SU17335A1 - Air distributor for automatic air brakes - Google Patents

Description

The proposed air distributor for automatic air brakes consists of three independent pistons (main, distribution and equalizing) with spools for distributing compressed air and is equipped with a special slide formed by the distribution piston rod.

In FIG. 1 shows a section of the air distributor; FIG. 2-scheme of its action.

All three pistons are enclosed in a common box. The main piston 1 with the zolotonik 2 is on one side under the pressure of air coming from the line 14, and Cj of the other is compressed air in the working chamber 19; distribution piston 3 with spool 4, which is connected to the clutch 5, stone b and rod (frame) 7, with which the vertical movement of the piston is converted into horizontal movement of the spool 4, is constantly experiencing from one side the air pressure of the working chamber 19, and the other is the air pressure of the working tank 22. The equalizing piston 8 with the spool 9 (connected pivotally by means of the rod 10) constantly experiences air pressure in the brake cylinder on one side and pressure springs 11 and 12 on the other; down

in a cylinder more atmospheric, the piston 8 with the spool 9 moves to the right, compressing the springs, and if the brake is on the loaded mode, both springs 11 and 12 act, if the brake is on the empty mode, one 11 acts, and 12 moves back to the right by means of the prop 13 moving along a helical guide.

When the line pressure increases, compressed air will flow through tube 14 and channels into chamber 15 and move piston 1 to the leftmost position in the drawing, as a result, air with cutout 16, chamber 17, will fill the spool chambers with a narrow hole 18 and through the cutouts in the wings , pushes the piston 3 to the lower extreme position in the drawing, then the working reservoir 22 fills the chamber 21 with the chamber 21, the spool 4 and 9 establishes communication of the brake cylinder with the atmosphere through channel 26, cutout 27 and bore 28 into the spool 4, the cutout 29 in the slide valve 9, the holes 30 and the cutout 31 in the spool 4 and the channel 32. The chamber 34 on the left side of the piston 8 .posto communicates continuously with the brake cylinder through the channel 35, therefore, currently communicated with the atmosphere. Spare tank 25

is filled from the line two ways through the chamber 17 with an opening 42, a notch 43 in the spool 2, an opening and a channel 44 and a channel 25; the spool chamber with an opening 23 in spool 4 and channel 25 through chamber 17, channel 18. The operation of the distribution piston 3 is based on the law of isothermal expansion of air in the working tank 22 in such a way that a decrease in pressure in the working chamber 19 causes a decrease in air pressure in the tank 22 due to moving the piston 3 upwards, and for each given pressure reduction in the working chamber we have the same (with some excess friction) pressure in the tank, established due to well-defined advancement of the piston 3 for each back pressure in the working chamber is less than the initial, have a certain position of the piston 3, and with it the spool 4.

With a rapid and significant decrease in pressure in line 14, pressure does not have time to balance on cutout 16 on either side of piston 1, as a result of which this piston moves to the right, closes feed opening 16, and then sweat doesn’t spool 2, which establishes communication with the atmosphere through channel 41, cutout 45 in spool 2, channel 40, cutout 31 in spool 4 and channel 32 — the brake wave will rapidly propagate along the train; at the same time, the spool 2 will close the feed hole 42 and open the channel 36 and the compressed air from the working chamber 19 pills a wide stream into the brake cylinder with channel 26, cutout 27 in spool 4 and channel 26. Since the pressure in the chamber 19 quickly decreases the piston 3 a sharp jump up, block the hole 20 and separate the working chamber 19 from the working tank 22; at the same time, by means of the spool 4, to which the piston 3 will communicate movement to the right, the feeding hole 23 will close, the hole 28 will overlap and the brake cylinder will be disconnected from the atmosphere, channel 40 will close and the air line will be disconnected, the camera cylinder will switch from the wide notch 27 to narrow hole 33 and fixed wits message

reserve tank with brake cylinder through channel 25, cut-out 24 and hole 37 in spool 4, cut-out 38 in spool 9, hole 25 and cut-out 27 in spool 4 and channel 2 and the brake cylinder will be quickly filled with compressed air. As soon as the pressure in the brake cylinder, and consequently in the chamber 34, rises to about 0.5-0.6 atm. the piston 8 will overcome the initial tension of the spring 11 and will move to the right with the spool 9, as a result of which the opening 28 will close and the rapid increase in pressure in the brake cylinder will stop. Further flow of compressed air into the brake cylinder will occur through a narrow bore 33 in the spool 4.

