Air distributor housing for rolling stock brake lines. Double chamber tank When changing the main main parts
The invention relates to the field of railway transport, namely to the design of main parts of air distributors for brakes of railway vehicles. The main part of the air distributor has a housing with a cover and a flange for attachment to the air distributor chamber-bracket. Along the longitudinal axis of the housing, parallel to the mating surface of the flange, there is a movable partition, a plunger with charging holes for the spool and working chambers of the air distributor, a pusher, an additional brake line discharge valve, and a check valve. A softening device is located in the body of the main part. The softening device contains a spring-loaded movable partition with a rod and a softening device valve. The softening device valve is installed in the rod of a spring-loaded movable partition with the ability to move relative to the rod until it stops against the rod collar. A spring is placed between the valve and the rod with a force exceeding the pressure force in the cavity of the softness device connected to the spool chamber after the first stage of braking. The stroke of the movable partition of the softness device during braking until it stops in the body of the main part exceeds the stroke of the valve of the softness device until it closes. The longitudinal axis of the softness device is parallel to the longitudinal axis of the main part body. EFFECT: eliminating the possibility of damage to the softness device valve of the main part of the air distributor and ensuring a constant force on the softness device valve, regardless of the difference in the charging pressure in the brake line and the pressure in it during braking. 1 salary f-ly, 1 ill.
Drawings for RF patent 2381928
The present invention relates to the field of railway transport, and more specifically to the design of main parts (two-pressure bodies) of air distributors for brakes of railway vehicles, in particular, brakes of freight rolling stock railways.
Known main parts (two pressure bodies) of a railway brake air distributor vehicle according to copyright certificate No. 557944 dated 02/25/1976, MPK V60T 15/18, according to patent No. 2297931 dated 12/23/2004, MPK V60T 15/18. The main part of the air distributor according to these inventions has a housing in which there is a movable partition separating the main and spool chambers, a plunger with charging holes for the spool and working chambers of the air distributor, interacting with the movable partition and a pusher. The pusher rests on the brake line additional discharge valve. A check valve installed in the main body housing separates the accelerating cavity from the main chamber. The main part of the air distributor also has a softness device located in its body. The softness device contains a spring-loaded movable partition with a rod. The valve of the softening device is located on the rod, and the partition forms a cavity with the body. The cavity above the movable partition is constantly connected with the channel for additional discharge of the brake line, and the spring of the movable partition is located in this cavity. The cavity under the movable partition is constantly in communication with the atmosphere. The rod of the movable partition is sealed with a cuff installed in the housing and forming with it a cavity in which the softness device valve is located and which is connected by channels to the main and spool chambers. The channel connecting the specified cavity with the main chamber is closed by the valve of the softness device. When the brake system is charged, when equal pressure is established in the main, spool and working chambers of the air distributor and the additional discharge channel of the brake line is connected to the atmosphere, compressed air from the spool chamber acts on the sealed rod, and the valve of the softness device is open. The softness property of the air distributor, that is, the specified insensitivity to braking when the pressure in the brake line slowly decreases, is ensured by the flow of compressed air from the spool chamber through the open valve of the softness device into the main chamber and then into the brake line. From the working chamber, compressed air flows into the spool chamber through the throttle hole in the main part (three-pressure body) of the air distributor. During braking, when additional discharge of the brake line occurs, compressed air enters the channel for additional discharge of the brake line and into the cavity above the movable partition of the softness device. The softness device valve closes, separating the main and spool chambers. The charging holes of the main part plunger are also closed during braking. However, when the air distributor operates in the flat release mode, spontaneous brake release may occur during the first stage of braking. This occurs if the additional discharge of the brake line turns out to be greater than its discharge through the driver’s tap, that is, the decrease in pressure in the brake line during its additional discharge is greater than what is set by the driver’s tap during the first stage of braking. As a result, the driver's tap will energize the brake line, the pressure in it will increase, and the main part will move to the release position. The working chamber communicates through the charging holes in the plunger of the main part with the spool chamber. The brake releases.
The main parts (two-pressure bodies) of the brake air distributor of a railway vehicle are known according to patents No. 1525051 dated 02/09/1988 and No. 2015045 dated 04/27/1992, MPK V60T 15/18, as well as the main part of air distributors type 483A used on cargo rolling stock of railways (see Catalog of component equipment “Auto-braking and pneumatic equipment of rolling stock of rail transport”, ASTO, Moscow, 2003, pp. 4, 5). The main part of these inventions and the air distributor of type 483A has a housing in which there is a movable partition separating the main and spool chambers, a plunger with charging holes for the spool and working chambers of the air distributor, interacting with the movable partition and a pusher resting on the valve for additional discharge of the brake line. The housing also houses a softening device. It contains a spring-loaded movable partition with a rod rigidly connected to the valve of the softness device. A movable partition separates the cavities, one of which above the partition is constantly in communication with the working chamber of the air distributor. The second cavity under the partition is connected by a channel, closed by the valve of the softness device, to the main chamber and the throttled channel is connected to the spool chamber. A spring is installed in the cavity under the movable partition. When the brake system is charged, when equal pressure is established in the main, spool and working chambers of the air distributor, the movable partition with the rod under the force of its spring is installed in the opening position of the softness device valve. The spring force of the movable partition of the softness device is designed for the pressure difference between the working and spool chambers, ensuring the discharge of the air distributor chambers at a softness rate, that is, at a rate that does not lead to the air distributor being activated for braking. This ensures a stable softness property of the air distributor throughout the entire brake discharge range, eliminating spontaneous brake release. The main part also has a switch for stepwise (mountain) and stepless (plain) release modes. The body of this main part is equipped with a flange with a mating surface for attaching the body (that is, the main part) to the chamber-bracket of the air distributor, to which the main part (three-pressure body) of the air distributor is also attached. The above components and parts of the main part, namely a movable partition separating the main and spool chambers, a plunger with charging holes for the spool and working chambers of the air distributor, interacting with the movable partition, a pusher, an additional brake line discharge valve, a check valve, a release mode switch, are placed along longitudinal axis of the body. In this main part, the longitudinal axis of the housing is made perpendicular to the mating surface of the flange for attachment to the air distributor chamber-bracket. Chamber-brackets of air distributors are rigidly attached to the body of each moving unit (cars, locomotives) of railway vehicles, for example freight trains, with their upper surface. Flanges with mating surfaces of the chamber-bracket for installing parts of the air distributor, including the main and main parts, are made on the side surfaces of the chamber-bracket, perpendicular to its upper surface. Therefore, after installing the air distributor on cars and locomotives, the longitudinal axis of the main part body is located in a horizontal plane and along the longitudinal axis, for example, of the car. When a railway vehicle, for example a freight train, moves, vertical dynamic vibrations of the cars occur, which are transmitted to their parts and components, in particular to the working parts of the main parts of the air distributors. The acceleration of vertical dynamic vibrations can cause significant wear of the working parts of the main part, especially the plunger.
Horizontal forces that arise between cars due to the presence of gaps in automatic couplers when the train moves on a variable track profile can cause spontaneous movement of the working parts of the main part to the braking position. This can lead to spontaneous braking of the main part, which, in turn, can disrupt the safety of railway vehicles.
The closest set of essential features of the claimed main part of the air distributor is the main part of the air distributor according to certificate No. 20751 dated May 22, 2001, MPK V60T 15/22. This main part has a housing with a cover and a flange for attachment to the air distributor chamber-bracket. In the housing with a cover along their longitudinal axis there is a movable partition separating the main and spool chambers, a plunger with charging holes for the spool and working chambers of the air distributor. The plunger interacts with a movable partition and a pusher, which rests on the brake line additional discharge valve. A check valve installed in the housing separates the main chamber from the accelerating cavity. The main part also has a softening device located in its body. It contains a spring-loaded movable partition with a rod and valve of the softness device. A movable partition separates the cavities, one of which is connected to the working chamber. A movable partition spring is installed in the second cavity and is connected by a throttled channel to the spool chamber and by a channel closed by the softness device valve and connected to the main chamber. In this case, the longitudinal axis of the housing with the cover is made parallel to the mating surface of the flange for attaching the housing to the air distributor chamber-bracket. In this main part, the valve of the softness device is rigidly connected to the rod of the spring-loaded movable partition of the softness device. Therefore, when the braking process is carried out in the brake line, in the main and spool chambers, the pressure decreases by a given amount, the movable partition of the softness device moves under the difference in pressure in the working and spool chambers. The valve of the softness device closes (sits on its seat) under the influence of force from the movable partition. This force during emergency braking, that is, when the brake line, main and spool chambers are completely discharged, is 25-30 times greater than the force during braking stages. Such a significant load on the valve can cause damage to the valve seal (its distortion or complete destruction), which will lead to failure of the main part of the air distributor. Consequently, the air distributor as a whole will fail, since the release and braking processes are disrupted and the softness property is disrupted. This may lead to disruption of the safety of railway vehicles.
The inventive main part of the brake air distributor of a railway vehicle solves the problem of increasing the reliability of the operation of the main part of the brake air distributor and the reliability of the brake air distributor as a whole.
The technical result that will be obtained by implementing the present invention is to eliminate the possibility of damage to the softness device valve of the main part of the air distributor, to ensure a constant amount of force on the softness device valve, regardless of the difference in the charging pressure in the brake line and the pressure in it during braking.
This technical result is achieved by the fact that in the known main part of the brake air distributor of a railway vehicle, which has a housing with a cover and a flange for fastening to the air distributor chamber-bracket with a movable partition placed in them along their longitudinal axis, separating the main and spool chambers, a plunger with charging holes of the spool and working chambers of the air distributor, interacting with a movable partition and a pusher, supported by an additional discharge valve of the brake line, a check valve separating the main chamber from the accelerating cavity, and also having a softness device located in its body, containing a spring-loaded movable partition with a rod and the valve of the softness device, separating the cavities, one of which is connected to the working chamber, and the second, with a spring of a movable partition installed in it, is connected by a throttling channel to the spool chamber and a channel, closed by the valve of the softness device, is connected to the main chamber, while the longitudinal axis of the housing is connected to the lid the main part is made parallel to the mating surface of the flange for attaching the housing to the chamber-bracket of the air distributor, the softness device valve is installed in the rod cavity of the movable partition of the softness device with the ability to move relative to the rod until it stops against the collar made in the rod, and a spring is installed between the softness device valve and the rod with a force magnitude exceeding the magnitude of the pressure force of compressed air in the cavity of the softness device associated with the spool and main chambers, acting on the valve of the softness device after the first stage of braking, while the stroke of the movable partition of the softness device during the braking process up to the stop in the body of the main part exceeds the stroke the valve of the softness device to the position of blocking the channel connecting the cavity of the softness device with the main chamber. In addition, the longitudinal axis of the softness device, along which its spring-loaded movable partition with a rod, the valve of the softness device with its spring and the seat located on the main part body are located, is made parallel to the longitudinal axis of the main part body.
This design of the proposed main part of the air distributor of a railway vehicle brake eliminates the possibility of damage to the softness device valve of the main part of the air distributor and ensures a constant amount of force on the softness device valve, regardless of the difference in the charging pressure in the brake line and the pressure in it during braking.
This is explained as follows. When the braking process is carried out in the brake line, in the main and spool chambers, the pressure decreases by a given amount, the movable partition of the softness device moves under the force of the pressure difference in the working and spool chambers. This force will be greatest during emergency braking from the charging pressure in the brake line, when the pressure in the spool and main chambers, as well as in the brake line, is reduced to atmospheric pressure. When the movable partition moves, the valve of the softness device moves together with the rod of the movable partition only until it closes the channel connecting the cavity of the softness device with the main chamber. Next, the rod, when the movable partition moves all the way to the body of the main part, moves relative to the valve of the softness device. The force acting on the movable partition is transferred to the body, and the valve of the softness device is affected only by the force of its spring. The magnitude of this force is calculated only for the magnitude of the compressed air pressure force in the cavity of the softness device, associated with the spool and main chambers, acting on the valve of the softness device after the first stage of braking (with a slight excess). This force is several times less than the force on the movable partition of the softness device acting on it during emergency braking, and it is constant for any type of braking - emergency, service, stepped. Thus, during any type of braking, damage to the softness device valve is prevented and the operation of the main part of the air distributor is not disrupted. In addition, in this main part, the influence of horizontal forces arising between the cars of a freight train due to the presence of gaps in the automatic coupling devices when starting the train, during braking and when the train moves on a variable profile, on the working parts of the softness device is eliminated. These horizontal forces do not cause spontaneous displacement of the valve of the softness device and the movable partition, since they are directed along the longitudinal axis of the car. That is, these forces act in a direction perpendicular to the direction of movement of the valve and the spring-loaded movable partition of the softness device during their operation, since the longitudinal axis of the softness device, along which its valve and movable partition are located, is parallel to the mating surface of the flange for attaching the body of the main part to the chamber - air distributor bracket. Flanges with mating surfaces of the chamber-bracket for installing parts of the air distributor, including the main part, are made on the side surfaces of the chamber-bracket, perpendicular to its upper surface. The camera-bracket is rigidly attached to the lower horizontal base of the body of a moving unit of a railway vehicle (for example, a freight train car) with its upper surface. Therefore, the longitudinal axis of the softening device of the main part is located in vertical plane perpendicular to the longitudinal axis of the car. When a train moves, vertical dynamic vibrations occur. The acceleration of vertical dynamic vibrations due to uneven paths does not cause wear and damage to the working parts of the softness device, since the resulting impact forces are directed along the longitudinal axis of the softness device, that is, along the longitudinal axis of its valve, movable partition, springs, and are damped by the frictional force of sliding surfaces and springs.
