SU1341084A1 - Main line part of brake control valve unit of rail vehicle - Google Patents

Abstract

FIELD: transport engineering. The purpose of the invention is to increase speed by speeding up the discharge of the working chamber when the brake is released and the brake is centrally discharged at sorting stations. The main chamber (MK) 2 and the spool chamber 4 are separated by a movable partition 5. The MK 2 is connected to the brake line. The accelerating cavity (UE) 10 is separated from the main chamber 2 by a check valve 11, and from the channel 14 for the additional discharge of the brake line by a valve 13 for additional discharge. The working chamber (RK) 29 is separated from the chamber 4 by the cuff 22, which is a seal of the shank of the plunger 21 located in the movable partition 5. The control unit is permanently connected to the main chamber 2 by the throttle hole 19. The movable partition 5 has holes 27 and 30. Hole 27 and 30 are used to communicate RK 29 in the process of vacation with UE 10 and chamber 4, respectively. The hole 27 is made in the plunger 21 at a distance A from the hole of the DA, so that when the plunger 21 is moved to the tempering position, the PK 29 is connected to UE 10, and then the PK 29 is connected to the chamber 4. 1 Il. ё (L with t, 4л1 ШШ шшш. "ч Я 00 4;

Description

The invention relates to railway transport, and more specifically to the main part of the brake air distributor for rail vehicle rolling stock.

The aim of the invention is to increase speed by accelerating the discharge of the working chamber when the brake is released and the brake is centralized at the sorting stations. The drawing schematically shows the air distributor, a general view.

The air distributor contains a two-pressure body, the body 1, the main chamber 2 connected by channel 3 with the brake main (not shown), the spool chamber 4 separated by a movable partition 5, the movable partition 5 is fixed on washers 6 and 7, which are respectively hollow the shanks 8 and 9, the accelerating cavity 10 is separated from the main chamber 2 by a check valve 11, executed as a cuff on the shank 8, a spring 12 acts on the check valve 11, a valve 13 for additional discharge of the brake line separates the accelerator cavity 10 from the channel 14 of an additional discharge of the brake line connected through the body of three pressures (not shown) of the air distributor with the atmosphere and the brake cylinder (not shown). The valve 13 acts on the valve 15, closing the atmospheric throttle bore 16. The valve 13 senses the spring 17 and the valve 15 springs 18. The accelerating cavity 10 is connected to the main chamber 2 by the throttle bore 19, In the shank 8 there are holes 20 opened by the cuff of the valve 1 I only at the pressure difference between the main chamber 2 and the spool chamber 4, which displaces the movable partition 5 to the extreme release position (the rightmost position on the drawing).

A plunger 21 is located in the movable partition 5, the shank of which is sealed by the cuff 22. At the plunger end there is a valve 23. The plunger 21 interacts with the pusher 24 and receives the force of the spring 25. In the shank 9 there is an opening 26, In the plunger there is a hole 27 connected to the hole 28, for the soobshena in the process of discharging the working chamber 29 with the accelerating cavity 10 and the aperture 30, which is connected with the openings 31 and 32, to communicate in the projectile release of the working chamber 29 with the spool chamber 4, the aperture 27 is made in the plunger 21 at distance A from harden 30 so that when the plunger is moved to the tempering position, communication of the working chamber 29 with the accelerating cavity 10 first is discerned, and then, with a further movement of the plunger into the tempering position with the spool chamber 4. Buffer spring 33 is located in the zolonikovoy chamber 4. 29 separated from the spool chamber

4 with the cuff 22. In the mountain mode, the spring 34 acts on the diaphragm 35, which overlaps the communication of the working chamber 29 with openings 27 and 30 in the plunger 21. In the plain mode, the spring 34 does not affect the diaphragm 35. The working chamber 29 is permanently connected to the openings 27 and 30 (see hell). Working chamber 29

and the spool chamber 4 is connected to a three pressure body (not shown) of the air distributor, where they communicate through an opening blocked by a main piston (not shown). The body of three pressures provides pressure in the brake cylinder (not shown), depending on the pressure difference in the working and slide valve chambers.

The volume Vp.n of the working chamber 29 and the cross-sectional area F of the throttle bore 19 are such that their ratio is limited

VP). Z

outside --- 70-100 l / mm.

g

The air distributor operates as follows.

When charging the brake, compressed air on the brake line through channel 3 enters the main chamber 2 and depresses the movable partition

5in the extreme right position (see drawing). Through the openings 20 opened by the check valve cuff 11, the openings 28, 27 and the openings 30-32, the compressed air fills the spool 4 and the working chamber 29. After equalizing the pressure in main 2 and 4-spool 4 chambers, the movable partition 5 moves to the left under the force of the buffer spring 33

to the stop against the end of the plunger 21 in the plunger 24, which in turn rests against the valve 13. The valves 11, 13, 15 and 23 are closed under the force of their springs. The holes 20 are blocked by the check valve cuff 11, the holes 27 and 30 by the cuff 22.

During braking, a pressure is reduced in the brake line, and consequently, in the main chamber 2. Mobile partition 5. under the force of compressed air in the slide chamber 4, it moves to the left (according to the drawing). The pusher 24 first opens the valve 13 for additional discharge of the brake line, which, in turn, opens the valve 15, and then when the baffle 5 moves to the left, the pusher 24 opens the valve 23 of the plunger 21. The brake line is discharged through channel 3, chamber 2, opening the check valve 11, the accelerating cavity 10, the channel 14 for additional discharge and the atmospheric throttle opening 16, as well as the discharge of the spool chamber 4 through the opening 26, the open valve 23, the accelerating cavity 10 and further the channel 14 and a Noe mosfer- orifice 16.

