SU1689162A2 - Control device for brakes of railroad transport vehicle - Google Patents

Abstract

This invention relates to railway transport. The purpose of the invention is to increase the reliability of the brake control device. The device contains a charging pressure reducer 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 to 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 relay 9 with a surge tank 10. The piston 11 acts on the diaphragm 4 and separates the cavity 13 from cavity 7, which is connected to the time tank 14. The control member 1 has a brake valve and a release valve 18. The valve 17 has an atmospheric throttle and is connected to tank 10, valve 18 is connected to supply line 15. Channel 19 is connected to tank 14 through throttle 23 and non-return valve 22. In service braking position, tank 10 is through valve 17 and channel 19, throttle 23, valve 22 communicates with reservoir 14 and cavity 13. In the disengaged position, valve 18 communicates line 15 with channel 19 and further with reservoirs 10, 14 until the normal charging pressure of reservoir 10 is created. 1 ° C f-ly, 1 ill. you fc fe about 00 h you

Description

The invention relates to railway transport, and more specifically to control devices for pneumatic brakes of rolling stock, and is an improvement to the device described in the author. No. 1555161.

The aim of the invention is to increase the reliability of action.

The drawing shows a diagram of a brake control device for a rail vehicle.

The device contains a charge pressure reducer 1, in the housing 2 of which a feed valve 3 is installed, connected to diaphragm 4, receiving the force of the spring 5, which is regulated to the normal charging pressure in the brake line O, Diaphragm 4 separates the atmospheric cavity 7 and the cavity 8, communicated with the control input of the pressure relay 9 and the surge tank 10. The gearbox 1 also has a piston 11, acting mp diaphragm 4 through the spring 12 and separating the cavity 13 from the atmospheric cavity, connected to the time tank 14. communication also with a nutrient; main line 15.

The governing body 16 has a booster valve 17 containing an atmospheric choke (not shown in the drawing) and a tempering valve 18 connected respectively to a surge tank 10 and to the supply line 15 and interconnected by means of a charge-discharge channel 19 of the surge tank 10 Channel 19 is connected to a time tank. The tank is 14 times continuously connected with the atmosphere by the throttle orifice 20, designed to discharge the tank to the atmosphere into the atmosphere at a rate of softness, i.e., at a rate that does not trigger the brake. Channel 21, which connects the open-bottom discharge channel 19 with the time reservoir 14, 1 has a check valve 22, and a choke 23 is installed between the channel 19 and the check valve 22, the magnitude of which exceeds the atmospheric throttle of the braking valve 17. The pressure switch is connected to a supply line 15, a brake line 6, a surge tank 10. The charging pressure reducer communicates and separates with a surge tank by a control unit (not shown).

The device works as follows.

In the service braking position of the governing body .16 equalization tank 10 through the brake valve 17,

charge-discharge channel 19, choke 23, check valve 22 communicate with the reservoir 14 times and also communicate with the atmosphere through the atmospheric choke (on

the drawing is not shown) of the brake valve 17. The throttle 23 stabilizes the process of filling the tank 14 with compressed air1.1 In the tempering positions, the train and closing control body 16 covers this message. In the tempering position, the control body 16 communicates the supply line 15 through the tempering valve 18 with the charge-discharge channel 19 and then with the surge tank 10 and with

5 by the reservoir 14 of time through the choke 23 and the check valve 22. In the traveling position, the control body 16 blocks the communication between the surge tank 10, the supply line 15,

0 by the time reservoir 14 and the check valve 22 is closed, separating the reservoir 14 | from the atmospheric throttle (not shown) of the valve 17.

When braking when driving

5, the organ 16 is placed in the service braking position, the surge tank 10 through the valve 17, the charge-discharge channel 19, the throttle 23, the check valve 22 communicates with the reservoir 14

0 time. The pressure occurring in the reservoir 14 is proportional to the pressure drop in the surge tank 10, i.e. proportional to the stagnation level. Taka

5, the value is set in the cavity 13 of the gearbox 1. In the deceleration position and shut off, the gearbox 1 is isolated from the pressure relay 9 and the surge tank 10. When the brake is released, when the brake

0, the organ 16 is set to the release position, the reducer 1 communicates with the pressure relay 9 and the surge tank 10. The pressure generated by the gearbox in the surge tank is greater than

5 is the normal charging pressure set by the force of the spring 5, since through the piston 11 and the spring 12 an additional force acts on the diaphragm 4 from the pressure of compressed air in the tank 14 time1. The greater the degree of deceleration preceding the tempering, the higher the pressure in the tank 14 times. Moreover, when the control member 16 is set to the tempering position in which it

5 is short-ohm (if there is an automatic oi with a charging pressure) or until the equalizing tank is charged to the normal charging pressure, the surge tank 10 is reported to the control

body 16 with feed line 15 through charge-aerial channel 19 Simultaneously, through this channel and then through throttle 23 and check valve 22, additional charge of tank 14 time takes place. Than the pressure in leveling tank 10 with respect to to the value of pressure in it, established during the preceding braking, the higher the pressure to which the reservoir 14 of time is also charged. When the control member 16 is placed in the train position, the pressure in the surge tank 10 is reduced at a soft rate as the pressure in the tank of time decreases only through its throttle orifice 20, since the check valve 22 blocks the message of the tank of time 1: atmospheric throttle (not shown ) valve 17.

The device is supplied with a check valve installed on the channel connecting the zero-bottom discharge channel, which interconnects the brake and release valves of the control body, with the reservoir of time1, and installs throttles 23 in the channel between the charge discharge channel and the reverse the valve eliminates the possibility of overflowing compressed air

from the reservoir to the atmosphere during the transition from supercharging to normal charging pressure in addition to its throttle bore 20, which excludes cases of spontaneous braking in the train position during the transition from supercharging to normal charging pressure. This increases the reliability of the device.

Claims (2)

1. Rail brake control device, auth. No. 1555161, characterized in that, in order to increase the reliability of operation, it is equipped with a throttle and non-return valve installed in series in the channel connecting the charge-orifice channel to the time reservoir, the check element of the non-return valve is arranged to prevent air flow from the reservoir of time to the charge-discharge channel. 2. Pop-1 device, characterized in that the choke, installed in series with a check valve, is made with a flow section, the magnitude of which is greater than the flow area of the atmospheric throttle of the braking valve.