The drawing schematically shows general form the proposed main part of the brake air distributor of a railway vehicle.
The main part of the air distributor has a housing 1 with a cover 2. The flange 3 of the housing 1 serves to attach its mating surface 4 to the side surface 5 of the chamber-bracket 6 of the air distributor. The longitudinal axis 7 of the body 1 and the cover 2 is made parallel to the mating surface 4 of the flange 3. Along the longitudinal axis 7 there is a movable partition 8 with a plunger 9 interacting with the pusher 10, which rests on the additional brake line discharge valve 11 (not shown in the drawing). A movable partition 8 separates the main chamber 12 and the spool chamber 13. A check valve 14 separates the main chamber 12 from the accelerating cavity 15. Channel 16 for additional discharge of the brake line is connected to the main part (three-pressure body) of the air distributor, installed on the chamber-bracket 6 (in the drawing not shown). The main chamber 12 is in constant communication with the brake line. Spool chamber 13 communicates with the spool chamber of the air distributor (not shown in the drawing). Along the longitudinal axis 7 in the cover 2 there is a switch for 17 modes of stepwise (mountain) and stepless (plain) release. Cavity 18 in the flat mode of release, as shown in the drawing, is connected to the working chamber of the air distributor (not shown in the drawing). Hole 19 in plunger 9 is used to charge the working chamber, and hole 20 is used to charge the spool chamber of the air distributor. In the housing 1 of the main part there is a softness device, which contains a movable partition 21 with a rod 22. In the cavity 23 of the rod 22, a valve 24 of the softness device is installed with the ability to move it relative to the rod. The valve 24 is acted upon by a spring 25. A collar 26 is made in the rod 22. A movable partition 21 separates the cavities 27 and 28. The cavity 27 communicates with the working chamber. The cavity 28 is connected by a channel 29 to the main chamber 12, and by a throttled channel 30 is connected to the spool chamber 13. In the cavity 28 there is a spring 31 of the movable partition 21, and in the body 1 there is a seat 32 of the valve 24. A longitudinal axis 33, along which the movable partition 21 is located with a rod 22, a valve 24, springs 25 and 31, a seat 32, parallel to the longitudinal axis 7 of the housing 1 with a cover 2. The holes 34 are blocked by a check valve 14. The chamber-bracket 6 is rigidly attached with its upper surface 35 to the lower horizontal base 36 of the movable unit of the railway vehicle (car, locomotive). The side surfaces of the chamber-bracket 6, including the side surface 5, are made perpendicular to the top surface 35. After installing the air distributor on the movable unit, the longitudinal axes 7 and 33 are located in a vertical plane, perpendicular to the longitudinal axis of the car or locomotive.
The main part of the air distributor operates as follows.
When charging the brake, compressed air from the brake line enters the main chamber 12. In this case, the valve 24 of the softness device is opened under the force of the spring 31 onto the movable partition 21. Under the influence of compressed air in the main chamber 12, the movable partition 8 together with the plunger 9 is lowered down (according to the drawing ). Holes 34 communicate with the main chamber 12, and holes 19 and 20 communicate with the cavity 18. Compressed air from the main chamber 12 through hole 34, hole 19 enters cavity 18 and then into the working chamber of the air distributor, and through hole 20 enters the spool chamber 13 At the end of charging, when equal pressure is established in the main, spool and working chambers, the movable partition 8 with plunger 9 takes a position in which holes 34, 19, 20 are blocked (as shown in the drawing). The communication through them of the working chamber of the air distributor with the main chamber 12 and the brake line, as well as the communication through them of the spool chamber 13 with the working chamber of the air distributor and the main chamber 12 is terminated. In the main part (not shown in the drawing), after charging is complete, the working chamber of the air distributor communicates with the spool chamber of the air distributor through a throttle hole (not shown in the drawing). The valve 24 of the softness device is opened under the force of the spring 31 on the movable partition 21, since the pressures in the cavities 27 and 28 are equal.
With a slow decrease in pressure in the brake line at a soft rate, that is, at a rate that does not lead to the activation of the main part (and therefore the air distributor) for braking, compressed air from the spool chamber 13 flows into the brake line through the throttled channel 30, open valve 24, channel 29, main chamber 12. From the working chamber of the air distributor, compressed air flows into the spool chamber through the throttle hole in the main part of the air distributor.
When carrying out the braking process, the pressure in the brake line is rapidly reduced, and therefore in the main chamber 12 and the spool chamber 13 at the rate of service or emergency braking. The pre-brake pressure is maintained in the working chamber of the air distributor, since the aforementioned throttle opening in the main part of the air distributor is closed. The movable partition 21 of the softness device moves downwards (according to the drawing) under the force of the difference in compressed air pressure in cavities 27 and 28. This force will be greatest during emergency braking from the value of the charging or supercharging pressure in the brake line, when in the spool chamber 13, in the main chamber 12, just like in the brake line, the pressure is reduced to atmospheric pressure. When moving the movable partition 21, the valve 24 of the softness device moves together with the rod 22 only until the valve stops in its seat 32 and the channel 29 is blocked. Next, the collar 26 of the rod 22 moves away from the valve 24, and when the movable partition 21 moves until it stops in the body 1 rod 22 moves relative to the valve 24. The force that acts on the movable partition 21, when it rests on the housing 1, is transferred to the housing, and the valve 24 of the softness device is affected only by the force of its spring 25. The magnitude of this force is calculated on the magnitude of the force of the compressed air pressure in the cavity 28, acting on valve 24 after the first stage of braking (with a slight excess). Thus, during any type of braking - emergency, service, stepwise - the force acting on the valve 24 of the softness device is constant and several times less than the force on the movable partition 21 acting on it during emergency braking. Therefore, with any type of braking, damage to the valve 24 of the softness device is eliminated and the operation of the main part is not disrupted. In addition, the acceleration of vertical dynamic vibrations of a moving unit (car, locomotive) of a railway vehicle due to track unevenness does not cause wear and damage to the working parts of the softness device, namely the valve 24, the movable partition 21, its rod 22. Strike forces are directed along their longitudinal axis 33 and are damped by the frictional force of the sliding surfaces and springs 31, 25. The horizontal forces that arise between the cars of a freight train when starting the train, when braking, when the train moves on a variable track profile, do not cause spontaneous displacement of the valve 24 of the device softness and its movable partition 21. These horizontal forces act along the longitudinal axis of the car in a direction perpendicular to the direction of movement of the valve 24 and the movable partition 21 during their operation. The longitudinal axis 33, along which the valve 24 and the movable partition 21 with their springs 25 and 31 are located, is located in a vertical plane perpendicular to the longitudinal axis of the car.
CLAIM
1. The main part of the brake air distributor of a railway vehicle, having a housing with a cover and a flange for fastening to the air distributor chamber-bracket with a movable partition placed in them along their longitudinal axis, separating the main and spool chambers, a plunger with charging holes for the spool and working chambers of the air distributor , interacting with a movable partition and a pusher, supported by an additional discharge valve of the brake line, a check valve separating the main chamber from the accelerating cavity, and also having a softness device located in its body, containing a spring-loaded movable partition with a rod and a softness device valve separating the cavities, one of which is connected to the working chamber, and the second, with a movable partition spring installed in it, is connected by a throttled channel to the spool chamber and a channel closed by the softness device valve, connected to the main chamber, while the longitudinal axis of the housing with the main part cover is made parallel to the mating surface of the flange for attaching the housing to the chamber-bracket of the air distributor, characterized in that the valve of the softness device is installed in the cavity of the rod of the spring-loaded movable partition of the softness device with the ability to move relative to the rod until it stops against the collar made in the rod, and between the valve of the softness device and the rod there is a spring with a value of force exceeding the magnitude of the compressed air pressure force in the cavity of the softness device, connected to the spool and main chambers, acting on the valve of the softness device after the first stage of braking, while the stroke of the spring-loaded movable partition of the softness device during braking until it stops against the body of the main part exceeds the valve stroke softness device to the position of overlapping the channel connecting the cavity of the softness device with the main chamber.
2. The main part of the air distributor of a railway vehicle brake according to claim 1, characterized in that the longitudinal axis of the softness device, along which its spring-loaded movable partition with a rod, the valve of the softness device with its spring and seat located on the body of the main part is located, is made parallel longitudinal axis of the main part body.
15 TECHNICAL REQUIREMENTS FOR REPAIR
and testing of main and main parts of cargo-type AIR DISTRIBUTORS
15.1 The main and main parts of cargo-type air distributors (hereinafter referred to as the main and main parts) with manufacturer seals, which have at least 2 years remaining before the end of the warranty period, and which do not have external damage and heavy contamination, must be tested without preliminary their cleaning and repair.
With satisfactory results of testing for main and main part a tag is installed with the automatic transmission brand and the test date (day, month and two last digits year), while the filling
manufacturer is retained. In case of negative test results, a complaint report is sent to the manufacturer in accordance with the established procedure.
15.2 All other main and main parts received for repair must be cleaned from the outside.
For cleaning, the recommended method is jet washing with hot water (from 55 to 70 °C) under pressure in special washing installations. Allowed with heavily polluted Carry out external washing of the main and main parts with a 5% soda ash solution.
The use of kerosene, gasoline and other aggressive substances for external cleaning of main and main parts is not allowed.
15.3 After washing, the main and main parts should be disassembled, all parts and assemblies should be wiped with a lint-free technical cloth, the throttle openings, the list of which is given in Table 7, should be blown out with compressed air, all parts and assemblies should be inspected and checked, faulty parts should be replaced with new or repaired ones.
15.4 Repair of main and main parts must be carried out in compliance with the following requirements:
Valve seats (oil seals) must be unscrewed and screwed in only with socket wrenches;
To disassemble and assemble the diaphragm assembly with aluminum disks, it is necessary to use a special mandrel with a recess;
U metal parts kinks, chips, cracks, thread failure, corrosion are not allowed;
The cuffs are not allowed to have delaminations, tears, or abrasions on the working surface;
Diaphragms and gaskets must be smooth, without tears or signs of swelling;
On the surfaces sealed by the cuffs, as well as on the valve seats, nicks, dents and deep marks are not allowed;
Gaskets and valve seals are not allowed to have an annular mark from the seat with a depth equal to the height of the seat or more;
When replacing rubber seals on valves, they must be installed with a large diameter inside the socket; processing of the protruding part of the rubber must be done by trimming on a rotating valve on special device, eliminating the possibility of shortening (grinding) the metal part of the valve. Grinding of rubber valve seals is prohibited, the rubber seal must be cut flush with the metal part of the valve, the surface of the rubber seal after cutting must be smooth, without protrusions and burrs, subsidence of the seal below the metal level is not allowed;
Valves with vulcanized rubber seals cannot be repaired;
All springs must have their power parameters checked;
During the assembly process, all cuffs and friction surfaces of metal parts must be lubricated thin layer ZhT-79L lubricants;
When assembling after repair, the parts and assemblies that were in them before disassembly must be installed in the main and main parts, with the exception of those replaced due to expired service life, malfunctions or as a result of modernization work.
15.5 When repairing main parts 483, 483M and 483A, it is necessary to:
Hole in the throttle body of the main part 483
(0.650.03) mm drill to (0.90.05) mm;
Check the diameter of the hole in the atmospheric valve cap (three valve assembly), the hole 0.55 mm must be drilled to (0.90.05) mm.
15.6 When assembling main parts 483, 483M and 483A Special attention care must be taken to ensure that the three valve assembly is assembled correctly
(Figure 4), the softness valve (Figures 5, 6, 7), for the correct installation of the plunger in the diaphragm assembly and the cuff in the lid seat, for the design differences of the main parts 483, 483M and 483A:
The seat in the assembly of three valves 483M.012 differs from the seat 483.012 by the presence of a hole 0.3 mm;
Plunger 483.120 differs from plunger 483M.120 in the location of the holes in the tail section (Figures 8 and 9);
Seats 483.012 and 483M.012, plungers 483.120 and 483M.120 are not interchangeable: seat 483.012 and plunger 483.120 are installed in the main part 483, seat 483.012 and plunger are installed in main parts 483M and 483A 483M.120;
Spring 483.029 ( full number turns 5.5; free height of at least 16 mm).
15.7 When repairing and assembling main parts 270, 483.400:
The adjusting stop retainer (mode unit) must be screwed into the entire thread;
During the assembly process, it is necessary to check the movement of the main piston in the housing - move the main piston assembly inside the housing at a distance of 5 to 8 mm and release it - the piston should return to its original position under spring force;
Felt rings must be cleaned and impregnated with ZhT-79L lubricant or replaced with new ones, also impregnated with lubricant. For impregnation, the rings are lubricated with lubricant and kept at a temperature of +40 ºС for at least 8 hours;
In the main part 270, the cuffs must be put on the main piston rod using conical mandrels or a special device.
15.8 Each repaired main and main part must be tested on a test bench.
Each main and main part that has been repaired and passed the test must have a tag on it. The tag must bear the automatic transmission stamp and the date of repair (day, month and last two digits of the year).
