RU2302958C1 - Passenger car automatic parking brake (versions) - Google Patents

Abstract

FIELD: railway transport.

SUBSTANCE: invention relates to combinations of automatic brakes of different type vehicles. Proposed automatic parking brake has housing of brake cylinder with guide, unit and lock of parking brake, accumulating spring, air distributor (according to first design version). Lock is made in form of spring loaded rod-piston installed in unit and forming rod space with the unit. Rod space communicates with brake main line through charge-discharge channel which includes check valve with calibrated hole and additional reservoir arranged before unit. Unit is installed on brake cylinder housing. Rod of brake cylinder is furnished with stop. At discharge of brake main line, spring-loaded rod-piston can into power contact by its end face with said stop. According to second design version, variable volume pneumatic reservoir made of flexible hermetic material is placed into rod space of unit installed on brake cylinder housing.

EFFECT: automatic change over of emergency braking mode into parking mode after stopping of vehicle and provision of release of car parking brake at connection to brake main line of locomotive.

4 cl, 5 dwg

Description

The claimed invention relates to combinations of automatically acting brakes of various types of rolling stock.

The well-known "Automatic parking brake of a railway vehicle" (USSR, author certificate. No. 701853, B61H 11/02, published 05.12.1979), in which the automatic release valve (7) is pneumatically connected to the working chamber of the air distributor (1) and brake line (5). The rod of the brake cylinder (2) is pivotally connected via a screw with a non-self-locking thread (8) to the clamp (9) of the rod of the brake cylinder, equipped with a control valve (10) and a lock dog (11).

The disadvantage of this parking brake is the design complexity and unreliability in operation.

Known disk brake rolling stock (Germany, application No. 3728297, B61H 5/10, 13/20, published 03/09/1989), the spring power accumulator of which presses the brake linings to the brake discs. In the absence of compressed air in the brake system, the spring of the energy accumulator (18) rotates the levers (20, 21) and the brake linings of the brake collets (15 and 16) are pressed against the brake discs (13), as a result of which the rolling stock is braked.

The disadvantages of this brake are, first of all, the presence of a separate energy accumulator (pneumatic cylinder with a spring) and flexible traction (19), which connects the energy accumulator to the levers (20 and 21), which significantly reduces the reliability of the design.

It is known "Device for brake control of a railway vehicle" (av. Certificate of the USSR No. 1555161, B60T 15/04, published 04/07/1990), containing a control body (16) with a brake valve (17) and a brake valve (18), connected respectively to the equalization tank (10) and to the supply line (15) and interconnected by means of a charge-discharge valve (19) of the equalization tank (10). The channel (19) is connected to a reservoir (14) of time, which is constantly in communication with the atmosphere through a throttle hole (20). The gearbox (1) replenishes the surge tank (10) with compressed air. The pressure created by the reducer in the surge tank exceeds the normal charging pressure set by the spring force (5), because through the piston (11) and the spring (12), an additional force acts on the diaphragm (4) from the pressure of the compressed air in the reservoir (14) of the time to which the charge-discharge valve (19) is connected.

This device allows you to automate the process of releasing the brake with high pressure, but has a complex structure, it has a governing body (16), a charge pressure reducer (1) and other elements.

For both options, the prototype is “Automatic parking brake of a railway vehicle” (USSR, author. Certificate No. 1191342, B61H 11/02, published November 15, 1985), in which the parking brake lock (7) block (20) any working position of the brake cylinder rod is fixed to the frame by means of an elastic bearing (9) and a screw mechanism, the elastic partition (22) is made with a hollow hub (23), spring-loaded relative to the block (20) and having a movable cone (24) interacting with the rod ( 16) by means of the rocking bodies that surround it Iya (26), placed in a remote sleeve (15), with the ability to move along the rod (16). The brake includes a brake cylinder body (3), an air distributor (1) connected via an isolation valve (4) to the brake line (5) and communicated by the channels with a spare air intake (2) and a brake cylinder (3), the piston rod of which is pivotally connected by a regulator link with a tick-borne mechanism (6) with the possibility of loading it with a parking brake latch controlled by pressure from the brake line and accumulating spring (25).

