SU191A1 - Continuous automatic braking device with compressed air - Google Patents

Description

The proposed device for continuous automatic braking with compressed air has the whole elimination of the disadvantages of other existing automatic brakes, which, in the author's opinion, are as follows: applied automatic brakes; for railroad rolling stock, it is not possible for a miner (as necessary) to gradually decelerate all available brakes on the train and, thus, it is impossible to use those in mixed trains, i.e., in which the (not head) part of the train does not have them, and also does not guarantee jolts of the extended trains due to uneven distribution of brakes (when, in fact, not all the cars are involved) and uneven pressing of the brake linings; then, they have too limited volumes of spare tanks, which makes it difficult to maintain a certain speed and produce a timely, and, moreover, an unexpected stop of the train in case of tightening slopes and air leakage from the torma cylinders; Besides,

during repeated (after the release) braking, due to the slow replenishment of the reserve tanks, the degree of brakes decreases.

FIG. 1 shows the scheme of the proposed automatic tormaz for two-wire, and pa FIG. 2 - for a single-wire system consisting of the following parts: 1 - steam air pump; 2 - main tank; .7 - pressure reducing valve (differential pressure regulator); 4 - emergency brake valve (or double crane crane); o - crane manshnist, patent number 194; 6 —No; 193; 7 - graduation tank; 8 main air duct; 9 - accelerator; 190; 10 - crane switch tormaz; 11 - carriage distributor; patent No. 192; 12-cylinder cylinder; Jfo - reserve tank; 14 - the drain valve; 1o - Caterpillar Crane; 16- feed air duct; 17 - connecting valves on the main and feed air ducts; 18-connecting hoses of the main and nutrient air ducts; 19- dusting on the main and nutrient air ducts; 20 - pressure regulator; 21 gauges; other auxiliary parts, such as connecting, air and steam pipes, brakes, levers and brakes.

Parts b, 6, 9, 11 and 15 are described in the respective patents of the author, and the emergency braking crane is arranged as follows: This is an ordinary three-way valve 4 (Fig. 1), which connects the second (feeding) line 16 and crane driver 5 with the main reservoir 2 through the reducing valve 5; in the second position, the feed air duct 16 and the elevator valve 0 from the main air duct 8 are turned off; in the third position, the feed air line 16 and the driver's valve 5 are connected directly to the main tank 2, a reduction valve 6; under normal conditions, the emergency braking crane handle should occupy the first position; it is put in the second position, when driving double th, at the second locomotive, if the first locomotive is serviced by an automatic brake; In the third position, the emergency braking crane handle is placed when applying emergency braking and is kept in this position for no more than one minute, after which it is moved to the first position; When applying emergency braking with a crane that has three handles, the train stops inevitably, but if the fourth position is still made and the crane handle is moved after the third, you can release the train tormaz directly from the engine, i.e., avoid the inevitable Crane stops with three positions.

The two-wire system and the action of continuous automatic braking are shown in FIG. 1. The air is pumped into the main tank 2 by an air-driven steam pump, from where, via a pressure reducing valve L, emergency stop valve 4, driver valve O.

enters the main air duct 8 and, | through the air distributor 11, to the reserve tank 13, and, in parallel with this, through the emergency braking valve 4, to the feed air duct 16 and further, through the feed cock 15, also to the auxiliary tank. Consequently, the charging of the auxiliary tank occurs through two lines and, moreover, to a greater extent, through the feed air duct 16. At the same time, the compressed air passes through the valve of the driver 4, into the graduation device 6 and the graduation tank 7. Thus, it is established throughout the network The constant pressure, at this position of the driver's crane handle, will be 4 atm., and in the main tank, 2-5 atm., and indicated by a pressure gauge 21 connected to the graduation device 6, the graduation device 7, the main reservoir 2 and the pressure regulator 20. And It will be seen that the first (quiet) position occurs maschinista faucet handles the charging of the whole network.

With a two-wire system, a set of equipment consists of the following parts:

Locomotive. Pump, pump regulator, main tank, pressure reducing valve, driver valve with adaptation for pressure gradation, gradation tank, emergency braking valve - it is also a double valve, pressure gauge, main air duct, feeding air duct, dusting, disconnecting tap, hose with main air pipe jammer, a hose between a locomotive and a tender, a hose for a feed air duct with a damper, a disconnecting valve, a hose between a steam locomotive and a tender, dusting for a feed air duct, an air distributor (three second valve), the secondary (alternate) a reservoir tormaznoy cylinder, the supply valve.

Tender. Main air duct, nutrient air duct, two sleeves with jammers and disconnecting taps, dusting, air distributor, accelerator for emergency braking, spare tank, brake cylinder, release valve, feeding valve.

Carriages. Main air duct, nutrient air duct, two sleeves with jammers at each end of the car, two disconnecting valves of the main air duct, three dusts, a spare tank, an air distributor, an accelerator for emergency braking, a braking cylinder, a discharge valve, a feeding valve.

The single wire tormaz system is shown in FIG. 2: It differs from the two-wire, firstly, the absence of a second line (feed duct), feedwater cranes on spare tanks and an emergency braking crane, instead of which double tap valve 4 is installed (Fig. 2), secondly, because in spare tanks, air pressure is not kept constant, but fluctuates; but these fluctuations, and hence the degree of pad pressure, should still be smaller than in the brakes of other systems, since the size of the reserve tanks is increased by about 2 times compared with other systems.

The author proposes the use of a continuous automatic braking system in four combinations, according to different conditions of service and path profile, all three combinations can work, go one to another, without any alterations and rearrangements of parts, and are inseparable parts. one common tormaznoy system.

