Brake crane 394. Maneuver locomotives. VI position "Emergency braking"

The driver's crane is assembled from five main parts: top (spool), medium (intermediate), lower (equalizing), gearbox (nutrient valve) and stabilizer (throttling exhaust valve).

In the top of the crane There is a spool 12, the cover 11, the rod 17 and the handle 13 with the retainer 14, is hoping for the square of the rod and is fixed with a screw 16 and nut 15.

The rod 17 is sealed in the lid of the cuff, resting on the washer 19. The bottom end of the rod will be on the protector of the spool 12, which is pressed against the spring mirror 18.

To lubricate the spool in the lid 11 there is a hole closed by a plug. Lubrication of the rubbing surface of the rod 17 is performed through the axial opening drilled in it.

Average Part 10 of the crane serves as a mirror for the spool, and the sleeve pressed into it 33 is a seat for the check valve 34.

Bottom part The crane consists of a housing 2, an equalized piston 7 with a rubber cuff 8 and a brass ring 9 and an exhaust valve 5, which presses the spring 4 to the sleeve seat 6. The shank of the exhaust valve is sealed with rubber cuff 3 inserted into the base 1.

The top, middle and lower parts are connected via rubber gaskets on four heels 20 with nuts. The position of the flange of the top of the top is fixed on the middle part with the pin 21.

Reducer It has a housing 26 of the upper part with a pinned sleeve 25 and the body 29 of the bottom. In the upper part there is a nutrient valve 24, pressed to the saddle of the spring 23, which rests on the second end.

Filter 22 protects the nutrient valve from contamination.

On the metal diaphragm from the bottom through the stubborn washer, the spring 30 is pressed, based on the second end through the stop 32 on the screw 31.

With pipes from nutrient and brake highways, the faucet is connected with the help of precipitated nuts.

Stabilizer crane It consists of a housing 7 with a sleeve pressed into it, covers 1 and valve 3, pressed to the spring seat 2. The housing is also pressed nipple 5 with a calibrated 0.45 mm calibrated hole. A metallic diaphragm 6 is clamped between the housing and sleeve 9. From the bottom on the diaphragm through the washer 8, the spring 10 presses, the compression of which is regulated by screw 11.

Crane handle machine driver. No. 394 (395) has seven work provisions.

Consider the action of the crane at different positions of its handle. In the drawings of the hole and notches in the spool are marked with numbers, on the mirror - letters.

I position - charging and vacation. The air from the nutrient line A along the Channels of GR, 4, 5 and M enters the brake line and simultaneously through the hole 13, the recess of UR1 and the hole of the UR2 - into the cavity above the equalizing piston, and from there through the calibrated hole of the g by diameter of 1.6 mm, through the channel B - to the equalization reservoir of the UR. In the cavity above the equalized piston, the pressure rises faster than in the brake line. The piston is lowered, presses from the saddle of the exhaust valve and reports the A1 channel with the main.

The PM message with TM occurs with a cross section of about 200 mm. At the same time, the air from the nutritional line through the Channels of GR, 3, P2 and P3 enters the gearbox valve.

The cavity over the equalizing piston through the UR4 hole, the recess 8 and the hole C is communicated with the stabilizer and then with the atmosphere.

The diameter of the opening G - 1.6mm is selected in such a way that after the stage or PST recharging the UR volume of 20 l at the I position of RKM to pressure 5.0 - 5.2 kgf / cm 2 there was somewhat faster than the recharging BP in the headwalls of the train. This allows RCM to keep in I position not by the report of the time, but according to the test manometer.

II position - train with automatic liquidation of superchardThe air from the nutritional line A along the CR channel, through the recesses 2 and p2, the hole P3 and the open valve of the gearbox enters the cavity above the equalizing piston and to the equalization reservoir of the UR.

The gearbox automatically maintains the steady pressure in the equalization tank. Super charge is eliminated by a stabilizer.

If the pressure in the brake line is lower than in the cavity above the equalizing piston, this piston will move down and reports the Channels A1 and M - the TM will occur, and the pressure in it will be maintained with an equal pressure in the UR.

The cavity over the equalization piston through the UR4 hole, the recess 8, the hole C and the hole C2 with a diameter of 0.45 mm is reported to the atmosphere at a pressure in the cavity C1 of about 0.3 - 0.5 kgf / cm² installed by the spring stabilizer.

Air pressure in the equalization tank, despite air flow through the C2 hole of the stabilizer, will be supported by the gearbox.

To increase the pressure in the Ur, the screw of the gearbox is needed to wrap clockwise (one turnover of the screw corresponds to a change in the pressure in the UR approximately 1.1 kgf / cm 2), and to decrease - recall.

top ( zoldenkova);
medium ( intermediate);
bottom ( equability);
stabilizer ( );
gearbox ( nutrient valve).

In the top of the crane

middle part 10 Crane

The bottom of the crane

Reducer crane

Stabilizer crane

Work crane driver

Regulatory:

Checks of the crane driver Usl.394 or 395

Checking the stroke of the machine crane handle.

The crane handle moves from 1 position to 6 position and back in the presence of air pressure. Moving should be with a little effort. At a distance of 200 mm from the axis of the crane - the force must be no more than 8 kg when moving on protrusions and not more than 6 kg according to the valves.

If the handle moves tight Or does not move at all, then this indicates the absence of lubricant at the rod or spool.

If the handle moves without any effortThis indicates a fastener of the retainer.

Checking the slow pace of service discharge.

The crane handle of the 2 positions is transferred to position 5a, the reduction in the pressure should be from 5 to 4.5 kgf / cm 2 for 15-20 seconds. On this time The hole is checked with a diameter of 0.75 mm.

Crane handle position

Dressing on the lower atmospheric hole of the crane:

Destruction of the cuffs of the nutrient valve. The air flow from the nutrient line increases.

1.5 AT - 16 seconds.

Stop in service braking. Emergency braking to discharge TM. Turn (up-down) several times (up-down) blocking handle 367, knock on it with a hammer. Try to charge brakes. If the brakes do not charge after that, then request auxiliary locomotive.

Slow increase in pressure in TM:

If pressure is also growing slowlyIt means that the filter was clogged on the pipe of the nutritious line to the crane, or the poor air patency through the blocking valve 367. (see the previous paragraph 4).
If pressure increases normallyIt means that the filter on the brake line was clogged to the tap, or the poor air patency through the lock valve of the blocking 367, or the balancing piston is not lowered (i.e. charging goes one directly through the trapezoidal channel.

Such an increase in pressure slows down the triggering of air distributors per vacation, as a result of which the wheelbarilation of wheel pairs may occur or open the autospar.

Crane handle rod leakage:

The destruction of the cuff rod.

The air flow from the nutrient line increases.

In the way, nothing to do. Bring the train to locomotive shift point.

2 position

Fast elimination of superchard pressure:

Flaw of the membrane of the stabilizer.

The formation of cracks in the membrane creates an additional message of the cavity over the membrane with the atmosphere, the pressure over the membrane is reduced, the membrane bends up and increases the opening of the stabilizer valve, which speeds up the pressure drop in the UR.

It is necessary: \u200b\u200bto reduce the tightening of the adjusting spring of the stabilizer.

· Bad density on the flange of the stabilizer.

· Bad density ur.

The release of air in loosening increases, as well as the pace of pressure drops in the equalization tank, and therefore in the brake line.

· An increase in the diameter of the opening of 0.45 mm stabilizer.

An increase in the opening accelerates the release of air from the cavity over the membrane, which reduces the pressure over the membrane, it bends, increasing the opening of the valve, and, accordingly, accelerates the release of air from the UR.

Try adjust the stabilizer (reduce the tightening of the adjusting spring). If not regulated, then not to recharge when the brakes leave in order to avoid their triggering when the superhalable pressure is eliminated. At the same time, time for vacation and charging brakes to increase 1.5 times and head part of the train to hold the auxiliary brake crane to avoid breaking the train. When available, you can change the stabilizer. (The stabilizer can be safely changed at 4 position of the handle of the driver's crane without overlapping dismissal cranes or blocking 367).

Slow liquidation of superchard pressure:

Burning the hole with a diameter of 0.45 mm stabilizer.