15.9 Testing of the main and main parts on a stand of a unified design, the schematic diagram of which is shown in Figure 10, should be carried out in accordance with Section 16.
A test bench, the layout of which differs from the layout of a stand of a unified design, must be approved for use in automatic transmissions in the prescribed manner, and testing on it must be carried out in accordance with the operating instructions for this stand.
15.10 The test results of the main and main parts must be reflected in the accounting book of the established form.
When testing on a bench with registration of parameters, the test results must be saved in the PC memory, and in the accounting book of the established form, it is necessary to record the date of the test, the type and number of the accepted main or main part with the signature of the repair performer and the head of the automatic transmission or his deputy.
Carrying out tests on a bench with registration of parameters when the recording devices are turned off is prohibited.
15.11 Repaired main and main parts, the storage period of which exceeds 6 months from the time of their repair, can be installed on the car only after they have been tested, subject to satisfactory results. In this case, tags indicating the automatic transmission brand and the test date (day, month and last two digits of the year) must be installed on the main and main parts, while retaining the tags placed during the repair.
15.12 A tag with the automatic transmission brand and the test date (day, month and last two digits of the year) must be installed on the new main and main parts that have passed the test before being installed on the car, while maintaining the manufacturer’s seal.
Table 7 – Dimensions of the throttle openings of the main and main parts of cargo-type air distributors
| Hole location | Hole diameter, mm |
| Main part 483 |
|
| In throttle plunger | 2.0±0.12 |
| In the plunger shank | 0.7±0.03 (3 holes) |
| | 0.65±0.03* |
| | 0.9±0.05 |
| | 1.00.25 (2 holes) |
| | 0.6±0.03 |
| Main part 483M, 483A |
|
| In throttle plunger | 2.0±0.12 |
| In the plunger shank | 0.7±0.03 (3 holes) |
| In the housing (throttle to soft valve) | 0.9±0.05 |
| Atmospheric valve nut (three valve assembly) | 0.9±0.05 |
| In the shank of the diaphragm guide disk | 1.0+0.25 (2 holes) |
| In the saddle of the diaphragm mode switch | 0.6±0.03 |
| In the seat of the three valve assembly | 0.3±0.03 |
| Main part 270 |
|
| In the main piston rod | 1.7±0.05 |
| In the housing (main piston cylinder) | 0.5±0.05 |
| | 1.3±0.05 |
| | 2,8+0,1;0,05 |
| Main part 466 |
|
| In stock with cuffs | 1.8±0.06 |
| In the throttle clamp washer (diaphragm assembly) | 0.6±0.03 |
| In the housing (check valve nipple) | 1.3±0.05 |
| In the seat of the equalizing piston (atmospheric hole) | 3,5+0,16 |
| Main part 483.400 |
|
| In the housing sleeve | 1,7+0,25 |
| In the housing (main piston cylinder throttle) | 0.55±0.03 |
| In the housing (check valve throttle) | 1.3±0.05 |
| In the equalizing piston (atmospheric hole) | 2,8+0,1;0,05 |
| In the valve seat for additional discharge | 0.5±0.03 |
| *The hole is drilled to a diameter of (0.90.05) mm. |
|
1 – spring 305.108; 2 – gasket 183.9; 3 – valve 483.110;
4 – saddle 483.026; 5 – saddle 483.011; 6 – additional discharge valve 483.090; 7 – gasket 270.549; 8 – saddle 483M.012 (for main part 483M and 483A), saddle 483.012 (for main part 483); 9 – cuff 305.156; 10 – spring 483.002; 11 – bushing 483.017; 12 – ring 021-025-25-2-3
GOST 9833; 13 – spring 483.029; 14 – nut 483.028
Figure 4 – Three valve assembly
1 – valve 483.080; 2 – cuff 305.156; 3 – stop 483.001; 4 – diaphragm 483.005; 5ring 483.016; 6 – spring 483.025-2; 7 – plug 483.007; 8 – nut 2M6-6N.5.019 GOST 5915; 9 – washer 483.006; 10 – bushing 483.032
Figure 5 – Main part softness valve 483
1 – valve 483.080; 2 – cuff 305.156; 3 – stop 483.001; 4 – diaphragm 483.005;
5 – ring 483.016; 6 – spring 483.025-2; 7 – plug 483.007; 8 – nut 2M6-6N.5.019 GOST 5915; 9 – washer 483.006; 10 – saddle 483.037
Figure 6 – Main part softness valve 483M
1 – valve 483A.030-1; 2 - spring 87.02.21; 3 – plug 483.007;
4 – ring GOST 9833; 5 – ring 483.016;6 – washer 483A.001-1;
7 – diaphragm 483A.007; 8 – bushing 483A.002-1; 9 – saddle 483.037
Figure 7 – Main part softness valve 483A
Figure 8 – Plunger 483.120
Figure 9 – Plunger 483M.120
16 TESTING OF MAIN AND MAIN PARTS OF CARGO-TYPE AIR DISTRIBUTORS AT A UNIFIED DESIGN STAND
16.1 Stand characteristics
16.1.1 The principle pneumatic diagram of the stand must correspond to the diagram shown in Figure 10.
16.1.2 The stand must have:
Driver's crane or control unit replacing it;
Throttle DR1 (with a hole with a diameter of 2 mm) for checking the driver’s crane or a control unit replacing it;
Throttle DR2 (with a hole with a diameter of approximately 0.7 mm) to create a speed test for the softness of the action of the main and main parts;
Throttle DR3 (with a hole with a diameter of approximately 0.65 mm) to create a slow release rate;
Chokes DR4 (with a hole with a diameter of 2 mm) and DR5 (with a hole with a diameter of 3 mm) to create a charging advance for the charger when directly charging the charger and the charger;
RD reducer, adjusted to pressure (0.54+0.01) MPa [(5.4+0.1) kgf/cm 2 ];
Instrumentation for monitoring time (stopwatch) and pressure (pressure gauges with measuring limit
1 MPa (10 kgf/cm 2) accuracy class not lower than 0.6);
Clamps MC and MC with mating flanges for reliable and hermetically sealed fastening of the main and main parts to the stand, respectively;
Braking mode switch (not shown in the figure), which should switch the main part, located on the stand, to the braking modes: “loaded”, “medium” and “empty”, ensuring the distance from the stop of the mode switch of the main part to the mating surface of its flange for “loaded” mode – (80.5±0.5) mm, for “medium” mode – (85.5±0.5) mm;
Isolation valves or devices replacing them;
Drain valves for TR and MR;
Filter for air purification at the entrance to the stand.
16.1.3 The operator’s crane or a control unit replacing it must provide:
Compressed air pressure in the MR: (0.60+0.01), (0.54+0.01), (0.45+0.01), (0.35+0.01) MPa [(6, 0+0.1), (5.4+0.1), (4.5+0.1), (3.5+0.1) kgf/cm 2 ];
Automatic maintenance of steady-state compressed air pressure in the MR;
Braking stage - reduction of compressed air pressure in the MP from (0.54 + 0.01) MPa [(5.4 + 0.1) kgf/cm 2 ] to 0.05 - 0.06 MPa (0.5 - 0 .6 kgf/cm 2);
Service braking rate - decreasing the compressed air pressure in the MR from 0.5 to 0.4 MPa (from 5.0 to 4.0 kgf/cm 2) in a time from 4 to 6 s (with the main and main parts disconnected from the stand) ;
Release rate - increasing the compressed air pressure in the MR from 0.4 to 0.5 MPa (from 4.0 to 5.0 kgf/cm2) in a time of no more than 5 s (with the main and main parts disconnected from the stand).
16.1.4 Throttle DR2 must ensure the rate of checking the softness of the action of the main and main parts - reducing the compressed air pressure in the MR from 0.60 to 0.57 MPa (from 6.0 to 5.7 kgf/cm 2) in a time from 50 to 60 s (with the driver’s crane (control unit), main and main parts disconnected from the stand).
The DR3 throttle should provide a slow release rate - increasing the compressed air pressure in the MR from 0.48 to 0.50 MPa (from 4.8 to 5.0 kgf/cm 2) in a time of 36 to 43 s (with the main and main parts).
The diameters of the holes of the throttles DR2 and DR3 on each specific stand must be selected when adjusting the specified rates.
16.1.5. Testing of main parts is carried out with a tested and serviceable main part 270 or 483.400 mounted on a stand.
The main parts are tested with a tested and serviceable main part 483M or 483A attached to the stand.
Testing on a bench at the same time untested main and main parts is prohibited.
16.1.6 Checking the density of the stand and the set rates should be done as follows:
Connect the stand to an air pressure line with a compressed air pressure of at least 0.65 MPa (6.5 kgf/cm2);
To check the density, install special flanges on the mating flanges of the stand for the main and main parts that connect the MR and TR, the CB with the additional discharge channel (hereinafter referred to as the ADC), and plug all other holes on the mating flanges of the stand;
By turning on the direct channels (open valves 1, 13, 15, 26, 29, 32, 33), charge the stand (MR, TR, ZR, RK, ZK, KDR) with compressed air to (0.60+0.01) MPa [( 6.0+0.1) kgf/cm 2 ];
After a two-minute wait, turn off the direct charging of tanks and chambers (close taps 1, 15, 29, 33) and check the density: within 5 minutes, a decrease in compressed air pressure in the MP, TR and ZR is allowed by no more than 0.01 MPa (0. 1 kgf/cm 2), and a decrease in compressed air pressure in the RK, ZK and KDR is not allowed;
Open valve 15, close valve 26, use the driver’s valve (control unit) to reduce the compressed air pressure in the MP to (0.35+0.01) MPa [(3.5+0.1) kgf/cm 2 ], and check service braking rate: time to reduce the compressed air pressure in the MP from 0.5 to 0.4 MPa (from 5.0
up to 4.0 kgf/cm 2) should be from 4 to 6 s;
Set the driver's valve (control unit) to charging pressure (0.54+0.01) MPa [(5.4+0.1) kgf/cm 2 ] and check the release rate: increase the compressed air pressure in MP from 0.4 up to 0.5 MPa (from 4.0 to 5.0 kgf/cm2) should occur in no more than 5 s;
Using the driver's tap (control unit), set the compressed air pressure to MPa (0.45+0.01) MPa [(4.5+0.1) kgf/cm 2 ], close tap 15 (cock 26 remains closed), after two minutes shutter speed, open valve 22, set the driver’s valve (control unit) to charging pressure (0.54+0.01) MPa [(5.4+0.1) kgf/cm 2 ] and check the rate of slow release: increasing the compressed air pressure in MR from 0.48 to 0.50 MPa (from 4.8 to 5.0 kgf/cm2) should occur in a time from 36 to 43 s;
Close valve 22, open valve 15, charge the MP with compressed air to (0.60+0.01) MPa [(6.0+0.1) kgf/cm2], then close valve 15 (valve 26 remains closed) , after a two-minute wait, open valve 10 and check the rate of checking the softness of the action of the main and main parts: a decrease in compressed air pressure in the MP from 0.60 to 0.57 MPa (from 6.0 to 5.7 kgf/cm 2) should occur within time from 50 to 60 s;
To check the driver's valve (control unit) for automatic pressure maintenance, you need to close valve 10, open valve 15
(valve 26 remains closed), use the driver’s valve (control unit) to set the charging pressure of compressed air in the MP, and then create a leak through a hole with a diameter of 2 mm (open valve 8), while the operator’s valve (control unit) must maintain the established compressed air pressure in MR with a deviation of no more than 0.015 MPa (0.15 kgf/cm 2).
It is allowed to check the density of the stand with serviceable main and main parts installed on it; to do this, by turning on the direct channels (open taps 1,13,15,26,29,32,33), the stand (MR, ZR, RK, ZK) should be charged with compressed air up to (0.54+0.01) MPa [(5.4+0.1) kgf/cm 2 ], after a two-minute wait, turn off the direct charging of the RC and CB (close valves 29, 33), using the driver’s tap (control unit) reduce the compressed air pressure in the MP by 0.05 - 0.06 MPa (0.5 - 0.6 kgf/cm2), after the pressure is established, close valves 1, 15 and check the density: decrease within 5 minutes compressed air pressure in the MR, TR and ZR is allowed by no more than 0.01 MPa (0.1 kgf/cm 2), and a decrease in compressed air pressure in the RK, ZK and KDR is not allowed.
1,8,10,13,15,22,26,29,32,33 – disconnect valves or devices replacing them; 2,3,9,18,19,20 – pressure gauges; 4 – brake reservoir;
5 – spare tank; 6 – gearbox; 7.25 – drain valves;
11 – mounting flange for the main part of the air distributor;
12 – additional discharge channel; 14 – driver’s crane (control unit); 16,17,23,30,34 – chokes; 21 – filter for air purification;
24 – main tank; 27 – working chamber; 28 – spool chamber; 31 - mounting flange for the main part of the air distributor
16.2 Testing the main part
16.2.1 Checking the charging of the main part is carried out in the “flat” mode at a charging pressure of (0.54+0.01) MPa [(5.4+0.1) kgf/cm 2 ].
The braking mode switch must be set to the “loaded” position, valves 13, 15 and 32 must be open,
the rest are closed.