The disadvantage of this design is the difficulty in manufacturing.

Option 1, 2. The objective of the proposal is to increase the reliability of the parking brake by providing automatic release of the parking brake by means of compressed air pressure, ensuring a compact arrangement of the spring energy accumulator and using existing drive elements and brake lever transmission.

Option 1. For this, the automatic parking brake of a passenger carriage comprises a brake cylinder body equipped with a guide, a parking brake block and lock, an accumulating spring, an air distributor connected via an isolation valve to the brake line and connected by pneumatic channels to a reservoir and brake cylinder, the rod of which is located in the guide and pivotally connected by a gap adjuster link to a tick mechanism. What is new is that the said latch is made in the form of a spring-loaded piston rod installed in the said block and forming a rod cavity in it, the latter communicating with the brake line by a charge-discharge channel, which includes a non-return valve with a calibrated hole and an additional reservoir located in front of a unit mounted on the housing of the brake cylinder, and the rod of the brake cylinder is equipped with a stop, with which it has the ability to lag in time contact with the spring-loaded contact current piston when discharging the brake line.

Another feature of the parking brake is that an additional reservoir common to all car parking brake blocks is included in the charge-discharge channel, the output from which to the brake line is limited by a calibrated check valve hole.

Option 2. For this, the automatic parking brake of a passenger carriage comprises a brake cylinder body with a guide, a parking brake block and lock, an accumulating spring, an air distributor connected via a release valve to the brake line and pneumatically connected by channels to the reservoir and the brake cylinder, the rod of which is pivotally connected links of the gap adjuster with a tick-borne mechanism. What is new is that in the rod cavity of the block mounted on the brake cylinder body, a variable-volume pneumatic capacity made of flexible sealed material is inserted, and the brake line and the mentioned pneumatic capacity of the unit are interconnected by means of a charge-discharge channel passed through the block opening, into which a non-return valve with a calibrated bore and an additional tank located in front of the block, the said clamp is made in the form of a spring-loaded piston rod installed in Loka, wherein the cylinder rod is equipped with a focus, which has the ability to enter time lag in power contact its end a spring-loaded plunger when discharging the brake pipe.

Another feature of the parking brake is that an additional reservoir common to all car parking brake blocks is included in the charge-discharge channel, the output from which to the brake line is limited by a calibrated check valve hole.

The technical result is expressed in the following.

Option 1.2.

The inclusion of a non-return valve with a calibrated orifice and an additional reservoir in the charge-discharge channel with the latter in front of the unit will automatically transfer emergency braking after stopping the vehicle to the parking brake and provide release of the parking brake of the car when it is connected to the brake line of the locomotive.

The implementation of the parking brake retainer in the form of a spring-loaded rod-piston installed in the block and forming a rod cavity in it will make it possible to use it as an energy accumulator, which allows to automatically switch on after the vehicle stops and the brake line is discharged, the tick-borne mechanism in the parking brake mode.

Equipping the brake cylinder rod with a stop, with which the spring-loaded piston rod can make power contact with its end with a lag in time, will ensure that the braking force is retained in the parking brake after the compressed air is released from the brake cylinder of the car.

Discharging the additional reservoir through the calibrated orifice of the non-return valve allows the parking brake not to be engaged during emergency braking by the stop valve.

The inclusion of an additional reservoir common to all the car parking brake blocks in the charge-discharge channel, the output from which to the brake line is limited by a calibrated check valve hole simplifies the connection of the blocks of the whole car to the charge-discharge channel, ensures that the parking brake is applied only after the brake line is discharged with time lag and, in addition, allows automatic release of the parking brake of the car when the brake line of the car is connected to the brake hydrochloric line locomotive.

Option 1.

The communication of the rod cavity of the said block, mounted on the brake cylinder body, with the brake line by a charge-discharge channel, which includes a non-return valve with a calibrated hole and an additional reservoir, will ensure that the braking force is maintained after the compressed air is released from the brake cylinder of the car.

Option 2

The investment in the rod cavity of the unit mounted on the brake cylinder body of a variable-capacity pneumatic tank made of flexible sealed material will reduce the loss of compressed air from the brake line during train movement.