With a decrease in the diameter of the hole, the release of air from the cavity above the membrane of the stabilizer decreases, which leads to partial closure of the stabilizer valve, and this in turn to the slow release of air from the UR, i.e. Slow liquidation.

· Bad tent valve gearbox.

With such a malfunction, the following occurs: During the elimination of the superchard pressure, the valve is in a closed position, and in the violation of wipes, the air from PM enters the cavity over the equalizing piston, partially restoring the pressure released by the stabilizer, which increases the liquidation.

· Weakening the force of the adjusting spring of the stabilizer or its break.

With this malfunction, the force of the spring on the membrane decreases, which leads to the closure of the gear valve, consequently, to the slow release of air from the UR.

Try to adjust the pace of elimination. If it does not help, then overestimate the pressure in TM with such a calculation so that the pressure decreases to the charger to the charging. If necessary, weaken the mounting of the stabilizer, or release the stabilizer plug, thereby creating the necessary pace.

Spontaneous increase in pressure in TM:

With such a malfunction, the SV feed stops, which leads to a decrease in pressure in it, and, consequently, in the cavity above the gearbox membrane. It begins up and opens the gear valve, which leads to the creation of superchard pressure over the equalizing piston.

· Flooring gear membrane.

Through a break in the membrane, the cavity over it will be communicated with the atmosphere, so the pressure on the membrane will be less than the force of the reducer's adjustment spring. The membrane will be fastened up and the valve will be constantly open, overhaul pressure will appear in the cavity over the equalized piston.

· Violation of the lapse of the shutter valve.

With the normal operation of the gearbox, it supplies the required amount of air in the UR to equip the pressure, and with a malfunction, the air is fed more than it is supposed, therefore, excessive pressure is created with which the stabilizer does not cope.

· Violation of wrecks between the spool and the mirror.

With such a malfunction, the hole with a diameter of 5 mm of the mirror and the "booze" recess of the mirror is connected to each other, as a result of which the air is directly from PM in the cavity over the equalizing piston, and this leads to a spontaneous increase in pressure in the cavity over the equalizing piston, and hence both TM.

· Density disorder between the bottom of the lower part and the middle part in the nutritional area.

The disruption of the compaction of the compounds between the PM and the cavity over the equalizing piston leads to a spontaneous increase in pressure in this cavity.

· Pass on the laying between the bottom of the crane and the gearbox (between the lower part of the crane and the South Cap, or between the South and gear prefix) between the two channels of the gearbox feed valve.

As a result, the path of continuous nutrition of the equalization chamber and the UR from PM, which is parallel to the gearbox with a nourishing valve.

It is necessary: \u200b\u200bweaken the fastening of the stabilizer. If you have time to change the gasket.

This malfunction is very similar to the above fault No. 6, but is more dangerous due to the lack of service braking. Therefore, so as not to get up before the lack of braking at the most inappropriate moment, when the first signs of this malfunction appears, it is necessary to try to slow down the train.

And the position of the handle of the crane

Crane handle position

Slow downward pressure in TM (in the UR pressure decreases normally).

· Singing the equalized piston. The equalistic piston remains in the middle position.

· Floating atmospheric tube. The equalistic piston remains in the middle position.

· Clogging of the hole with a diameter of 1.6 mm. This leads to the fact that the cavity over the equalizing piston with the atmosphere is not reported, and therefore there will be no pressure in this cavity. The equalization piston will remain in the middle position and the TM will not have a message with an atmosphere. The pressure in TM will decrease due to poor density in TM. This will be preceded by a gradual decrease in the pressure in the UR and the gradual increase in pressure in the TM at the 2nd position of the handle of the driver's crane.

· Bad seal of the equalized piston. As a result of changing the sealing of the equalization piston, the air from TM will have time to pertinate into the cavity above the equalizing piston, the pressure above it will be the same, and it will remain in the middle position. The outlet valve will remain closed, and the TM will not communicate with the atmosphere.

Device

Crane conditional number 254 consists of upper and middle parts and stoves. Top part Combines the body 6, adjusting a glass 3, spring 4, adjusting screw 1 and a handle 21, fixed on a glass with a screw 2. The handle is placed cam 19, pressed spring 20 to the graduation sector on the housing.

Spring 4 through a centering washer rests on a flat washer 5, fixed in a glass with a spring ring.

middle part Consists of a housing 11 and two pistons 8 and 9, compacted with cuffs 10. The shank of the first piston has a direction in the sleeve 7, the shank of the second piston in the sleeve 12

In the piston 9 between its discs drilled radial holes. The cavity between the disks is communicated with the atmosphere. The cavity between the piston 8 and the upper disk of the piston 9 is reported to an additional camera "to" with a volume of 0.3 liters placed in the tap. The cavity under the lower disk of the piston 9 is reported to the channel "T" with brake cylinders. A two-week valve 13 on one side (release) is located to the piston shank 9, on the other (inlet) - to the seat of the bushings 12. From the bottom of the valve, the spring is pressed at the bottom.

In the boring on the left side of the housing 11, a saddle 15 is pressed, which serves as a guide for a switchal piston seal 16, sealing cuff and pressed on top of spring 17. In Nippele 18, a calibrated hole was drilled with a diameter of 0.8 mm.

On the bottom of the tap slab, four fittings with tips and cape nuts to attach pipes from the air distributor, brake cylinders (channel T), a nutrient line (Channel G.R.) and for the release of air to the atmosphere are screwed down.

Work

Braking. To brake a locomotive, the handle of the crane number 254 is moved to one of the brake positions. At the same time, a glass of 1, screwed into the lid and compresses the spring 2. The upper piston 3 is lowered, and rests on the lower piston 5, which shank presses the valve 9 from its seat. Then the air from the nutrient highway through the channels of G. and T enrolls the brake cylinders, and on the channel 8 - to the cavity 7 under the piston 5.

As soon as the power of the air pressure on the piston 5 below will overcome the force of the spring 2, the valve 9 under the action of the spring 10 flies into the lower seat.

Vacation. During the brake vacation, the handle of the crane is translated clockwise, the glass 1 is reversed from the cover and the grinding force 2 decreases. Under the air pressure on the side of the cavity 7, the piston 5 rises and the air from the brake cylinders comes out.

Braking by train crane machine. INlady comes through the channel "B" from the air distributor in the cavity 12, 18 and through a hole 20 with a diameter of 0.8 mm - to the cavity 4 and the chamber "to" with a volume of 0.3 liters. Piston 5 lowers, presses the valve 9 from the saddle and reports channels of G.R. and T, the nutritional highway with brake cylinders, while pressure in the cavities 7 and 4 are equal.

Leave "On the buffer". To let go of the locomotive brake in the process of braking the train, the handle of the crane number 254 is moved to the 1st position. The valve 14 is pressed from the saddle and the air from the cavity 18 through the channels 15 and "A" enters the atmosphere. The piston 11 moves up and overlaps the hole 17 in the channel 16, separating the cavity 12 and 18. From the cavity 4 and the "K" camera, the air exits through the calibrated hole 20 into the atmosphere, the piston 5 moves up and the channel T communicates with channels 6 and at.

When the driver release the crane handle, it is automatically moved from the 1st position in the 2nd.

Vacation by train crane driver. Through the locomotive air distributor, the air from the cavity 12 via channels 16 and "B" goes into the atmosphere. The piston 11 under the spring 19 force is descended, as a result of which the cavity 18 and 12 communicate with each other. Now the crane is again prepared for joint action with the locomotive air distributor.

The air from the brake cylinders through the channels "T", 6 and "AT" is entering the atmosphere.

Adjusting Crane Usl.254

Loosen the screw on the handle of the crane and on the adjusting cup. Install the handle in the 3rd position. Install a glass of 0.2-0.5 kg / cm². Screw the handle on the glass in the 3rd position. Wrap a glass of glass before the pressure appears 1 - 1.3 kg / cm². Rotate the handle in the 6th position. Correct the pressure with a glass screw, which must be 3.8 - 4.0 kg / cm².

When the handle is moving into the 2nd position, a full vacation should occur, and when the handle turns 15º to the side of the third position, there should be no filling of the shopping center.