After the charging pressure has been reached in the MP, the main and main parts are charged (open tap 26), after which you should check:
charging time of the gearbox with compressed air is from 0 to 0.12 MPa (from 0 to 1.2 kgf/cm 2), which should be for main parts 483 and 483M
from 20 to 35 s, for the main part 483A - from 4 to 8 s;
opening of the softness valve (checked for main parts 483 and 483M), which should occur during the charging process when the compressed air pressure in it reaches from 0.15 to 0.35 MPa (from 1.5 to 3.5 kgf/cm 2) and is determined by accelerating the charging rate of the gearbox: the time of charging the gearbox with compressed air from 0.35 to 0.40 MPa (from 3.5 to 4.0 kgf/cm 2) should be from 3 to 5 s;
opening of the second path for charging the RC, which should occur when the compressed air pressure in it reaches from 0.20 to 0.35 MPa (from 2.0 to 3.5 kgf/cm 2) and is determined by the acceleration of the rate of charging of the RC: charging time of the RC compressed air from 0.35 to 0.40 MPa (from 3.5 to 4.0 kgf/cm2) should be from 6 to 10 s.
[(6.0+0.1)/cm 2 ].
The braking mode switch must be set to the “loaded” position, valves 13, 15, 26 and 32 are open,
the rest are closed.
After charging the RK, ZK, MR and ZR with compressed air to the charging pressure, you should disconnect the MR from direct charging (close valve 15), close the KDR valve 32 and reduce the compressed air pressure in the MR at a soft rate (open valve 10 with throttle 17). When the compressed air pressure in the MR drops to 0.54 MPa (5.4 kgf/cm2), the main and main parts should not come into action, i.e. compressed air should not enter the TR, and the compressed air pressure in the CDR should not exceed 0.01 MPa (0.1 kgf/cm2).
16.2.3 Checking the braking stage and release of the main part is carried out in the “flat” mode at charging pressure
(0.54+0.01) MPa [(5.4+0.1) kgf/cm2].
the rest are closed.
After charging the RK, ZK and MR with compressed air to the charging pressure, the compressed air pressure in the MR should be reduced by 0.05 - 0.06 MPa
(0.5 - 0.6 kgf/cm2) at the rate of service braking.
Within 120 s after establishing the compressed air pressure in the TR:
The compressed air pressure in the TR must be at least 0.06 MPa (0.6 kgf/cm 2);
The compressed air pressure in the CDR must be at least 0.3 MPa (3.0 kgf/cm 2);
In the Republic of Kazakhstan, the established compressed air pressure should not decrease.
Then you should increase the compressed air pressure in the MP at a slow release rate (close valve 15, switch the control unit (driver’s valve) to charging pressure and then open valve 22 with throttle 23). In this case, first in the RK, and then in the TR, a decrease in the pressure of compressed air should occur.
The time from the start of increasing the compressed air pressure in the MP until the compressed air pressure in the TR reaches 0.04 MPa (0.4 kgf/cm 2) should be no more than 70 s.
16.2.4 Checking the full service braking and release of the main part is carried out in the “flat” mode at a charging pressure of (0.54+0.01) MPa [(5.4+0.1) kgf/cm2].
The braking mode switch must be set to the “loaded” position, valves 1, 13, 15, 26 and 32 are open,
the rest are closed.
After charging the RK, ZK and MR with compressed air to the charging pressure, the compressed air pressure in the MR should be reduced to (0.35+0.01) MPa [(3.5+0.1) kgf/cm 2 ] at the rate of service braking. In this case, the time from the beginning of the decrease in compressed air pressure in the MR until the compressed air pressure in the TR reaches 0.35 MPa (3.5 kgf/cm 2) should be from 7 to 15 s.
Then the compressed air pressure in the MR should be increased to (0.45+0.01) MPa [(4.5+0.1) kgf/cm2]. Wherein:
In the Republic of Kazakhstan there should be a decrease in compressed air pressure;
The time from the start of increasing the compressed air pressure in the MP until the compressed air pressure in the TR reaches 0.04 MPa (0.4 kgf/cm 2) should be no more than 60 s.
16.2.5 To check the release of the main part in mountain mode, its mode switch should be moved to the “mountain” position, the check should be carried out at a charging pressure of (0.60+0.01) MPa [(6.0+0.1) kgf/cm 2].
The braking mode switch must be set to the “loaded” position, valves 1, 13, 15, 26 and 32 are open,
the rest are closed.
After charging the RK, ZK, MR and ZR with compressed air to the charging pressure, the compressed air pressure in the MR should be reduced by 0.10 - 0.12 MPa (1.0 - 1.2 kgf/cm 2) at the service braking rate, allow a holding time of 15 s and increase the compressed air pressure in the MR to (0.54+0.01) MPa [(5.4+0.1) kgf/cm2].
Within 60 s, after increasing the compressed air pressure in the MP, a decrease in the compressed air pressure in the TR should occur no lower than
up to 0.06 MPa (0.6 kgf/cm2).
16.3 Main part test
16.3.1 Checking the charging of the main part is carried out in the “flat” mode at a charging pressure of (0.54+0.01) MPa [(5.4+0.1) kgf/cm 2 ].
The braking mode switch must be set to the “empty” position, valves 13, 15 and 32 must be open,
the rest are closed.
After the charging pressure has been reached in the MR, the main and main parts are charged with compressed air (open valve 26), and it is necessary to check:
Charging time with compressed air ZR from 0 to 0.52 MPa (from 0 to 5.2 kgf/cm2), which should be from 14 to 18 s;
Charging time with compressed air RK from 0 to 0.05 MPa (from 0 to 0.5 kgf/cm 2), which should be from 25 to 55 s in the case of use when testing the main part 483M, from 15 to 40 s - in the case applications when testing the main part 483A.
16.3.2 The softness of the action of the main part is checked in the “flat” mode at a charging pressure of (0.60+0.01) MPa [(6.0+0.1) kgf/cm 2 ].
The braking mode switch must be set to the “empty” position, valves 13, 15, 26 and 32 must be open, the rest must be closed.
After charging the RK, ZK, MR and ZR with compressed air to the charging pressure, you should disconnect the MR from direct charging (close valve 15), turn off the valve 32 KDR and reduce the compressed air pressure in the MR at a soft rate (open valve 10 with throttle 17). When the compressed air pressure in the MR drops to 0.54 MPa (5.4 kgf/cm2), the main and main parts should not come into action, i.e. compressed air should not enter the SR, and the compressed air pressure in the SR should not exceed 0.01 MPa (0.1 kgf/cm 2), the compressed air pressure in the SR should not decrease by more than 0.02 MPa (0.2 kgf/cm 2).
16.3.3 Checking the braking stage and the density of the main part during the braking stage is carried out in the “flat” mode at a charging pressure of (0.54+0.01) MPa [(5.4+0.1) kgf/cm 2 ].
The braking mode switch must be set to the “empty” position, valves 1, 13, 15, 26 and 32 must be open, the rest must be closed.
To check, the compressed air pressure in the MR should be reduced by the service braking rate by 0.05 - 0.06 MPa (0.5 - 0.6 kgf/cm2). 60 s after reducing the compressed air pressure in the MR, disconnect the MR from direct charging (close valve 1). Wherein:
Within 20 s after switching off the protection device, it is allowed to reduce the compressed air pressure in it by no more than 0.01 MPa (0.1 kgf/cm 2);
Within 120 s after reducing the compressed air pressure in the MR:
in the CDR, the compressed air pressure must be at least 0.3 MPa (3.0 kgf/cm 2);
in the Republic of Kazakhstan, the established compressed air pressure should not decrease;
the compressed air pressure in the TR must be at least 0.06 MPa (0.6 kgf/cm 2) .
Stand taps 1, 13, 15, 26 and 32 must be open,
the rest are closed.
After charging the RK, ZK and MR with compressed air to charging pressure, alternately (in any sequence) in each braking mode (“empty”, “medium”, “loaded”), the compressed air pressure in the MR should be reduced to (0.35+0. 01) MPa [(3.5+0.1) kgf/cm 2 ] at the rate of service braking with mandatory subsequent complete release after measuring the pressure in the TR in each braking mode.
The compressed air pressure in the TR should be established:
In braking mode “empty” ─ from 0.14 to 0.18 MPa
(from 1.4 to 1.8 kgf/cm2);
In braking mode “medium” ─ from 0.30 to 0.34 MPa
(from 3.0 to 3.4 kgf/cm2);
In braking mode “loaded” ─ from 0.40 to 0.45 MPa
(from 4.0 to 4.5 kgf/cm2).
If the compressed air pressure in the TR does not correspond to the given values for the main part, it is necessary to adjust the springs of the mode unit, after which it must be tested again in all braking modes.
When checking in the “loaded” braking mode, it is necessary to control the time from the beginning of the decrease in compressed air pressure in the MP until the compressed air pressure in the TR reaches 0.35 MPa (3.5 kgf/cm 2), which should be from 7 to 15 s, and release time: time from the start of increasing the compressed air pressure in the MR until the compressed air pressure in the TR reaches 0.04 MPa (0.4 kgf/cm 2), which should be no more than 60 s.
16.3.5 To check the operation of the exhaust valve of the main part, the exhaust valve pusher, with the charging pressure of compressed air in the valve (0.54 + 0.01) MPa [(5.4 + 0.1) kgf/cm 2 ], should be pressed to refusal. The time for reducing the compressed air pressure in the Republic of Kazakhstan from 0.50 to 0.05 MPa (from 5.0
up to 0.5 kgf/cm 2) should be no more than 5 s.
Main parameters:
Table 2.
| Main components | Three: Double chamber tank, main part and main part. On freight locomotives, a TM 418 break sensor is installed between the two-chamber tank and the main part. |
| Number of mode switches | Two: boot switch and path profile switch |
| Boot mode switch | It has three modes: empty, middle and loaded. Provides different amounts of filling of the TC during braking, depending on the load of the moving unit. |
| Path profile mode switch | It has two modes: flat and mountain. Plain mode provides the fastest brake release without waiting for the air distributor chambers to charge. When the pressure in the TM increases by more than 0.2 kg/cm2, the brakes are completely released. Mountain mode does not allow the brakes to be fully released until the spool chamber VR is charged. With a partial increase in pressure in the TM, release is provided in stages. The brake release time in mountain mode increases by 1.5 times compared to flat mode. |
| Braking wave propagation speed | At least 275 m/s during emergency braking. Minimum permissible 250 m/s. |
| Range of possible charging pressure | 4.5-6.5 kg/cm2. In the process of controlling the brakes, it is allowed to promptly increase the pressure in the TM to release the brakes to 6.8 kg/cm 2 and decrease it to 3.8 kg/cm 2 for braking. |
| Maximum pressure in TC | In empty mode – 1.4-1.8 kg/cm 2 ; At medium mode – 3.0-3.4 kg/cm2; In loaded mode – 4.0-4.5 kg/cm 2 |
| Softness properties | Increased Does not work at a rate of pressure decrease of up to 1 kg/cm 2 per minute. |
| Time to fully charge one ZR with a volume of 78 l from 0 to 4.8 kg/cm 2 . | 4.5-5 min |
| Maximum permissible brake release time | |
| Minimum permissible time from the moment the crane handle is placed in the release position until the train is set in motion | Select independently from the instructions TsV-TsT-TsL/277 |
Air distributor 483 (much simplified):
Fig.1 Air distributor 483
BP 483 consists of three main parts: a two-chamber tank, a main part and a main part. On locomotives, an additional brake line break sensor 418 is installed between the main and main parts. The two-chamber tank has a moving unit loading switch. On the main part there is a path profile switch and a softness valve. On the main part of the BP there is a check valve, as well as a valve for releasing air from the working chamber for forced release of the brakes.
The main part has a sensitive organ, which, depending on changes in pressure in the TM, triggers the air distributor to brake or release the brakes.
The softness valve is located in the body of the main part and serves to limit the sensitivity of the BP when eliminating overcharging in the TM, as well as during other minor fluctuations in pressure in the TM (soft mode), in order to avoid its spontaneous actuation of braking. If the pressure in the TM begins to decrease at the rate of service discharge, then the task of the softness valve is, on the contrary, to increase the sensitivity to the operation of the BP for its clear transition to the braking mode.
The main part is the executive part. Its main functions are filling the TC when braking and releasing air from the TC when the brakes are released. Inside the main part there is a main piston and a mechanism that sets the pressure in the TC during braking, depending on the magnitude of the braking stage and the position of the handle of the loading mode switch of the moving unit.
The check valve is located on top of the main part body and serves for continuous replenishment of the reserve tank from the TM. The check valve, together with the main part mechanism, ensures the inexhaustibility of the brake.
Operation of air distributor 483 (much simplified):
Depending on the change in pressure in the TM, the air distributor can be in four states: charging and releasing, soft, service braking, emergency braking.
Charging (Figure 2):
When the pressure in the TM increases, air from the TM passes into the main part of the air distributor, puts pressure on the sensitive organ (diaphragm) and switches its mechanism to charging and releasing the brakes. Channels open through which air begins to fill the spool and working chambers of the two-chamber tank and the main part. In the flat mode, there are two ways to charge the ZK and two ways to charge the RK. In mountain mode, one RC charging path is blocked by the path profile mode switch.
When the pressure in the chambers increases, the mechanism of the main part is fixed in the mode of releasing air from the TC.
At the same time, air from the TM passes through a channel with a calibrated hole, through the check valve of the main part, to charge the ZR.
