HU199336B - Conductor's valve for railway vehicles - Google Patents

Abstract

The present invention relates to an emergency brake valve for railway vehicles mounted on the mains main line of the rail vehicle brake and operable by the emergency brake handle to open a large cross-section of the main line to the outside. It is an object of the present invention that the closure member has a main valve (3, forming unit in the downward direction with a compression spring (8) preloaded (4, at the end and a seat in the interior of the main line (5) (7, fitting, membrane-mounted piston (6)) wherein the main valve (3) is piston rod (4, an actuator lever (2) in communication with the emergency brake actuator is pivotally supported, which is supported on the spring plate (9) of the compression spring (8) in the closed position of the main valve (3); a main valve (3) is associated with a non-return valve (11) which is held in the closed position of the main valve (3) in the open position against a spring force by means of a forced coupling and having an air space on one side of the valve seat (14) with the main conduit (5), while the other air space is a with main pin (3) plug pin 14, mechanically cooperating pneumatic locking device (15, with changeover valve (231) I HU 199336 B Scope of the description: 5 pages, 1 drawing, Figure 1 -1-

Description

BACKGROUND OF THE INVENTION The present invention relates to an emergency brake valve for rail vehicles, which is mounted between the compressed air main line of a rail vehicle controlling brakes and the outside world and has an actuating lever for causing a major line venting or significant pressure drop.

Previously known emergency brake valves used in rail vehicles typically provide high-cross-sectional braking of the train by allowing the release of compressed air from the main line by pulling the operating lever of the emergency brakes on each railcar. This process will continue until the assembly is alive. It is usually only possible to restart the assembly once the emergency brake valve has been manually reset.

DE 2 636 159. However, it is also known from the patent specification, which is equipped with a pneumatic timing relay, which allows the automatic resetting of the emergency brake valve after the braking process is complete.

DE 3 006 279 is incorporated herein by reference. A solution is known from the patent specification, wherein the compressed air power supply of the main line is equipped with a flow control device which, in the case of abnormally high compressed air supply, for example when opening an emergency valve or breaking the main line, gives a warning signal to the driver. On this basis, the driver discontinues the supply of compressed air and initiates rapid braking. An improved version of this is the solution where compressed air supply is automatically cut off after a period of time if the driver fails to react and an emergency brake valve initiates intensive braking with large cross-sectional venting.

In all of the solutions described above, actuating the emergency brake valve triggers a forced braking of the valve, which can be disadvantageous under certain circumstances. In fact, when operating the emergency brake valve, passengers are generally unaware of the operational condition of the train and of the terrain conditions, but do not take into account other safety requirements. When passengers see a reason, they actuate the emergency brake valve, which in the case of conventional solutions immediately starts the emergency braking of the rail vehicle or train. This may have the disadvantage that, in the event of an emergency occurring on a section of track that is difficult to reach, such as a tunnel, viaduct (fire, accident, etc.), the train will have to lose a very long inaccessible area. This means that outside assistance (ambulance, fire brigade, police) has very little or no access to a distressed rail vehicle.

It may thus be the case that the disadvantageous choice of emergency braking causes more trouble than the emergency braking would not have occurred at all.

This drawback of known solutions has also been recognized by international rail organizations and the need to overcome this drawback has been announced. DE 3 408 013 is intended to solve this problem. The emergency brake device described in U.S. Pat. This emergency brake system has main line venting mechanisms which can be actuated by the emergency brake handle and automatically reset after a while. The traction air supply unit of the main line is associated with a flow control unit in the towing vehicle (locomotive) which, in the event of abnormally high compressed air supply, operates a display device and a quick brake valve over a time period. The automatic actuation of the quick-brake valve can be prevented by a deliberate actuation of a bleed valve by the driver during the delay.

Actuation of the main line venting device causes only a slight pressure drop in the main line, which however is sufficient for the flow control unit to detect and display it. Since the operation of the main line venting device does not trigger emergency braking, the driver will, after detecting the emergency brake, prevent the quick brake valve from moving up to the appropriate track by actuating the bleed valve.