Crane device

Crane work

Braking. To brake a locomotive, the handle of the crane number 254 is moved to one of the brake positions. At the same time, the glass screwed into the lid and compresses the spring. The diaphragm is lowered, and presses the inlet valve from its seat. Then the air from the nutritional line enters the brake cylinders, as well as on the channel to the cavity under the diaphragm.

As soon as the air pressure force on the diaphragm from the bottom will overcome the force of the glass of the glass, the inlet valve under the action of the spring will be strengthened to the bottom saddle and closes.

If the pressure in the shopping center will fall due to leaks, then the pressure under the diaphragm will fall. Under the action of the spring, the inlet valve will open and the shopping center will be made.

Vacation. During the brake vacation, the handle of the crane is transferred clockwise, the glass is reversed from the cover and the springs compression force decreases. Under the pressure of the air on the side of the lower cavity, the diaphragm rises and the air from the brake cylinders comes out.

Crane adjustment 215.

1. Unscrew the top cap, release the lock nut of the adjusting bolt and remove the crane handle;

2. Turn the glass so that the pressure in the Locomotive TC is 0.2-0.5 kg / cm²;

3. Take the handle so that it gets to the second position and consolidate it;

4. Wrap a glass of glass before the pressure appears 1.0 - 1.3 kg / cm².

5. Turn the crane knob to the fifth position and adjust the bolt to adjust the pressure in the shopping center to 3.7-4.0 kg / cm².

6. Check the brake vacation by the first position of the crane, and the pressure in the brake cylinders during the second position;

7. If there is no brake leave, or the pressure in the second position does not match the regulatory, then remove the handle and install the glass so that the pressure in the shopping center was 1.0 - 1.3 kg / cm². Next, repeat items 3, 5, 6. It happens that the tap is tuned from the 2nd, 3rd times.

8. Secure the knob with a protective cap.

When moving the handle in the 1st position, a full vacation should occur, and when the handle turns 15º, in the direction of the second position, the filling of the shopping center should not be.

Fault

1. Unsatisfactory air patency through blocking valves:

· Nutritious Mainer Valve -causes a slow growth or lack of pressure growth in the UR and TM at the 1st position of the handle of the crane 395. It is dangerous an editable brakes and a train intimidation.

· Brake Mainer Valve -causes a slowdown pace of service discharge TM when braking, and a slow growth or complete absence of pressure when the brakes are released by the first position. It is dangerous non-up-minded brakes, squeezing cars and a trains breakdown.

· Valve brake cylinders - Dangerous slow filling or complete lack of filling in locomotive brake cylinders.

Define the brake line to zero and turn several times (up-down) blocking knob. Obtain it with a hammer. If it does not help, then with the impossibility of managing brakes from the head cabin to request auxiliary locomotive. (Control from the back of the cab is prohibited).

2. Strip breakdown between adjacent channels:

· Between the nutritious and brake highway -etodettes to air from PM in TM. Because of this, at 1.2, the 3.4-points of the tap 395, the air pressure from TM will rise to the equalization piston, which will open the atmospheric valve, and the "extra" air will constantly blow into the atmosphere. Danger in slow motion pace of service discharge due to constant tm feeding.

In the case of a very slow pressure reduction in TM when braking - apply emergency braking to stop. The cause to reveal is difficult to reveal, and therefore requested an auxiliary locomotive (control from the back of the cab is prohibited).

· Between brake trunk and brake cylinders - It leads to air from TM in TC. The auxiliary brake faucet drops this air through its valve into the atmosphere, but not completely. Therefore, in all brake cylinders of the locomotive, residual pressure is observed (i.e., the brake does not release).

If the change in the middle and upper part of the crane of the auxiliary brake results did not give, then the reason in the laying of the lock 367. Require auxiliary locomotive (control from the back of the cab is prohibited).

Tear a seal and block the crane from the console to the equalizing tank. If the pressure in the UR and TM is not supported, follow further fueling the crane in 1 position with short-term productions. With the existing feature that does not lead to the delay of the train, remove the PE-206 console and put the gearbox.

2. When the handle of the driver's crane knob does not feed on the UR and TM: it does not eat or defective EPV overlap the consoles.

3. The pressure of pressure in the UR and TM occurs. One of the reasons, in addition to faults, the crane may be damage to the gasket between the channels of the gearbox and the equalizing tank or the equalizing chamber, which is between the prefix and crane of the driver or the prefix and gearbox.

If there is no inspiration driver with 4 position, then follow the crane further at 4 position, briefly fueling the CR and TM 1 position of the crane. With the opportunity to try to remove the prefix, check the gaskets and change the gearbox.

If the pressure of pressure occurs in the 4 position, then there was a breakthrough of the gasket between the lower and middle part of the driver's crane, or the breakthrough of the gaskets between the prefix and the tap, or the tilt of the spool was disturbed. To be followed, try to create a leak, turning the upper tube of gearbox and stabilizer. After braking, put the handle of the crane in 3 position. If it does not help, change the control cabins. With the existing feedback, check the gaskets.

4. Leaks for seals Consoles: Remove the prefix and put the gearbox in place.

"Air distributor number 483-000-1"

Main part It consists of: from the housing 42 and the covers 48, the main diaphragm 49 is clamped between them, which in turn is heated between two discs 47 and 50 connected on the thread. A spring-loaded plunger 53 operates in the center, which has an inlet calibrated hole 2 mm, and three calibrated openings of 0.8 mm. The plunger through the pusher 45 comes into contact with the spring-loaded valve of the additional discharge of the CDR, and it comes into contact with the spring-loaded atmospheric valve 72, the camera of which, the calibrated 0.9 mm calibrated hole communicates with the AT.

Between the CDR and the MK, an intermediate chamber is formed, which is separated from the mining chamber with an additional discharge cuff, and from the camera with an additional discharge valve CDR. Additional discharge cuff 45 is installed in the ends of the mobile washer and is a seal of the left disc shank, in which there are 2 calibrated openings of 1 mm.

In the housing 42, the Saddle M1 (see images of the work of BP 483) with a calibrated Hole of 0.9 mm, and the softness valve 43 is pressed to the saddle on the left side of the channel.

In the case of the cover 48, a saddle of 52 was entered, the cuffs of which compacted the shank of the plunger, and the small diaphragm 54 with an effort on the flat mode - 3.5 kg, 8.0 kg, was pressed on the right side of the gland.

The main part is : From the housing 1 and the lid 40. Inside the main part, the main piston 2 moves, compressed by the rubber cuff and having two felt rings. In the main piston cylinder there is a calibrated hole with a diameter of 0.5 mm, which connects the spool and working chamber. The corpus of the main part is pressed a spool sleeve, in which there is a 1,4 mm calibrated calibrated holes (channel from TM and SP), and in another plane 13-C calibrated holes of 1.8 mm (CDR channel) . According to the outer diameter of the main piston rod 3 has six rubber cuffs. On the right side of the rod, the saddle is screwed down to which the brake valve TOC 8 is pressed.

The main piston has a large spring 4 with an increase in 20 kg.

On the part of the TCC, the equalizing piston UE 9 works, which is sealed with a rubber cuff 24, and has a central atmospheric channel with a diameter of 2.8 mm. On the UE, the mode springs of the freight mode switch apply.

Cranes Machinist Usl.394 and 395

The driver's crane serves to manage trains brakes and is considered universal. It is used in freight and passenger trains without requiring additional switches.

The crane of the driver Conditional number 394-000-2 consists of five parts:

top ( zoldenkova);
medium ( intermediate);
bottom ( equability);
stabilizer ( throttling exhaust valve);
gearbox ( nutrient valve).

Crane driver Conditional number 395 additionally has an electrical controller.

If there is a South South (on the Locomotive, the 2TE-116U Club-y), a package of type PLC-1, PE 206 or PECs is added to the driver's crane.

If there is an electric duct, two electropneumatic valves are additionally added to the crane of the driver, which mimic brake leave by the first position of the crane handle.

In the top of the crane There is a spool 12, the lid 11, the rod 17 and the handle 13 with the retainer 14, which is hoping for the square of the rod and is fixed with a screw 16 and nut 15.

