the annular protrusion 25, at the same time overlaps the T-shaped channel 26. The conical grooves 15 of the pusher 11 slide along the teeth 16 of the latch 12 and squeeze it. The latch 12 under the action of the spring 13 is returned to its original position and the teeth 16 fixes the pusher 11 in the lower position. In this case, the control part of the automatic mode 9 (Fig. 1) and the piston cavity of the pneumatic cylinder 14 (Fig. 3) are disconnected from the atmosphere and communicate with the main pipeline 1 (Fig. 1) - the control valve is open and locked in the open position (Fig. 3).

When the pressure of compressed air in the main pipe 1 (Fig. 1) increases, the compressed air enters through the control valve 6 into the control part of the auto mode 9, as a result of which the auto mode 4 re-fixes. At the same time, the compressed air enters the piston cavity of the pneumatic cylinder through the open control valve 6 14 (Fig. 4) and, after re-fixing the auto mode 4 (Fig. 1), overcoming the force of the compression spring 21 (Fig. 4), moves the piston 19 and the rod of the pneumatic cylinder 17. The triangular hole 18 of the rod of the pneumatic cylinder 17 rests against the axis 20 12 and moves it to the left. The teeth 16 of the latch 12, disengaging from the conical grooves 15, release the plunger 11 and the stem 10 of the control valve 6 (Fig. 1). The rod 10 (figure 4) under the action of the spring 27, the valve 23 under the action of the spring 24 is returned to its original position, while the valve 23 is pressed against the annular protrusion, and the T-shaped channel 26 opens, communicating the piston cavity of the pneumatic cylinder 14 and the control part of the automatic mode 9 (figure 1) with the atmosphere. The rod of the pneumatic cylinder 17 under the action of the compression spring 21 is returned to its original position.

Claims (2)

1. Pneumatic brake system of a rail vehicle, including a main pipe, an air distributor, a spare tank, at least one auto mode with a temporary contact, at least one brake cylinder, characterized in that it is equipped with a control valve through which compressed air supply for automatic mode re-fixation, while the input channel of the control valve is in communication with the main pipeline, and the output channel is connected with the control part of the automatic mode, which ensures It allows air to pass from the brake line to the control part of the automatic mode with the valve open and from the control part of the automatic mode to the atmosphere with the valve closed. 2. The brake system according to claim 1, characterized in that, for the purpose of automating operation, the control valve is equipped with a control mechanism including a cam-and-pinion mechanism having kinematic connection with the actuator of the rail vehicle and holding the control valve in the open position , a locking mechanism, which is a pusher with tapered grooves, located on the control valve stem, and a spring-loaded clamp, as well as a pneumatic cylinder connected to the output channel second valve connected to its rod with a clamp locking mechanism to enable the lock by squeezing the push rod to close the control valve after the auto mode settings.