The undoubted advantage of this solution is that it gives the driver the opportunity to override the emergency brake and stop the train at a suitable location. However, the disadvantage is that the operation of the emergency brake does not cause the train to slow down, which may cause a panic among the passengers as they do not sense the result of their intervention.

Another problem with this system is that the emergency braking signal will arrive at the locomotive with a different delay depending on the location of the emergency braking, which could lead to fatal time loss.

A further disadvantage is that the emergency braking system described only works with appropriately designed locomotives, which makes it impossible to change locomotives normally, for example at borders.

SUMMARY OF THE INVENTION The object of the present invention is to provide an emergency brake valve which, by eliminating the drawbacks of known emergency brake systems, when coupled to conventional compressed air rail braking systems, provides immediate and directly perceptible emergency braking, but allows the driver to

-23 EN and to the rail vehicle to a place where eg. more accessible for backup.

SUMMARY OF THE INVENTION The object is solved by an emergency brake valve mounted on a suction air main line for controlling brakes in railway vehicles and having a single locking member operable by the emergency brake handle to open the main line in a large cross-section. This emergency valve according to the invention is characterized in that the closure is mounted on the end of a piston rod pre-tensioned by a compression spring and fits in a diaphragm piston mounted on a seat formed in the interior of the main line. embedded in the closed position of the main valve on the spring plate of the compression spring, and in addition a non-return valve associated with the main valve in the closed position of the main valve by force against spring force and having a valve seat on one side of the main air space pneumatically coupled to a changeover valve of a pneumatic interlocking unit which cooperates mechanically with the piston rod of the main valve the valve has a piston rod mounted on a movable piston rod movable between two seats and an interior air space between the seats separated by this piston and an outside air communicating with the airspace of the non-return valve, where it is connected, on the one hand, to the air space above the piston of the pneumatic locking unit and, on the other hand, to the outside air space of the changeover valve.

According to the invention, it is expedient that the pneumatic interlocking unit consists of a piston, a piston rod and an angle ratchet loaded with a compression spring and the other end of a nail articulatedly connected to the piston rod of the pneumatic interlocking unit is formed in a piston rod.

According to the present invention, it is also advantageous to have an actuating lever having a nose which slides into the slit formed in the spring disk when it is raised in the closed position of the main valve and rotates the actuating lever.

The invention will be described in more detail with reference to an exemplary embodiment, based on the accompanying drawings. The drawing shows a schematic diagram of the emergency brake valve according to the invention.

In the passenger compartment of railway vehicles, emergency brake handles (not shown in the drawing) are provided, by means of which the emergency brake of the railway vehicle can be actuated. As soon as • 1

199336 B 4 shown in the drawing, the emergency brake handle is connected to the actuating lever 2 by means of a pull wire 1, which is pivotally mounted on the piston rod 4 of the main valve unit 3 of the emergency brake valve. The main valve 3 is installed in a manner known per se in the compressed air main line 5 of the rail vehicle controlling braking, one of its branched end sections divided by a 6 * diaphragm 5 * upper space and 5 'lower space. Inside the diaphragm 6 'is a piston β, which is connected to the piston rod 4 and which fits into the seat 7 which protrudes into the upper space 5' and which, in the closed position of the main valve 3,

Clamped to 7 seats closes the old main line to the outside. The lower space 5 'below the membrane 6 * of the main conductor 5 communicates with the outside atmosphere via an equalization opening 34.

the piston 6 of the main valve 3 is loaded with a compression spring 8 in the direction of the closed position, which of course must be effective when the actuating lever 2 is in the home position, i.e. the emergency brake handle is not tightened in the passenger compartment of the railway vehicle. For this purpose, the compression spring 8 is provided with a spring plate 9 which can move axially on the piston rod 4 but is supported by the nose 10 of the operating lever 2 in the open position shown in the drawing, with the main valve 3 z & rt. This nose 10 is designed so that when the operating lever 2 is rotated, it penetrates into the slot formed in the spring plate 9. However, the emergency brake valve is in its normal position

as already mentioned, the nose 10 of the operating lever 2 rests on the spring plate 9, where it is secured against shaking or unintentional operation.

