SU12217A1 - Automatic air single wire brake - Google Patents

Description

The present invention relates to an automatic air single-wire brake, which includes staggered, loaded and empty modes, as well as the inexhaustible action during the braking period. The proposed brake consists of valves and air distributor. Differential pressure valves at the driver's valve are used to obtain the desired train pressure in the main air duct and are equipped with a common handle; a feed valve is designed to maintain a certain pressure difference between the main air duct and the brake cylinder; a safety valve is installed in the brake system of a freight car to maintain the required pressure in the supply pipe when the mode is empty and consists of a spring-piston valve that, with a corresponding air pressure in the brake cylinder, blocks the communication of the main air line with the supply valve; the Westinghouse triple valve is equipped with an additional valve and a bushing, the latter of which is intended to separate the accelerator chamber from the triple valve channel and from the channel connecting this valve to the air distributor, and the additional one with non-return ball valve

it is used to dissociate into known periods of chambers formed by a triple valve piston disc; The diffuser, which at the initial moment of deceleration by means of a channel system, passes air from the reserve tank to the brake cylinder, has a piston forming a chamber in communication with the brake cylinder and rising with increasing pressure in the latter, thereby turning it on elevations telling the brake cylinder with the atmosphere.

In FIG. 1 is a brake circuit; FIG. 2-vertical section of the air distributor; FIG. 3 is a longitudinal vertical section of the feed valve; FIG. 4 is a top view of the driver's crane; FIG. 5 is a longitudinal section of a triple valve; FIG. 6-vertical section of the safety valve.

The brake assembly includes triple, feed and safety valves, an air distributor and a driver's valve.

The triple valve (Fig. 5) of the well-known Westinghouse design has an additional sleeve B separating the channels 4 and 7 from the accelerator chamber 5. Channels 4 and 7 are brought out by an additional channel b and tube 10 connected to the air distributor W (Fig. 1). The camera of the accelerator 5, through the hole 8 in the sleeve, is connected to the brake cylinder. In the body of piston A, a balancing rod 2 is omitted, designed not only to close channel 9, but also to open and close with its collar to channel 1 equipped with a check valve to.

The feed valve fC (Fig. 3), designed to maintain a certain pressure difference between the main air duct and the brake cylinder, consists of a housing a in which a two-way valve is placed, resting on slots 1 and 2 and under the action of spring d, an adjustable nut g and a closed cap r.

The safety valve I (fig. B) consists of body A and fitting B. By means of two flanges 1 and 2 in the valve body and a channel, it is connected on one side to the supply valve, and on the other, through tube 22, -c backbone. In the second channel, a rod with a valve is placed in. From below, a spring p acts on this rod, is adjustable by a screw /, closed with a cap T, and holds the valve to the top. The rod c has a recess which, at the position indicated in the drawing, is located in the channel a. The fitting B is screwed onto the valve body and has a plug 3 which, when its handle is turned, connects the chamber above the valve to or separates it from the channel e connected with tube 23 to the brake cylinder. The safety valve is designed to prevent pressure in the pipe 21 above 25 pounds, which is required when the braking mode is empty, and it is only necessary when applied to wagons where the load on the axle in the loaded and unladen condition of the car has a significant difference. different pressures in the brake cylinder to get 1 and maximum braking. At the loaded car, the plug 3 closes and turns off the safety valve, while at the empty one it is installed so that the channel e

It was connected to the chamber above the valve K. The spring p must be adjusted so that it balances the pressure on the valve to 1.8 atmospheres. As soon as the pressure in the pipe 21, and the investigator in the brake cylinder, exceeds this limit, the valve will go down, the rod C will close the channel a, and the air from the line to the brake cylinder will be stopped; the excess air, which causes the pressure to rise above the atmosphere, through channel 5 will exit the brake cylinder to the outside. Conversely, when the pressure in the pipe 21 drops below 1.8 atmospheres, the spring p will raise the valves and channel A will open a connection with the air duct. The use of a safety valve makes it possible to safely apply the maximum braking mode in trains having different carload loads.