The communication between the brake line and the mentioned pneumatic capacity of the unit by means of a charge-discharge channel passed through the opening of the unit, into which a non-return valve with a calibrated hole is included and an additional reservoir, will ensure that the braking force is maintained after the compressed air is released from the brake cylinder of the car.

The accompanying drawings depict:

figure 1 - General diagram of the parking brake in the unbraked state of the tick-borne mechanism (first option);

figure 2 is the same (second option);

figure 3 - diagram of the brake in braking mode (both options);

4 is a diagram of the brake in the parking mode (both options);

5 is a view I in figure 1, 2 on the check valve with a calibrated hole in the valve (plunger).

Option 1.

The automatic parking brake of a passenger car contains a brake cylinder body 1 with a tubular guide 2, a parking brake including a block 3 mounted on the housing 1, a parking brake lock installed inside the block, made in the form of a piston rod 4 (bushings with a flange), supported by an accumulator (compressed) spring 5, air distributor 6, connected through a disconnecting valve having a control element 7 to the brake line 8, pneumatically connected by channels with a spare reservoir 9 and a brake cylinder . In the tubular rod 10 of the piston 11 of the brake cylinder, a link 12 of a screw gap adjuster is arranged to compensate for brake pad wear. Link 12 is pivotally connected to the tick-borne mechanism 13 (Fig. 3) with the possibility of loading by the piston rod 4 installed in the guide 14 of the parking brake unit 3. Block 3 is mounted on the body of the brake cylinder. The piston rod 4 in block 3 forms a rod cavity 15, which is under pressure from compressed air (Figs. 1, 3). The compressed air pressure in the rod cavity of the block is maintained thanks to the cuffs that seal the connection of the rod-piston with the cylinder block 3. In block 3, there is an accumulating spring 5, elastically compressed between the body 1 of the brake cylinder and the rod-piston 4 when the brake line is charged.

The tubular rod 10 is equipped with a stop fixed on its end 16. The rod 10 interacts with a guide 2, coaxially covered by the piston rod 4. The end face of the piston rod 4 for transmitting braking force to the tick mechanism has the ability to enter into force contact with the stop 16 with a time lag equal to the period of pressure relief of compressed air: from the rod cavity 15 of the block and the additional reservoir 18 (Fig. 1) located in front of the block 3 or (option 2) from the pneumatic reservoir of variable volume 17 and the additional reservoir 18 (Fig. 2) into the brake trawl 8 when it is discharged through a calibrated hole 19 of the check valve 20 (the latter is made in the plunger).

The brake line 8 and said rod cavity 15 are interconnected by a charge-discharge channel 21.

Common to all blocks of the parking brake of the car, an additional reservoir 18 is included in the charge-discharge channel 21, the output from which to the brake line is limited by a calibrated bore of the non-return valve 20. Using a calibrated bore 19 and an additional reservoir 18, the parking brake is applied with a time lag that prevents simultaneous loading of pads in motion with the main and parking brakes.

The rod 10 can be directly connected by the axis of the hinge to one of the levers of the tick mechanism.

Option 2

The inventive brake according to the second embodiment repeats the design of option 1 and differs in that in the rod cavity of the block 3 mounted on the housing of the brake cylinder, a pneumatic capacity 17 of variable volume is made of a flexible sealed material. The brake line and the mentioned pneumatic capacity are interconnected by the charge-discharge channel 21. The charge-discharge channel is passed through the hole of the block 3.

The brake operates as follows.

To release the parking brake of the car before moving it, it is necessary to connect the brake line of the car to the brake line of the locomotive.

Compressed air from the line through the non-return valve 20 and an additional reservoir 18 will enter the rod cavity 15 of the block (Fig. 1) and move the piston rod 4 to the left, compressing the storage spring 5. The spring 24 of the brake cylinder through the piston 11 of the rod 10, link 12 of the gap adjuster , the tick mechanism 13 will squeeze the brake pads 23 to its original position.

With step or full service braking, compressed air from the reserve reservoir 9 through the air distributor 6 enters the piston cavity 22 of the brake cylinder (Figs. 1, 2, 3).

