RU176834U1 - Railway Vehicle Brake System - Google Patents

Abstract

The brake system of a railway vehicle contains a brake air line (1), an air reservoir (2) connected to it, connected through an air distributor (4) to brake cylinders (5), which are pivotally connected to the driving arm (6.1) by their rods (5.1), with its slave shoulder (6.2) is connected through the auto-regulator (8) and longitudinal rods (9) to the vertical lever (10) of the brake system of the undercarriage of a railway vehicle. The relations of the driven (6.2) and leading (6.1) leverage arms (6) are made in the range from more than 1.16 to 1.28, which can significantly increase the efficiency of the brake system of a railway vehicle. 1 s.p. f-ly, 2 ill.

Description

The inventive utility model relates to brake systems of railway vehicles.

Known brake system of a freight car, comprising a brake air line, an air reservoir connected to it, pneumatically connected through an air distributor to brake cylinders, each brake cylinder is pivotally connected to a lever with a rod which is suspended from a dead center earring and pivotally connected to an autoregulator transmitting braking force through traction on the linkage lever of the undercarriage, Russian patent No. 55715, B61H 13/20, publ. 08/27/2006.

A technical problem inherent in this brake system is the ineffective braking of freight cars, due to the narrow range of adjustment of the gear ratio of the lever associated with the brake cylinder, which does not allow for the adjustment of the brake system to the necessary force of pressing the brake pads to the wheels of a pair of railway vehicles with increased tare weight and increased axle load.

A brake system of a freight car is also known, comprising a brake air line, an air reservoir connected to it, pneumatically connected through an air distributor to brake cylinders, each brake cylinder is pivotally connected to the driving arm of the lever with its rod, which is suspended by its middle part from a dead center earring, at the same time, with its slave shoulder, the lever is connected through the auto-regulator and the longitudinal rods to the vertical lever of the link gear of the running carriage of a railway vehicle, Russian patent No. 158053, B61H 13/20, publ. 12/20/2015 (prototype).

This device has a similar problem - a narrow range of selection of the gear ratio of the linkage lever necessary to ensure effective braking of a railway vehicle.

The technical result of the claimed utility model is to increase the efficiency of the brake system of a railway vehicle.

The specified technical result is achieved by the braking system of a railway vehicle containing a brake air line, an air reservoir connected to it, pneumatically connected through an air distributor to the brake cylinders, each brake cylinder is pivotally connected to the drive arm of the corresponding lever, which is suspended by its middle part on the earring " dead center, ”with its slave shoulder, the lever is connected through the auto-regulator and longitudinal traction to the vertical lever azhnoy transmission bogie of a railway vehicle, the relationship of the lengths of the leading and the driven lever arms separated earring "dead spots" are in the range of more than 1.16 and up to 1.28; the length "H ₁ " of the driven arms of the levers can be made in the size range from 289 to 310 mm, the length "H ₂ " of the driven arms of the levers of the horizontal lever can be made in the range of sizes from 360 to 371 mm.

A comparative analysis shows that the brake system of a railway vehicle differs from the prototype in that the relations of the driven and driving shoulders of the levers separated by a dead center earring are made in the range from more than 1.16 to 1.28; the length "H ₁ " of the driven levers is made in the size range from 289 to 310 mm, the length "H ₂ " of the driving levers of the horizontal lever is made in the size range from 360 to 371 mm. This difference from the prototype gives reason to argue that the proposed technical solution meets the patentability criterion of a utility model - "novelty."

The inventive utility model is illustrated by images, where in FIG. 1 shows the braking system of a railway vehicle, general view, isometric view; in FIG. 2 - an enlarged fragment of the brake system related to one running carriage, isometric view.

The brake system of a railway vehicle contains a brake air line 1 (Fig. 1), an air reservoir 2 in communication with the air line 1. The air reservoir 2 is pneumatically connected through an air distributor 3 and an automatic brake device 4 to the brake cylinders 5.

