SU34465A1 - Air distributor for automatic air brakes of railway vehicles - Google Patents

Description

The proposed device relates to air distributors for air brakes, used on railway vehicles and equipped with a general leap valve, through which air that feeds the brake cylinders passes from the main air duct and the reserve tank.

In the proposed air distributor, the brake cylinder ocyj is powered through a valve controlled by connected pistons, which are, on the one hand, under the influence of the spring, on the other, one of them under pressure from the main air duct, and the second air pressure from the brake cylinder. Such a device makes it possible to perform staggered braking and to have an inexhaustible power supply of the brake cylinders. The areas of the pistons and the spring elasticity are selected in such a way that the pressure in the brake cylinder is obtained in an appropriate proportion below the air pressure of the main air duct. In addition, during the braking period, following the jerk, the jog valve is positioned so that it leaves a hole in the cross section that ensures smooth braking.

The drawing shows a section of the air distributor, which consists of a body /, a cover 2 and the bottom part 5.

(333)

In the housing of the air distributor, a piston 5 is mounted on the rod 70, provided with a balance rod and protrusion / 2 in front of the piston 5.

At the other end, the rod carries a cross-shaped plate 75, with the help of which the valve 6 moves when braking. The spool 6 and imret channel 74, which includes equalizing rod 77, and the groove / 5. In the spool mirror there are three channels / b 77 and 18. Channels J6 and 77 are rejected by recess 75 of the spool during deceleration, in which channel J8 coincides with channel 74 of the spool b.

In the lower part 3, a piston housing J9 and two pistons 7 and 8 are placed. Their areas are selected so that the area of the piston 7 is three times larger than the area of the piston 8.

Pistons 7 and 5 are pressed onto a common rod 9 of different diameters, provided with a conical surface, which together with the loaded spring 28 form a sleeve 2 / valve 20. The spring 28 to the sleeve 27 are placed in a special chamber 22 of the socket J9, which has a support plate 29 at the top, screwed with screws .

On the piston 8 all the time presses the spring 23, sandwiched between two washers, not mentioned on the caps.

A valve 2 #, which serves to release air into the atmosphere, is placed on the rod 9 and, when the brake is released, releases air into the channel 25 leading to the atmosphere. On the side, at HaqTH, there is an initial pressure valve or a jump valve 4, made in the form of a cut-out arcuate shield mounted on the hollow rod 26. and pressed by the spring 27. The valve is placed in the sleeve, which has a cut-out for the passage of air to the valve 4 and further along the channel H into the brake cylinder. When the jump valve 4 is seated downwards, a millimeter hole for filling the brake cylinder remains, and this results in smooth braking.

With a zard de 1 air from the train pipe M, the entrance to the channel E is divided into two parts. One part goes along channel B to the triple valve piston 5, then goes along the feed channel D into the cavity above the GOLD.TNICOM b and then into the spare tank. Another part of the air through the same channel E enters chamber C into the cavity under the piston 7 and remains here. The piston 7 thus, on the one hand, experiences the pressure of the spring 23, on the other hand, the pressure of the compressed air of the chamber C. When the pressure in chamber C reaches five atmospheres, the piston 7 is uraniated and the valve 20 will be closed.,

When charging, the air raises the feed valve 30 and goes into the channel / 5, blocked by the body of the spool b.

When the pressure in the train pipe decreases, the pressure drops to the right of the triple valve piston 5. The air from the apas reservoir pushes the piston 5 to the right and the piston reaches the stop in the lid 2. During this movement, the feed groove D is first closed by the piston 5, then the equalizing rod // comes out of the valve J4 C and the air from the reserve tank enters the spool channel. The cross-shaped plate / 5 approaches the valve and seizes it, due to the further valve 6 and piston 5 moving together. As soon as the piston reaches the protrusion of the lug, at this time there is a notch / 5 in gold.

nnke 6 reports channels j6 to / 7 as well. The channel M of the spool is installed against channel 78. Since chamber C is all the time connected to the main pipe, the lowering-pressure in the line is lower, the pressure decreases in chamber C, and the piston 7 with the rod 9 is pressed down by the spring 23 and the valve 20 opens ,

With / 5 channels / 6 and / 7 communicated by a recess (air from the train tube, as well as from chamber C, raise supply valve 30, the spool goes up, into channel / 7 and further along / channel L, through valve 20 and between the ribs of the rod 9, into the channel L, leading to a cutout in the sleeve and the valve. At the same time, air enters the valve, -, from here into the channel Niv the brake cylinder, as well as into the cavity above the valve 4.

Due to the operation of the feed valve 30, during initial braking, an additional discharge of the train tube is obtained, hence the simultaneous braking throughout the train.

The surge valve 4 with three surfaces will experience pressure of the air: two of them will balance the valve of the jump, and thanks to the third, it will, with a known pressure, sit down, leaving a narrow gap of 1 millimeter to further fill the brake cylinder, thus achieving smooth deceleration.

The impact of the spring 23 on the piston 8 prevents it from moving until the remaining pressure in chamber C on the piston 7 plus the pressure on the bottom of the piston 8 is equal to the spring clamping. At the onset of this moment, valve 2 is closed and air in the brake cylinder is stopped.

The operation of the spring 23 is based on the inexhaustibility of the brake, because with the initial leaks in the brake cylinder, this spring pushes the pistons 7 and 8 down, the valve 20 opens and the air from the main pipe, raises the feed valve 38, replenishes the brake cylinder, etc. piston 7 is not balanced and will not block the access of air to the brake cylinder, closing valve 20.

Since piston 7 is three times smaller than piston 8, when braking, with decreasing pressure on one atmosphere, the pressure in the brake cylinder will be three times greater, i.e. 3 atmospheres. I

With increasing pressure in the line, pressure starts to rise.

in chamber C. Then increased pressure

 on the piston / 7 their former pressure on

the piston 8 causes the spring to compress; piston 7 with rod 9

starts to move up a bit

and pushes the exhaust valve 24

from its nest. :

The brake cylinder air J3 is directed through channel O and along the fins / exhaust valve 24 to channel 25 and to the atmosphere. :

As soon as the pressure in the brake cylinder is such that the spring supporting valve 4 will lift it, the valve - # will rise and air will already go through wide Bbipes in the sleeve and valve 4 into the atmosphere. Until that time, air escaped from the brake cylinder only through the millimeter channel in the sleeve and valve 4, since the jump valve was lowered all the time while braking and smooth release of the brake was achieved:

The subject matter of the invention.

Claims (3)

1. Air distributor for automatic air brakes of railway vehicles equipped with a jump valve, supplying brake cylinders with air from both the reserve tank and the main air duct, characterized in that the brake cylinders are powered with air from the main duct and the spare tank with stepped deceleration and the inexhaustibility of this power, through the valve 20, controlled by a piston body, on the one hand, under the influence of the spring, and on the other, of the air pressure of air duct and brake cylinder. 2. The form of the air diffuser pop. 1, characterized in that the areas of the pistons 5 and 7 and the elasticity of the spring 23 are chosen in such a way that the pressure in the brake cylinder is obtained in the corresponding projection below the air pressure in the main air duct. 3. Application in the air distributor by ijl. Clauses 1 and 2 of the surge valve 4, which, during the deceleration, sets up, following the jump, a cross-section opening for communication between the brake cylinder and the chamber fed by the valve 20.