UA115988U - RAILWAY VEHICLE - Google Patents

Abstract

The railway vehicle comprises a braking system, at least two air distributors, each of which is connected to at least one of these spare tanks and configured to connect to the brake line to fill this spare tank with compressed air from the brake line of at least two cars. brake cylinders, at least two transport sections, each two adjacent of which are connected in series with each other by means of a joint, two extreme wheelchairs and at least one intermediate wheel trolley, made with the possibility of installing these transport sections so that each the transport section rests on two wheeled carts. Each of the two extreme transport sections rests on one extreme wheelchair and one intermediate wheelchair, and each two adjacent transport sections in the area of the joint assembly jointly rest on one intermediate wheelchair. Each of said extreme wheelchairs and said at least one intermediate wheelchair is configured to interact with one of said mechanical brake assemblies of the brake system. Each of the air distributors of the brake system is additionally configured to provide communication of at least one of these modes with at least one of these spare tanks when reducing the compressed air pressure in the brake line to a predetermined level.

Description

This utility model relates to vehicle braking systems, and more specifically to articulated rail vehicle braking systems and articulated rail vehicles equipped with such braking systems.

Various braking systems are known, which are used in vehicles, in particular in articulated railway vehicles.

The closest analogue of the proposed useful model is an articulated type railway vehicle equipped with a braking system (ВО12296011, ВбОТ13/26 and вбОТ13/66, 20.12.2012), which contains: a brake line, made with the possibility of supplying compressed air to it, the first spare a tank made with the possibility of storing compressed air, the second and third reserve tanks, each of which is made with the possibility of connection with the brake line to ensure filling of the second and third reserve tanks, respectively, with compressed air from the brake line, an air distributor connected to the first reserve tank and made with the possibility of connection with the brake line to ensure filling of the first reserve tank with compressed air from the brake line, and the first reserve tank is located downstream of the compressed air flow relative to the air distributor, and each of the second and third reserve tanks is located on at the same level by the flow of compressed air with the air distributor. The brake system also contains a false brake cylinder and two pressure switches, each of which is made with the possibility of connection with the false brake cylinder, and the air distributor is additionally made with the possibility of ensuring the connection of the false brake cylinder with the first reserve tank when the pressure of compressed air in the brake line is reduced to a predetermined equal. The braking system also contains three auto modes, and two of the specified auto modes are made with the possibility of connecting to the second spare tank using one of the pressure relays for supplying them with compressed air from the second spare tank, one more auto mode of the specified auto modes is made with the possibility of connecting to the third spare tank with the help of another of the specified pressure switches to supply it with compressed air from the third spare tank, and the specified pressure switches are additionally made with the possibility of ensuring the connection of the specified two auto modes with the second spare tank and the specified one more auto mode with

With a third reserve tank when the compressed air pressure increases in the corresponding pipeline between the faulty brake cylinder and one of the specified pressure switches. The brake system also contains three brake cylinders, each of which is connected to one of the specified auto modes, and each auto mode is made with the possibility of supplying compressed air to the corresponding at least one brake cylinder and with the possibility of adjusting the pressure of the supplied compressed air, each brake cylinder is made with the possibility converting the force of compressed air pressure into the mechanical force of the rod, and the brake system additionally contains three mechanical brake units, each of which contains at least brake pads, made with the possibility of slowing down the rotation of the wheels of the freight car when force is applied to these brake pads, and made with the possibility of interaction with one of the specified brake cylinders, ensuring the transmission of the mechanical force of the rod to the specified brake pads.

The disadvantage of the vehicle according to VO122960 is the excessive time delay before the brake pads are activated, that is, before the brake pads are attached to the wheels of the wheeled carts. This shortcoming is due to the fact that in this brake system, an additional compressed air supply circuit containing a false brake cylinder, two pressure switches and two additional reserve tanks is used to fill the brake cylinders with compressed air from the brake line, which leads to an increase in the time from the moment of pressure reduction in the brake line of the brake system of the freight car (represents a pneumatic control signal for braking) until the brake pads are applied to the wheels of the freight car to slow down the rotation of these wheels. This can lead to the fact that, in some emergency situations, a freight car moving along the supporting surface (railway rails) will not be able to stop in time. Thus, there is an obvious need for further improvement of the braking systems of railway vehicles, in particular to reduce the time of operation of the brake pads of such vehicles.

Therefore, the urgent problem is to develop a railway vehicle containing a braking system that allows overcoming at least the above-mentioned drawback of the known braking system of a railway vehicle.

The task of this useful model is to create a braking system of a vehicle that solves at least the above-mentioned problem.

In one of the implementation options of this useful model, the task is solved due to the fact that in the brake system of the vehicle, which contains a brake line designed with the possibility of supplying compressed air to it, a reserve tank designed with the possibility of storing compressed air, an air distributor, connected with a reserve tank and made with the possibility of connection with the brake line to ensure the filling of the reserve tank with compressed air from the brake line, and the reserve tank is located downstream of the compressed air relative to the air distributor, at least one auto mode, made with the possibility of connection with the reserve tank by means of an air distributor for supply into the specified automode of compressed air from the reserve tank, at least three brake cylinders, each of which is connected to one of the specified automodes, and each of the specified automodes is made with the possibility of supplying compressed air, pumped into it from the reserve tank, on at least one of the specified brake cylinders and with the possibility of adjusting the pressure of the supplied compressed air, and each of the specified brake cylinders is made with the possibility of converting the compressed air pressure force into the mechanical force of the rod, at least three mechanical brake units, each of which contains at least brake pads, made with the possibility of slowing down the rotation of the wheels of the vehicle when force is applied to these brake pads, and made with the possibility of interaction with one of the specified brake cylinders to ensure the transmission of the mechanical force of the rod to the specified brake pads, the air distributor is additionally made with the possibility of providing connection of the specified at least one auto mode with the specified reserve tank while reducing the compressed air pressure in the brake line to a predetermined level.

In another version of the implementation of this useful model, the task is solved due to the fact that in the brake system of the vehicle, which contains a brake line, made with the possibility of supplying compressed air to it, at least one reserve tank, made with the possibility of storing compressed air, at least two air distributors , each of which is connected to at least one of the specified reserve tanks and is designed to be connected to the brake line to ensure that this reserve tank is filled with compressed air from the brake line, and at least one is specified

The reserve tank is located below the flow of compressed air relative to the specified air distributors, at least two automodes, each of which is made with the possibility of connecting to at least one of the specified reserve tanks with the help of one of the specified air distributors for supplying the specified automodes with compressed air from the reserve tank, at least two brake cylinders, each of which is connected to one of the specified auto modes, and each auto mode is made with the possibility of supplying compressed air supplied to it from the specified at least one reserve tank to at least one of the specified brake cylinders and with the possibility of adjusting the pressure of the supplied compressed air , each brake cylinder is made with the possibility of converting the force of compressed air pressure into the mechanical force of the rod, at least two mechanical brake units, each of which contains at least brake pads, made with the possibility of slowing down the rotation of the wheels of the vehicle when applying force to these brake pads, and made with the possibility of interaction with one of the specified brake cylinders to ensure the transmission of the mechanical force of the rod to the specified brake pads, each of the specified air distributors is additionally made with the possibility of ensuring the connection of at least one of the specified auto modes with at least one from the specified reserve tanks when the compressed air pressure in the brake line is reduced to a predetermined level.

Each of the above-described declared options for the implementation of the braking system of the vehicle provides a technical result in the form of a reduction in the braking time of the vehicle, which ensures an increase in the efficiency of the braking system of such a vehicle due to a reduction in the time period from the moment of pressure reduction in the brake line of the brake system of the freight car to the moment of application of the brake pads to the wheels of the vehicle and improve reliability by implementing a braking system with fewer functional components used to actuate the brake pads. The increase in the efficiency of the braking system of the vehicle, caused by the above-described reasons, also provides an increase in the safety of the vehicle in which such a braking system is installed.