The first system: the use of two-wire automatic tormaz with automatic replenishment of air leakage from both the air duct, and from auxiliary tanks and cylinders, with a gradual braking and gradual deceleration, at the request of the driver. This system has as its purpose an application to particularly high-speed trains moving at speeds of more than 100 versts per hour, and to local trains, on a mountain ramp-up profile m; this system means replacing the brakes of Westinghouse, Henry and the like two-wire systems. The characteristic features of the first system are: gradual braking, with the reduction of the brake pressure to complete gradual (if the driver's wish) the brakes with gradual reduction of the pressure in the cylinder from the full or any intermediate to zero or any intermediate pressure; the ability to use emergency braking at normal pressure in cylinders; the possibility of using in catastrophic cases extreme braking of the elevated pressure; automatic replenishment of air leakage from the main air duct during the braking process, as well as during the replenishment period when the tormaze is released; automatic replenishment of air leakage from the brake cylinder, does not violate the degree of braking; automatic replenishment of air flow from auxiliary tanks, ensuring the reliability of tormaz on accelerating profiles x; independence of pressure on the pistons of the cylinders, regardless of the degree of wear of the pads and the stroke of the piston; lower by 20 p. pressure in the main reservoir against the existing in tormazakh Westinghouse.

The second system: the use of single-wire automatic tormaz with automatic replenishment of air leakage from both the air duct and cylinder, with a limited volume of auxiliary reservoirs to replenish the cylinders and with a gradual deceleration and deceleration, at the request of the driver; This system has as its destination high-speed passenger trains, medium and low-speed passenger trains and freight trains. Characteristic features of the second system are: gradual deceleration with the increase in brake pressure to full; gradual (at the request of the driver) unblocking with smooth pressure in the cylinders from full or any intermediate to zero or any intermediate; the ability to use emergency braking at normal pressure, when applied to particularly high-speed trains; opportunities, by establishing an overpressure in the main air duct, to receive emergency and

train deceleration, service deceleration of elevated pressure with decreasing it with decreasing speed at the request of the driver; automatic replenishment of air leakage from the main air duct during the braking process, as well as during the replenishment period when the tormaze is released; automatic replenishment of air leakage from the brake cylinder at moderate degrees of braking and due to the power of the subsequent full braking only at the passing cylinders; a large volume of auxiliary tanks, providing a longer duration of deceleration compared with existing systems with permeable cylinders; greater pressure of emergency braking after a number of consecutive brakes and releases of brakes, moreover, accelerating the degree of braking speed when repeated after the release; more uniform pressure in the cylinders with full deceleration and various porishey moves.

Third system: this mixed system is a consequence of the combined use of the first two and has intermediate qualities. The MixedP1a system consists of a locomotive and tender, operated on the first, two-wire system, and a train equipped entirely on the second system, or part, in the head on the first and in the tail on the second. The larger part of the train will have a two-wire system, the more violent the accelerating profile can be traveled at a correspondingly greater safe speed; Each part of the train retains the properties inherent in each of the systems separately, without violating the correctness of each of them and together. It is applicable when passing through passenger and freight trains on mountain roads with a speeding profile.

Fourth system: this system is a result of joint use with existing systems and has intermediate qualities, compared with the first and second, and existing systems. It is applicable to the passage of cars equipped with existing systems, on the roads, working on the first, second or third systems. When used together with the brakes of Westinghouse and Newyork, the train is headed by a steam locomotive and wagons equipped with the first system, and finally the cars with the brakes of Westinghouse and Newiork; at the same time, the braking of existing systems, without obtaining full pressure, operates with somewhat lower braking force, which is fully compensated by the more efficient operation of the first two parts of the train; It is permissible, without reducing the degree of safety, to mix the cars of the same conduit with those of the existing systems, and the gradual deceleration of the cars with the brakes of the inventor's system is not disturbed, and the cars of the existing systems are completely braked; two-wire cars can be placed both among and behind single-wire and existing systems, without any manipulations with their brakes and, in this case, work as single-wire.

Accelerating profiles can be passed safely with the higher speeds, the higher% of cars equipped with a two-wire system. All locomotives in the first and second systems must be equipped with tenders for a two-wire system, and even when the train is made exclusively from cars with tormazami of existing systems, the safety level of passing ramp profiles is increased.

When working with locomotives equipped with the Westinghouse system and Newyorka, two-wire and single-wire cars work, in general, as such of the existing systems, without the possibility of a gradual ottormazhivan and without disrupting the work of cars with existing brakes, but with the replenishment of cylinder leakage at moderate brakes and more pressure at full braking.

SUBJECT OF INVENTION.

1. A device for continuous automatic tormaz with compressed air (Fig. 2), characterized by the cumulative use of: a) pressure regulator 20 (patent No. 195) installed

between the pump 1 and the main tank 2 and regulated in accordance with the speed of the train; b) pressure reducing valve 5 between the main reservoir 2 and the driver's valve (patent number 194); c) a gradation device 6 (patent No. 193) for the gradual ottormazhivan and replenishment of the leakage from the air duct during braking, installed when the driver's tap; d) accelerators 9 for emergency braking (patent number 190); e) wagon distributors 11 (patent no. 192) with auxiliary tanks J, /, automatically replenishing the leakage from the tormalin cylinders 12.

2. Modification of the air brakes device (fig. 1) described in section 1, characterized by the use of: a) instead of a double crane crane of a three-way emergency braking crane 4 (Fig. D) installed between the main tank 2 and the driver's valve; its ability to communicate tank 2 with the driver’s crane and the second wire 10 in addition to the pressure reducing valve 5; b) 1G feeding cranes (patent No. 189) connecting the extension wire 16 to the auxiliary tanks of 13 cars to automatically replenish the spent air.

21

vvr / l.

17

SI

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