Charging is considered complete when the pressure in the TM and in all chambers of the air distributor rises to charging pressure.
In mountain mode, charging takes 1.5 times longer than in flat mode, since the path profile mode switch closes the second charging channel of the working chamber through the chamber charging mechanism (see Fig. 7 “Releasing the brakes in mountain mode”).
Fig.2 Charging and releasing brakes in flat mode
Softness (Fig. 3):
If the rate of pressure reduction in the TM does not exceed 0.5 kg/cm 2 in 1 minute, then with the help of the soft valve channel, the pressure in the air distributor chamber and the air distributor are aligned with the pressure in the TM and it does not apply braking. If the rate of pressure reduction in the TM turns out to be more than 0.5 kg/cm 2 in 1 min., but does not exceed 1.0 kg/cm 2 in 1 min., then the reserve pressure equalization channel from the CB to the atmosphere opens and the air distributor for braking also opens does not work. The reserve channel is protection against spontaneous operation of the brakes if the soft valve channel becomes clogged. However, in this case the air distributor becomes sensitive to operation due to longitudinal dynamic reactions in the train.
Fig.3 Softness
Service braking (Fig. 4,5):
When the pressure in the TM decreases at a rate of 0.1-0.4 kg/cm 2 per 1 s., the soft channels do not have time to equalize the pressure in the VR chambers with the pressure in the TM. As a result, the sensitive organ of the main part is activated, which, through a three-valve mechanism, starts the process of service braking. This process will take place according to next cycles:
a) The additional discharge channels of the TM open and the softness valve closes. Additional discharge intensively releases pressure in the TM, thereby accelerating the speed of propagation of the braking wave and forcing each subsequent air distributor to operate. The softness valve, after closing, increases the sensitivity of the air distributor to braking;
Rice. 4 Additional discharge of TM during service braking with a subsequent decrease in pressure in the gearbox.
b) There is a rapid decrease in pressure in the spool chamber (SC), and air does not have time to escape from the working chamber (WC). Due to the pressure difference between the chambers, the main piston in the main part of the BP is activated to brake. In this case, the working chamber is completely blocked and the pressure in it is fixed (like in an air cushion). During braking, the pressure in the gearbox tends to decrease to the pressure in the TM, and therefore, the deeper the discharge of the TM, the greater the pressure difference between the chambers of the BC and the BC.
c) When the mechanism of the main part is activated for braking, the release of air from the TM through the additional discharge channels stops. The pressure drop in the TM due to additional discharge is 0.3-0.5 kg/cm 2 below the charging pressure. If for some reason the main part does not work to brake, then the additional discharge will be stopped by a special backup device in the main part.
d) The main part mechanism opens the channel for filling the TC from the ZR. If the TM discharge is more than 0.6 kg/cm 2, then the braking retarder starts working in the main part. At the head of the train the brakes are applied quickly, and at the tail after the braking wave has spread. The retarder delays the process of filling the TC in the head in order to align it with the filling of the TC of the tail cars.
Fig.5. Termination of additional discharge and filling of the TC from the ZR with replenishment of leaks from the TM.
e) After equalizing the pressure in the TC and TM, an overlap occurs with fixation of pressure in the TC. The pressure in the TC depends on the amount of discharge of the TC and on the position of the handle of the loading mode switch. All leaks from the TC begin to be replenished from the SR, and the reserve tank is replenished from the TM through the check valve of the main part. This ensures that the brake does not wear out.
Fig.6 Dependence of pressure in the TC on the amount of discharge of the TC and on the position of the handle of the loading mode switch.
Emergency braking:
It occurs similarly to the service one, with the obligatory activation of the filling retarder in the shopping center to equalize the filling speed of the shopping center throughout the entire train in order to avoid strong longitudinal-dynamic reactions. The inexhaustibility of the brake will not be ensured, since the pressure in the TM is 0 kg/cm 2 .
Releasing the brakes in mountain mode (Fig. 7):
In mountain mode, the path profile switch blocks the RC charging path through the chamber charging mechanism. Therefore, when the pressure in the TM increases, the pressure will increase only in the CB. If the pressure in the TM is increased by a small amount (not to the charging level), then the main piston will move only partially to the left. In this case, the air will also partially escape from the TC and a release stage will occur. To produce a complete release, it is necessary to increase the pressure in the TM above the charging one. Then the air pressure in the valve body will overpower the pressure in the valve body and the main piston will move to the extreme left position.
According to clause 10.3.11 of the operating instructions for brakes TsV-TsT-TsL/277, it is allowed to carry out stepwise release on a mountain profile with a freight train by moving the valve handle to position II with increasing pressure in the TM until the pressure in the surge tank increases at each release step. less than 0.3 kgf/cm2. When the pressure in the brake line is 0.4 kgf/cm 2 below the pre-brake charging pressure, perform only a full release.
Fig.7 Releasing the brakes in mountain mode
The air distributor kit no. 483.000 includes: the main part, the main part and a two-chamber tank. (Fig. 13.2).
Rice. 13.2. Charger
The two-chamber reservoir contains a filter 34, a working chamber (RC) with a volume of 6 liters and a spool chamber (SC) with a volume of 4.5 liters, pipelines are connected to it from the brake line (TM) through an isolation valve, a spare reservoir (ZR) and a brake cylinder (TC ). On the housing 36 of the two-chamber tank there is a handle for switching the braking modes (not shown in the figure): empty, medium and loaded. The main and main parts, in which all the working components of the device are concentrated, are attached to the two-chamber tank.
The main part consists of a housing 28 and a cover 25, in which a unit for switching operating (vacation) modes is located: flat and mountain. This unit includes a handle 22 with a movable stop 23 and a diaphragm 24, pressed by two springs to a seat 20 with a calibrated hole with a diameter of 0.6 mm. In the flat operating mode of the VR, the spring force on the diaphragm 24 is 2.5 - 3.5 kgf/cm 2, in the mountain mode - 7.5 kgf/cm 2. The body of the main part contains: a main body, an additional discharge unit and a softness valve.
The main body includes a rubber main diaphragm 18, sandwiched between two aluminum disks 19 and 27 and loaded with a return spring. In the shank of the left disk 27 there are two holes with a diameter of 1 mm and a pusher 30, and in the end part of the right disk 19 there are three holes with a diameter of 1.2 mm (or two holes with a diameter of 2 mm). The main diaphragm divides the main part into two chambers: the main chamber (MK) and the spool chamber (ZK). In the cavity of the disks there is a spring-loaded plunger 2, which has a blind axial channel 26 with a diameter of 2 mm and three radial channels with a diameter of 0.7 mm each. The plunger seat is the left disk of the main diaphragm.
The additional discharge unit contains an atmospheric valve 14 with a seat 33, an additional discharge valve 32 with a seat 31, and an additional discharge cuff 17 with a seat 29. The additional discharge cuff 17 functions as a check valve. All valves are pressed against their seats by springs. In the plug 13 of the atmospheric valve there is a hole with a diameter of 0.9 mm (before the VR modernization - 0.55 mm), in the seat 31 of the additional discharge valve there are six holes through which the cavity behind the valve communicates with the additional discharge channel (ADC), in the seat 29 of the additional discharge cuffs there are six holes with a diameter of 2 mm each.
The softness valve 16 is loaded with a spring of 1.5-3.5 kgf and has a rubber diaphragm 15 in the middle part. In the channel of the softness valve (between the end part of the valve and the MK) there is a nipple with a calibrated hole with a diameter of 0.9 mm (before the modernization BP - 0 .65 mm). The cavity under the softness valve diaphragm is constantly in communication with the atmosphere.
The main part consists of a body 37 and a cover 1. The cover contains a release valve 39 with a driver 38. The body contains the main and equalizing bodies, a check valve 7 and a calibrated hole with a diameter of 0.5 mm.
The main body includes a spring-loaded 4 with a force of 20 kgf, a main piston 2 with a hollow rod 3. Inside the hollow rod there is a spring-loaded brake valve 8. the seat of which is the end part of the hollow rod. The hollow rod also has one hole with a diameter of 1.7 mm and four holes of 3 mm each. The rod is sealed with six rubber cuffs 5 and 6.
The equalizing body includes an equalizing piston 9, loaded with large 10 and small 11 springs. The tightening of the large spring is regulated by a threaded bushing 35 with atmospheric holes; the effect of the small spring on the equalizing piston is changed using a movable stop 12 connected to the braking mode switching handle. The eccentric switch acts only on the inner spring. The external mode spring creates an empty braking mode. The inner spring, when fully compressed, together with the outer spring, forms a loaded braking mode. In medium mode, the eccentric completely releases the internal spring. This spring is loaded by the equalizing piston only after the line has been discharged by 0.9 kgf/cm2 or more. When the empty mode is turned on, throughout the entire stroke of the equalizing piston it does not load the internal spring, it is free. The equalizing piston has two holes in the disk for communication between the brake chamber (TC) and the TC channel and a through axial atmospheric channel with a diameter of 2.8 mm.
Between the main part and the two-chamber tank there is a nipple with a hole with a diameter of 1.3 mm.
The modernized VR condition. No. 483.000 M has in the seat 29 of the additional discharge cuff a channel with a diameter of 0.3 mm, through which the MK is constantly connected with the cavity “P1” behind the additional discharge cuff. The upper radial channel of the plunger is shifted to the right in relation to its lower radial channels in order to increase the sensitivity of the VR to release and speed up the start of release in the rear part of the train. The location of the upper radial channel of the plunger is chosen in such a way that when the main diaphragm moves to the release position (to the right), the RK, cavity “P” (the cavity to the left of the diaphragm 24 release mode switch) and the MK communicate through this channel and a channel with a diameter of 0.3 mm would be with each other before the RK and ZK communicate through the lower radial channels of the plunger.
13.2 Action of the air distributor
Charging in flat mode. Compressed air from the TM enters a two-chamber tank. Part of the air passes through filter 34, a 1.3 mm hole and check valve 7 into the ZR. The charging time of the ZR from 0 to 5 kgf/cm 2 is 4-4.5 minutes.
Part of the air enters the MK, causing the main diaphragm 18 to bend to the right until the end part of the disk 19 touches the seat 20 of the diaphragm of the release mode switch. In this case, two holes with a diameter of 1 mm in the shank of the left disk 27 will coincide in cross-section with six holes with a diameter of 2 mm in the seat 29 of the additional discharge cuff. Through these holes, air from the MK enters the cavity “P1” (to the left of the additional discharge cuff 17) and then through the axial and upper radial channels of the plunger into the cavity “P” (to the right of the diaphragm 24 release mode switch), from where through the lower radial channels plunger - in ZK. (see Fig. 13.2).
Air from the valve fits under the cuff, rigidly fixed to the softness valve rod 16, and air from the valve through a calibrated hole with a diameter of 0.9 mm in the channel of the softness valve fits under the end part of the valve. When the air pressure in the gearbox is 1.5 - 3.5 kgf/cm 2, the softness valve rises, overcoming the force of its spring, and opens the passage of air from the valve body to the gearbox in the second way, accelerating the charging of the latter.
Under the influence of air from the valve body and the force of the release spring 4, the main piston 2 occupies the extreme left (release) position, at which air from the valve body begins to flow into the valve body through a hole with a diameter of 0.5 mm in the housing 37 of the main part. Through the RK channel, air passes into the main part and through a hole with a diameter of 0.6 mm in the seat 20 it approaches the diaphragm 24 of the release mode switch, acting on it along an annular area larger than the area affected by air from the cavity “P”. When the pressure from the side of the valve on the diaphragm 24 is greater than 2.5 - 3.5 kgf/cm 2, the latter is pressed from the seat 20 to the right, thereby opening the second path for charging the valve from the cavity “P” (from the MC) through a hole with a diameter of 0.6 mm.
Charging the RK from 0 to 5 kgf/cm 2 in flat mode occurs in 3 – 3.5 minutes
Charging in mountain mode. In mountain mode, the RO air cannot press the diaphragm 24, since the force of the mode springs on it is 7.5 kgf/cm 2 . Therefore, charging the RK in mountain mode is carried out in only one way - through a hole with a diameter of 0.5 mm in the body of the main part.
The charging time of the RK from 0 to 5 kgf/cm 2 in mountain mode is 4 – 4.5 minutes.
When equalizing the pressures in the MK, SK and RK, the main diaphragm 18, under the action of the return spring, is straightened to the middle position, in which the pusher 30 rests against the plunger 21 and the additional discharge valve 32, two holes in the shank of the left disk extend beyond the additional discharge cuff 17, the extreme right the radial channels of the plunger exit the cavity “P”. (see Fig. 13.3).
The middle (train) position (Fig. 13.3) of the main diaphragm is the position of readiness for braking. In this case, the MK and ZK are connected to each other through a calibrated hole with a diameter of 0.9 mm in the channel of the softness valve. RK and ZK - through a hole with a diameter of 0.5 mm in the main part, cavity “P” and RK - through a hole with a diameter of 0.6 mm in the diaphragm seat of the release mode switch. (In mountain mode, cavity messages « P" and no RK).
Simultaneously with charging, the brake is released, that is, the communication of the TC through the equalizing piston 9 with the atmosphere. For greater clarity, we will consider the tempering process in various operating modes of the VR below.
Fig. 13.3 Train position.