In addition, as one of the implementation options of this useful model, a vehicle containing a braking system according to one of the above-described implementation options, as well as 60 at least two transport sections, each two adjacent of which are connected in series with each other by means of an articulation unit, is proposed , two extreme wheeled carts and at least one intermediate wheeled cart, made with the possibility of installing the specified transport sections on them in such a way that each transport section rests on two wheeled carts, and each of the two extreme transport sections rests on one extreme wheeled cart and one intermediate wheel carriage, and every two adjacent transport sections in the area of the articulation unit jointly rest on one intermediate wheel carriage, and each of the specified extreme wheel carriages and the specified at least one intermediate wheel carriage are made with the possibility of interaction with one of the specified mechanical brake units of the braking system. The vehicle, according to this version of the implementation of this useful model, also solves the task by ensuring the above technical result.

In yet another embodiment of this useful model, the brake system described above, containing a brake line, a reserve tank, an air distributor, at least one auto mode, at least three brake cylinders and at least three mechanical brake assemblies, contains at least one additional reserve tank made with the possibility of storing compressed air , and the air distributor is additionally connected to the specified at least one additional reserve tank with the provision of the possibility of filling it with compressed air from the brake line, and the specified at least one auto mode is additionally made with the possibility of connecting to the specified at least one additional reserve tank using an air distributor for supplying compressed air to the specified auto modes air from this additional reserve tank. In yet another embodiment of this useful model, at least one additional reserve tank is located downstream of the compressed air flow relative to the air distributor.

In some variants of the implementation of this useful model in a vehicle containing a braking system according to one of the above-described variants of implementation, the articulation node can be a hinged articulation node.

In various versions of the implementation of this utility model, a vehicle containing a brake system with a brake line, a reserve tank, an air distributor, at least one auto mode, at least three brake cylinders and at least three mechanical brake units installed in it can contain

There is at least one flexible inter-sectional connecting sleeve, located in the area of the articulation unit and made to ensure the possibility of connecting the transport sections using a fluid medium.

According to one of the implementation options of this utility model, in a vehicle containing a brake system with a brake line installed in it, at least one reserve tank, at least two air distributors, at least two auto modes, at least two brake cylinders and at least two mechanical brake units, at least one of the specified air distributors, at least one of the specified auto modes and at least one of the specified brake cylinders can be installed on one of the transport sections, and accordingly other air distributors, auto modes and brake cylinders can be installed on other transport sections. According to another variant of the implementation of this useful model, such a vehicle can contain at least one flexible inter-sectional connecting sleeve, located in the area of the articulation node and made to ensure the possibility of connecting the specified transport sections using a fluid medium.

In fig. 1 shows one of the vehicle implementation options for installing a braking system according to this utility model.

In fig. 2 shows the first version of the implementation of the braking system of the vehicle according to this utility model.

In fig. Z shows one of the options for the implementation of a mechanical brake unit for transport

BO means shown in fig. 1, according to this utility model.

In fig. 4 shows the second version of the implementation of the braking system of the vehicle shown in fig. 1, according to this utility model.

In fig. 5 shows the third version of the implementation of the braking system of the vehicle shown in fig. 1, according to this utility model.

In fig. 1 shows a side view of one preferred vehicle embodiment for installing a braking system in accordance with this utility model.

The vehicle according to fig. 1 can be used for the transportation or delivery of passengers and/or various types of cargo on railway tracks.

The vehicle according to fig. 1 contains two adjacent transport sections (1), connected to each other by means of a joint assembly (3), as well as two extreme wheel carriages (4, 6) and one intermediate wheel carriage (5), which are made with the possibility of installation of the specified transport sections (1) on them and form the undercarriage of the specified vehicle.

Transport sections (1) in the vehicle according to fig. 1 are two extreme transport sections that form one pair of adjacent transport sections. The vehicle according to fig. 1, consisting of two adjacent transport sections (1), is one wagon of the articulated type. At least two such articulated type wagons can be coupled to each other by means of couplings (2) to form a train set.

Each transport section of the vehicle in fig. 1 rests on two wheeled carts.

At the same time, each of the extreme transport sections (1) rests on one intermediate wheeled cart (5), which is located in the area of the articulation node (3) (see Fig. 1), and on one of the outermost wheeled carts (4, b) as in such a way that this extreme wheel carriage is located in the corresponding end region of the specified transport section in a place that provides a uniform vertical load from the side of the car (in particular, a freight car) on each of the wheel carriages in use.

In one of the implementation options of this useful model, the articulation node (3) is a hinged articulation node. In other versions of the implementation of this useful model, any other known type of articulation node can be used as a node (3).

End wheel carts (4, b) and intermediate wheel carts (5) can be implemented in the form of any cart available on the market.

Although the vehicle described above contains only two transport sections, the vehicle according to this utility model is not limited to this preferred embodiment and, therefore, may contain more than two transport sections (1).

Thus, according to this useful model, an implementation option is possible in which the vehicle will contain at least two transport sections (1). In this embodiment, every two adjacent transport sections from at least two transport sections (1) that are part of the vehicle will be connected in series to each other by means of the corresponding articulation unit (3).

For example, in some implementations of this utility model, a vehicle according to this utility model may contain 3, 4, 5, 6, 7, 8, 9, 10 or more (M, where M is the number of

From the transport sections in the composition of the vehicle) transport sections (1), and two of the specified transport sections (1) will be the extreme transport sections, respectively 1, 2, 3, 4, 5, 6, 7, 8 and more (M -2, where M is the number of transport sections in the composition of the vehicle) transport sections from the specified transport sections (1) will be intermediate transport sections located between the specified extreme transport sections, and 2, 3, 4, 5, 6 will be formed, respectively , 7, 8, 9 and more (M-1, where M is the number of transport sections in the vehicle) a pair of adjacent transport sections connected in series with each other using 2, 3, 4, 5, 6, 7, respectively , 8, 9 and more (M-1, where M is the number of transport sections in the vehicle) nodes (3) articulation. It should be noted that in some variants of the implementation of this useful model, the railway stock can be formed from at least two vehicles according to this useful model, containing the above-described set of transport sections. In yet another version of the implementation of this useful model, the railway stock can be formed from only one vehicle containing the above-described set of transport sections.

In the above-described variant of implementation, in which the vehicle contains at least two transport sections (1), the specified vehicle will contain two extreme wheeled carts (4, b) and at least one intermediate wheeled cart (5), made with the possibility of installing the specified transport sections (1) in such a way that each of the two extreme transport sections from the specified transport sections (1) rests on one of the specified extreme wheel carriages (4, 6) and one intermediate wheel carriage (5), and every two adjacent transport sections with of the specified transport sections (1) in the area of the articulation unit jointly rest on one of the specified intermediate wheeled carts (5).

For example, in the above-described variants of the implementation of this useful model, in which the vehicle contains 3, 4, 5, 6, 7, 8, 9, 10 or more (M, where M is the number of transport sections in the composition of the vehicle) transport sections (I ), the specified vehicle will contain two extreme wheeled carts (4, 6) and, respectively, 2, 3, 4, 5, 6, 7, 8, 9 and more (M-1, where M is the number of transport sections in the vehicle ) intermediate wheeled carts (5), each of which will be supported by a corresponding pair of adjacent transport sections from the specified transport sections (1).

The braking system of the vehicle according to this utility model is formed 60 of at least one pneumatic brake unit and at least one mechanical brake unit. In one of the preferred implementation options, the braking system according to this utility model is installed in the articulated vehicle shown in fig. 1, and includes one pneumatic brake unit shown in fig. 2, and three mechanical brake units shown in fig. C, and each of the mechanical brake units is made with the possibility of interaction with a pneumatic brake unit.