Associated with the main valve 3 is a non-return valve 11 consisting of a piston 13 pressed against a seat 14 by a spring. A forced connection is established between the main valve 3 and the non-return valve 11 such that a lever 12 rigidly secured to the spring plate 9 keeping the non-return valve 11 open, i.e. preventing the piston 13 from resting on the seat 14.

Also attached to the main valve 3 is a pneumatic locking unit 15 consisting of a piston 19 loaded by a compression spring 21, a piston rod 20 and a pivot 17, pivotally mounted on the end of the main valve 3, pivotally connected to the main valve stem fits into a formed slot. In the basic position shown, the piston of the pneumatic locking unit 15 is pressurized by the main line 5 to

It is in a retracted position against the compression spring 21 (left extreme in the figure), while the free end of the sling 17 does not touch any of the boundary walls of the slit 18.

The pneumatic interlocking unit 15 is a pneumatic locking unit over the piston 19 (piston rod side 20).

HU 199336 Β g space is connected to 23 changeover valves. At the end of the piston rod 28 loaded by the pressure spring 30 of the switching valve 23

It has a plunger 24 having a plurality of end positions defined by two opposing seats 25 and a seat, wherein the compression spring 30 loads the plunger 24 in the direction of the seat 26.

The seats 25 and 26 define an interior airspace 27 which is in constant communication with the air space above the piston 19 of the pneumatic locking unit 15, and behind the seat 26 a

There is an outer air space I into which a conduit 22 engages the air space above the piston 13 of the return valve 11. However, the space 33 below the piston 13 of the ι 11 non-return valve is provided through lines 31 through | It is pneumatically connected to 5 main lines.

The operation of the emergency brake valve according to the invention is as follows:

ι With the emergency stop valve closed, a

Piston 6 embedded in diaphragm 6 'rests on seat 7 so main line 5 is closed

I towards the outside world. The force necessary for closing the piston 6 of the main valve 3 is provided by the compression spring 8 through the spring plate 9, the nose 10 of the operating lever 2, the operating lever 2, the pivot pin securing the pivoting actuation lever 2 and the piston rod 4. At the same time, the lever 12 mounted on the spring plate 9 retains the piston 13 of the non-return valve 11 from the seat 14.

The changeover valve 23 maintains the position shown in the figure as long as the main line in the outer airspace 29! pressure is not less than a preset value, such as 3.5 bar. Then, at the same pressure, the interior air space 27 and the air space of the pneumatic locking unit 15 are also present. The compression spring 21 of the pneumatic locking unit 15 and the surface of the piston 19 are selected so that at a given pressure, e.g.

For values above 3.5 bar, keep the leftmost position shown in the figure. Thus, the angle lifter 17 does not touch the piston rod 4 of the main valve 3 in the split 18.

The change in this basic state occurs when someone actuates the emergency brake handle in the passenger compartment of the railway vehicle and turns the operating lever 2 by means of the pulling cable 1. At this point, the spring plate 9, which has previously been raised on the nose 10, is released and rises upward with the arm 12 attached thereto. In this case, however, the piston 6 is deprived of support and the pressure in the main pipe 5 (generally 5 bar) pushes the piston 6 down through the diaphragm 6 *, thereby moving the piston 6 away from the seat 7 and across the main pipe 5 the compressed air is discharged outdoors. This will, of course, activate the rail vehicle ι. automatic braking system, therefore, emergency braking begins.

However, as mentioned above, as mentioned above, the lever 12 also moves upwards, thereby no longer supporting the piston 13 of the non-return valve 11,

From now on, it can work with the 14 seats to perform the non-return valve function. As a result of the pressure drop in the main line 5, the pressure in the outer space 29 of the switch valve 23 and in the air space of the pneumatic interlocking unit 15 is reduced through the non-return valve 11, since the air space 33 of the non-return valve 11 is in communication with the main line. When the pressure is set at a set pressure, such as the aforementioned 3.5 bar, the two-position piston 24 of the toggle valve 23 rests on their seat 26 by the action of the compression spring 30, thereby freeing the air from the pneumatic locking unit 15 and through the opening 32 of the toggle valve 23 to the outside, the inner airspace of the pneumatic locking unit 15 is blown. The non-pressurized piston 19 is pushed by the compression spring 21 in the rightmost position of the figure, causing the nose 17 to rotate about the pin 16, its free end resting on the upper limit 30 of the split 18 and moving the piston rod 4 upwardly seat. As a result, the inner space of the main line 5 is again separated from the outside, which interrupts the process of automatic emergency braking.