Each brake cylinder 5 with its rod 5.1 (Fig. 2) is pivotally connected to the driving arm 6.1 of the lever 6, which is suspended by its middle part on the earring 7 "dead center". Another, driven shoulder 6.2, the lever 6 is connected through the auto-regulator 8 and the longitudinal rods 9 with the vertical lever 10 of the brake lever transmission of the undercarriage of a railway vehicle.

The technical result of the claimed utility model, which consists in increasing the efficiency of the brake system of a railway vehicle, is achieved as follows.

The brake linkage, which is part of the brake system of a railway vehicle, is a system of rods and levers, designed to transfer force from the rod 5.1 of the brake cylinder 5 to the brake pads 11.

The gear ratio of the brake linkage is its geometric characteristic and shows how many times with the help of the levers of the lever linkage increases the force developed on the rod 5.1 of the brake cylinder 5, when it is transmitted to the brake pads 11.

The gear ratio of the brake linkage required for effective braking, in particular, depends on the tare weight of the railway vehicle, the working pressure in the brake cylinders 5, axle load, travel speed and is provided by the selection of the lengths of the arms of the levers of the brake linkage - the driving arms 6.1 and the driven shoulders 6.2 levers 6.

As the main criteria for the selection of the gear ratio of the brake linkage, the conditions for the absence of the wheel of the railway vehicle along the rail head at the highest gear ratio, when the brake pads 11 are pressed against the wheels with the greatest force, and the ability to perform braking at the lowest gear ratio when brake pads are pressed against the wheels with the least force.

In view of the large dispersion of the tare mass of manufactured railway vehicles, the working air pressures in the brake cylinders 5, axial loads on the axle, a wide range of gear ratios of the linkage is required, which would allow the brake system to be tuned to the optimum efforts of pressing the brake pads to the wheels of the pair of wheels for various railway vehicles and for various conditions of their operation.

To increase the braking efficiency of a railway vehicle by expanding the range of the gear ratio of the lever system of the brake system, the ratios of lengths H ₁ , H ₂ - driven 6.2 and leading 6.1 leverage 6 are made in the range from more than 1.16 to 1.28.

This embodiment of the lever 6 allows you to get the necessary pressure of the brake pads 11 to the wheels of the wheelsets of the railway rolling stock.

As an example of using the indicated interval, the lengths of the leading arms 6.1 can be made in the range of sizes “H ₂ ” from 360 to 371 mm and the driven arms 6.2 in the range of sizes “H ₁ ” from 289 to 310 mm.

In this case, the gear ratio N is calculated as follows:

N _min = H _{2 min} / H _{1 max} = 360/310 = 1,16,

N _max = H _{2 max} / H _{1 min} = 371/289 = 1.28,

Where:

N _min , N _max - the smallest and largest values of the gear ratio;

H _{1 min} , H _{1 max} , H _{2 max} , H _{2 min} - the smallest and largest values of the lengths of the driven and leading shoulders of the lever 6.

Performing a gear ratio of less than 1.16 does not provide sufficient force for efficient braking of railway rolling stock. When the gear ratio is more than 1.28, there is a high probability of skidding the wheels of a railway vehicle on the rail head.

Thus, the ratio of the lengths of the driving shoulders 6.1 and the driven 6.2 levers 6, made in the range from more than 1.16 to 1.28, can significantly expand the possibilities of obtaining the optimal pressing force of the brake pads 11, thereby increasing the efficiency of the brake system of a railway vehicle .

Claims (2)

1. The brake system of a railway vehicle, containing a brake air line, an air reservoir connected to it, pneumatically connected through an air distributor to the brake cylinders, each brake cylinder is pivotally connected to the drive arm of the corresponding lever, which is suspended by its middle part from the dead center earring ”, While with its driven shoulder the lever is connected through the auto-regulator and the longitudinal rods to the vertical lever of the brake linkage of the undercarriage eznodorozhnogo vehicle, characterized in that the ratio of the lengths of the leading and the driven lever arms separated earring "dead spots" are in the range of more than 1.16 and up to 1.28. 2. The brake system according to claim 1, characterized in that the length H _{1 of the} driven levers is made in the size range from 289 to 310 mm, the length H _{2 of the} driving levers of the horizontal lever is made in the size range from 360 to 371 mm.

Images