In fig. 2 shows a view of the pneumatic brake assembly of one of the preferred options for implementing the braking system for the articulated vehicle shown in fig. 1, according to this utility model. The pneumatic brake unit of the brake system according to fig. 2 contains a brake line (7), a reserve tank (8), made with the possibility of storing compressed air, an air distributor (15), made with the possibility of switching compressed air flows between the "Releasing" mode and the "Braking" mode, three auto modes (9, 13 , 14), each of which is made with the possibility of adjusting the pressure of compressed air, and three brake cylinders (10, 11, 12).

In other versions of the implementation of this utility model, the pneumatic brake assembly of the braking system of an articulated type vehicle may contain more than three automodes and more than three brake cylinders, and at least one or each of the specified automodes can be made with the possibility of interaction with at least one of the specified brake cylinders.

In the vehicle according to fig. 1 brake line (7) of the pneumatic brake unit of the brake system shown in fig. 2, made with the possibility of supplying compressed air to it and formed from two parts (7-1 and 7-2) of the brake line, each of which is an air duct, made in the form of a metal tube with a given diameter and located under the supporting frame of the corresponding transport section ( 1) vehicle according to fig. 1 from the side of the supporting surface (railway bed). Each of the opposite ends of the two parts (7-1 and 7-2) of the brake line (that is, the ends of the parts (7-1 and 7-2) of the brake line, which are located on the side of the couplings (2) of the vehicle in Fig. 1 for coupling with another vehicle according to Fig. 1 or a locomotive) is equipped with an end shut-off valve (not shown), which is made with the possibility of blocking the corresponding part of the brake line from the specified end, preventing the supply, exit or further passage of the air flow through this end

From part of the brake line and with the possibility of hermetically installing on this end shut-off valve an external connecting sleeve (not shown), the free end of which is provided with a connecting head (not shown) that has an air hole and extends beyond the supporting frame of the corresponding transport section (1) vehicle of the articulated type according to fig. 1. In the vehicle of the articulated type according to fig. 1 ends of the parts (7-1 and 7-2) of the brake line, which are located in the area of the node (3) of articulation when connecting the sections (1) to each other to form the vehicle according to fig. 1, made with the possibility of connecting to each other in the area of the node (3) of articulation with the help of a flexible inter-sectional connecting sleeve (not shown) to ensure the passage of air flow through the indicated place of connection from one of the parts (7-1 or 7- 2) of the brake line to another part (7-2 or 7-1) of the brake line or vice versa, depending on the relative location of the locomotive and this vehicle. At the same time, to connect the brake line of this vehicle with the brake line of another vehicle after coupling these vehicles using a coupling (2), or to connect to the supply air line of the locomotive, or to ensure the connection of the brake line (7) of the transport means according to fig. 1 with the atmosphere on the side of the corresponding end of this brake line (7) can further be used the corresponding external connecting sleeves (not shown) of the shut-off valves (not shown) of the brake line of the vehicle of fig. 1. Thus, the brake line of the vehicle according to fig. 1 may contain at least one flexible cross-sectional connecting sleeve, and preferably two flexible cross-sectional connecting sleeves, each of which is located in the area of the joint (3) and is made with the possibility of connecting the parts of the brake line (7) to each other with the provision, thus , connection of transport sections (I) of the vehicle according to fig. 1 using a fluid medium such as pressurized air.

When forming a railway train by coupling, with the help of couplings (2), at least two vehicles of the articulated type according to fig. 1, the brake lines (7) of the specified vehicles are connected to each other by connecting the connecting head of one of the external connecting sleeves of the brake line of one of the specified vehicles, which are engaged, with the connecting head of one of the external connecting sleeves of the brake line of another vehicle from the specified coupling vehicles, ensuring the formation of a single brake line, and in all brake lines of vehicles of the railway composition forming a single brake line, generally the same air pressure is maintained when compressed air is supplied to the specified single brake line . To set the train formed from vehicles according to item 1 in motion, one of the outermost vehicles of this train is connected to the locomotive (not shown) with the help of couplings, ensuring the possibility of connection, with the help of a suitable external connecting sleeve, a single brake main lines of this composition with the supply air line (not shown) of the specified locomotive for supplying compressed air, which is pumped by the locomotive compressor into the supply air line from the specified supply air line into the specified single brake line.

The supply line of the locomotive is provided with a brake control valve (not shown) having at least three working positions "Braking" (one of the extreme positions), "Closing" (intermediate position) and "Releasing" (another extreme position) and made with the possibility of controlling it locomotive driver.

To charge the single brake line of the railway stock, which may be necessary after the braking of the specified railway stock or after the initial coupling of the locomotive with the railway stock, the locomotive driver moves the brake control valve to the extreme position "Release", which ensures the connection of the supply air line of the locomotive with the single brake line railway stock, and the compressed air injected by the locomotive compressor into the supply air line flows through the specified supply air line through the specified brake control valve, first into the brake line of the vehicle, which is connected directly to the locomotive itself, and then successively into all other brake lines of transport vehicles means that form a single brake line of the railway stock, ensuring a gradual increase in compressed air pressure in the entire single brake line of the railway stock to a predetermined level (charger compressed air pressure level). In order to ensure the passage of compressed air from the supply air line of the locomotive into the single brake line of the railway stock, it is necessary to open all end stopcocks of the single brake line, with the exception of the last end valve in the specified single

From the brake line in the direction from the locomotive. The last stopcock must be in the closed position to prevent this single brake line from communicating with the atmosphere through said last stopcock.

The transfer of the brake control valve by the locomotive driver to the other extreme position "Braking" ensures the connection of the single brake line of the railway train with the atmosphere through the specified brake control valve, ensuring the release or bleeding of air from the specified single brake line, which leads to a decrease in the pressure of compressed air in this single brake line line, i.e. the single brake line of the railway stock is discharged.

The air distributor (15) of the pneumatic brake unit of the brake system according to fig. 2 is connected to the reserve tank (8) and to the brake line (7) by means of appropriate pipelines, and the air distributor (15) is located upstream of the compressed air flow relative to the reserve tank (8) and downstream of the compressed air flow relative to the brake line (7 ), and the reserve tank (8) is accordingly located downstream of the compressed air relative to the air distributor (15).

In another version of the implementation of this useful model, the pneumatic brake unit of the brake system shown in Fig. 2 may contain one more reserve tank (not shown) made with the possibility of storing compressed air, and the additional reserve tank is located generally at the same level downstream of the compressed air relative to the reserve tank (8), that is, located below the stream of compressed air relative to the air distributor. In this embodiment, the air distributor (15) of the pneumatic brake unit of the brake system shown in Fig. 2 can be additionally connected to an additional reserve tank (not shown), and the air distributor (15) is located upstream of the compressed air relative to the additional reserve tank. At the same time, the pressure of the compressed air in the reserve tank (8) is generally equal to the pressure of the compressed air in the additional reserve tank (not shown). It should be noted that the additional reserve tank (not shown) can be made similar to the reserve tank (8) or different from it.

In another version of the implementation of this useful model, the pneumatic brake unit of the brake system according to Fig. 2 can contain more than one additional reserve tank,

each of which can be made similar to the reserve tank (8) or different from it.

Each of the three automodes (9, 13 and 14) of the pneumatic brake assembly of the brake system shown in Fig. 2 is connected by means of a suitable pipeline to the air distributor (15) and is located below the flow of compressed air relative to this air distributor (15) with the provision of the possibility of supplying compressed air to the specified auto mode (9, 13 or 14).

Each of the three automodes (9, 13 and 14) of the pneumatic brake assembly of the brake system shown in Fig. 2 is additionally connected, respectively, to one of the brake cylinders (10, 11 and 12) by means of appropriate pipelines and is located upstream of the compressed air flow relative to the specified one brake cylinder (10, 11 or 12). Thus, in the pneumatic brake unit of the brake system shown in Fig. 2 automode (9) is connected to the brake cylinder (10) and is located upstream of the compressed air relative to this brake cylinder (10), automode (13) is connected to the brake cylinder (11) and is located upstream of the compressed air relative to of this brake cylinder (11), and the auto mode (14) is connected to the brake cylinder (12) and is located upstream of the compressed air relative to this brake cylinder (12). In another version of the implementation of this useful model, each of the automodes (9, 13 and 14) of the pneumatic brake unit of the braking system can be connected to at least one of the brake cylinders (10, 11 and 12).