Air distributor W (Fig. 2) has channels 1,2, 3, 4 and 5 in its housing A, of which channel 1 is connected by tube 10 to channel b of a triple valve, channel 2 by tubes 21, 22 is connected to the main air duct, and channels 3, 4 and 5, respectively, are connected to channels b, 7 and C in fitting C of the air distributor. The piston B is provided with a channel 11, two rings and a spring with spring p, abutting against cover L, having an opening e for connecting chamber O with the atmosphere. The second cap K has a channel 12 through which the tube L of the chamber 24 is connected to the brake cylinder. Fitting C, in addition to the channels b, 7, 8 mentioned above, also has channels 9, 10 and 14. Channel 10 communicates with the brake cylinder, for which fitting M of the cap H is screwed into the cavity of the cylinder; A double-sided valve 13 is pushed into the channel b, pressed to the right by a spring 15. The air distributor with a fitting M of the cap // is screwed into the body of the brake cylinder.

The driver's crane (Figs. 1 and 4) is a combination of two pressure difference valves: one valve A, the other simple spring c. The adjusting screws of both valves are put on the handle D rotating with the sector on which is applied

A series of divisions and numbers. The position of the handle / on the division 80 (Fig. 4) shows the air pressure which, at this position of the handle, will be in the line at 6 atmospheres in the main tank. When translating the handle D, for example, by division 60, valve A will be screwed in and the same screw on valve 5 will be unscrewed, as a result of which spring resistance will decrease and air from line and tube will go out through hole e. As soon as air pressure in the line will drop to 60 pounds, the valve B under the action of the spring with the children in place, and the air will exit. The springs of both valves must be adjusted so that at any position of the valve handle the balance is maintained, i.e. If, for example, at 6 atmospheres, in the main tank, the driver's crane knob is 30 divisions, which means that at this position, valve spring A. produces a pressure in the line of 30 pounds, and valve spring B is able to keep only 30 pounds. The tube is connected to the trunk, the tube is with the main reservoir.

The operation of the brake is as follows. For charging the line with the air, the operator's crane knob is placed on division 50 (the LG supply valve is also adjusted to the same pressure). then it moves to division 70, and the entire trunk is charged to a train pressure of 70 pounds; the pressure in the main tank should be 90 pounds.

When braking, the handle D is converted to a division of 60, and an excess pressure of 10 pounds. the valve spring will release from the line, reducing pressure to 60 pounds in it. Due to the decrease in pressure in the line, the air of the reserve tank will move the piston A and the triple valve spool to a position that connects channel 9 with channel 4 (Fig. 5), after which it will stop moving the piston and begin to flow through channels 9, 4, 7, 6 (Fig 5) and tube 10 (FIG. 1) into the air distributor W (FIGS. 1 and 2), from where, through channels 1, 11, 4, 7, 9 and 10, the brake cylinder moves the brake piston to the right. Piston

brake cylinder during its movement will open the opening of the tube 24 (Fig. 1), previously communicated with the atmosphere, and the air through this tube and channel 12 in the cover K of the air distributor fills chamber L and with its pressure moves the piston B of the air distributor up and thereby connects the line brake cylinder through tube 22, feed valve K, tube 21, diffuser channels 2, 5, 8, 7, 9 and 10; the channel 4 will be blocked by a ring, and the channels 1, 11 and 3 are interconnected. As a result of this movement of the piston B and the connection of the main air line with the brake cylinder, the feed valve I will start working, which will maintain a pressure of 10 pounds in the brake cylinder equal to the pressure difference in the line (60 pounds) and the adjusted spring of the feed valve (50 pounds .). At the same time, the line, due to the installation of the driver's crane handle at 60 pounds, will also be powered and maintained with this pressure from the main tank. By connecting a tube 10 having an air pressure of 8-10 pounds. (the pressure in the brake cylinder at the moment of movement of the piston B of the air distributor) with channel 3 extending above valve 13, the latter due to the difference in valve areas will move to the left, causing air through tube 10 and channels 1, 11, 3, 6 and 14 to flow into the atmosphere . At the same time, due to the movement of the valve 13 to the left, the channel 16 opens and the air from the brake cylinder will also escape into the atmosphere through the channel 14. Due to the difference in the areas of the exhaust ports 6 and 16, as well as the small amount of air remaining in the tube 10 and simultaneous to replenish the brake cylinder from the line, the air through the tube 10 will be released, without producing a decrease in pressure in the brake cylinder. The triple valve piston A (Fig. 5), moving to the right, will carry along with the equalizing bar 2 and will move with it until the last bead a touches the bushings c. Then the piston will move one until it reaches the collar in, after