If you stop lowering the pressure in the line, the pressure in the brake cylinder will increase until the pressure in the working chamber 19 becomes slightly lower than the main pressure, as a result of which the pressure on the side of the line is displaced, the piston 1 will move to the left and the spool 2 will block the hole 36 due to whereby the air flow the secondary cylinder stops. The pressure obtained in the brake cylinder will automatically be maintained, because if the pressure in the brake cylinder decreases, the piston 8, the pressure of the spring 11 (and, when loaded, the spring 12) will move to the left with the spool 9, from which a small opening 28 in the spool opens 4 and the pressure in the brake cylinder is restored by the air from the spare tank. If for some reason the pressure in the brake cylinder exceeds the set point, the piston 8, moving further and further, opens the message of the brake cylinder with atmosphere 26, 27, 28, 29, 30, 31, 32 through spool 9 and releases the excess air into the atmosphere. With a new decrease in pressure in the line, piston 1 will again be in the right extreme position in the drawing and a further increase in pressure in the brake cylinder will begin. By reducing the pressure in the line to 3.8-3.7 atm. From 5 atmospheric, working pressure, the piston 3 will move to the upper extreme position and the pressure in the brake cylinder will be set to limit, according to the spring stiffness 11 when the mode is empty and the stiffness of both springs when loaded, and in no case more, even if the pressure in the line reduced to atmospheric.

Until now, it was believed that after the jump the upper balancing valve 9, catching up with the lower distribution valve 4 and closing the channel 28 during the entire braking movement will move along with the lower valve, maintaining the position of the overlap of the opening 28. This actually happens if the brake cylinder displacement will be such that it can be filled with the volume from chamber 19 with the expectation that the increase in pressure in the brake cylinder will be able to tell the piston 8 with the valve 9 the same speed as the valve 4; the speed of movement of the spool 4 depends on the speed of movement of the piston 3 and on the inclination of the notch 46 and the wings 5 and, moreover, on the speed of pressure drop in the chamber 19, which, in turn, depends on the calibrated orifice 33.

Assuming the working volume

the brake cylinder doubled, or the stiffness of the springs acting on the piston 8 doubled (loaded mode), in order to keep the spool 9 and piston 8 the same speed, it is necessary to double the amount of inflow per unit time of compressed air into the brake cylinder, and since one and the same narrow opening 33 cannot be done, spool 9 will lag behind the speed of movement of spool 4, and finally the moment will come when notch 38 communicates with bore 28, due to which an additional air inlet from the spare reserve will occur a head in the brake cylinder and the piston 8 will receive the speed specified for the spool 4. Thus, in this case, as well as with all the other volume of the brake cylinder, depending on the piston stroke or its size, the speed of movement of the piston 8 will always be equal to the speed of the spool 4; From this it follows that at what time the spool 4 will pass, at such a time the brake cylinder will be filled with pressure, i.e. The filling time of the brake cylinder will always be the same and the pressure will increase

proportionally, irrespective of the piston stroke, the size of the cylinder, the laden or empty mode, as well as leaks from the brake cylinder.

If we assume that the working volume of the brake cylinder would be too small compared to the chamber 19, then we would have. the phenomenon is quite the opposite, i.e. due to the more rapid accumulation of pressure on the second cylinder, the piston 8 and the valve 9 would overtake the valve 4, as a result of which a moment will come when the valve 9 through the recess 29 connects the brake cylinder to the atmosphere (26, 27, 28, 29, 30, 31 and 32) and the excess of compressed air will go outside and the filling time of the brake cylinder will be equal to the time at which the piston 3 moves from the lower to the upper position.

The volume of working tank and working chamber 19 together is about 12 liters.