When the driver of the locomotive moves the brake control crane to the extreme "Release" position, which is characterized by a gradual increase in the pressure of compressed air in the brake line (7) to a predetermined level (charging level), the possibility of connecting the air distributor (15) with the brake line (7) is ensured ensuring the filling of the spare tank (8) with compressed air from the brake line (7) and providing the possibility of connecting each of the brake cylinders (10, 11 and 12) with the atmosphere after the pressure of the compressed air in the brake line (7) reaches the charge level (that is, from the moment of transferring by the operator of the control crane to the "Release" position until the compressed air pressure in the brake line (7) reaches the charging level, a change in the pressure of the compressed air in the brake cylinders (10, 11 and 12) is ensured, that is, the release of compressed air from these brake cylinders (10, 11 and 12). In other words, when found

From the brake control valve in the "Release" position, the reserve tank (8) is charged with compressed air from the brake line (7) through the air distributor (15).

In another version of the implementation of this useful model, when the driver of the locomotive moves the brake control crane to the extreme "Release" position, it can be additionally provided with the possibility of filling the additional reserve tank (not shown) with compressed air from the brake line (7) using the appropriate pipeline.

When the driver of the locomotive moves the control crane to the other extreme position "Braking", the connection of the brake line (7) with the atmosphere is ensured, as a result of which the compressed air pressure in this brake line (7) decreases.

Reducing the pressure in the brake line (7) to a predetermined level (braking level) starts the air distributor (15), as a result of which, with the help of the air distributor (15), the disconnection of the air distributor (15) from the brake line (7) is ensured, as well as disconnecting each of the brake cylinders (10, 11 and 12) from the atmosphere and connecting each of the auto modes (9, 13 and 14) with the reserve tank (8) through this air distributor (15) with the provision of compressed air supply to these auto modes (9, 13 and 14) from the reserve tank (8).

In another version of the implementation of this useful model, when the driver of the locomotive moves the control crane to the extreme position "Braking", the possibility of connecting each of the auto modes (9, 13 and 14) with the reserve tank (8) and the additional reserve tank (not shown) can be ensured through an air distributor (15) with the supply of compressed air to these automodes from the reserve tank (8) and the additional reserve tank (not shown) by means of appropriate pipelines.

Each of the automodes (9, 13 and 14) of the pneumatic brake unit of the brake system shown in Fig. 2, which is installed in the vehicle according to fig. 1, provides automatic adjustment of the pressure of the compressed air supplied to it from the reserve tank (8) through the appropriate pipelines, depending on the loading of the vehicle in fig. 1 with the supply of compressed air with regulated pressure to the corresponding brake cylinder (10, 11 or 12). Thus, in the pneumatic brake unit of the brake system according to fig. 2 auto mode (9) supplies compressed air with regulated pressure to the brake cylinder (10), auto mode (13) supplies compressed air with regulated pressure to the brake cylinder

(11), and the auto mode (14) supplies compressed air with adjusted pressure to the brake cylinder

It should be noted that the brake pads must be applied to the wheels of the vehicle essentially with a greater effort when braking a loaded wagon compared to braking an empty vehicle to ensure a given braking distance or a given braking time of this vehicle until it comes to a complete stop, and the effort, with with which pads are applied to the wheels of such a vehicle, directly proportional to the pressure of compressed air regulated by the auto mode by passing the entire flow of compressed air supplied to this auto mode, or at least part of the specified flow of compressed air and further supplied from this auto mode to the brake cylinder. The operation of the brake pads will be described further according to fig. 3. Thus, each of the automodes (9, 13 and 14) must pass through itself essentially the entire flow of compressed air supplied to it or a part of this flow of compressed air, in particular the greater part of it, to ensure braking of the loaded vehicle according to fig. 1 and it is necessary to pass through itself a part of the indicated flow of compressed air, in particular its smaller part, to ensure braking of the partially loaded vehicle of fig. 1 or an empty vehicle according to fig. 1.

Each of the three brake cylinders (10, 11 and 12) of the pneumatic brake unit of the brake system shown in Fig. 2, which is installed in the vehicle according to fig. 1, is filled with compressed air with an adjusted pressure supplied from the corresponding auto mode (9, 13 and 14), and ensures the transformation of the pressure force of the compressed air, which fills the specified brake cylinder and which has a pressure adjusted by the corresponding auto mode, into a mechanical force of the cylinder rod ( not shown), and the specified transformation is implemented as a result of the specified filling compressed air pressing on the piston of the corresponding brake cylinder (not shown), which is connected to the rod of this brake cylinder, with the provision of translational, generally linear movement of the specified brake cylinder rod by in the outward direction relative to this brake cylinder.

The transfer of the brake control crane by the locomotive driver to the intermediate position "Overlap" ensures the disconnection of the supply air line of the locomotive from the single

With the brake line of the railway composition formed from the vehicles of fig. 1, with simultaneous preservation of compressed air pressure in this brake line and preservation of compressed air pressure in the brake cylinders (10, 11 and 12).

In the preferred embodiment, the brake system according to this useful model, which is installed in the vehicle according to fig. 1, contains three mechanical brake units shown in fig. 3. The stem of each of the three brake cylinders (10, 11 and 12) of the pneumatic brake assembly of the brake system shown in Fig. 2 is connected to the corresponding one of the three autoregulators (17) by means of the corresponding one of the three levers (not shown), and each of the specified three autoregulators (17) is made with the possibility of essentially linear reciprocating movement when the force is transferred to it from of the specified rod through the specified one lever (not shown) and is additionally made with the possibility of interaction with the corresponding one of the three mechanical brake assemblies of fig. With ensuring the transfer of effort to it.

Each of the three mechanical brake units in fig. It is made similarly to other mechanical brake units and with the possibility of its installation in the vehicle according to fig. 1 to ensure braking of one of the carts of the vehicle shown in fig. 1, containing two extreme wheeled carriages (4, 6) and one intermediate wheeled carriage (5). In another version of the implementation of this useful model, each of the three mechanical brake units in fig. C can be made in such a way that it provides the possibility of braking at least one of the above-described carts of the vehicle of FIG. 1.

Next, the design features of each of the three similar mechanical brake units according to fig. With the example of one of them.

The autoregulator (17) in each of the three mechanical brake units according to fig. It is hingedly connected to the first arm of the first lever (18) of the cart to ensure the transfer of force to it during the movement of the indicated autoregulator (17). The second arm of the trolley lever (18) is pivotally connected by means of a spacer (19) to the second arm of the second trolley lever (22), and the first arm of the second trolley lever (22) is fixed to the trolley frame by means of an earring (not shown) and brackets ( not shown).

Triangles (21), on which shoes (23) with brake pads (20) are mounted, are connected by rollers (not shown) to the first lever (18) of the trolley and the second lever (22) of the trolley. Brake pads (20), when the forces from the first lever (18) of the cart and the second lever (22) are transmitted to them

cart, enter into frictional interaction with the corresponding wheels of the wheeled cart, which provides the necessary braking force for frictional braking on the wheels of the carts that make up the undercarriage of the vehicle according to this utility model. This helps to slow down the rotation of the wheels of the wheeled cart of the vehicle, which moves along the supporting surface (railway bed) until it comes to a complete stop.

To prevent the triangles (21) and spacer (19) from falling onto the railway tracks in the event of their separation or breakage, safety kerchiefs (not shown) and staples (not shown) may be provided. Brake shoes (23) with triangles (21) are suspended from the frame of the cart on hangers (24).