The piston 11 through the rod 10, the link 12 of the gap regulator protruding from the rod 10, transmits the force of the brake cylinder to the tick mechanism 13, without affecting the parking brake, the rod cavity 15 or the pneumatic capacity 17 of which and the reservoir 18 are under compressed air pressure. This pressure during the movement of the vehicle holds the compressed spring 5 in the state of the spring energy accumulator.

When the car is parked for a long time and trailer cranes are turned off (after uncoupling the car with the locomotive), the air pressure in the brake line 8 drops, the accumulating spring 5 through the stop 16 loads the tick-borne mechanism and pads 23 in the parking mode, and the pressure drop in the reserve tank 9 is accompanied by a drop pressure in the rod cavity 15 or pneumatic capacity 17 of the block. As a result, the accumulating spring of the parking brake extends the piston 11 of the main brake to the working position (Fig. 4), at the same time, compressed air is discharged from the reservoir 18, the rod cavity 15 or the air reservoir 17 through the calibrated hole 19 of the non-return valve into the brake line 8, and from her into the atmosphere.

The calibrated hole 19 is selected in such a way that the reservoir 18 and the rod cavity 15 or the pneumatic reservoir 17 of the unit are discharged with a time lag that is sufficient for the car to stop before emergency braking by the stop valve before the accumulating spring 5 loads the tick mechanism through the rod the piston 4, the stop 16, the rod 10 with the link 12 of the gap regulator with additional effort.

When charging the brake line, compressed air through the isolation valve 7 enters the air distributor 6, through which the spare tank 9 is charged and at the same time, air enters from the brake line through the check valve 20 (it opens completely), charges the additional reservoir 18 and the rod cavity 15 or the pneumatic capacity 17 blocks. The piston rod 4 of the block moves to the left and compresses the accumulation spring 5, occupying a position independent of the rod 10 of the brake cylinder (FIG. 3), after which the brakes are released under the action of the weaker spring 24 of the brake cylinder (FIGS. 1, 2).

The discharge time of the rod cavity of the block is determined by the volume of the additional reservoir 18 and the cross section of the calibrated hole made in the check valve plunger.

Claims (4)

1. An automatic parking brake of a passenger car, comprising a brake cylinder housing with a guide, a parking brake block and lock, an accumulating spring, an air distributor connected via a release valve to the brake line and pneumatically connected by channels to the reservoir and the brake cylinder, the rod of which is pivotally connected via a regulator link clearances with a tick mechanism, characterized in that said latch is made in the form of a spring-loaded piston rod installed in said m of the block and the rod cavity forming in it, the latter is connected to the brake line by a charge-discharge channel, which includes a check valve with a calibrated hole and an additional reservoir located in front of the block mounted on the brake cylinder body, and the brake cylinder rod is equipped with a stop with which with the lag in time it is possible to engage in force contact with its end face a spring-loaded piston rod when the brake line is discharged. 2. The automatic parking brake according to claim 1, characterized in that the additional reservoir common to all the parking brake blocks of the car is included in the charge-discharge channel, the output from which to the brake line is limited by a calibrated check valve opening. 3. An automatic parking brake of a passenger car, comprising a brake cylinder body with a guide, a parking brake block and lock, an accumulating spring, an air distributor connected via a release valve to the brake line and pneumatically connected by channels to a reservoir and a brake cylinder, the rod of which is pivotally connected via a regulator link clearances with a tick-borne mechanism, characterized in that the pneumatic-intensive is inserted into the rod cavity of the block mounted on the brake cylinder body a variable volume volume made of flexible sealed material, and the brake line and the unit pneumatic capacity are interconnected by means of a charge-discharge channel passed through the unit opening, into which a non-return valve with a calibrated opening and an additional reservoir located in front of the unit are included, said retainer is made in the form of a spring-loaded piston rod installed in the block, and the brake cylinder rod is equipped with a stop with which it is possible with a lag in time of entry s in its end face a contact force spring loaded plunger when discharging the brake pipe. 4. The automatic parking brake according to claim 1, characterized in that the additional reservoir common to all the parking brake blocks of the car is included in the charge-discharge channel, the output from which to the brake line is limited by a calibrated check valve opening.

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