SU1740220A1 - Air distributor of railway car brake - Google Patents

Abstract

This invention relates to railway transport. The purpose of the invention is to increase work efficiency. The switch valve 6 of the air distributor is made with separate movable partitions 7, 8, one of which has the ability to interact via a rod with a check valve 15, which connects the delay chamber with the main chamber 17. The second partition 7 is rigidly connected to the valve stem, which has the ability to selectively link the chamber 36 additional discharge with a brake line 3 or with a spare tank 30. The discharge time of the chamber Ik to the atmosphere up to a certain pressure is selected on the basis of the transit time Brake wave to the tail of the train. At the first stage of braking, the additional discharge of the line is carried out not less than by the value of the difference of the total charge pressure of the head and tail parts of the train. 1 il. (Oh (L

Description

FIELD OF THE INVENTION The invention relates to railway transport and concerns to the design of air distributors for railway rolling brake brakes.

The purpose of the invention is to increase work efficiency.

The drawing shows a general view of the air distributor.

The air distributor contains a delay organ 1, a channel 2 connected to the brake line 3, a channel k to a control cavity 5 of a switching valve 6, which is made with movable partitions 7 and 8. A rod 9 inside the movable partition 7 is selectively connected channel 10 with channel 11 or k. The movable partition 7 on the side of the atmospheric cavity is spring-loaded by the spring 12, the control cavity 13 is connected to the delay chamber 14, which through the valve 15 by the channel 16 has the ability to communicate with the main chamber 17 of the delay organ 1, which is made with the movable partition 18 and is spring-loaded relative to It has a rod 19, the end of which forms a valve 20 connecting the channel 21 with the channel 22. On the side of the delay chamber I, a rod 23 is attached to the movable partition 18 and has a channel 2k inside which connects the delay chamber 1 with the atmospheric polo Tew 25. The movable partition 8 from

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the space of the cavity is pursed by a spring 26. A delay organ 1 by a channel 27 through a check valve 28 and further by a channel 29 is connected with a spare tank 30. which is connected to the second repeater 32 by the first repeater 32, having the control chamber 33, and the channel 3 by the second repeater 35 having an additional brake discharge chamber 36, which is connected by channel 37 to a three-pressure body 38. The repeater 32 channel 39 is connected to the brake cylinder 0. The three pressure body has 38 channels 1, 2 and is connected to a mode switch (plain, mountain) which is connected to channel 5 with cavity A6 separated from valve by valve 8 interacting with the rod 23 body 1 delay. The air distributor also has channels 9, 50.

The air distributor operates as follows.

The air distributor is charged with compressed air in a known manner, allowing it to be produced in a retarded state, which will keep the train on a slope if the train is not kept in place by the locomotive brake.

The method of simultaneously increasing the braking force throughout the train during the service discharge of the brake line is as follows.

It is known that the magnitude of the total charge pressure of compressed air at different points of the brake line is not the same. Due to possible leaks from the brake line, this pressure value decreases with distance from the compressed air source. In a train of average length with the most allowable ducks, the pressure difference between the head and tail parts at full charge pressure can reach 0, 7 kgf / cm7. Using this pressure difference, it is possible to delay the filling of the tomosal cylinders for the time of propagation of the brake wave to the tail of the train and eventually to simultaneously fill the brake cylinders, which will contribute to the simultaneous increase of the braking force throughout the train. To implement an example of this method, take

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The meme is the total charge pressure equal to 5.5 kgf / cm2; consequently, in the tail end of the train with permissible leakage, the total charge will be 5.0 kgf / cm2.