Thus, when the driver of the locomotive moves the control crane to the extreme position "Braking", the above-described translational generally linear movement of each of the three rods (not shown) in the outward direction relative to the corresponding one of the three brake cylinders (10, 11 and 12) leads to the movement of the corresponding of one of the three autoregulators (17) as a result of the transmission of the mechanical force of the specified rod to the specified autoregulator (17), which leads to the transfer of force from the specified one autoregulator (17) to the corresponding one of the three mechanical brake assemblies in fig. C, which at least contains brake pads (other components of the mechanical brake unit are described above) and further, with the help of the above-described kinematic connections, to the brake pads of the specified one mechanical brake unit with the provision of application of these brake pads to the wheels of the wheeled carts of the vehicle to slow them down rotation until this vehicle comes to a complete stop.

When the driver of the locomotive moves the control crane to the extreme "Release" position, the brake cylinder rods (10, 11 and 12) return to their original position, which also ensures the return of the autoregulators (17) to their original positions and the subsequent return of all the above-described rods and levers transmissions of mechanical brake units according to fig. With to its original position. This ensures the removal of the force from the corresponding brake pads (20), which pressed these brake pads (20) to the wheels of the corresponding cart, with the release of the specified brake pads (20) from the frictional interaction with the specified wheels.

In various implementations of this useful model, including the above-described first implementation option, as well as the second, third, fourth, fifth and sixth options described below

From the implementation and other implementation options disclosed in this application, the above-described structural components of the pneumatic brake unit of the vehicle shown in Fig. 1, such as a brake line, a reserve tank, an air distributor, automodes, brake cylinders, connecting pipelines, as well as other functional means and their composite elements, and the above-described structural components of the mechanical brake assembly of fig. C, such as auto adjusters, levers, spacers, triangles, shoes, suspensions, pads and other composite elements can be implemented as a suitable commercially available tool or component.

In fig. 4 shows the second version of the implementation of the braking system of the vehicle shown in fig. 1, according to this utility model. The brake system according to fig. 4 contains a brake line (7), a reserve tank (8), made with the possibility of storing compressed air, an air distributor (15), made with the possibility of switching compressed air flows between the "Releasing" mode and the "Braking" mode, one auto mode, made with the possibility compressed air pressure control, and three brake cylinders (10, 11, 12), and the specified auto mode is similar to any one of the three auto modes (9, 13 and 14) of the above-described brake system shown in fig. 2, and has similar functionality. The brake system according to fig. 4 functions similarly to the braking system shown in fig. 2, and differs from it only in that the air distributor (15) is connected to only one auto mode with the possibility of supplying it with compressed air from the reserve tank (8), and the specified auto mode is connected to each of the three brake cylinders (10 , 11 and 12) with the supply of compressed air with regulated pressure to these brake cylinders (10, 11 or 12).

Thus, in the embodiment of the brake system according to fig. 4, when the driver of the locomotive moves the brake control crane to the extreme "Release" position, in addition to the implementation of other processes described above in relation to the brake system of fig. 2, the possibility of connecting the brake cylinders of the brake system according to fig. 4 with the atmosphere after the compressed air pressure in the brake line (7) reaches a given level. When the driver of the locomotive moves the control crane to the extreme "Braking" position, it is ensured, among other things, that the auto mode of the braking system according to fig. 4 with a reserve tank (8) through an air distributor (15) with a supply of compressed air to this auto mode from a reserve tank (8), and also a supply of compressed air with regulated pressure to each of the three brake cylinders (10, 11 and 12) is provided, each of which is made with the possibility of transmitting the force of the rod to one of the three mechanical brake units in fig. C (see the above description for the version of the implementation of the brake system according to Fig. 2).

Auto mode of the braking system according to fig. 4 can be located under the supporting frame of one of the two adjacent transport sections (1) of the vehicle in fig. 1, and the specified auto mode can be located under the supporting frame of the same transport section as the air distributor (15), reserve tank (8) and/or two of the three brake cylinders (10, 11 and 12), or in another transport section, different from the transport section, under the supporting frame of which the air distributor (15), the reserve tank (8) and/or two of the three brake cylinders (10, 11 and 12) are installed.

In another version of the implementation of this useful model, the pneumatic brake assembly of the brake system shown in Fig. 4 may contain one more spare tank (not shown), made with the possibility of storing compressed air and implemented similarly to the above-described additional spare tank of the brake system of fig. 2 (see description above). It should be noted that this is another reserve tank in the brake system of fig. 4 can also be located downstream of the compressed air flow relative to the air distributor (15) as well as the reserve tank (8), while the additional reserve tank can be located generally at the same level downstream of the compressed air flow, upstream of the compressed air flow, or below the flow of compressed air relative to the reserve tank (8) with the provision of the possibility of essentially simultaneously filling them with compressed air from the brake line (7) using the air distributor (15).

In another version of the implementation of this useful model, the pneumatic brake unit of the brake system shown in Fig. 4 may contain more than one additional reserve tank.

In fig. 5 shows the third version of the implementation of the braking system of the vehicle shown in fig. 1, according to this utility model. The brake system according to fig. 5 contains a brake line (7), a reserve tank (8), made with the possibility of storing compressed air, an air distributor (15), made with the possibility of switching compressed air flows between the "Releasing" mode and the "Braking" mode, two auto modes, each of which made with the possibility of adjusting the pressure of compressed air, and three brake cylinders (10, 11, 12), and each of the specified two auto modes is made similarly

From any one of the three automodes (9, 13 and 14) of the above-described braking system shown in fig. 2, it has similar functionality. The brake system according to fig. 5 functions similarly to the braking system shown in fig. 2, and differs from it only in that the air distributor (15) is connected to two auto modes with the provision of the possibility of supplying compressed air from the reserve tank (8) to each of them, and one of the specified two auto modes is connected to one of the three brake cylinders (10, 11 and 12), and the other of the specified auto modes is connected to the other two brake cylinders from three brake cylinders (10, 11 and 12) to ensure the supply of compressed air with regulated pressure to the corresponding brake cylinders.

Thus, in the embodiment of the brake system according to fig. 5, when the driver of the locomotive moves the brake control crane to the extreme "Release" position, in addition to the implementation of other processes described above in relation to the brake system of fig. 2, the possibility of connecting three brake cylinders of the brake system according to fig. 5 with the atmosphere after reaching the pressure of compressed air in the brake line (7) of the given level. When the driver of the locomotive moves the control crane to the extreme "Braking" position, it is ensured, among other things, that the two automodes of the braking system according to fig. 5 with a reserve tank (8) through an air distributor (15) with the supply of compressed air to these automodes from the reserve tank (8), as well as the supply of compressed air with regulated pressure to one of the brake cylinders (10, 11 and 12) from one of two automodes of the brake system according to fig. 5, as well as on the other two brake cylinders from the brake cylinders (10, 11 and 12) from another auto mode from the specified two auto modes, and each of the brake cylinders (10, 11 and 12) is made with the possibility of transmitting the force of the rod to one of the three mechanical brake units according to fig. C (see the above description for the version of the implementation of the brake system according to Fig. 2).

Two automodes of the braking system according to fig. 5 can be located under the supporting frame of one and the same transport section from two adjacent transport sections (1) of the vehicle in fig. 1 or under the supporting frames of different transport sections from these two adjacent transport sections (1), and each of the specified two automodes or both of them can be located under the supporting frame of the same transport section as the air distributor (15), reserve tank (8) and/or two of the three brake cylinders (10, 11 and 12), or under the supporting frame of another transport section, different from the transport section, under the supporting frame of which the air distributor (15), the reserve tank (8) and/or two of the three brake cylinders (10, 11 and 12).

In another version of the implementation of this useful model, the pneumatic brake unit of the brake system shown in Fig. 5 may contain an additional reserve tank (not shown), made with the possibility of storing compressed air and implemented similarly to the above-described additional reserve tank of the brake system of fig. 2 (see description above).