The rod 17 is sealed in the lid of the cuff, resting on the washer 19. The lower end of the rod will be on the protector 12, which is pressed against the spring mirror 18.

On the cranes of the old editions for lubricating the spool in the lid 11 there is a hole closed by a plug. Lubrication of the rubbing surface of the rod 17 is performed through the axial opening drilled in it. On the taps of the new release of such holes are not provided and the lubricant is made only on the repair.

middle part 10 Crane serves as a mirror for a spool,

and the sleeve pressed into it serves as a seat for the check valve 34.

The bottom of the crane The driver consists of a housing 2, an equalized piston 7 with a rubber cuff 8 and a brass ring 9 and an exhaust valve 5, which presses the spring 4 to the sleeve seat 6. The exhaust valve shank is sealed with rubber cuff 3 inserted into the base 1.

The top, middle and lower parts are connected through rubber gaskets on four heels 20 with nuts. The position of the flange of the top of the top is fixed on the middle part with the pin 21.

Reducer crane It has a housing 26 of the upper part with a pinned sleeve 25 and the body 29 of the bottom. In the upper part there is a nutrient valve 24, pressed to the saddle of the spring 23, which rests on the second end.

Filter 22 protects the nutrient valve from contamination.

On the metal diaphragm 27 from the bottom through the stubborn washer 28, the spring 30 presses, based on the second end through the stop 32 on the screw 31.

With pipes from nutrient and brake highways, the driver's faucet is connected with the help of cape.

Stabilizer crane It consists of a housing 7 with a sleeve pressed into it, covers 1 and valve 3, pressed to the spring seat 2. The housing is also pressed nipple 5 with a calibrated 0.45 mm calibrated hole. A metallic diaphragm 6 is clamped between the housing and sleeve 9. From the bottom on the diaphragm through the washer 8, the spring 10 presses, the compression of which is regulated by screw 11.

Work crane driver

"First position - Charging and Vacation"

When translating the handle of the crane driver KM in the first position, the spool on the mirror is installed so that the air from the main reservoirs of G.R. It takes place in the ZK spool chamber, pressing the spool to the mirror improving the quality of its wipes, and after 5 mm hole of the spool, and 5 mm hole of the mirror, passes into the equalization chamber of the Criminal Code, and through the calibrated hole of 1.6 mm, is charged to charging the equalization reservoir UR volume 20 liters.

Ur - increases the amount of the Criminal Code and provides service braking not in time and on the manometer Ur .

At the same time, the air from the city of G., through the trapezoid channel of the mirror passes into the excavation of the spool and it is splitted, part of the air 16 mm channel of the mirror, passes to charging the TM brake line. Another part of the air, through the recess hole, and the recess with a 3 mm hole of the mirror, through the open nourishing valve of the gearbox, the second way passes in the Criminal Code.

The equalization piston (UE) lowers, opening the inlet valve and the air from the GR will be held for charging TM. At the same time, the air from the Criminal Code through the stabilizer enters the atmosphere (AT).

The first position provides an accelerated charging TM and brake vacation, with the overestimation of pressure in TM by the wheel of the machine.

The calibrated hole with a diameter of 1.6 mm together with a volume of 20 liters of UR allows you to withstand the crane knob in the 1st position when the brakes are not over time, but according to the UR manometer.

Regulatory: In the position of the handle of the machine crane, the time of the tank of time from 0 to 5.0 kgf / sq. CM should be within 20-30 s;

"The second position is to train with automatic liquidation of TM charging pressure"

Compressed air from the nutritional highway passes into the chamber above the spool and on two broad channels into the brake line. The first path is on the excavation of the spool 6, the second - according to the open intake valve 16. The intake valve is opened by the shank of the equalization piston 11, to which the air of the chamber is pressure above the equalizing piston U1.

Tap action when the first position of the handle

In the Camera U1, the air passes from the main tanks in two ways: first - through the channel in the spool, the second - through a spool 6, filter 21 and an open nutrient valve 25 of the charging pressure gearbox. By channel with a diameter of 1.6 mm from the chamber over the equalizing piston, the equalization reservoir is charged. Power channel
The equalization tank is eager for the crane handle to be withstanding in the first position for a longer time, reporting at the same time the nutritious highway with two wide paths with the brake trunk.
In the first position of the handle of the crane on the equalizing tank pressure gauge, you can choose the pressure value, which will be installed in the brake line after the crane handle is translated into the second position.

Second position - train

Automatic liquidation of superchard pressure. The equalization reservoir of the UR and the chamber over the equalizing piston U1 is reported to the spool with the camera U2, above the metal diaphragm 28 28 of the gearbox and the chamber over the excitatory valve 35 of the stabilizer. Spring force 39 The diaphragm 36 is bent up and opens an excitatory valve 35. The air of the equalization tank passes into the Camera U3 above the diaphragm 36 and the calibrated opening with a diameter of 0.45 mm enters the atmosphere. The air pressure in the U3 chamber is maintained by constant, respectively, the spring of the spring 39. Since the expiration of air from the equalization volume into the atmosphere, all the time occurs at constant pressure in the U3 chamber, the stabilizer provides a permanent pace of elimination of superchard pressure from the equalization volume. The equalizing piston 11, under the pressure of the air and the brake highway, rises up and opens the exhaust valve, along which the air from TM leaves the atmosphere. The rate of liquidation of superchard pressure from the brake line does not depend on the presence and magnitude of leakage from it. The equalization reservoir of the UR and the chamber over the equalizing piston U1 is reported to the spool with the camera U2, above the metal diaphragm 28 28 of the gearbox and the chamber over the excitatory valve 35 of the stabilizer. Spring force 39 The diaphragm 36 is bent up and opens an excitatory valve 35. The air of the equalization tank passes into the Camera U3 above the diaphragm 36 and the calibrated opening with a diameter of 0.45 mm enters the atmosphere. The air pressure in the U3 chamber is maintained by constant, respectively, the spring of the spring 39. Since the expiration of air from the equalization volume into the atmosphere, all the time occurs at constant pressure in the U3 chamber, the stabilizer provides a permanent pace of elimination of superchard pressure from the equalization volume. The equalizing piston 11, under the pressure of the air and the brake highway, rises up and opens the exhaust valve, along which the air from TM leaves the atmosphere. The rate of liquidation of superchard pressure from the brake line does not depend on the presence and magnitude of leakage from it.

The action of the crane during the train position.

Automatic maintenance of charging pressure in the brake line. When the pressure in the equalizing tank and the Camera U1, over the equalizing piston decreases to the charger, despite the continued expiration of air into the atmosphere through a hole with a diameter of 0.45 mm, the gearbox will maintain a normal charging pressure in the equalization volume, the value of which is installed by spring 31.
The reduction in air pressure in the UR below the charging will cause a decrease in pressure in the U2 chamber, over a metal diaphragm 28 gearbox. The apex of the springs 31 of the diaphragm 28 is bent up and raises the nutrient valve 25. Air from the main tank through the vertical channel in the spool 6. Filter 21 and the open nutrient valve 25 enters the Camera U1 over the equalizing piston 11. From the Camera U1, according to the calibrated hole with a diameter of 1, 6 mm air passes in the UR and Camera U2.
When the air pressure and spring 31 on the diaphragm 28 is aligned, it will take a horizontal position and the nutrient valve 15 will be pressed to the saddle of the spring.
If the leakage falls in the brake line, the equalizing piston under the pressure of the equalization volume is lowered down, presses from the saddle of the intake valve 16 and the air from G, will be held in TM.

When the pressure in TM reaches the charging level (it becomes equal to the pressure in the chamber U1), the spring will raise the equalization piston and close the inlet valve. Food Leaks TM will stop.
Vacation with the second position of the crane handle. In the second position of the driver's crane knob, the spool reports the U2 camera of the gearbox with the equalization tank. If you put the crane knob to the second position after braking, then in the U2 chamber the pressure is installed below the charger, i.e. Brake. On the metal diaphragm 28, the spring 31 with an increase in the corresponding charging pressure will be added to the bottom, so the diaphragm 28 will turn up and opens the nutrient valve 25. Air from c on the vertical channel of the spool, through the filter 21, the open valve 15 is a wide channel in the chamber over the equalizing piston. U1, and leaves it from it in a narrow channel with a diameter of 1.6 mm in SC and Camera U2. In the Camera U1 increased pressure. With this pressure, the equalizing piston will move down and its shank will completely open the intake valve 16, which will be allowed into the brake line air by pressure equal to pressure over the equalizing piston. The pressure in the UR and the U2 chamber gradually increases, so the diaphragm is straightened, and the nutrient valve 25 is pressed to the saddle.
From the moment when the pressure in the U1 chamber over the equalizing piston is aligned with pressure in the UR, i.e. It becomes charging, the air from GR will be held in TM in the inlet valve only by charging pressure.