which the sweat is not behind the spool before connecting channel 9 with channel 4, through which part of the air from the reserve tank will flow into the brake cylinder. As soon as the pressure on both sides of the piston is equal, the piston will move slightly to the left and equalization rod 2 will separate the reserve reservoir with channel 9, while it will remain at rest, without having to move the spool. The increase in pressure in the line from the gradual movement of the driver's crane handle will cause piston A to move further left to collar e and open channel 1 in the body of the piston with collar c. Subsequently, the air opens to the passage on the other side of the piston, without disturbing the rest. This makes it possible, while maintaining the triple valve spool, to increase the pressure in the line to the desired limit and maintain it until the reserves of the main reservoir and pump operation are sufficient. The maximum pressure in the brake cylinder should not exceed 95 pounds.

The circumstances of the train may require a stepwise decrease in the braking mode or its reinforcement after partial reduction. This is achieved as follows: if, for example, the pressure in the brake cylinder is 20 pounds, which corresponds to the position of the driver;: about the driver’s crane at division 70, and it was necessary to reduce the pressure in the brake cylinder to 10 pounds, for this handle the driver's crane is placed on division 60. From the decrease in pressure in the line, the air of the reserve tank, as having an overbalance in the line pressure, moves the triple valve piston A to the right, closes channel 1 with the collar, collects channel 9 with the spare tank, and echet through tube 10 to the air cylinder in the same way as in the beginning of braking. The channel 1 of the piston A of the triple valve only lets air into the reserve tank, while the return stroke, as if on the side of the reserve tank, is closed by a ball valve n. Air from the reserve tank, hitting the air distributor by

channels 1, P and 3 (Fig. 2) will press, the valve 13 and through the channel b will go out; The channel 16 will also open at the same time, and the air from the brake cylinder will also be released into the atmosphere, and its pressure may fall below 10 pounds, as a decrease in pressure in the brake cylinder will force the feed valve to work, maintaining a pressure of 10 pounds. Further reduction is achieved by the same methods. If, after a partial decrease, a reinforcement of the regime is required again, this is achieved by a gradual gradual movement of the handle D, the machinist's crane to a higher division.

Full vacation can be achieved as a step release, and simultaneous, namely by moving the handle of the crane driver 90 pounds. A sharp change in pressure in the direction of an increase in the line will cause the triple valve piston A to move to the left extreme position together with the spool (since the equilibrium on both sides of the piston through the opening 1 cannot be quickly restored), thereby connecting the brake cylinder with the atmosphere through the tube 8 through the channels 14, 13, a recess with in the spool and the channel 19 (Fig. 5). With a sharp increase in pressure in the line, the valve to the feed valve (Fig. 3) rises to the top, presses against the socket 2 and will not allow the pressure to rise in the brake cylinder. In the bushing from the feed valve, there is a small channel w, which serves to gradually fill the pipe 21 and equalize the valve h when the piston B of the air distributor is in the lower position, to which it automatically returns under the action of the spring P when the brake is released.

Emergency braking caused by the driver himself, passengers from the car or breakage of the connecting hoses occurs in the same way as that of Vasinging.

The subject of the patent.

Yavtomatic air single-wire brake, providing for tupnichnyy vacation, loaded and on