It should be noted that the additional reserve tank in the brake system of fig. 5 can also be located downstream of the compressed air flow relative to the air distributor (15) as well as the reserve tank (8), while the additional reserve tank can be located generally at the same level downstream of the compressed air flow, upstream of the compressed air flow, or below the flow of compressed air relative to the reserve tank (8) with the provision of the possibility of essentially simultaneously filling them with compressed air from the brake line (7) using the air distributor (15).

In another version of the implementation of this useful model, the pneumatic brake unit of the brake system shown in Fig. 5 may contain more than one additional reserve tank.

In one of the implementation options of this useful model (not shown in the drawings), the braking system of the vehicle can contain at least one spare tank, made similarly to the spare tank (8), at least one air distributor, made similar to the above-described air distributor (15), at least three auto modes, made similarly to one of the above-described automodes (9, 13 and 14), at least three brake cylinders, made similarly to one of the above-described brake cylinders (10, 11 and 12), and at least three mechanical brake units, made similarly to the above-described mechanical brake unit in fig. With for the vehicle according to fig. 1, and at least one of the specified air distributors is connected to at least one of the specified reserve tanks, at least one of the specified auto modes is made with the possibility of connecting to at least one of the specified reserve tanks with the help of at least one of the specified air distributors, and 3 the possibility of supplying compressed air with regulated pressure on at least one of the specified brake

Of the cylinders, and at least one of the specified mechanical brake units is made with the possibility of interaction with one of the specified brake cylinders. In yet another version of the implementation of this useful model, the brake system contains one reserve tank (8), one air distributor (15) connected to this reserve tank (8), at least three auto modes, made similarly to one of the above-described auto modes (9, 13 and 14), at least three brake cylinders, made similarly to one of the above-described brake cylinders (10, 11 and 12) and at least three mechanical brake units, made similarly to the mechanical brake unit in fig. With for the vehicle according to fig. 1, and each of the specified auto modes is made with the possibility of connecting to the reserve tank (8) using an air distributor (15), each of the specified auto modes is made with the possibility of supplying compressed air with regulated pressure to at least one of the specified brake cylinders, and each of the specified mechanical of brake assemblies is made with the possibility of interaction with one of the specified brake cylinders.

In the fourth embodiment of this useful model (not shown in the drawings), the braking system of the vehicle shown in fig. 1, may contain a brake line (7), a spare tank (8), made with the possibility of storing compressed air, two air distributors, each of which is made with the possibility of switching compressed air flows between the "Releasing" mode and the "Braking" mode, two auto modes, each of which is made with the possibility of adjusting the pressure of compressed air, and two brake cylinders, and each of the specified two auto modes is made similarly to any one of the three auto modes (9, 13 and 14) of the above-described brake system shown in fig. 2, and has similar functional capabilities, each of the two brake cylinders is designed similarly to any one of the three brake cylinders (10, 11 and 12) of the above-described brake system in fig. 2 and has similar functionality, and each of the specified two air distributors is made similarly to the air distributor (15) of the above-described brake system in fig. 2 and has similar functionality.

In the fourth version of the implementation of this useful model, the brake system of the vehicle shown in fig. 1 functions similarly to the braking system shown in fig. 2, and differs from it only in that it contains two air distributors, each of which is connected to the reserve tank (8) with the provision of the possibility of filling this reserve tank (8) with compressed air from the brake line (7) and connected with one of the two automodes providing the possibility of supplying this automode with compressed air from the reserve tank (8), and each of the two automodes is connected to one of the two brake cylinders to ensure the supply of compressed air with regulated pressure to this brake cylinder.

Thus, in this embodiment of the brake system of the vehicle shown in Fig. 1, when the driver of the locomotive moves the brake control crane to the extreme "Release" position, in addition to the implementation of other processes described above in relation to the brake system in fig. 2, the possibility of connecting two brake cylinders of the brake system with the atmosphere after reaching the pressure of compressed air in the brake line (7) of a given level is provided, as well as the possibility of connecting two air distributors with the brake line (7) to ensure filling of the reserve tank (8) with compressed air with brake line (7) using each of these two air distributors.

In the fourth version of the implementation of this useful model, when the driver of the locomotive moves the control crane to the extreme position "Braking", it is ensured, among other things, that each of the two automodes of the braking system is connected to the reserve tank (8) through one of the two air distributors with the supply of compressed air to these automodes from a single reserve tank (8), as well as the supply of compressed air with regulated pressure to each of the two brake cylinders from one of the two automodes of the braking system, and each of the two brake cylinders is made with the possibility of transmitting the force of the rod to one of the two mechanical brake cylinders nodes, one of which is made similarly to one of the mechanical brake nodes in fig. With (see the above description for the version of the implementation of the brake system according to Fig. 2) and provides braking of one of the two outer wheel carts (4, 6) of the vehicle according to Fig. 1, and the other mechanical brake unit from the specified two mechanical brake units contains an excellent lever system (any known lever system can be used as such a lever system), which provides the possibility of braking the other end wheel carriage from the two end wheels (4, 6) and the intermediate wheeled cart (5) of the vehicle shown in Fig. 1.

In the fourth version of the implementation of this utility model, each of the two air distributors, each of the two auto modes and each of the two brake cylinders of the brake system of the vehicle shown in fig. 1 is located, respectively, under the supporting frame of one of the two

Of the adjacent transport sections (1) of this vehicle, while the reserve tank (8) is also located under the supporting frame of any one of these two adjacent transport sections (1). Such a design of the brake system according to the fourth version of the vehicle according to fig. 1, according to which one air distributor, one auto mode and one brake cylinder are installed under the supporting frame of one of the two adjacent transport sections (1), made with the possibility of transmitting the force of the rod to one of the two mechanical brake assemblies, ensuring braking of one of the two outer wheel carts (4, 6) and the intermediate wheeled cart (5) of the vehicle shown in Fig. 1, and under the supporting frame of the other transport section from the specified two adjacent transport sections (I), one air distributor, one auto mode and one brake cylinder are installed, made with the possibility of transmitting the force of the rod to another mechanical brake unit from the specified two mechanical brake units with the provision of braking of the other of the outermost wheeled cart from the specified two outermost wheeled carts (4, b), provides the possibility of total simultaneous or parallel braking of one of the outermost wheeled carts (4, b) and the intermediate wheeled cart (5) of the vehicle shown in fig. 1 and the possibility of separate or independent braking of the specified one extreme wheel carriage and intermediate wheel carriage (5) with respect to the other extreme wheel carriage of the vehicle in fig. 1.

In yet another version of the implementation of this useful model, the pneumatic brake unit of the braking system according to the fourth version of the implementation can contain two spare tanks, each of which is made similarly to the spare tank (8) of the brake system in fig. 2 (see above description) and with the possibility of storing compressed air, and each of the two reserve tanks can be connected to one of the two air distributors or to both of them, providing the possibility of filling it with compressed air from the brake line (7) using respectively, one of the two air distributors or both of them, which further ensures the supply of compressed air to each of the two automodes, respectively, from one of the two reserve tanks or from both reserve tanks with the help of one of the two air distributors. In another embodiment of this useful model, the pneumatic brake unit of the braking system according to the fourth embodiment can contain at least three spare tanks, each of which can be made similarly to the spare tank (8) of the brake system in fig. 2 (see above description) and with the possibility of storing compressed air, while one of the two air distributors can be connected to at least one of the specified reserve tanks, and the other air distributor from the specified two air distributors can be connected to all other reserve tanks from the specified reserve tanks.

In the fifth version of the implementation of this utility model (not shown in the drawings), the braking system of the vehicle shown in fig. 1, may contain a brake line (7), a reserve tank (8), made with the possibility of storing compressed air, two air distributors, each of which is made with the possibility of switching compressed air flows between the "Releasing" mode and the "Braking" mode, two auto modes, each of which is made with the possibility of adjusting the pressure of compressed air, and three brake cylinders (10, 11 and 12), and each of the specified two auto modes is made similarly to any one of the three auto modes (9, 13 and 14) of the above-described brake system, shown in fig. 2, and has similar functionality, and each of the specified two air distributors is made similarly to the air distributor (15) of the above-described brake system in fig. 2 and has similar functionality.