Softness. With a slow decrease in pressure in the TM at a rate of up to 0.3 - 0.4 kgf/cm 2 per minute, air from the RC flows into the CB, and from there into the MC through a hole with a diameter of 0.9 mm in the channel of the softness valve. In this case, the pressures in the MC and CB are equalized and the main diaphragm does not bend to the braking position (to the left). The additional discharge valve 32 remains closed.
When the pressure in the TM drops at a rate of up to 1.0 kgf/cm 2 per minute, a second softness path is added to the above path. Air from the CB does not have time to flow into the MC through a hole with a diameter of 0.9 mm, which causes the main diaphragm to bend to the left. At the same time, pusher 30 and plunger 21 begin to move to the left. The pusher slightly opens the additional discharge valve 32 and air from the valve through the plunger channels and the slightly open additional discharge valve flows into the additional discharge channel (ADC) and then into the atmosphere through the axial channel of the equalizing piston 9. Cross section for passing air through the additional discharge valve is automatically throttled so that the rate of discharge of the CC corresponds to the rate of discharge of the TM. The pressures in the valve body and valve body are quickly equalized and the main diaphragm takes the train position.
Maximum discharge rate TM non-triggering VR for braking, depends on the pressure difference on both sides of the cuff 17 additional discharge and is determined by the force of its spring.
Braking.
Rice. 13.4. Service braking
When the pressure in the TM (and, consequently, in the MC) decreases at the rate of service or emergency braking (during service braking by an amount of at least 0.5 kgf/cm2), the main diaphragm bends to the left and the pusher fully opens the additional discharge valve (see Fig. .13.4). In this case, the air cavity “P1” behind the additional discharge cuff is sharply discharged into the CDR and then into the atmosphere and the TC through the equalizing piston 9. By the pressure of the MK, the additional discharge cuff is pressed from the seat 29 to the left, and the air from the MK sharply rushes into the CDR, into the TC and into atmosphere through the equalizing piston. (Additional TM discharge).
A sharp drop in pressure in the MC causes further deflection of the main diaphragm to the left, as a result of which the shank of the additional discharge valve pushes the atmospheric valve 14 away from the seat 33, which opens an additional outlet of air from the MC into the atmosphere through a hole with a diameter of 0.9 mm in the plug 13. Rate of pressure drop in the MK increases, and the main diaphragm again bends to the left until the disk 27 stops in the saddle of the additional discharge cuff. Since by this moment all the free gaps of the cuff 17 and valves 32 and 14 have already been selected, the pusher and plunger will not move. therefore, an annular gap appears between the plunger and the left disk 27 (plunger seat). This ensures the beginning of intensive discharge of the condenser into the atmosphere (and partially into the TC): through the end holes of the disk 19, the annular gap of the plunger, the additional discharge valve 32, the CDR and the equalizing piston, and the end holes of the disk 19, the annular gap of the plunger, the additional discharge valve 32. KDR and equalizing piston, and in a parallel way - through atmospheric valve 14. (With additional discharge of the TM and the initial discharge of the CV, the pressure in the TC will be no more than 0.3 - 0.4 kgf/cm 2, and the total value of the additional discharge of the TM is 0, 4 – 0.45 kgf/cm 2).
Simultaneously with the drop in pressure in the control valve, the pressure in the control valve begins to decrease due to the flow of air from the control valve into the control valve through a hole with a diameter of 0.5 mm in the body of the main part. When the pressure in the valve body drops by 0.4 - 0.5 kgf/cm 2 (in the valve body at this moment the pressure will drop by 0.2 - 0.3 kgf/cm 2), the main piston, under the influence of the pressure valve, begins to move to the right, overcoming the force springs 4. When the main piston has passed approximately 7 mm, it will separate the CB and RC with its disk, the brake valve 8 will sit on the shank of the equalizing piston, blocking its atmospheric channel, four 3 mm holes in the hollow rod 3 of the main piston will coincide with the CB channel, and cuff 6 of the hollow rod will block the CDR. In this case, the air pressures on the additional discharge cuff are equalized (due to the intense increase in pressure in the CRA) and it is pressed against the saddle with its spring, separating the CB from the MC and stopping the additional discharge of the TM. The valve continues to discharge into the atmosphere through the end holes of the right disk of the main diaphragm, the annular gap between the plunger and the left disk, and the atmospheric valve.
With a continued decrease in pressure in the valve body through atmospheric valve 14, the main piston continues to move to the right. Since the equalizing piston remains motionless, an annular gap appears between the brake valve 8 and its seat (the end part of the hollow rod), through which air from the CB begins to intensively flow into the brake chamber (BC) and from it into the TC. The increase in pressure in the TC at a rapid pace (pressure jump) will continue until the air pressure from the TC on the equalizing piston becomes higher than the pressure on it of mode springs 10 and 11 (depending on the braking mode - one or two), or at deep TM discharge (for example, during full service or emergency braking), when the main piston moves to the right at its full stroke (23 - 24 mm), and one hole of a hollow rod with a diameter of 1.7 mm coincides with the ZR channel. This hole, together with the cuff 5 on the hollow rod, is called the TC filling retarder or braking retarder. The braking retarder increases the filling time of the shopping center at the head of the train, which ensures smooth braking.
The action of the VR is the same during service and emergency braking, with the only difference being that in the latter case the discharge of the MC and CB occurs to zero.
Reroof.
After the discharge of the TM through the driver's tap stops, the discharge of the condenser into the atmosphere continues through the atmospheric valve 14 until the pressure in it is equal to the pressure of the TM. In this case, the main diaphragm takes the middle position (overlap position) and the atmospheric valve closes. The additional discharge valve remains slightly open.
When air flows from the ZR to the TC, the pressure in the TC also increases. When the pressure in it becomes higher than the force of the mode springs on the equalizing piston, the latter begins to move to the right, compressing the springs. At the same time, the annular gap between the brake valve and its seat in the full rod begins to decrease. Consequently, the rate of air flow from the zone to the shopping center also decreases. When the brake valve is seated on the seat, the TC becomes isolated from the CB, and a certain pressure is established in the TC, which depends on the amount of pressure reduction in the TC and the braking mode set on the CB.
The stronger the pressure of the mode springs 10 and 11 on the equalizing piston, the higher the air pressure in the TC it will begin to move in the overlap position. Therefore, to obtain different braking modes (empty, medium and loaded), the force of the mode springs 10 and 11 on the equalizing piston is changed. This is achieved by changing the position of the braking mode switch handle. The equalizing piston in the overlap position maintains a certain set pressure in the TC. So, for example, when compressed air leaks from the TC, the pressure in the TC decreases. Under the action of the mode springs, the equalizing piston will move to the left, pushing the brake valve 8 away from the seat. which will lead to the appearance of an annular gap between the brake valve and the end part of the hollow rod. In this case, the air from the air cooler will begin to flow through the opened brake valve into the TC, and from it into the TC. When the air pressure in the brake chamber exceeds the force of the mode springs, the equalizing piston moves to the right and the brake valve closes. The ZR is replenished from the TM through check valve 7.
BP No. 483 in the overlap position is protected from spontaneous release in flat mode with a slight (no more than 0.3 kgf/cm 2) spontaneous increase in pressure in the TM. In this case, the main diaphragm will bend towards the cover and the lower right radial channel of the plunger will extend into the cavity “P”. Air from the RC will begin to flow into the CB, moving the main diaphragm to the middle position. In this case, a slight decrease in pressure in the TC is possible. however, a complete vacation will not occur.
Mountain holiday.
A special feature of this mode is the possibility of obtaining stepwise release. In mountain mode, the diaphragm 24 is almost always pressed by the springs to its seat 20, since the spring force is 7.5 kgf/cm 2 . Therefore, there is no message RK and cavity “P”.
To obtain a complete release in the mountain mode, it is necessary that the main piston moves to the left until it stops at cover 1. For this purpose, the pressure in the valve body must be increased to the pressure in the valve body, that is, 0.2 - 0.3 kgf/cm 2 lower than the original charger.
If the pressure in the seal is increased by a smaller amount, then when the pressures in the seal and valve are equalized, the main piston will stop in an intermediate position, not reaching the cover. Since when the axial channel of the equalizing piston is open, the pressure in the TC and in the TC decreases, then under the action of the mode springs 10 and 11 the equalizing piston will begin to move to the left and with its shank will rest against the brake valve, stopping the discharge of the TC into the atmosphere. The vacation stage has occurred. With a subsequent partial increase in pressure in the TM, the pressure in the TC will decrease by a corresponding amount.
Thus, in the mountain mode, release is obtained as a result of pressure recovery in the TM. With a stepwise increase in pressure in the TM, stepwise release occurs. Since the rate of increase in pressure in the TM at the head of the train is higher than at the tail, the release of the head part occurs earlier.
Vacation on the plain.
The nature of the tempering in the flat mode is determined by the rate of pressure increase in the TM. Depending on this, the tempering process can be accelerated or slowed down.
With a slow increase in pressure in the TM at the tail of the train, the main diaphragm bends towards the cover until the lower right radial channel of the plunger 21 extends into the cavity “P”. The additional discharge valve closes. Since in this case the holes in the shank of the left disk 27 are still blocked by the additional discharge cuff, the MK and ZK messages are not established. Air from the RK begins to flow into the ZK. In this case, the main piston will begin to move to the left and the brake valve will move away from the shank of the equalizing piston. Air from the TC begins to escape into the atmosphere through the axial channel with a diameter of 2.8 mm of the equalizing piston.
The main piston, moving to the release position, displaces air from the valve body into the cavity “P”, and from it into the valve body, that is, the pressure in the valve body increases, and in the valve chamber decreases. Consequently, the main piston moves all the way to cover 1 without stopping, and, therefore, the TC is continuously discharged into the atmosphere from maximum pressure to zero.
Thus, in the tail of the train, accelerated release occurs, during which the main piston moves to the release position due to a simultaneous increase in pressure in the locking valve and a decrease in it in the valve body.
With a rapid rate of increase in pressure in the TM at the head of the train, the main diaphragm bends to the right until disk 19 touches seat 20. The additional discharge valve closes. Air from the MK through two holes with a diameter of 1 mm in the shank of the left disk 27 and the axial and radial channels of the plunger 21 flows into the cavity “P”, and from it into the ZK. An increase in pressure in the seal causes the main piston to move to the release position and. hence, the emptying of TC into the atmosphere.
In the “P” cavity, an increased main pressure is established, which prevents the flow of air from the valve into it, therefore, in the head part of the train, the pressure in the valve practically does not drop, and release occurs slowly only due to an increase in pressure in the valve.
Thus, vacation in the head of the train begins earlier, but it proceeds slowly, and in the tail of the train it begins later, but it will proceed faster. Due to this, in flat mode the outflow time is equalized along the length of the train.
Consequently, in the flat mode, only complete release is possible, to obtain which it is enough to increase the pressure in the TM by 0.2 - 0.3 kgf/cm 2 or more, depending on the magnitude of the pressure reduction in the TM during braking.
Vacation in flat mode after emergency braking proceeds almost similarly, but longer, since in this case the TM, RC and CB were completely discharged.
In general, the flat vacation mode is established when a train is traveling on a section with slopes up to 0.018, and the mountain mode is set when a train is traveling on a section with slopes of more than 0.018.
13.3 Features of operation of VR cond. No. 483 on 8-axle cars.
Diameter shopping center 8-axle cars are 16 inches, as opposed to regular 4-axle cars, the diameter shopping center which are 14 inches. To equalize the filling time shopping center of different volumes (if the train contains both 4-axle and 8-axle cars) for VR installed on 8-axle cars, remove the cuff from the hollow rod 5 , that is, they exclude the effect of the braking retarder.
13.4 Malfunctions of V/R No. 483.
1. No RK charging. Causes: clogging of the 0.5 mm hole in the main part of the V/R; incorrect installation of the main piston cuff during V/R repair.
2. There is no ZR charging or it is slow. Cause: hole clogging 1.3 mm.
3. B/P does not come into action when braking. Causes: air leaks from the valve through the gasket, through the exhaust valve; leakage of the main piston cuff; filter contamination.
4. Spontaneous leave after service braking. Causes: air leaks from the Republic of Kazakhstan; leakage of the main piston cuff; missing cuff of the mode switch diaphragm seat in the main part or its incorrect installation during repair of the V/R. In the mountainous V/P mode, the brakes will not be released in this case.
5. The brake is not released or it is slow. Causes: clogging of channels and holes for charging the charger; insensitive V/R due to insufficient lubricant or moisture ingress and freezing in the V/R chambers. clogged filters.
6. Blowing air into the atmosphere from a two-chamber tank. Causes: blowing in the release position B/R – brake valve leakage; blowing in the braking position B/P - a leak in the brake valve or a leak in the cuff of the equalizing piston.
7. Spontaneous release after emergency braking. (During emergency braking, the brake loses its inexhaustible property) Reasons: leakage of the check valve; air leaks from the shopping center or air defense area; air leakage through the cuff of the equalizing piston.
8. There is no increase in braking at the second and subsequent stages. Cause: clogging of the 0.9 mm hole in the seat of the atmospheric valve of the main part.