Third position - overlapping without meals

The spool informs the camera over the equalizing piston with the brake trunk through the return valve 22. The pressure in the brake line is reduced faster than in the equalizing tank, so the air of the equalization volume lifts the return valve and flows the air pressure to the equalizing piston 11 on top and bottom alignment, inlet and The outlet valves remain closed.

The action of the crane with the overlap without food of leaks from the brake line.

Fourth position - overlapping with food

The action of the crane when the breakfast is covered with leaks from the brake line.

The equalizing reservoir, the brake line and the main tank are separated between the spool. In the equalization tank due to its high density, almost constant pressure is maintained. With a decrease in pressure in the brake line, due to leaks, the equalizing piston 11 is lowered down the pressure of the U1 chamber, and opens the intake valve 16. Air GG passes into TM and restores pressure to the pressure level in the equalization tank. After that, the intake valve closes its spring and the meal of leaks stops.

The fifth position is the service braking (V and V position of the handle)

The action of the crane during service braking.

The spool reports the equalization tank with the atmosphere through a channel with a diameter of 2.3 mm. The pressure in the chamber over the equalizing piston U1 falls the tempo of 0.2 kgf / cm2 - 0.25 kgf / cm2 per second. The equalizing piston rises upward pressure from the brake line, and the piston shank (exhaust valve) is departed from its seat in the intake valve 16. The air from the brake line along the valve axial channel 16 enters the atmosphere.
The position of Va is provided for a slow discharge of the equalization tank over the channel in a spool with a diameter of 0.75 mm when braking long-term trains. The driver's crane is valid in the same way as with the position of the handle, but the pace of discharge is 0.5 kgf / cm2 for 15-20 seconds.

Sixth Position - Emergency

A wide excavator of the spool brake line, the equalizing reservoir and the U1 chamber over the equalizing piston communicate with the atmosphere. Compared to the volume of the brake line, the volume of the Camera U1, above the equalizing piston is less, so the Camera U1 is discharged into the atmosphere faster. Because of the pressure drop occurred, the equalization piston rises up and opens the exhaust valve. The brake line is discharged into the atmosphere in two ways: on a wide excavation in the spool and on the axial channel of the inlet valve 16.

Crane action during emergency braking

8
.1 machine crane device

Fig.8.1 General view of the driver's crane

The driver of the driver №394 (rice. Suites from the five main parts: the upper (spool) 4, medium (intermediate) 3, lower (equalizing) 1, gearbox (nutrient valve) 2 and the stabilizer (throttling exhaust valve) 8. The fitting of the driver's faucet is connected With an equalization tank with a volume of 20 liters, and the pipes are attached to the pipes from nutritional and brake highways. On the platform of the case, the year and month of the crane is released, the sequence number from the beginning of the year, the stamp of the factory and the MPS inspector at the factory.

Fig.
8.2 Car crane device № 394

The upper part (Fig. 8.2) of the crane consists of a lid7, the spool 6 and the rod4. The rod is hoping a handle2 and fixed with a screw, and on top pressed to a nut1 cover. The rod in the lid is sealed with a cuff 20, which rests on the steel shack. Instead of steel washer, a polyethylene washer with a diameter of 45x24 mm and a height of 3 mm is used. Currently, the handle of the driver's crane instead of the forging cast iron is made from the AG-4B press material.

Forced handle formulation and its fixing in a certain position with respect to the rod occurs due to the presence of a spinal angle rod on the square, which includes a knob's staging screw. The connection of the rod with a spool is forced, due to the presence at the bottom end of the rod of the excavation, and on the spool of the protrusion, which enters this outlet in a certain position with respect to the handle. In the cavity of the cover with open brake blocking 367, a compressed air is always present, entering the cover from the nutritional line. This air is pressed against the mirror. In the absence of compressed air and so that in the case of transportation, the spool in the mirror does not knock, it is pressed against the mirror of the installation spring.

In the crane knob is placed cam (retainer) with a spring. The latter presses the cam to the graduation sector on the lid, fixing the crane handle in the main positions - notches on the sector. During operation, the rod and cuffs are lubricated with a lubricant Zht-79l through a hole in the rod closed with a nut (cap). A spool without disassembling the crane is lubricated through the side opening in the cap closed by a plug. Lubrication enters in

white on the top of the spool and in the ring flowing in the lid.

In the spool of the crane there are the following holes:

Diameter 16 mm. Through this hole, c is connected to the TM with the first position of the handle of the crane of the machine driver, and the TM with the atmosphere is connected during the sixth position.
5 mm diameter. Through this hole, with the first position of the handle of the driver's crane, gr with a camera above the equalized piston of 0.2 liters, and this chamber with an atmosphere is connected during the sixth position.
Diameter 2.3 mm. Through this hole, with the fifth position of the handle of the crane, the UR machine is connected to the atmosphere.
0.75 mm diameter. Through this hole with the 5a position of the crane knob, the UR machine is connected to the atmosphere.
The hole with a diameter of 1.6 mm is in the body of the middle part. The chamber over the equalizing piston is connected to the volume of 20 liters.

The middle part is a mirror for the spool and the lid for the cavity above the equalizing piston. In the body of the middle part, the valve sleeve is pressed, which is a seat for the check valve between the equalization tank and the brake trunk.

The lower part consists of a housing with two processes for fastening pipes from nutrient and brake highways. In a cylindrical boring, an equalistic piston was placed in a diameter of 100 mm of crane, compacted by a rubber cuff and a brass ring. The intake two-weekly valve pressed the spring with a force of 11 kgf to the valve seat pressed into the housing, and is sealed at the bottom of the cuff inserted into the base. The compaction of the base is provided by a rubber gasket. The top of the valve is the saddle of the valve part of the shank of the equalizing piston.

AND
s middle position (intake and exhaust valves closed) The equalization piston moves up by 4.5-6.0 mm for the release of air into the atmosphere through the channel by cross section, the equivalent hole with a diameter of 9 mm, and down 2-3 mm for the air intake in the brake Mainer through a channel with a cross section equivalent to a diameter of 10 mm. Piston sleeve, nipple and a filter consisting of several layers of small mesh is pressed into the crane case. The upper, middle and lower parts of the crane are connected through rubber gaskets using four studs and nuts M12. The position of the cover (sector with the handle) for the incidence of the middle part (the spool mirror) is fixed by the control pin. For fastening the crane in the cabin cabin, the hairpin is served with a nut M24. With pipes from nutrient and brake lines, the driver of the driver is connected using precipitated nuts with sealing rubber gaskets.

Fig.8.3 gearbox.

Reducer (Fig. 8.3) consists of a housing26, the upper part with a pressed saddle and the housing 30 of the bottom. In the upper part there is an excitatory valve 25, pressed to the saddle of the spring 24 with a force of 3 kgf, which else rests in the plug 23. On the metal membrane 28 (with a diameter of 78 mm), the spring31 reappears through the centering washer in the residue. The strength of the working spring 31 is regulated by the rotation of the replica 32, one turnover changes the pressure in the equalization tank at 1.5kgs / cm2.

The air from the nutrient line canal enters the cavity above the valve and the channel to the cavity above the equalizing piston. The channel cavity over the membrane is reported to the spool mirror and at 1 and 2 positions of the crane handle - with a nutrient highway.

R
the poker (one-sided action) is used to maintain a certain pressure in the equalization tank when the crane handle position is trained, i.e. Works on the increase in pressure (no excessive pressure is working on the discharge).

