SU870A1 - Instrument for monitoring the continuity of the train brake pipe - Google Patents

Description

Until now, the driver of a train equipped with automatic brakes, wishing to check the effect of brakes during driving, must perform a trial slowdown, which, firstly, causes a reduction in speed, and secondly, and most importantly, does not give the steering engine confidence that everything is all right with the brakes, and that at the right moment, during emergency braking, the greatest effect of the automatic brakes will be achieved; Indeed, if only one locomotive with a tender for. Two or three cars will be equipped with properly working vehicles, and the rest of the train, at least through the fault of the closed carriage crane, will be excluded from the brake circuit, and then, due to the braking of the train head, there will be an insignificant decrease in the speed of movement, which can give the maschiaist the illusion - acting brakes. With ever increasing speed of handling of passenger trains, the driver is deprived of the opportunity to experience the effect of braking while driving, even if imperfect, as mentioned above, by slowing down the cars and locomotive, because already acquired speed is lost from braking, even though the lightest; and for all the shorter stops at intermediate stations, there is no time for the driver to test tormaz before each journey. Thus, having control of such important devices as air brakes, the driver receives, however, complete confidence that when approaching at high speed to the station, or if necessary, an emergency stop on the way, the brakes will act perfectly and give the required intensive braking. An introduction to the use of the proposed device prevents possible collapses from the aforementioned reason, allowing at any moment of standing or movement

trains control the continuity of the train tormaznogo pipeline.

In FIG. 1 represents a portion of a car wall with a device suspended thereto; FIG. 2 is a side view of the device; FIG. 3-vertical section along the line A - B (f. 5); FIG. 4-horizontal section of the device along the line C-D (FIG. 3) and FIG. 5-top view of the device.

FIG. Figure 1 shows a part of the rear wall of the last car of a passenger train, to which board A is suspended, with instrument I mounted on it, controlling the continuity of the train duct, and a wing connected to the piston of this control device and rotating on the axis O, and the long arm of this wing is equipped with a bright a colored disk D, on which a signal lamp is fixed at night. The driver, wishing to check the continuity of the train tormaznogo pipeline, increases the air pressure in the device from the normal 5 atmospheres to some insignificant value (for example, D atm.), Turning the handle of the driver's crane to the brake release position, at which device I starts to work, pushing it out the working cylinder d is a piston rod k, which, by means of a plug p with an axis / fixed on it (FIGS. 1 and 3), rotates the wing D by pushing it beyond the side wall of the car. After that, the engineer, or his assistant, needs only to glance at the tail of the train to find out if the air line is free throughout its entire length, or the connecting tap is closed at some point.

The device of the control device itself is shown in figures 2, 3, 4 and 5. Through the hole e (Fig. 3) the air from the main air duct penetrates into the cavity O, and through the channels and, “r and u goes into the cavity R.” Finding in the cavity O-air provides pressure on the membrane r, which, in turn, presses on the piston a, which is under the action of the spring h, which is adjustable by means of an internal nut c to the desired voltage. As soon as the air pressure in the cavity O increases, the force exerted by the pressure of the spring, this spring will compress the piston and will move upwards, will press on the valve stem d and force the latter to open. Then the air from the cavity P through the opened valve will go into chamber X, from where it will be pushed through the channel e into the cylinder d, where it will press on the piston, forced the rod k to move and, through the axis p with the axis L fastened on it (Fig. 1), rotate the signaling wing. As soon as the pressure in the main air duct reaches a normal value due to leakage of air through the loose connections, the spring 1 will again move the piston a to the position shown in FIG. 3, valve d is closed by the action of spring S and the communication of cavity P with chamber X and cylinder d will be terminated. On the other hand, the message of camera X with camera ff is established by means of channel y, which is located in the piston rod. Thus, the air from the piston cylinder will go into chamber D, and from it through the hole a (Fig. 4) into the atmosphere. The piston and with the rod k, the spring p will be pushed back into the cylinder and the signal wing will assume a vertical position.

As for the channel / in the piston rod a, when moving the piston from the bottom up, it is closed by the wall L of the body of the apparatus itself and separates the chamber X with the camera //. The hole a (fig. 4) connecting the chamber ff with the outside space also serves to push the spring 6 with a nut c; it must be covered with a flap and sealed to destroy the possibility of unauthorized movement of the nut.

SUBJECT OF THE PATENT.

A device for controlling the continuity of the train tormazny pipeline, characterized by the cumulative use of: a) a working cylinder ff, a piston rod To which controls the signal, for example, lifting the signal disk D and b) a piston with a diaphragm g, loaded with an adjustable spring b and controlling, with increasing pressure in the pipeline above the norm, opening valve d, which allows compressed air into the working cylinder (/.

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