9. Self-braking V/R. Causes: clogging of the 0.9 mm hole in the soft valve seat; Retightening the soft valve spring.
8. Disconnection of faulty V/R No. 483 on the car.
A) Close the isolation valve at the outlet from the TM to the V/R. The special feature of this faucet is that it has an atmospheric opening. After placing the valve handle across the pipe, the TM and V/R will be disconnected, and the air distributor MK will communicate with the atmosphere and the V/R will go into emergency braking mode with full filling of the TC.
B) Release the compressed air from the V/R by pulling the lever and thereby opening the release valve installed in the cover of the main part of the V/R.
IN) Make sure that the rod has gone into the TC and the brake pads have moved away from the wheels.
G) Inspect the wheelsets with the train broach for the presence of sliders.
D) In operation, there are cases where isolation valves are installed without an atmospheric opening or there are no valves at all. To prevent the V/R chambers from being filled with compressed air in the event of a valve plug being missed or missing, it is necessary to tie up a leash and leave the outlet valve open or unscrew the plug from the TC cover.
E) Write down the car number, recalculate the actual brake pressure, make a note in the certificate form VU - 45, and then continue driving the train. If the stop lasted more than 30 minutes, check the operation of the brakes on site and after departure.
Actions of the locomotive crew when recharging TM.
Driving a train with an overcharged TM is unacceptable. In a freight train, when recharging the TM, the ZR will be recharged, as well as the ZK and RK in the V/R. Increased pressure in the air cooler will not lead to increased pressure in the TC during braking, since cargo V/R have a mode switch for loaded, medium and empty modes, which will stop filling the TC depending on the set mode. But the increased pressure in the Republic of Kazakhstan makes it difficult to release the brakes after service inhibitions, as a result of which individual V/R, especially at the tail of the train, will not go into the release position. To release the brakes, it is necessary to further increase the already high pressure in the brake fluid, and this is unacceptable. If, when driving the train, the pressure in the TM turns out to be more than 0.75 MPa, after turning off the compressors the regulator will begin to decrease the pressure in the GR. When the pressure in the GR becomes less than the air pressure in the TM, the train will self-braking in the second position of the KM handle.
Switching to charging pressure in case
recharging the TM of a freight train.
When controlling the brakes of a freight train (the air distributors are set to flat mode) and increasing the pressure in the brake line, the driver must check that the driver's valve handle is clearly set to the 2nd position. Provided that the driver's crane stabilizer is correctly adjusted at a rate of 0.2 kg/cm2 in 80-120 seconds and the density of the equalizing piston is satisfactory, the pressure will decrease to the charging piston automatically.
If, during the transition to normal charging pressure, it becomes necessary to apply control braking or spontaneous operation of the train’s automatic brakes occurs, the driver is obliged to:
stop the train by discharging the brake line to the first stage value of 0.6-0.7 kg/cm;
after stopping, reduce the pressure in the train brake line to 3.5 kg/cm 2 and after 1 minute, with the brake compressor running and the maximum pressure in the supply line, release the brakes by increasing the pressure in the surge tank to 5.8 - 6.5 kg/cm 2.
inspect the train, making sure that the brakes of each car are released;
if cars with brakes that have not been released are identified, the release must be done manually by discharging the working chamber of the air distributor;
upon arrival at the tail of the train, purge the brake line;
upon completion of purge of the brake line, together with the driver, perform a short test of the brakes by triggering the 2 tail cars by discharging the brake line using the pressure gauge of the surge tank at 0.6 - 0.7 kg/cm 2 ;
write down the number of the tail car and make sure there is a tail signal;
When returning to the locomotive, check the release of the brakes on each car.
Brake line break indicator
with sensor condition. No. 418
Fig. 14.1 Brake line break indicator
With sensor cond. no. 418
The brake line break alarm with sensor No. 418 (Fig. 14.1) is installed between the main part and the two-chamber air distributor reservoir, condition. No. 483 and is intended to signal the driver about a violation of the integrity of the train’s brake line and simultaneously turn off the traction mode of the locomotive.
The device consists of an aluminum housing 2, a flange 4, an intermediate part housing 15 and a corner insert 13.
Between the housing 2 and the flange 4 there are two rubber diaphragms 5, under which there are metal washers 6, which fit with their shanks into the recesses of the pusher rods 7. The washers 7 are loaded with springs 3. In the lower part of the housing 2 there are microswitches 8, fixed in strips 9. Adjustment The positions of the microswitches relative to the housing are adjusted using screws 1.
The microswitch leads are connected to contacts 10 located on the insulating block 11. The corner insert 13 contains an insulating block 14 with contacts 12.
The cavity above the left diaphragm 5 communicates with the additional discharge channel (ADC) of the air distributor, and the cavity above the right diaphragm communicates with the TC channel.
One end of pusher 16 rests against the eccentric shaft of the air distributor braking mode switch located in a two-chamber tank, and the other against the mode stop of the main part.
Fig.14.2 Electrical diagram signaling device
Broken brake line with condition sensor. No. 418
When the brake line breaks, the stop valve opens, or the end valve of the tail car opens, the air distributors in the train are activated to brake. In the head part of the train and on the locomotive, due to the power supply of the fuel through the driver's tap, the handle of which is in the train position, the air distributors produce a short-term partial additional discharge of the fuel by an amount of approximately 0.2 - 0.25 kgf/cm2, and then release it. During the process of additional discharge that has begun, the pressure in the air distributor CDR will increase, the air from which acts on the left diaphragm 6 of the alarm. When the pressure in the DDR reaches a value of approximately 1.1 - 1.3 kgf/cm2, the diaphragm, overcoming the force of the spring, bends so much that the pusher rod 7 closes the DDR contacts of the left microswitch (Fig. 14.2). When the air distributor is triggered for additional discharge, the DTC contacts of the right microswitch remain closed, since the air pressure entering the TC channel does not exceed 0.3 kgf/cm2, which is not enough to move down the left diaphragm of the indicator. In this case, the coil of relay P1 (on each series of the locomotive it has its own circuit number) is supplied with power through the closed contacts of the DDR and the closed contacts of the DTC of the right microswitch. The activated relay P1, with its contact P1/1, closes the circuit of the “TM Broken” signal lamp on the driver’s console, and with its open contact P1/2 it disassembles the circuit for controlling the traction mode of the locomotive. After the additional discharge stops, the pressure in the DDR drops and the DDR contacts open. However, relay coil P1 will continue to receive power through its closed contacts P1/1. diode and closed contacts of the DTC, that is, the signal lamp on the remote control will continue to light.
When performing a braking stage of 0.6 – 0.7 kgf/cm2, a surge pressure of at least 0.5 kgf/cm2 appears in the locomotive’s TC. Using pressure from the TC channel, the right diaphragm 5 of the signaling device, overcoming the spring force, moves the pusher rod 7 down and the contacts of the right microswitch DTD open. Relay coil P1 loses power, the “TM open” warning light goes out, and the electrical traction control circuit is restored.
When performing adjustment braking along the route, the warning light lights up briefly and goes out, which indicates that the sensor is working properly.
However, if a TC break occurs near the locomotive, then its air distributor can fill the TC to a pressure of 1.0 - 1.2 kgf/cm2. In this case, the warning lamp also briefly lights up and goes out, but the electrical control circuit for the traction mode will be turned off, that is, in this case there will be no light signaling of violation of the integrity of the TM.
15. Valves
The valves used on rolling stock are divided according to their purpose into exhaust and safety valves. reverse, switching. maximum pressure.
Safety valves serve to protect against an increase in air pressure in the compressor at the first compression stage, as well as against excess pressure in the main tanks above the maximum permissible.
Safety valves conditional No. 216 and conditional No. E-216 (Fig. 15.1a) are structurally identical and differ only in the number of atmospheric holes “At” in the body and the sizes of the springs. Valves condition No. 2 
16 are installed between the first and second compression stages of locomotive compressors and are adjusted to an actuation pressure of 3.5 - 4.5 kgf/cm2, valves condition No. E-216 are installed on the discharge pipeline or on the main tanks and are, as a rule, adjusted to operate at pressure. exceeding the working value by 1 kgf/cm2.
Fig. 15.1 Safety valves.
A) conditional number E-216 b) type “M”
The safety valve, condition No. E-216, has a body 4 with atmospheric holes “At”, onto which a fitting 1 is screwed. The fitting contains a poppet burst valve 2 with guide ribs. Valve 2 has two areas of pressure influence: the working (small) surface up to the lapping ring, and the shear (large) surface up to the outer circumference of the valve. Valve 2 is loaded by spring 3, the force of which is regulated by nut 5, closed by cap 6. Holes “a” in the cap and in the body are used to install a seal.
By the force of spring 3, valve 2 is pressed to its seat, and the pressure of compressed air acts from below on the working area of the valve. As soon as the air pressure exceeds the spring force, valve 2 will move slightly away from the seat, after which the air will already act on the stall (large) area of the valve. The force of pressure on the valve from below increases sharply and it quickly rises upward, releasing air into the atmosphere through the “At” holes in the body. The outflow of air will continue until the force of the spring exceeds the force of air pressure on the stall area of valve 2. After landing on the seat, the valve will be securely held by the spring in the closed position, since the air pressure will spread over the working (small) area of the valve.
Safety valves of type “M” (Fig. 15.1b) are installed on electric locomotives made in the Czech Republic. The valve has a housing 1, in which a cup-type stall valve 3, loaded with a spring 2, is located. The required spring force is provided by adjusting screw 5. Valve 3 has a working (small) area of action of compressed air equal to the diameter of the valve seat in the body, and a stall (large) area equal to the diameter of valve 3.
When the force of compressed air pressure on the valve from below overcomes the force of the spring, the valve rises. In this case, air will be released into the atmosphere through holes “At” in housing 1. At the same time, air through hole “a” in valve 3 will pass into the cavity above it and exit into the atmosphere through hole “b”, the cross-section of which can be adjusted by a conical screw 4. The moment when valve 3 is seated back on the seat under the action of a spring depends on the ratio of the cross-sections of holes “a” and “b” and the pressure in the cavity above the valve. Thus, by changing the cross-section of hole “b”, it is possible to regulate the difference in pressure between lifting and landing of the valve. The smaller hole “b” is open, the smaller the pressure difference will be when seating on valve seat 3 occurs.
Load Adjustment Inspection and Check safety valves produced at least once every 3 months and with the current TR-3 and major repairs locomotives and MVPS. If the timing of periodic inspection and testing of safety valves does not coincide with the placement of rolling stock for the next scheduled repair, it is allowed to increase the operation of safety valves up to 10 days beyond the established period.
Check valves allow compressed air to flow in only one direction.
Check valve condition No. 155A (Fig. 15.2a) is designed to unload the valves of the KT6-El compressor from the compressed air pressure of the main reservoirs when the compressor stops or in an accident.
The valve consists of a body 1 and a cylindrical valve 2 itself, which has a small gap in diameter relative to the body. Valve 2 is made of brass or polymer material. There is a cavity above the valve, closed by a cover 3 with a gasket 4. When compressed air is supplied from the compressor, valve 2 rises. The valve lifts slowly, as this is prevented by the air cushion in the cavity above the valve. TO
At the end of the valve lift, this air cushion gradually dissolves through the leaks between the valve and the body. Due to the slow change in pressure in the cavity under the cover, valve 2 does not have time to fall onto the seat during the process of pressure pulsation in the discharge pipeline - this prevents valve knocking. If the air supply stops, then due to the gap between the cylindrical surface of the valve and the body
he will sit on the saddle under the influence of his own weight.
R 
is. 15.2 Check valve.
A) conditional number 155A b) conditional number E-175
The check valve condition No. E-175 (Fig. 15.2 b) is similar to the principle of operation described above and is installed in the circuit of the KB-1V auxiliary compressor, and also serves to pass air in one direction in some pneumatic circuits of the electric locomotive.
The check valve condition No. ZOF (Fig. 15.3) is installed between the supply and brake lines to charge the locomotive's GR when it is shipped in a cold state. In front of the check valve on the TM side, a disconnect valve KN-22 (cold reserve valve) is installed, when opened, air from the brake line passes through the filter located in the housing 1, lifts valve 2 loaded with a spring 3 with a rubber seal and then through hole 4 with a diameter of 5 mm falls into the GR. Spring 3 does not allow compressed air to flow from the GR into the TM when the pressure in it decreases. Hole 4 prevents a sharp drop in pressure in the TM during the process of charging the main reservoir from it.
Rice. 15.3 Check valve No. 30F
Switching valve condition No. ЗПК (Fig. 15.4) is designed for automatic switching of pipelines depending on the directions of compressed air flows acting on it.
In particular, the switch valve is used to disconnect the locomotive's TC from the air distributor when the auxiliary brake valve (ABR) is activated and vice versa. The valve consists of a body 1,
Rice. 15.4. Switching valve No. 3PK.
cover 4 and the valve itself 2 with two gaskets 3. The body has two branches with a ¾" thread for connection to the TC and KVT. The cover has one branch with a ½" thread for connecting the pipeline from the air distributor (AD).
Under the pressure of compressed air, valve 2 is thrown all the way into the seat on the body or cover, opening the communication channels between the TC and the VR or KVT.
16 Electric blocking valve KPE-99-02.
Fig. 16.1 Electric blocking valve KPE-99-02
Electric blocking valve KEP-99-02 is designed for the required interaction between electric and pneumatic brakes.
Electric blocking valve KPE-99-02 (Fig. 16.1) consists of pneumatic and electrical parts. The electrical part is an electro-pneumatic valve 8.