Fig. 8.4 Stabilizer

The stabilizer (Fig. 8.4), which serves to eliminate the supercharger of the highway when the crane handle position, consists of a housing 33, which is pressed by the sleeve, nuts, valve35, pressed to the Spring Side34, placed in the plug. Nipple with a calibrated hole with a diameter of 0.45 mm is pressed into the housing. From the bottom to the membrane with a diameter of 55 mm through a stubborn washer37 Spring39, adjustable by a screw with a counterparty40.

8.2 Works of the crane of Masterist№395.

First position. Charging and vacation.

fig.8.5. Charging and vacation.

The main task of the first position to charge the TM is the fastest pace. Compressed air from the nutritious highway (Fig. 8.5) passes into the chamber above the spool and on two broad channels in the brake line. The first path is on the excavation of the spool through the hole with a diameter of 16 mm, the second in the open inlet valve. The intake valve is opened by the shank of the equalization piston to which the air of the camera has pressure above the equalizing piston. In the chamber of 0.2 liters over the equalizing piston, the air passes from the main tanks in two ways: the first - on the channel in the spool with a diameter of 5mm, the second - through the spool, the filter and the open nutritional valve of the charging pressure gearbox. On a channel with a diameter of 1.6 mm from the chamber over the equalizing piston, the equalization tank of 20 liters is charged over 30-35 seconds to the pressure 5.0 at. The power supply channel of the equalization tank is too long for the crane handle can be withstanding in the first position for a longer time , reporting at the same time a nutritious highway with two broad ways with brake trunk. In the first position of the handle of the crane on the gauge of the equalization tank, you can choose the pressure value that is installed in the brake line after the crane handle is translated into the second position.

Position second train.

Fig. 8.6. Train position.

The main task of the second position is maintenance of charging pressure in the UR and TM. The operation of the driver's crane in the second position (Fig. 8.6) should be considered in three versions: when maintaining the driver of the installed pressure in the brake line, after bulking the pressure in the equalization tank and the main position, when the brake is released by the second position.

Automatic maintenance of charging pressure in the brake line.

When the pressure in the equalization tank and the chamber over the equalizing piston decreases to the charger, then in spite of the continued expiration of air into the atmosphere through the hole with a diameter of 0.45mm, the gearbox will support the normal charging pressure in the equalization tank, which is set by the spring.

The reduction in air pressure in the UR below the charging will cause a decrease in pressure in the chamber over the diaphragm of the gearbox. The reinforcement of the diaphragm spring is bent up and raises the nutrient valve. The air from the main reservoir through the vertical channel in the spool, the filter, the open nutrient valve enters the chamber above the equalizing piston and through the calibrated hole with a diameter of 1.6mm in the UR and in the heap of the diaphragm of the gearbox. When the air pressure and the pressure of the spots on the diaphragm are leveled, it will take a horizontal position and the nutrient valve is sprinkled to the saddle of the spring. Thus, the nutritional highway with the camera over the equalizing piston and the UR will dismiss. In the equalization tank will be supported by charging pressure on which the reduction of the gearbox is adjusted.

If the leakage falls in the brake highway, the equalizing piston under the pressure of the equalization tank is lowered down, presses from the seat of the intake valve and the air from the GR will be passed to TM. When the pressure in TM reaches the charging level, the spring will raise the equalization piston and closes the inlet valve. Food leaks from TM stop.

Automatic liquidation of superchard pressure. When training the handle of the driver's crane, the equalizing tank and chamber over the equalization piston is reported to a spool with a chamber over a metal diaphragm of the gearbox and a chamber over an excitatory valve of the stabilizer. The stabilizer diaphragm springs force is bent up and opens an excitatory valve. The air from the equalization tank passes into the chamber above the diaphragm and the calibrated opening of 0.45mm enters the atmosphere. The air pressure in the chamber above the diaphragm of the stabilizer is maintained by constant, respectively, the spring force (permanent pressure chamber). Since the expiration of air from the equalization reservoir into the atmosphere takes place all the time at a constant pressure in the chamber over the diaphragm, the stabilizer provides a permanent pace of liquidation of the superchard pressure of 0.2 at 80-120 seconds. The pace of liquidation of superchard pressure from the brake line does not depend on leaks from it.

Air pressure over a diaphragm of a gearbox is greater than a spring force, so the nutritional valve is closed, the equalizing reservoir is disassembled with the nutritional highway.

Vacation with the second position of the crane handle.

If you put the crane knob to the second position after braking, then in the chamber above the reducer's diaphragm, the pressure is installed below the charging (braking). A spring with an effort will be put on the metal diaphragm at the bottom, the corresponding charging pressure therefore the diaphragm will turn up and opens the nutrient valve. Air from GR through a spool, filter, an open nutrient valve enters the chamber above the equalizing piston, and leaves it through the calibrated hole 1.6 mm in the UR and the chamber above the gearbox's diaphragm. In the chamber over the equalized piston, high pressure is created. Under its influence, the equalizing piston moves down and its shank will completely open the intake valve, which passes into the TM air by pressure equal pressure over the equalizing piston. The pressure in the UR and in the chamber above the diaphragm of the gearbox is gradually growing, therefore the diaphragm is straightened, and the nutrient valve is pressed to the saddle. In the UR and TM installed charger pressure.

Third position. Blind without meal TM.

Fig.8.7 Bursting without meals.

The main task of the third position to synchronize the pressure of TM and UR. The spool informs the camera over the equalizing piston with the brake trunk through the check valve (Fig. 8.7). The pressure in TM decreases faster than in the UR, so the air from the UR raises the check valve and flows into TM. The air pressure on the equalizing piston from above and below is aligned, intake and exhaust valves remain closed.

E.that position is used in passenger trains when approaching prohibiting signals and stops at the station after the release of air from TM through the driver's crane. In cargo trains, when signs of gaps of TM.

Fourth position. Power block.

fig.8.8. Power block.

The driver of the automatic overlap does not have the machine, and the power of the line after performing the braking stage is necessary, since the spare tanks when following in the inhibited mode, ignite the air leakage from the brake cylinders, they themselves are depleted and connected to the air from the brake line, so that the power of the road trains When closed it is necessary. In passenger trains, this provision serves to stop the release of air from the highway during braking steps.

The equalizing reservoir, the brake line and gr are separated between the spool (Fig. 8.8). In the equalization tank due to its high density, almost constant pressure is maintained. With a decrease in pressure in TM due to leaks, the equalizing piston drop down the air pressure of the UR and opens the intake valve. The air from GR passes in TM and restores pressure to the pressure level in the UR. After that, the intake valve closes its spring and the meal of leaks stops.

After a complete service braking and setting the handle of the driver's crane into the overlap with power, due to thermodynamic processes, the pressure can increase by 0.3 kgf / cm 2 in 40 seconds, the understatement is not allowed. When the braking stage, the pressure increases will be less. This is due to lowering the air temperature in the equalization tank.

P 2 / p 1 \u003d t / t 1. where

P 1-Installed pressure in the UR after the braking stage.

P 2 - Pressure in the UR when following in the braking stage.

T - Temperature in UR to the braking stage.

T 1 - Temperature in the UR After setting the handle of the driver's crane to the overlapping position.

To mitigate the thermodynamic effects since 1974, an additional provision was introduced 5a in order to slow down pressure in the UR to the required value.

Fifth position. Service braking.

fig.8.9. Service braking.

In this position, the handle of the driver's crane spool reports ur with an atmosphere on a channel with a diameter of 2.3 mm. Pressure in the chamber over the equalizing piston drops 0.2-0.25 AT per second. The equalizing piston rises upward pressure of the brake line and the piston shank) of the exhaust valve) departs from its seat. The air from the brake line through the exhaust valve enters the atmosphere.

The position 5a is provided for a slowdown discharge of UR on the channel in a spool with a diameter of 0.75 mm when braking long-term trains in order to reduce their compression. Also, after the braking stage 5, the crane handle position translate the handle to the 5a position with a delay of 5-8 seconds depending on the value of the stage. For these 5-8 seconds, the remaining air in the UR has managed to restore its original temperature, the thermodynamic processes are completed and the handle can be translated into the fourth position. The driver of the driver acts in the same way as at the fifth position, but the pace of discharge is 0.5 at 15-20 seconds.

Sixth position. Emergency braking.

fig.8.10. Emergency.