The release of the brake occurs in reverse order and its time is also strictly the same and proportional to any diameter of the brake cylinder, piston stroke, etc., since it again depends on the speed of movement of the piston 3 down (according to the drawing). The speed of movement of the piston 3 depends on the size of the calibrated orifice 18 and the volume of the chamber 19. As soon as the pressure in the chamber 19 begins to rise through the channel 18 from the line, the piston 3 will slowly go down, and with it the spool 4. The spool 9 will remain in place until the opening of the window 28 does not open, connecting the brake cylinder with the atmosphere (communication 26, 27, 28, 29, 30, 31 and 32), the pressure in the brake cylinder starts to fall and the piston 8 with the steady opening of window 28, 29 will go with the same speed 4 . If the pressure increase in chamber 19 is stopped, i.e. stop the increase in pressure in the line, the piston 3 and the spool 4 stop. The piston 8 will then move some more to the left until the spool 9 closes the windows 28 and stops the release of compressed air into the atmosphere. Thus, by delaying the movement of the piston 3 in any of its position, between the extremes, the movement of the piston 8 is also delayed in any of its position

between the extreme, and since the position of the piston 3 determines the amount of pressure in the brake cylinder, the brake therefore gives any level of leave, and any pressure change curve can also be selected during the leave, according to the shape of the notch 46 in the wings 5 Full leave will come when the spools are in the leftmost position in the drawing,

At the beginning of the holiday, when the piston 1 becomes in the left extreme position according to the drawing, the message of the reserve tank with the chamber 17 is established, as a result, the compressed air from the reserve tank, when it is overpressured against the main, direction 25, 44, 43, 42 and 17 will start filling The working chamber 19, as a result of which the main air, while not being absorbed by the spare tank, will make the wave of the braking faster. On average, the pressure in the reserve tank at the beginning of the holidays will always be greater than the main. Chamber 19 is separated from the line by piston 1, by means of which chamber operation 19 is controlled. If the chamber regulation is subordinated directly to the highway, completely removing piston 1 and spool 2 with channels, then all the brake operation effects can be obtained, except for the constant and proportional filling times. at different strokes of the brake cylinder piston, etc. From this it is seen that a similar device, i.e. piston 1 with spool 2 can be used in other brakes as a method for obtaining the same and proportional filling time at different strokes of the brake cylinder piston, its dimensions, etc.

The filling time of the brake cylinder and the tempering time are about 40 seconds, i.e. approximately the average between the minimum and maximum accepted by an international agreement.

The air distributor described above does not require a dead volume reservoir, i.e. constant pressure chambers; allows you to get any kind of braking and tempering curves, as a means to get the shortest stopping distances and the best smoothness; gives the same and proportional times the pressure of the brake cylinder for any strokes of the brake cylinder cylinder, its diameter, mode (load or empty) and leaks from the brake cylinder, which makes the smoothness and shortens the braking distance (the same when the brake is released); allows you to get a full vacation, restoring pressure at 0.3 atm. less charge, i.e. brought only to 4.7 atm. when charging at 5 atm., which significantly accelerates the release of long compositions; gives absolute inexhaustibility, since the pressure on both sides of the main piston is always the same (minus friction), as a result of which spontaneous rejection cannot follow. Then, the first wave of vacation, the absence of prolonged vacation, and the inability to recharge during the vacation process are noticed.

The subject of the patent.

1. An air distributor for automatic air brakes, characterized by the use of three mechanically unrelated pistons, which are in operation under the influence of various variable air pressures, and one of them is influenced by the spring and distribution spool, regardless of the other two spools of action, the operation of which pistons and associated spools is to be implemented, under various braking modes, braking along any brake curve second, whether otrazmerov cylinder, the stroke and the amount of leakage is practically admitted vozduha.iz cylinder.

2- The form of implementation of the air distributor described in paragraph 1, using pistons 1, 8 and 3 unrelated to each other mechanically, of which the piston 1 controlling the distribution spool 2 is on one side under the pressure of the air of the main air duct, and with the arc - under the pressure of the air of the chamber 19 formed by the internal cavity of the air distributor housing, the piston 8 controlling the valve 9 is on one side under the action of the spring 11