The pneumatic part consists of a housing 6 and a cover 1. The housing contains a piston 2, loaded with a spring and sealed with a rubber cuff, and a switch valve 4, loaded with a spring, with upper 5 and lower 3 seats. The housing has outlets to the air distributor (or to the auxiliary locomotive brake valve), to the brake cylinder (TC) and the atmospheric outlet At1. The cover contains a switch valve 11 with a seat 10, a pusher 13 loaded with a spring 14, and an adjusting screw 15 screwed into the holder 12 ( bushing) with an axial atmospheric channel At2. Air from the brake line (TM) is supplied to the electro-pneumatic valve. Depending on whether valve 8 is energized or not, channel 9 can communicate either with the TM (through the valve inlet valve) or with the atmosphere (through the atmospheric valve valve). The cavity “T” between seats 3 and 5 communicates with the TC , and the cavity above the piston 2 is exposed to atmosphere through the atmospheric outlet At1 of the electric blocking valve body.
When the electric brake is not working, voltage is not supplied to the coil of the electro-pneumatic valve 8. In this case, channel 9 communicates with the atmosphere through the atmospheric valve of the electro-pneumatic valve. The lower switching valve 11 is pressed by a spring 14 (through a pusher 13) to its seat 10 - it is in the extreme right position. The cavity under the piston 2 communicates with the atmosphere At2 through the holder 12 and the axial channel of the adjusting screw 15. The switching valve 4 is pressed by its spring to the lower seat, blocking the communication of the cavity between the seats 3 and 5 with the atmospheric outlet At1. During pneumatic braking, the air from the air distributor acts on switching valve 4, transfers it to the lower seat 3 and through the holes in the upper seat 5 of the switching valve enters the cavity “T” between seats 3 and 5 and then to the TC.
When the electric brake is turned on, the electro-pneumatic valve 8 receives power and passes compressed air from the TM through channel 9 to the switching valve 11, which, overcoming the force of the spring 14 of the pusher 13, moves to the left until it stops against the seal of the holder 11. The consequence of this is the separation of the cavity under the piston 2 from atmosphere At2 and the connection of this cavity with channel 9, through which air from the TM enters under the piston 2. Under the influence of the TM pressure, the piston moves upward, pressing the switching valve 4 to the upper seat. This blocks the passage of air from the air distributor to the TC and ensures communication between the TC and the atmosphere through the hole in the lower seat of the switching valve 4 and the atmospheric outlet At1 in the body of the electric blocking valve.
During emergency braking, performed with the electric brake operating, or when the electric brake fails and the voltage is removed from the coil of the electro-pneumatic valve 8, compressed air from channel 9 is released into the atmosphere through the atmospheric valve valve.
At the same time, the pressure under piston 2 decreases. When the pressure in the TM drops to approximately 2.5 - 2.7 kgf/cm 2, the switching valve 11, under the action of the spring 14, will move the pusher 13 all the way to the right, blocking channel 9. Air from the cavity under the piston 2 enters the atmosphere At1 through the axial channel of the adjusting screw 15 and the piston is lowered under the action of its spring. In this case, the switching valve 4 is lowered by its spring onto the lower seat 3, separating the TC from the atmosphere At1 and communicating them with the air distributor. Electric braking is being replaced by pneumatic braking.
The amount of pressure in the TM, at which the electric brake is automatically replaced, is adjusted with screw 15, changing the tension of spring 14.
17. Pressure gauges
Pressure gauges are designed to control the pressure of compressed air in the pneumatic circuits of an electric locomotive.
The pressure gauge (Fig. 17.1) consists of a round plastic case, inside which is placed a mechanism consisting of a convex tube e 
elliptic
Fig. 17.1 Pressure gauge design
section 1, the end of which is connected through a driver 2 to a rotating gear sector 3, coupled with a gear sitting on the same axis with the pressure gauge needle 4.
Compressed air is introduced into the elliptical tube through a fitting. Under the influence of compressed air, the elliptical tube straightens and rotates the sector, which moves the hand along the dial.
The two-chamber reservoir is connected by threaded pipes with a diameter of 3A to the air line, brake cylinder and spare reservoir.
The two-chamber tank is suspended on the car frame using four bolts with a diameter of 20 mm. The main and main parts of the air distributor are attached to its mounting flanges. In addition, there are three fittings to which pipes from the brake line M, the brake cylinder TC and the spare tank ZR are connected using union nuts.
In the two-chamber tank there is a load mode switch 12 and there are two cavities: one with a volume of 6 liters - the working chamber, the other with a volume of 4-5 liters - the spool chamber.
The air ducts from the brake line M, the spare tank ZR and the brake cylinder TC are connected to the bracket of the two-chamber reservoir.
When inspecting a two-chamber tank, the mode roller of the load mode switch must be removed, cleaned and, if necessary, repaired. The holes in which the roller is placed are also cleaned. The mating surfaces of the roller and holes are lubricated with seasonal axial oil, after which the roller is put in place.
The replacement of the pipe from the two-chamber tank to the tee of the main air duct is carried out in the following sequence. The end valves of the car are closed and compressed air is released from the working chamber and air duct. Use a wrench to loosen the locknuts at the tee or disconnect valve. If part of the cut pipe remains in the tee, then it is unscrewed with a special insert wrench in the form of a triangular scraper with a handle. The dust collection mesh is removed from the fitting, and a new sealing gasket is cut from the union nut.
The air distributor kit No. 270 - 005 includes a two-chamber reservoir, a main part with a switch for flat and mountain braking modes, and a main part.
One end of the pusher 9 rests against the eccentric of the switch shaft of the two-chamber tank No. 295, and the other against the operating stop of the main part.
The electrical part of the air distributor is made in the form of an intermediate unit, installed on a two-chamber tank instead of the main part and having a flange for attaching the main part. The cars are equipped electric line with terminal boxes and inter-car sleeves 2 conventional units.
When the air distributor does not operate on a stage; braking, you need to open the main supply to the two-chamber tank, replace the dust collection mesh and check the filter. If it is clogged, replace the air distributor.
When the car brake is equipped with an automatic mode and cast iron brake pads, the load mode switch roller of the air distributor in a two-chamber tank is secured with a special bracket in the loaded mode position. In this case, the rollers connecting the horizontal arms and their tightening must be installed in the second holes of the arms, counting from the brake cylinder. If the car is equipped with an automatic mode and composite pads, the mode switch roller is secured with a bracket in the middle mode position, and the connection rollers of the horizontal levers and the tightening are inserted into the holes located closer to the brake cylinder.
If, when the brake is released, air leaks into the atmosphere through the air distributor or, when braking, there is a leak through the atmospheric opening of the two-chamber reservoir, the main part should be replaced, since.
The air distributor kit No. 483 - 000 includes the same as in the device No. 270 - 005 - 1, a two-chamber reservoir with a load mode switch roller and a main part with an exhaust valve.
During major (factory) repairs of auto brakes at factories and depots, all brake equipment is removed from the car, including the air duct, two-chamber reservoir, spare and additional reservoirs. Air distributors, end and isolation valves, connecting hoses, auto modes, auto regulators, brake cylinders and other brake equipment are sent to the automatic transmission or brake compartment. Triantels, shoe suspensions, vertical and horizontal levers and rods are disassembled and sent to special departments that have equipment for their repair and testing.
After changing the air distributor, the mechanic must smoothly open the disconnect valve and charge the brake, check by washing the junction of the main and main parts of the air distributor with the two-chamber reservoir (formation soap bubbles not allowed), and then check the effect of the air distributor on braking and releasing charging pressure. After the vacation, be sure to additionally tighten the nuts of the studs of the sealed flanges of the main and main parts of the brake devices or the flanges of the air distributors of passenger cars, except No. 371 - 000 - 17, where the fastening nuts of the main part, the emergency brake accelerator, the pressure switch and the electrical part are sealed.
After changing the air distributor, the mechanic must smoothly open the disconnect valve and charge the brake, check by soaping the junction of the main and main parts of the air distributor with the two-chamber reservoir (the formation of soap bubbles is not allowed), and then check the effect of the air distributor on braking and release with charging pressure. After the vacation, be sure to additionally tighten the nuts of the studs of the mounting flanges of the main and main parts of the brake devices or the flanges of the air distributors of passenger cars, except for the cond.
Since freight rolling stock is not equipped with emergency braking accelerators, modern freight locomotives are produced with a brake line break alarm, the sensor of which is made in the form of an intermediate part between the two-chamber reservoir and the main part of the air distributor. The signaling device gives a signal to the driver and turns off the traction mode when the train breaks, as well as when the locomotive brakes.
The back cover is pressed back 10 - 15 mm so that the defective gasket can be removed and a new one installed in its place without removing or disconnecting the supply pipe from the two-chamber tank. After installing the new gasket, the cover is put in place and evenly secured with all bolts. The tightness of the connection between the rear cover and the cylinder body is checked by washing it while braking.
When the pressure in the main line decreases at a rate of 0 1 - 0 4 kgf / cm2 per 1 s, the main piston under air pressure from the spool chamber moves until the buffer 28 stops against the wall of the two-chamber tank. In this case, the spool blocks the connection of the main line with the working and spool chambers and the recess 33 communicates the main channel 15 with the additional discharge channel 16, and the spool chamber through hole 35 with a diameter of 2-3 mm and channel 26 with the atmosphere At. Channel 16 communicates through eight radial holes 10 with a diameter of 1 6 mm in the sleeve of the main piston rod and the TC chamber with the brake cylinder TC and through hole 12 with a diameter of 2 8 mm in the equalizing piston with the atmosphere.
With the increase in the length of trains and the speed of trains, especially important acquires the density of the main air pipeline, to ensure which it is necessary to follow the established technology for sealing coupling connections, screwing on end valves, fastening the main pipeline, a spare tank, a brake cylinder and a two-chamber tank on the car frame.
After securing the new pipe, open the isolation valve and check the tightness of the connections by washing. To check the pipe from the two-chamber reservoir to the brake cylinder, it is necessary to brake.
In loaded mode, screw 15 rests on the eccentric and turns on a small spring, and in medium mode it is partially turned on. Rubber gasket 10 serves as a seal between the body of the main part and the mounting flange of the two-chamber tank.
The cover is bolted to the body, into which a seat 5 is screwed, sealed with rubber rings. The housing has channels for communicating the cavities of the main MC, working RC and spool valve chambers with the corresponding chambers of the two-chamber tank, with the main line and the atmosphere. Rubber gasket 2 is held on the mating flange by pins.
In the same sequence, the mechanic removes the main part of the air distributor. Before removing it, the mechanic releases compressed air from the spare tank by uniformly loosening the bolts that secure the main part to the flange of the two-chamber tank.
A mechanic replaces a faulty air distributor. To do this, he closes the isolation valve and releases compressed air from the working chamber through the outlet valve; unscrews the nuts attaching the main part of the air distributor to the flange of the two-chamber tank, removes the main part and places a safety shield on its flange, removed from the repaired main part; places the main part on a rack for subsequent transfer to the auto brake control point.
When changing air distributors No. 270 - 005 or 483 - 000, the main and main parts are simultaneously replaced. Before starting work, the mechanic or repairman turns off the brake by closing the isolation valve and releases air from the working chamber through the exhaust valve. Then he unscrews the nuts attaching the main part of the air distributor to the flange of the two-chamber tank, removes the main part, replaces it with a working one and secures it with nuts.
Before starting work, the mechanic or repairman turns off the brake by closing the isolation valve and releases air from the working chamber through the exhaust valve. Then he unscrews the nuts attaching the main part of the air distributor to the flange of the two-chamber tank, removes the main part, replaces it with a working one and secures it with nuts.
A safety shield must be placed on the flange of the removed main part. In the same sequence, the mechanic replaces the main part of the air distributor. However, before removing it, you should bleed the air from the spare tank by uniformly loosening the nuts securing the main part to the flange of the two-chamber tank. The nuts must be fastened to the studs of the main or main part of the air distributor evenly diagonally.
Diagrams of some types of greenhouses are shown in Fig. 13.18. During the construction and operation of hothouses, great attention should be paid to preventing damage to the car structures. GOST 22235 - 76 sets the standards for permissible heating various nodes car designs. When heating frozen cargo in cars, the heating temperature of components and parts of cars should not exceed: 55 C - for braking devices(working chamber, brake cylinder, two-chamber reservoir, air distributor, etc.); 70 C - for connecting hoses, brake lines, air tanks; 80 C - for the axle box unit of roller bearings; 90 C - for wooden and metal cladding and other components and parts of cars; 130 C - for covers of unloading hatches of gondola cars.
The main reasons for breakage of supply pipes are undercut threads, weak fastening of the air duct, two-chamber tank, brake cylinder and spare tank on the car frame. Therefore, when replacing or installing supply pipes, special attention must be paid to fastening the brake units. The brake cylinder, spare and two-chamber reservoirs are secured with bolts or clamps, on which the nuts and locknuts must be tightly tightened with cotter pins installed. Dry wood gaskets are installed under the reserve tank. Supply pipes should be made as short as possible, and the disconnect valve should be installed directly on the tee of the main air pipeline. Since 1974, all carriage factories have been producing carriages in which the length of pipe bends from the main line to the two-chamber tank does not exceed 600 mm.