The spring 26 of the switching valve 6 should be adjusted to the total charge pressure of the tail end of the train, i.e. 5.0 kg / cm2. The volume of the chamber 36 for additional discharge of the brake line must be such that the additional discharge of the brake line into this chamber will reduce the pressure in the brake line by no less than the difference between the total charge pressure between the head and tail parts of the train. In this example, the additional discharge of the brake line must be arbitrary, with an amount not less than 0.5 kgf / cm2. The diameter of the channel 2k is chosen such that the discharge of the delay chamber 1 from the pressure of 5.5 kgf / cm2 to the pressure of 5.0 kgf / cm2 takes place during the propagation time of the brake wave to the tail section of the train. With an average train length, take this value four seconds. The magnitude of the first stage of braking must be made depending on the need, but not less than the magnitude of the additional discharge of the brake line.

The first stage of braking will trigger the air distributors to further discharge the brake line, in which compressed air from the brake line 3 through channel 2 through the main chamber 17, then through channels 4, 9, 10 and kS, through the organ 38 of three pressures, through channel 37 into the chamber 36 of the additional discharge of the brake line. At the same time, compressed air, not having time to flow from the delay chamber in a known way into the main chamber 17, will cause the movable partition 18 to move upwards (see drawing) and disconnect channel 21 from channel 22 connected with control chamber 33 from the magnitude of pressure of compressed air by valve 20 where the amount of pressure in the brake cylinder depends. At the same time, the compressed air from the delay chamber And through the channel 2k in the rod 23 will exit into the atmospheric cavity 25 and into the atmosphere.

the middle part with a pressure of 5.25 kgf / cm to

the scope. At the head of the train, the discharge time of the camera. Delay 1 of the distance of 5.5 kgf / cm2 will occur in four seconds, into trains

5.0 kgf / cm2, the discharge time is respectively two seconds, and in the tail part of the train the execution delay will not occur due to the fact that the spring 26, adjusted to a pressure of 5.0 kgf / cm2, will overcome the force of compressed air from the side of the cavity 13, and the baffle 8 will stop the valve 15 through the rod. At the same time, the compressed air of the delay chamber 1 will act on the valve 15, press it out of the seat and, overflow through channel 16 through cavity 5, further along the channel into the main chamber 17, equalizes the pressure in these cameras that do not cause movement second partition 18. As a result, four seconds compressed air is known by simultaneously starts filled into the brake cylinders throughout the train.,

The release of the brake and charging with compressed air takes place in a known manner.

Claims (1)

Invention Formula The air distributor of a rolling stock brake containing a three-pressure body, having a feeding and output cavity, a main and working chamber and a latch control chamber, the first repeater connecting the spare tank with the brake cylinder, and a delay body in which case the main mobile partition is installed, separating the main chamber and chamber of deceleration, communicated to each other through a pneumatically controlled shut-off valve made on the stem of an additional spring-loaded recess subcontroller, the main movable partition on the one hand rigidly connected to the rod, a double control valve severing delay chamber from the atmosphere, and the torus five five 0 five 0 S 0 The brain line from the mode switch, which communicates it with the working chamber of the three pressure body, on the other side of the main movable partition, has a spring-loaded stem, at one end of which a valve is formed that closes the opening in the main movable partition, which informs the main chamber with the delay chamber, and the other end The stem has a control valve that controls the air supply to the control chamber of the repeater, and in the central part of the spring-loaded stem is a shut-off element a valve separating the main chamber from the intermediate chamber to which a spare tank is connected through a non-return valve, while the main chamber of the delay organ is pneumatically controlled switching valve having a stem with a bypass channel connected to a spare reservoir The cavity of the body of three pressures, the intermediate chamber of the organ of the delay is connected to the main chamber of the body of three pressures, the control chamber of the retainer of which is connected through the mode switch to the output its chamber or atmosphere, and the reserve tank is connected to the control valve in the delay unit regulating the air supply to the control chamber of the first repeater, through the second repeater, the control chamber of which is an additional brake discharge valve connected to the output cavity of the body of three pressures, characterized in that, in order to increase the efficiency of operation, the stem of the switching valve is provided with a separate movable spring-loaded partition, limiting the control the lumen cavity communicated with the main chamber of the delaying organ, and the movable partition controlling the shut-off valve is limited to the control cavity communicated with the delay chamber, BUT -18