In the fifth variant of the implementation of this useful model, the brake system of the vehicle shown in Fig. 1 functions similarly to the braking system shown in fig. 2, and differs from it only in that it contains two air distributors, each of which is connected to the reserve tank (8) with the provision of the possibility of filling this reserve tank (8) with compressed air from the brake line (7) and connected to one of the two automodes with the possibility of supplying compressed air to this automode from the reserve tank (8), and one of the two automodes is connected to two brake cylinders from the three brake cylinders (10, 11 and 12) with the possibility of compressed air supply pressure-regulated to these brake cylinders, and the other auto-mode of these two auto-modes is connected to the remaining one brake cylinder of the said three brake cylinders (10, 11 and 12) with the possibility of supplying pressure-regulated compressed air to this brake remaining cylinder. Thus, in the fifth embodiment of the braking system of the vehicle shown in FIG. 1, when the driver of the locomotive moves the brake control crane to the extreme "Release" position, in addition to the implementation of other processes described above in relation to the brake system of fig. 2, the possibility of combining two is ensured

From the air distributors with the brake line (7) ensuring that the reserve tank (8) is filled with compressed air from the brake line (7) using each of these two air distributors.

In the fifth version of the implementation of this useful model, when the driver of the locomotive moves the control crane to the extreme position "Braking", it is ensured, among other things, that each of the two automodes of the braking system is connected to the reserve tank (8) through one of the two air distributors with compressed air supply to these automodes from a single reserve tank (8), as well as the supply of compressed air with regulated pressure to two brake cylinders from three brake cylinders (10, 11 and 12) from one of the two automodes of the brake system and to one remaining brake cylinder is provided , from the specified three brake cylinders (10, 11 and 12), and each of the three brake cylinders is made with the possibility of transmitting the force of the rod to one of the three mechanical brake units in fig. C (see the above description for the embodiment of the brake system according to Fig. 2) and provides braking of one of the three wheeled carts of the vehicle according to Fig. 1.

In the fifth version of the implementation of this useful model, one of the two air distributors, one of the two auto modes and one or two of the three brake cylinders of the brake system of the vehicle shown in fig. 1 are located respectively under the supporting frame of one of the two adjacent transport sections (1) of this vehicle, while the reserve tank (8) is also located under the supporting frame of each of these two adjacent transport sections (1).

Thus, according to the design of the brake system according to the fifth embodiment of the vehicle according to fig. 1, one air distributor, one auto mode and two brake cylinders are installed under the supporting frame of one of the two adjacent transport sections (1), and one of the specified two brake cylinders is made with the possibility of transmitting the force of the rod to one of the three mechanical brake units with the provision of braking of one of of the outer wheel carts (4, 6) of the vehicle according to fig. 1, and the other brake cylinder from the specified two brake cylinders is made with the possibility of transmitting the force of the rod to another mechanical brake unit from the specified three mechanical brake units with the provision of braking of the intermediate wheel carriage (5) of the vehicle shown in fig. 1. In addition, according to the design of the brake system according to the fifth embodiment of the vehicle according to fig. 1, under the supporting frame of another transport section from two adjacent transport sections (1) 60, one air distributor, one auto mode and one brake cylinder are installed, made with the possibility of transmitting the force of the rod to one of the remaining three mechanical brake units (that is, the mechanical brake unit, which does not interact with the two brake cylinders described above), with the provision of braking of the other extreme wheel carriage from the two extreme wheel carriages (4, b) of the vehicle according to fig. 1. The above-described design of the brake system according to the fifth variant of the vehicle according to fig. 1 provides the possibility of separate or independent braking of one of the outer wheel carts (4, 6) and the intermediate wheel cart (5) of the vehicle shown in Fig. 1 and the possibility of separate or independent braking of the specified one extreme wheel carriage and intermediate wheel carriage (5) with respect to the other extreme wheel carriage of the vehicle in fig. 1.

In yet another version of the implementation of this useful model, the pneumatic brake unit of the braking system according to the fifth version of the implementation can contain two spare tanks, each of which is made similarly to the spare tank (8) of the brake system in fig. 2 (see the above description) and with the possibility of storing compressed air, and each of these two reserve tanks can be connected to one of the two air distributors or to both of them, ensuring the possibility of filling it with compressed air from the brake line (7) according to using, respectively, one of the two air distributors or both of them, which further ensures the supply of compressed air to each of the two automodes, respectively, from one of the two reserve tanks or from both reserve tanks using one of the two air distributors. In another embodiment of this useful model, the pneumatic brake assembly of the braking system according to the fifth embodiment can contain at least three spare tanks, each of which can be made similarly to the spare tank (8) of the brake system in fig. 2 (see above description) and with the possibility of storing compressed air, one of the two air distributors can be connected to at least one of the specified spare tanks, and the other air distributor of the specified two air distributors can be connected to all other spare tanks from the specified reserve tanks.

In the sixth variant of the implementation of this useful model (not shown in the drawings), the braking system of the vehicle shown in fig. 1, may contain a brake line (7), a reserve tank (8), made with the possibility of storing compressed air, two

From air distributors, each of which is made with the possibility of switching compressed air flows between the "Releasing" mode and the "Braking" mode, three auto modes (9, 13 and 14), each of which is made with the possibility of adjusting the pressure of compressed air, and three brake cylinders ( 10, 11 and 12), and each of the specified two air distributors is made similarly to the air distributor (15) of the above-described brake system in fig. 2 and has similar functionality (see the above description of the braking system in Fig. 2).

In the sixth variant of the implementation of this utility model, the brake system of the vehicle shown in Fig. 1 functions similarly to the braking system shown in fig. 2, and differs from it only in that it contains two air distributors, each of which is connected to the reserve tank (8) with the provision of the possibility of filling this reserve tank (8) with compressed air from the brake line (7), and one of the specified of two air distributors is connected to two automodes from the specified three automodes (9, 13 and 14) with the provision of the possibility of supplying these two automodes with compressed air from the reserve tank (8), the other air distributor from the specified two air distributors is connected to the remaining automode , of the specified three auto modes (9, 13 and 14), each of the specified two auto modes is connected to one of the three brake cylinders (10, 11 and 12) with the provision of the possibility of supplying compressed air with regulated pressure to this brake cylinder, and the auto mode , remaining connected to the remaining brake cylinder from the specified three brake cylinders (10, 11 and 12) with the possibility of supplying c of compressed air with adjusted pressure to this remaining brake cylinder. Thus, in the sixth embodiment of the brake system of the vehicle shown in Fig. 1, when the driver of the locomotive moves the brake control crane to the extreme "Release" position, in addition to the implementation of other processes described above in relation to the brake system of fig. 2, the possibility of connecting two air distributors with the brake line (7) is provided to ensure filling of the reserve tank (8) with compressed air from the brake line (7) using each of these two air distributors.

In the sixth version of the implementation of this useful model, when the driver of the locomotive moves the control crane to the extreme position "Braking", it is ensured, among other things, that each of the three auto modes (9, 13 and 14) of the braking system is connected to the reserve tank (8), and two auto modes from the specified three automodes (9, 13 and 14) are connected to the bo reserve tank (8) using one of two air distributors with compressed air supply to these two automodes from this reserve tank (8), and the remaining automode from the specified three automodes (9, 13 and 14) is connected to the reserve tank (8) by means of another air distributor with the supply of compressed air to this automode from this reserve tank (8). In addition, compressed air with regulated pressure is supplied to each of the three brake cylinders (10, 11 and 12) from the corresponding one of the three auto modes (9, 13 and 14), while each of the three brake cylinders (10, 11 and 12 ) made with the possibility of transmitting the force of the rod to one of the three mechanical brake units in fig. C (see the above description for the embodiment of the brake system according to Fig. 2) and provides braking of one of the three wheeled carts of the vehicle according to Fig. 1.