A wide removal of a spool with a diameter of 16 mm TM, a diameter of 3 mm, the chamber over the equalizing piston with a diameter of 5mm is communicated with the atmosphere. Compared to the brake line, the volume of the chamber over the equalizing piston is less, so it is discharged faster. Because of the pressure dropped, the equalization piston rises up and opens the exhaust valve. The brake line is discharged in two ways: through a spool and exhaust valve. Emergency braking pace 1AT for 1 sec.

8.3 Checks of the driver of the driver № 394 (395)

1. The first position of the KM handle.

1.1 Verification of EPT operation at the first and second positions of the KM handle.

EPT power supply and EPT switch on the remote control; The voltage in the EPT circuit according to the voltmeter should be at least 50 V; On the control panel should burn the "O" lamp if the TM sleeve is removed from the insulated suspension; On the control panel there should be a lamp "O" with suspended TM sleeves on insulated suspension and dubbed power supply of EPT; With suspended TM sleeves on the insulated suspension and turned off the duplicate power supply unit, the lamp "O" should not burn.

2 Second position of the KM handle

2.1 Filling TM from 0 to 0.5 MPa should occur no more than 4 seconds.

2.2 The charge time of the UR from 0 to 0.5 MPa should occur in 30-40 seconds, or from 0.35 to 0.5 MPa for 23-25 \u200b\u200bseconds.

2.3 TM must support charging pressure and deviations should not exceed 0.01 MPa. Adjustable charger pressure with a gear screw. One full turnover of the screw changes the pressure by about 0.11-0.12 MPa.

2.4 Liquidation over charging pressure from 0.6 to 0.58 MPa should occur in the time 80-120 seconds; Reduction of pressure should occur evenly, without jumps; When driving long-maintained trains, the KM stabilizer is regulated to eliminate over charging pressure from 0.6 to 0.58 MPa during 100-120 seconds.

2. 5 Checking the passability of air through km: release condensate from GR; The pressure in GR should be at least 0.8 MPa; Compressors do not work; Open the terminal crane TM from the side of the Checked KM; Pressure reduction in gras from 0.6 to 0.5 MPa should occur during no more than 20 seconds at a volume of GR 1000 liters; With a larger volume, the time increases in proportion to.

3. The position of the knob of the CM.

3.1 When creating an artificial leakage of TM through a hole with a diameter of 5 mm, the pressure in the TM should continuously decrease.

3.2 Check the check valve density KM: charge TM and UR before charging pressure; overlap the combined crane; The fifth position of the KM handle to discharge UD to 0.4 MPa; Putout KM set in the third position; Open a combined crane, observing the testimony of the UR pressure gauge; A short-term increase in pressure on the yard pressure gauge will indicate the check valve.

3.3 With the EPT turned on and the TM sleeve removed from the suspension on the remote, the lamps "O" and "P" should burn. The voltage in the EPT circuit at a current 5 A should be at least 45V.

4. Fourth position of the knob km.

4.1 The crane must maintain the charging pressure in the TM or pressure in TM after the braking performed with a deviation of not more than 0.015 MPa.

4.2 Check density ur. Permissible pressure reduction over time 3 minutes by no more than 0.01 MPa.

4.3 With an artificial leakage of TM through a hole with a diameter of 2 mm after a braking stage by 0.05 MPa and finding the knob km in the fourth position, the pressure in the UR should be maintained for 3 minutes with maximum deviations of 0.01 MPa.

4.4 Checking the pressure of pressure in TM and UR: Perform the braking stage with the fifth position of the CM handle with the discharge of UR and TM at 0.15 - 0.17 MPa; Transfer the knob km to the fourth position; Allowable pressure of pressure in the UR and TM for 40 seconds by no more than 0.03 MPa. Further overestimation of pressure is not allowed.

4.5 Lack of overestimation of pressure in TM above the train after completed hitchhiking braking. Checking is performed within 30 seconds, then the hitchhiker is turned off the key.

4.6 The density of the rings of the equalizing piston is checked by opening the TM terminal crane. Reduction of pressure in the UR should not occur.

4.7 Checking the operation of the EPT is similar to the verification at the third position of the KM handle.

5. The fifth position of the KM handle.

5.1 The pace of service braking: a decrease in pressure in TM from 0.5 to 0.4 MPa should occur in time 4-6 seconds; When checking km on a stand after its repair, a decrease in pressure in TM from 0.5 to 0.4 MPa should occur in 4.5 +/- 0.5 seconds.

5.2 The sensitivity of the PE is checked by three stages of braking with a discharge of the UR at 0.02 - 0.03 MPa at each stage. Pressure in TM should be reduced to the same value.

5.3 With the EPT turned on and the TM sleeve removed from the suspension on the control panel should burn the "O" and "T" lamp. The voltage in the EPT circuit should be at least 45 V.

6. 5th position of the KM handle.

6.1 . The discharge of TM from 0.5 to 0.4 MPa should occur in 30 - 40 seconds or from 0.5 to 0.45 MPa for 15 to 20 seconds.

6.2 With the EPT turned on and the TM sleeve removed from the suspension on the control panel should burn the "O" and "T" lamp. The voltage in the EPT circuit at a load current 5 A should be at least 45 V.

7. Sixth position of the KM handle.

7.1 Reducing the pressure in TM from 0.5 to 0.1 MPa should occur during no more than three seconds.

7.2 With the EPT enabled and the TM sleeve removed from the suspension, the "O" and "T" lamp should burn. The voltage in the EPT circuit should be at least 45 V.

8. Checking the effort to move the handle of KM: Install the dynamometer application point at a distance of 200 mm from the rod axis; With an air pressure on a spool of at least 0.8 MPa, the thrust force of the handle between the positions should not exceed 6 kgf; The force of moving the handle through the protrusions or depressions on the graduation sector of the crane case should not exceed 8 kgf.

Note: The density of the equalization tank and the response time of the operating pressure during the release of a locomotive from the depot after repair or maintenance must be tested from the locomotive brake lines through the hole with a diameter of 5 mm.

8.4 Machine driver faults No. 394 (395).

Increased pressure in TM with the second position of the handle.

The reasons:

Increased leaks in the equalization tank or its connections;

Violation of the density of the gearbox diaphragm at its place of attachment or crack in the diaphragm;

Skipping gear valve due to its bad wipes or hips under the dirt particles valve;

Skipping of the spool due to violation of wipes to the mirror or lubrication contamination;

Clogging of the opening of 0.45 mm in the stabilizer with the most insignificant transmission of the gear valve valve;

Close of the opening of 1.6 mm in the body of the middle of the crane. With this malfunction, the overestimation of pressure will be observed according to the TM manometer, there will be no overestimation on the manometer;

Inaccurate formulation of the KM handle in the second position due to the wear of the graduation sector on the crane case, loosening the handle of the crane on the rod, the sidelines of the spring, fixing the cam handle, to produce the handle on the square of the rod, the machine error.

The actions of the locomotive brigade.

With timely discovery of the starting pressure in the TM (in the passenger train, no more than 0.55 MPa, in the cargo train of not more than 0.65 MPa), the driver must be transferred to the KM in the 4th position, observing the testimony of TM and UR pressure gauges.

If at the 4th position of the handle KM:

BUT)the highlighting of air pressure ceased - a malfunction in the gearbox valve. You can continue to maintain the train at the 4th position of the KM handle and try to easily cool the gear valve plugs remove the particle of the dirt and press the valve to the saddle. In addition, you can enhance the tightening of the stabilizer springs by an adjusting screw, thereby increasing the amount of air produced from the UR into the atmosphere through the stabilizer, after which it is possible to transfer the knob to the 2nd position. If you cannot eliminate the increase in air pressure, it was not possible to return the knob of the CM in the 4th position and lead the train to the first parking, maintaining the air pressure in the TM with a periodic translation of the handle km from the 4th to the 2nd position and again in the fourth. In the parking lot, secure the locomotive 6th position of kW, block the combined crane, the 5th or 6th position of the KM handle to discharge the UR and replace the gearbox from the non-working cabin. Then it is necessary to translate the KM handle to the 1st position, open the combined crane, charge the TM, at the 2nd position of the CM handle to adjust the stabilizer (if the spring force changed), make the abbreviation of the brakes and continue the maintenance of the train.