In the working chamber 29, the pre-brake charging pressure is maintained (a slight decrease is possible due to an increase in the volume of the working chamber during braking and the actions of the three-pressure organ). In proportion to the pressure difference in the working and slide valve chambers, the pressure in the brake cylinder is established by a three-pressure body.

When the valves are closed, the valves 15, 13, II, 23 are closed, the openings 20, 27 and 30 are covered by manhattes.

When the brake is released, the pressure in the brake line and, consequently, in the main chamber 2, increases. The movable partition 5 with the plunger 21 is moved to the right (according to the drawing). The opening 27 is opened, and the opening 30 is still blocked by the cuff 22. The holes 20 are blocked by the check valve cuff 11. Compressed air flows out of the working chamber 24 through the openings

27 and 28, the shank 8 to the accelerating cavity 10 and further through the throttle opening 19 to the main chamber 2 and the brake line. The pressure in the working chamber 29 is reduced} which accelerates the brake release. With a further increase in pressure in the main chamber 2, the movable partition 5 with the plunger 21 moves further to the right (according to the drawing) and the opening 30 also opens. The working chamber 29 communicates through the openings 30-32 with the spool collar 4. The compressed air from the working chamber 29 begins to flow into the spool chamber, having pressed pressure in it. When pressure is reduced in the main and spool chambers, the movable partition 5 with the plunger 21 under the force of the buffer rail 33 takes up the position shown above.

The centralized braking of the train at the sorting stations is carried out in the following 1-1M manner.

Reduce the pressure in the brake line of the train, and hence in the main chamber 2 to atmospheric. The movable partition 5 with the plunger 21, the pusher 24j valves 23, 13 and 15 occupy the extreme left position (according to the drawing) - the braking position Valves 23, 13 and 15 are open. The spool chamber is also discharged to atmospheric pressure. Then, a slight increase in pressure in the Torguz highway and, therefore, in the main chamber 2 (1.0-2.0 kgf / cm), is sufficient to move the movable partition 5 with the plunger 21 to the position of communication 27 and 30 sec. the working chamber 29. Compress the air from the working chamber enters through the holes 27 and 28 into the accelerator then-. the cavity 10 and through the openings 30-32 into the spool chamber 4 until the pressure in the spool chamber displaces the movable baffle 5 with the plunger 21 to a position where the bore 30 overlaps the cuff 22. The bore 27 remains open as this 27 and 30 are made with distance A between them. Working chamber 29 continues to unload into the deceleration line through the accelerator cavity 10, the throttle hole 19, the main

five

chamber 2. After the pressure has been relieved in the working chamber 29 and the brake line, the brake is released. The air distributor moves to the holiday position. Then the pressure in the brake fluid is reduced to atmospheric with a softer rate, i.e. at a rate that does not cause the air distributor to do that. By the same rate, the spool chamber is discharged to atmospheric pressure through the soft distributor of the air distributor (not shown) 5 as well as the working chamber. The total time for discharging the train brake at the sorting stations is due to the ratio Vp of the working chamber 29 to the area V pop;

19 in

The cross section of the throttle bore within the range of 70-100 l / mm is 7-8 minutes in trains of almost any length.

Total Brake Discharge Time T

sorting stations T t t;,

p.k.

- discharge time of the working chamber 29 through the throttle opening 19; the brake discharging time with a softening rate from 2.0 kgf / cm to atmospheric.

The time t p with a working chamber volume of 6 l and a diameter of 0.3 mm throttle hole is 2.5--3 min. The time t is practically independent of train bus and is 455-5 g-shn. Therefore, the total brake discharge time T at the sorting stations is within: T (2.5-3) + (4.5- -5) 7-8 min. When the brake is released after emergency braking of the long-span train on the descent and the need for re-braking from the “volume of Vp”, the working chamber 29 to the area F of the cross section of the throttle bore 19 is within

C. F

70-100 l / mm gives the possible Editor L.Keselovska

Compiled by S. Makarov

Tehred L. Olijinzh Proofreader G. Reshetnik

Order 1816/5 Circulation, 569Subscription

, USSR State Committee

on delag-1 inventions and discoveries 113035, Moscow, Zh-35, 4/5 Raushsk nab.

 --- I - --I 1Г- - - .-. - - C i ".

Production and printing company, Uzhgorod, st. Design,

6

When there is an increase in pressure in the brake line, to have a sufficient amount of pressure in the working chamber 29 / ut of actuation of the air distributor for braking.

Claims (1)

Formula invented and The main part of the brake distributor of the rail vehicle, comprising a housing in which the master Ralny and spool chamber, separated by a movable partition, accelerating cavity, separated from the main chamber by a check valve and from the channel of additional discharge of the brake line by an additional discharge valve working chamber., separated from the spool chamber by a seal of the plunger-shank shaft located in the movable partition and its 1; overlapped liner sealing inlets of the channels for communication during the tempering process of the working chamber with the accelerating cavity and the working chamber with sol a separate chamber, while the inlets of the channels are made on the lateral surface of the spool of the spool at a distance from its end facing the working chamber, characterized in that, in order to improve speed by accelerating the discharge of the working chamber 1 when the brake is released and the centralized the discharge of the brake at the sorting stations, the accelerating cavity is connected to the main chamber by means of a throttle hole, and the inlet of the channel serving to communicate during the release of the working chamber from the accelerator This cavity is made at a smaller distance from the end of the plunger shank than the inlet of the channel, which is used for communication in the process of discharging the working chamber with the slide valve chamber.