In the sixth variant of the implementation of this useful model, one of two air distributors, one or two of three auto modes (9, 13 and 14) and one or two of three brake cylinders (10, 11 and 12) of the brake system of the vehicle shown in fig. 1 are located respectively under the supporting frame of one of the two adjacent transport sections (1) of this vehicle, while the reserve tank (8) is also located under the supporting frame of any of these two adjacent transport sections (1). Thus, according to the construction of the braking system according to the sixth embodiment of the vehicle according to fig. 1, under the supporting frame of one of the two adjacent transport sections (1), one air distributor, two auto modes and two brake cylinders are installed, and one of the specified two brake cylinders is made with the possibility of transmitting the force of the rod to one of the three mechanical brake units, ensuring braking of one of two extreme wheeled carts (4, 6) of the vehicle according to fig. 1, and the other brake cylinder from the specified two brake cylinders is made with the possibility of transmitting the force of the rod to another mechanical brake unit from the specified three mechanical brake units with the provision of braking of the intermediate wheel carriage (5) of the vehicle shown in fig. 1. In addition, according to the design of the braking system according to the sixth embodiment of the vehicle according to fig. 1, under the supporting frame of one of the two adjacent transport sections (1), one air distributor, one auto mode and one brake cylinder are installed, made with the possibility of transmitting the rod force to one of the three remaining mechanical brake units (i.e., a non-interacting mechanical brake unit with the two brake cylinders described above), providing braking

From the other of the two outer wheel carts (4, 6) of the vehicle in fig. 1. The above-described design of the brake system according to the sixth variant of the vehicle according to fig. 1 provides the possibility of separate or independent braking of one of the outer wheel carts (4, 6) and the intermediate wheel cart (5) of the vehicle shown in Fig. 1 and the possibility of separate or independent braking of the specified one extreme wheel carriage and intermediate wheel carriage (5) with respect to the other extreme wheel carriage of the vehicle in fig. 1.

In yet another version of the implementation of this useful model, the pneumatic brake assembly of the braking system according to the sixth version of the implementation can contain two spare tanks, each of which is made similarly to the spare tank (8) of the brake system in fig. 2 (see the above description) and with the possibility of storing compressed air, and each of these two reserve tanks can be connected to one of the two air distributors or to both of them, ensuring the possibility of filling it with compressed air from the brake line (7) according to using, respectively, one of the two air distributors or both of them, which further ensures the supply of compressed air to each of the three auto modes (9, 13 and 14), respectively, from one of the two reserve tanks or from both reserve tanks with the help of one of the two air distributors. In another embodiment of this useful model, the pneumatic brake unit of the braking system according to the sixth embodiment can contain at least three spare tanks, each of which can be made similarly to the spare tank (8) of the brake system in fig. 2 (see above description) and with the possibility of storing compressed air, one of the two air distributors can be connected to at least one of the specified spare tanks, and the other air distributor can be connected to all other spare tanks from the specified spare tanks tanks

It should be noted that in the implementation options of this useful model, in which the pneumatic brake unit of the braking system contains more than two spare tanks (in particular, in the fourth, fifth and sixth implementation options described above), at least one of the specified spare tanks can be placed under the supporting frame of one from two adjacent transport sections (1) of the vehicle shown in Fig. 1, and other spare tanks from the specified spare tanks can be placed under the supporting frame of the other of these two adjacent transport sections (1).

In another version of the implementation of this useful model, the brake system of the vehicle shown in fig. 1 contains a brake line made with the possibility of supplying compressed air to it; at least one reserve tank made with the possibility of storing compressed air; at least two air distributors, each of which is connected to at least one of the specified reserve tanks and is designed to be connected to the brake line to ensure that this reserve tank is filled with compressed air from the brake line, and the specified reserve tanks are located downstream of the compressed air flow relative to the specified air distributors ; at least two automodes, each of which is made with the possibility of connecting to at least one of the specified spare tanks with the help of one of the specified air distributors for supplying compressed air from the spare tank to the specified automodes, and each of the specified air distributors is additionally made with the possibility of ensuring the connection of at least one of the specified automodes with at least one of the specified reserve tanks when the compressed air pressure in the brake line is reduced to a predetermined level; at least two brake cylinders, each of which is connected to one of the specified auto modes, and each auto mode is made with the possibility of supplying compressed air to at least one of the specified brake cylinders and with the possibility of adjusting the pressure of the supplied compressed air, each brake cylinder is made with the possibility of force conversion compressed air pressure in the mechanical force of the rod;

at least two mechanical brake assemblies, each of which contains at least brake pads, made with the possibility of slowing down the rotation of the wheels of the vehicle when force is applied to these brake pads, and made with the possibility of interaction with one of the indicated brake cylinders to ensure the transmission of the mechanical force of the stem to the indicated brake pads blocks

Claims (3)

USEFUL MODEL FORMULA 1. A railway vehicle containing: a braking system, which includes a brake line designed to supply compressed air to it, at least one reserve tank designed to store compressed air, at least two air distributors, each of which is connected to at least with one of the specified reserve tanks and made with the possibility of connection with the brake line to ensure that this reserve tank is filled with compressed air from the brake line, and the specified at least one reserve tank is located downstream of the compressed air relative to the specified air distributors, at least two auto modes, each of which is made with the possibility of connection with at least one of the specified reserve tanks by means of one of the specified air distributors for supplying compressed air from the reserve tank to the specified automodes, at least two brake cylinders, each 3 of which is connected to one of of the specified auto modes, and each auto mode is made with the possibility of supplying compressed air, supplied to it from the specified at least one reserve tank, to at least one of the specified brake cylinders and with the possibility of adjusting the pressure of the supplied compressed air, each brake cylinder is made with the possibility of converting the force of the pressure of the compressed air into the mechanical force of the rod, and the brake system additionally contains at least two mechanical brake units, each of which contains at least brake pads, made with the possibility of slowing down the rotation of the wheels of the vehicle when force is applied to these brake pads, and made with the possibility of interaction with one of the specified brake cylinders with the provision of transmission of the mechanical force of the rod to said brake pads, and said vehicle also contains at least two transport sections, each two adjacent of which are connected in series to each other by means of an articulation unit , two extreme wheeled carts and at least one intermediate wheeled cart, made with the possibility of installing the specified transport sections on them in such a way that each transport section rests on two wheeled carts, and each of the two extreme transport sections rests on one extreme wheeled cart and one intermediate wheel cart, and every two adjacent transport sections in the area of the articulation node jointly rest on one intermediate wheel cart, and each of the specified extreme wheel carriages and the specified at least one intermediate wheel carriage is made with the possibility of interaction with one of the specified mechanical brake units of the braking system, which is characterized by the fact that each of the specified air distributors of the braking system is additionally made with the possibility of providing notification of at least one of the specified auto modes with at least one of the specified reserve tanks when reducing the pressure of compressed air in the brake line to a predetermined level. 2. Vehicle according to claim 1, in which at least one of the specified air distributors, at least one of the specified auto modes and at least one of the specified brake cylinders are installed on one of the specified transport sections, and accordingly the remaining air distributors, auto modes and brake cylinders are installed on other transport sections . 3. The vehicle according to claim 1 or according to claim 2, which additionally contains at least one flexible inter-sectional connecting sleeve, located in the area of the articulation unit and designed to ensure the possibility of communicating the specified transport sections with the help of a fluid medium. r Y p U NO: vkh no v p ka mk ef KAK o-vy OO - nya I Where shi iy Kk "rig. 1 you p nn i which i Ti i Z ; i 1 ray | In mn nn zvovvyvyvnvy o SHVI now on mon mn nn nn kn nn pi mikh 17 da vi khznia 35 SE chi rog. 2