SU1555161A1 - Railway vehicle brake control device - Google Patents

Abstract

This invention relates to railway transport. The purpose of the invention is to automate the process of releasing the brake with increased pressure. The device contains a charge pressure reducer (EFD) 1, which has a feed valve 3, a diaphragm 4, a piston 11. A diaphragm 4 senses the force of the spring 5, which is regulated by the normal charging pressure in the brake line 6, interacts with the valve 3 and separates the atmospheric cavity 7 from the cavity 8. The cavity 8 is connected to the control input of the pressure relay 9 and to the surge tank (UR) 10. The piston 11 acts on the diaphragm 4 and separates the cavity 13 from the atmospheric cavity 7 associated with the "time" tank (PB) 14. Governing body 16 has apan 17 brake valve and 18 holidays. The valve 17 is connected to the UR 10, the valve 18 is connected to the supply line 15. The input-discharge channel 19 connects the valves 17 and 18 to one another. Channel 19 is connected to PB 14. In the service braking position of UR 10, valve 17 and channel 19 communicate with PB 14 and RZD cavity 1. In the temporarily position, valve 18 communicates line 15 with channel 19 and further with UR 10 and PB 14 until normal charge pressure in the UR 10. The increased (supercharged) pressure in the UR 10 is created by the RCD 1 automatically when the brake is released due to the pressure in the PB 14, which is created during the preceding braking and at the time of charging the UR 10 to the normal charging pressure and acts on diaphragm 4 through piston 11. Communication and p The communication of RDD 1 with SD 10 is carried out by the governing body. 1 il.

Description

The invention relates to railway transport, in particular to control devices for pneumatic brakes of rolling stock.

The purpose of the invention is to automate the process of releasing the brake with increased pressure.

The drawing shows a diagram of a railway brake control device

The magnitude of the pressure occurring in the tank 14 is proportional to the magnitude of the pressure drop in the surge tank 10, i.e. proportional to the stagnation rate of the braking. The same pressure value is set in the cavity 13 of the gearbox 1. In the stop position and shut off, the gearbox 1 is isolated from the pressure switch 9 and the surge tank 10. When the brake is released, when the control member

vehicle..,. „W.

The device contains a gearbox 1 charge d-10 16 is set to the release position,

pressure in the case 2 of which the gear unit 1 communicates with the pressure switch 9 and

Nutrient valve 3 connected to equalization tank 10 was added. Gearbox 1

diaphragm 4, the sensing force pru-performs filling with compressed air

5, and the brake line 6. Diaphragm reservoir 10. At the same time, the cosstragm 4 divides the atmospheric cavity 715 given by the gearbox in the balancing tank 8, the pressure communicated with the control device is greater than the normal start of the pressure relay 9 and the equalizing pressure set by force the reserve reservoir 10. The reducer 1 also has 5, because through the piston 11 and the spring piston 11 acting on the diaphragm 12 the diaphragm 4 acts additionally 4 through the spring 12 and separating the compressed air from the pressure but

the cavity cavity 7 cavity 13, is connected-20 in the tank 14 time. The more the stun to the tank 14 time. The gearbox 1 is also communicated with the supply line 15.

The control member 16 has a braking valve 17 25 and a tempering valve 18 connected respectively to the surge tank 10 and to the supply line 15 and connected to each other via a charge-discharge channel 19 of the surge tank 10. The channel 19 is connected to the reservoir 30 14 time, which is constantly communicated with the atmosphere by the throttle aperture 20, designed to discharge the tank of time into the atmosphere at a rate of softness, i.e., at a rate that does not trigger the brake. The pressure switch 9 is connected to the supply line 15, the brake line 6 and a surge tank 10. The charging pressure reducer with the surge tank communicates and disengages with the surge tank 40 (not shown).

The device works as follows.

In the service braking position of the control unit 16, the surge tank 10 through the valve 17 and charge-discharge channel 19 communicates with the tank 14 times. In the tempering and closing positions, the control member 16 blocks this message. In the tempering position, the control body 16 communicates the supply line 15 through the valve 19 with a charge of 50 to the discharge channel 19 and then with a surge tank 10 and a reservoir of 14 times.

During braking, when the control member 16 is set to the service braking position, the surge tank 10 through the valve 17 and the charge-discharge channel 19 is in communication with the tank 14 of time.

the deceleration stump preceding the tempering, the higher the pressure in the tank 14 times.

In addition, when the control unit 16 is set to a tempering position, in which it is briefly (if there is automatic release of charge pressure) or until the equalizing tank is charged to normal charge pressure, the surge tank 10 is in communication with the control unit 16 line 15 through charge-discharge channel 19. At the same time, an additional charge of time 14 takes place through this channel. The higher the pressure in the surge tank 10 with respect to the pressure in it, which was established during the previous braking, the higher the pressure to which the tank 14 is recharged. The reduction in pressure in the surge tank 10 to normal charge occurs at the rate of softness as the pressure in the tank of time decreases through the orifice hole 20.

Claims (1)

Invention Formula A rail vehicle brake control device containing a pressure reducing valve, in the body of which a feed valve is installed associated with a spring-loaded diaphragm separating the atmospheric cavity and the cavity communicated with the control input of a pressure relay and a surge tank, and acting on the spring-loaded diaphragm a piston separating from the atmospheric cavity a cavity connected to a time reservoir, a control member including braking valves The magnitude of the pressure occurring in the tank 14 is proportional to the magnitude of the pressure drop in the surge tank 10, i.e. is proportional to the degree of braking. The same pressure value is set in the cavity 13 of the gearbox 1. In the stop position and shut off, the gearbox 1 is isolated from the pressure switch 9 and the surge tank 10. When the brake is released, when the control member .,. „W. 16 is set to the release position the deceleration stump preceding the tempering, the higher the pressure in the tank 14 times. In addition, when the control unit 16 is set to a tempering position, in which it is briefly (if there is automatic release of charge pressure) or until the equalizing tank is charged to normal charge pressure, the surge tank 10 is in communication with the control unit 16 line 15 through charge-discharge channel 19. At the same time, an additional charge of time 14 takes place through this channel. The higher the pressure in the surge tank 10 with respect to the pressure in it, which was established during the previous braking, the higher the pressure to which the tank 14 is recharged. The reduction in pressure in the surge tank 10 to normal charge occurs at the rate of softness as the pressure in the tank of time decreases through the orifice hole 20. Invention Formula A rail vehicle brake control device containing a pressure reducing valve, in the body of which a feed valve is installed associated with a spring-loaded diaphragm separating the atmospheric cavity and the cavity communicated with the control input of a pressure relay and a surge tank, and acting on the spring-loaded diaphragm a piston separating from the atmospheric cavity a cavity connected to a time reservoir, a control member including braking valves 1555161 56 and leave, connected accordingly, in order to automate the process to the surge tank and to the release feeder of the brake with increased pressure, The main line and to each other through a dongle-discharge channel is connected to a slot-discharge channel, which is distinguished by a time tank.