All this allows the driver, who clearly senses the emergency braking initiated by the passengers from the intense slowdown of the train, to respond in three ways. If you agree with emergency braking because you consider the environment to be suitable for stopping and other circumstances allow, the locomotive will be deprived of its traction power and the automatic braking valve will be moved to the emergency (45) position. Then the train will stop as short as possible.

Alternatively, you may not agree with emergency braking because the rail vehicle is in a long tunnel or viaduct or other unsuitable he50. It then waits for the main line pressure to fall below a set pressure, such as 3.5 bar, and then releases the braking device. This process is facilitated by placing the automatic brake stop valve in the center position (with compressed air supply).

The third option, if the perceived emergency braking action does not do anything, will cause the train to slow down or stop considerably, and if the brake valve is in travel position, the brake system will release.

The pulled emergency brake valve does not create another emergency brake on the release command because the pressure in the main line 5, such as the line 31, increases, which

Claims (4)

1. Emergency stop valve for railway vehicles which control the brakes on railway vehicles ϊ ; ΐ However, the non-return valve 11 closes, the pneumatic interlocking unit 15 and the shifting valve 23 remain in the emergency braking position, so that the piston 6 remains locked in the closed position. An advantage of the emergency brake valve according to the invention is that the gauge can be incorporated into existing railway vehicles without the need for major rebuilding. Passengers will not experience anything new in their handling than usual. The pulled emergency brake handle stays in this condition in the passenger compartment of the vehicle, making it easy to locate the actuated emergency brake valve after the train has stopped. Once released, the emergency brake valve can be restored to operating state by conventionally Reverse 2 actuating levers. It is also expedient to do this as soon as possible, because, as mentioned, no further emergency braking is possible without resetting the operating lever 2. An important advantage of the present invention is that, in addition to its applicability in existing vehicles, it does not require external power, such as electricity. It is low in maintenance, which is due not only to the relatively rare use of the structure, but also to the rubber membrane with grooved rubber ring design. It is mounted on a 5 main air line and has a locking element operable by the emergency brake handle to open the main line to the outside in a large cross-section, characterized in that it is designed as a du15 piston (6) embedded in a diaphragm (6 *) which fits on a seat (7) in the main line 15, wherein the actuating lever (2) is connected to the emergency brake handle at the plug rod (4) of the main valve (3). is pivotally mounted supported on the spring plate (9) of the compression spring (8) in the closed position of the focal valve (3), and a non-return valve (11) associated with the main valve (3) which is spring-locked against the seal valve is open and having a valve seat (fig. 14) ), one side of which is pneumatically connected to a changeover valve (23) of a pneumatic interlocking unit (15) which cooperates mechanically with the piston rod (4) of the main valve (3), which switches two seats (25, A piston (24) mounted on a movable spring-loaded piston rod (28) and an internal air space (27) between the seats (25, 26) and the outer air space (29) of the check valve (11) separable by said piston (24). wherein, when the main valve (3) is closed, the space behind the piston (24) of the shift valve (23) with the outside world, while the inner air space (27) is the piston (19) of the pneumatic locking unit (15) the valve (23) communicating with the outside air space (39). Emergency stop valve according to Claim 1, characterized in that the pneumatic interlocking unit (15) is made up of a compression spring (21) loaded with a piston (19), a piston rod (20) and an angled lever (17) connected thereto. 50 ^άπ · Emergency stop valve according to claim 2, characterized in that the angular end (17) hingedly connected to the piston rod (20) of the pneumatic locking unit (15) is provided with an axial slit (18) formed in the piston rod (4) of the main valve (3). connected. 4. vészfékezelep of the preceding claims, characterized in that the actuating g ₀ arm (2) comprises a main valve (3) in the closed position bearing on the actuating lever by rotating (2) comprises a drop-in formed in the spring seat (9) slits nose of the spring plate (9) (10, is equipped with.