SU39821A1 - Device for automatic braking in the event of a train break or by means of a wagon brake crane of railway vehicles equipped with direct brakes - Google Patents

Description

Two types of pneumatic brakes are used in tram practice: 1) automatic brakes and 2) direct brakes. The brakes of the first type, possessing all the properties of automatically acting brakes, allow automatic deceleration of detached trailer cars and thus ensure the safety of using the hitch on heavy road profiles (steep and long lifts), but due to the considerable complexity of the device, and therefore as requiring more thorough care in operation, found only insignificant use. The brakes of the second type, which are effective, were simpler and to some extent more reliable than automatic ones, until the train broke down, did not have the ability to automatically brake the detachable trailers, they did not provide safety requirements for driving heavy trailers. the profile of the track, especially in the present conditions, when the number of hooks is all

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more grows, as well as their filling also grows, and therefore it’s difficult for the conductor to use the hand brakes in the event of a train break, but in the latter case, exceptional ones can be counted on, and the handbrake can only be useful in most cases the guardian on duty near him.

The present invention aims to solve the issue of automatic braking of detached trailers even when using an applied pneumatic brake as the main one, taking into account the above considerations, as well as the inevitability of significant costs for re-equipment of automatic brakes of all cars that currently have brakes and are in exploitation.

The device mainly consists of a conventional direct acting brake, which is operative for motor and trailer cars and an additional automatic brake acting,

first, when a train breaks down, secondly, when the conduit valve is opened and, thirdly, there is a significant drop in pressure in the discharge pipe, which is usually the result of severe deceleration, and Most importantly, the air flow from the main air / reservoir, which is the reverse of the 1st valve of the commun-fc. -aon ab3 ---- r-2V-4. - -., -.

shipped with an accessory mounted on a motorized car; The auxiliary tank is a kind of pressure compensator created by the compressor in the discharge pipe, which tends to maintain the pressure in it as constant as possible, without abrupt changes.

In FIG. 1 shows a general scheme of the device; Fig 2 and 3 transverse and longitudinal sections of the switching valve. ., i

From FIG. 1 of the connection diagram of the devices, it can be seen that when using the operator's crankbm 1, the entire system, both on the motor and trailer cars, will work like a normal mode; with the Thorioz, the only difference is that on the trailers the air enters the brake cylinder 3 when braking not directly, but through switching valve 4.

In the case of a detachment of the trailers, the valve separates the connection of the brake cylinder 3 to the air line 5, which communicates the brake cylinder to the auxiliary reservoir 6, as a result of which the cylinder 3 is very quickly filled with compressed air and the trailer is braked. The same will happen on the rest of the detached trailers, and on the trailer to participate in the work will be its auxiliary reservoir. Absolutely, in a similar way, all phenomena will occur even if instead of the 7 oTKpkTb hose break, one of the conductor valves 8 will erupt. In this case, just as when the train is ruptured, there is a sharp drop in pressure in the AWT tube 5, and (Tells the brake automatically, the cylinder with the auxiliary tank, Yyyzgva5g quick brake line. In order to keep the air out of the main tank 9 during the hob, between the main tank and the auxiliary tank, a return valve 10 can be opened ats only in the side of the main tank 9.

In the event of a break, the sleeves of the application of the brake will only be able to start working after the disconnected crane is closed, installed on the operating pipe 2 of the rear platform; therefore, if necessary, when the motor car is taken off, to have an instantaneous stop of it, it is necessary — and — on it also to install an additional auxiliary tank with a switch box.

In order to brake the car braked by the automatic brake, it is necessary to vent the air from the auxiliary tank with the help of an outlet cock 11, which is also a purge valve.

A switching valve containing in itself a double disc valve 12-13 (FIG. 3) is screwed with a flange 14 directly to the auxiliary tank 6, communicating with the inside of the latter by means of a channel 15. The valve consists of a cylinder 16, inside of which a piston L7 goes, heads 18, separated from the cylinder by a rubber diaphragm, and a check valve 19.

Valve action is as follows. As soon as the train tronuls, the compressor 20 begins to inject air into the main tank 9 and the auxiliary tank 6 installed on the motor car; From reservoir 6, compressed air enters the discharge pipe 5, in which the end disconnecting cranes 29 on the front platform of the engine and rear platforms of the latter, the sighting car should be closed, yet the other intermittent cranes on this pipe should be open -Then the air from the supply pipe 5 through the canal - 21 will go to the check valve —Yu, and from there along Line 22 will pass to Leumer 28 of the cylinder 16 of the valve, and through the auxiliary channel 6 and to the chamber 27 of the head-valve moreover, since the pressure returning ea yo

 Diaf {Agma's sides will obviously be exactly the same, then the spring 23 will press the lower valve 12 to its seat, due to which the brake cylinder will be disconnected from reservoir 6 and communicated via channels 24 and 25 with the operating train pipe 2, due to which the brakes on all cars will work as directors.

In the event of the separation of one or several trailers or the opening of a crane of the conductor 8 on one of the trailers, the air pressure in the discharge pipe 5 will quickly fall. As a consequence, the pressure in the cylinder 6 of the valve quickly drops, the diaphragm and the piston 17 quickly descend, and the valve 13 will be put on its seat, separating the brake cylinder from the active pipe and communicating it with the auxiliary reservoir 6. Since valve 12 is also lowered at the same time, air vi.fe & aJS will thrust into the brake and, will produce a fast and strong braking. This will happen at the same time — on all-terrain chain vagrins, with each auxiliary brake cylinder operating its own auxiliary reservoir.

In the case, if and in the discharge pipe will occur, a sharp drop in air pressure will occur in Menge. By the way, by the way, there will be a sharp deceleration until the pressure difference with and q of the other side of the diaphragm will be equalized by pressing the spring 23, the valve 12 will be closed; As soon as this difference becomes more pressing the springs, valves 12 and 13 will go down, and the auxiliary reservoir through the channel 15 will be in communication with both the brake cylinder and the active pipe. In this case, it is obvious that at this moment braking is performed with the applied brake and, therefore, the pipe 2 is separated from the driver’s crane by the atmosphere, the air from the auxiliary tanks rushes into the brake cylinders and accelerates the braking, thereby reducing the trailing of the trailers.

on the motor car. If the pressure drop is purely random, unrelated. C. decelerated then., excess air. tank 6 buAet,; going under the valve 13 and through the action of the pipe through the silencer 26 into the atmosphere until the pressure difference in the auxiliary tank and in the discharge pipe is balanced by the spring 23. By changing the degree of pressure of the spring 23, the desired sensitivity of the valves as auxiliary automatic braking in case of emergency braking with an applied brake to reduce and possibly even completely eliminate the incident of hooks on the motor car, which during the application of braking Zah usually takes place and develops the stronger, the larger the composition of the fret.

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Claims (2)

1.Ustroystvo for automatic braking at the breakage of the train or by means of rolling-brake valve train wagons, etc. equipped interacting tormozmi - otlychayuihees that "tormazmuyu network Tx each wagon vkldacheng pitayuschies on additional (second) air pipe 5 auxiliary tanks 6 that may ssrbscha ; CS with brake cylinders only through an automatic switching valve 4, |: In addition, also an alternate air line 2 of the operating valve (Fig. 1). 2. The form of the apparatus according to claim 1, characterized in that the switching valve encloses a double disc valve 12-13 (Fig. 3), controlled by a spring piston 17, the chamber 27 over which communicates with the additional air duct 5 through a check valve 19 and directly with the auxiliary tank, and the chamber 28 under the piston communicates directly with the additional air duct 5. ( .( eleven. / L-figg . ", $ 2