B)owning the pressure in TM and UR continues - the passage of air is a spool. You can enhance the tightening of the stabilizer springs and return the knob to the 2nd position to the adjustment screw. If you cannot eliminate the pressure increase, if possible, at the station or on a favorable track profile, stop the train in the level of service braking. In the parking lot of the KM and kW handle to translate into the 6th position, turn off the locking of the brakes No. 367 and secure the locomotive with a manual brake. On locomotives without blocking No. 367, overlap the combined crane and tap of double thrust, the knobs of the KM and kW translate into the 6th position and secure the locomotive manual brake. Then replace the upper and middle part of the crane from the non-working cabin, turn on the operation of the brake blocking No. 367 (on locomotives without blocking, open a combined crane and a dual thrust crane), charge TM, adjust the stabilizer (if the spring force changed), perform abbreviation of brakes, release Handbrake and continue the maintenance of the train.

IN)there is a decrease in pressure in the UR and TM with the triggering of the train brakes - leaks in the UR or by the joints of the UR with a driver's crane or a pressure gauge.

If you cannot eliminate the malfunction, it is not necessary to drive the brakes from the rear cab, to pre-test the brakes.

D)Overting the pressure in TM due to the fracture of the gearbox diaphragm or the density of its attachment in the housing is determined by the output of compressed air through the atmospheric hole in the adjusting screw of the gearbox at the 2nd position of the KM handle. To stop overestimation of air pressure, you can step by the Handle of the CM in the 4th situation, continuing the train to the station. When the pressure is reduced in TM below the charger, briefly translate the knob to the 2nd position, and after increasing the pressure in the TM to the charger - again in the 4th. In the parking lot, replace the gearbox from the non-working cabin in the same way as described in paragraph "A".

E)owning the pressure in TM ceased, in the UR and at 2nd, and at the 4th positions of the knob km the pressure charge. The reason is to clog the hole of 1.6 mm. Immediately transfer the handle km in the 5th position and stop the train. If, with the 5th position of the knob, the CM discharge does not occur, stop the train by emergency braking. At the parking lot, replace the upper and middle part of the crane from the non-working cabin is similar to those described in paragraph "B", charge the TM, test the brakes and continue the maintenance of the train.

Reduced air pressure in TM at the 2nd position of the KM handle. The reasons:

Master error. When the KM handle shifts about 8 degrees from the 2nd to the side of the 3rd position, the ur feed from GR through a spool and gearboxes. When shifting the handle KM at 10-8 degrees, the UR and the Criminal Code begin to communicate with the TM through the tap feed valve. In operation there were cases of erroneous incomplete overlap by the machinist of the combined crane, as a result of which there is no normal replenishment of leaks in TM.

Filter clogging to the gearbox nutritional valve. In this case, you can continue the maintenance of the train, maintaining pressure in the UR and TM by a short-term translation of the knob KM in the 1st position. On the first parking lot, overlap the combined crane, 5th or 6th position of the KM knob to discharge the UR, remove the gearbox and gasket, turn the filter and clean it. After that, assemble the crane, charge the UR and TM, test the brakes and continue the maintenance of the train. With this malfunction, you can replace the filter from the crane of the non-working cabin or replace the upper and middle part of the crane from the non-working cabin.

Slow liquidation over charging pressure.

The reasons:

Blood clogging 0.45 mm. Remove the opening is needed by non-metallic object (for example, a pointed match).

Fast elimination over charging pressure.

The reasons:

Incorrect adjustment of the stabilizer;

Fraging the diaphragm of the stabilizer. Determined by the production of compressed air through the adjusting screw of the stabilizer. It is necessary to stop the train if possible at the station or a favorable path profile and replace the stabilizer from the non-working cabin at the 4th position of the KM handle;

There were elevated air leaks from the UR. In this case, after a reduction in pressure to the charger, it is possible to increase the pressure in TM. You can determine this malfunction after the transfer of the knob to the 4th position.

When setting the handle of the CM in the 4th position after the braking, the pressure in the UR and TM increases.

The reasons:

Skipping of the spool;

Pass in the intake valve km with a loose package.

With these faults, the increase in pressure in TM can lead to brake leave. Therefore, when conducting a passenger train, you can use the 3rd position of the knob km as overlapping. When maintaining a cargo train, avoid minimal braking stages and to increase the pressure to use the 5a position of the KM handle. With the increase in pressure in TM after completed braking before the prohibiting signal, apply emergency braking.

When setting the handle of the CM in the 4th position after the braking performed, the pressure in the UR and TM is reduced.

The reasons:

Leaks in urd or its connections;

Skipping of the spool;

Skip sealing pack. During these faults, an unmanaged machinist enhance the brake effect. Therefore, when adjusting braking should be performed by the minimum established TM discharges.

After the discharge of the UR on the required value and setting the knob KM in the 4th position, the discharge of TM continues to a greater value, and then a sharp short-term increase in pressure in TM.

Cause:insensitive equalizing piston. This malfunction can lead to a trades to leave a portion of the train, and with minimal stages of braking with the discharge of the UR at 0.03 MPa, the pressure reduction in TM may not occur at all. Carry the train and manage the brakes with this malfunction km are very difficult and dangerous in terms of traffic safety. To exemplate the drip after stopping the train, you can go to the brakes control from the non-working cabin. At the station you need to disassemble the faulty km, inspect and wipe the pack and the piston sleeve, lubricate them, assemble the crane and check the work. The sensitivity of the UE must be checked when the locomotive is acceptable.

After reducing the pressure on the manometer of the UR on the required value of the 5th position of the Handle of the KM and the translation of it in the 4th position, the pressure observed on the UR pressure gauge is briefly high.

Cause:alternate a hole in the fitting from the UR to the crane of the driver. With this malfunction, the discharge of TM will occur at a smaller value than the driver has planned, which, in turn, reduce the braking effect. In the worst version, this can lead to a short-term increase in pressure in TM. In this case, after the braking stage, it is necessary to briefly withstand the handle of the CM in the 3rd position, after which it is translated into the 4th position.

Slow pace of discharge of UR and TM at the 5th position of the knob km. The reasons:

clogging of holes 2.3 mm or 1.6 mm;

Skip sealing pack. The malfunction data can be revealed when checking the CM during an acceptance of the locomotive in the depot.

10. With a short-term setting of the handle KM in the 5th position there is a complete discharge of TM.

The reasons:

Frozen tube from UR to km;

The hole in the fitting from the UR is blocked. If you failed to detect the fault and eliminate it, you need to go to the brakes from the back of the cab.

9. Device Usl. 367m Blocking brakes

The brake locking device is used on dual-binary locomotives for coercive locomotive when changing the control cabinage with the shutdown of the driver's crane and the crane of the auxiliary brake in one cab and including them in another.

Fig. 9.1 Blocking USL№ 367M

The unit 1 367m lock (Fig. 9.1) consists of a bracket 1, the housing 3 of the switch, the combined crane 17 and the box 16 with electrical contact.

Bracket 1 connected pipelines from gr, TM and TC, as well as from the crane of the machine and the crane of the auxiliary locomotive brake. Bracket is attached to the body 12 of air flow signaling. In the housing 3 of the switch there is an eccentric shaft 4, which is planted with a removable handle 2, having two positions; Vertically up - blocking is turned off, down - blocking is enabled. Handle 2 can be removed from the shaft only when the blocking position is turned off. In the housing 3 there are also valves 5, 7 and 8, the shanks of which are sealed with rubber cuffs, and the pusher 9. The valves 5, 7 and 8 from the disks are loaded with springs. In the rifle of the housing 3 of the switch, there is a blocking piston 6, loaded by the spring from its shank. The shank of the blocking piston is constantly opposite the arcuate recess of the eccentric shaft 4.

Combined Crane 17 has a conical bronze stopper 11, loaded spring. The 18 crane handle, fixed on the plug square, has three positions: counterclockwise - a double thrust position (the combined crane overlaps the air pass from the crane of the driver in TM), the vertical - train position, clockwise - emergency braking. In the state of emergency braking, the brake line is reported to the atmosphere through the combination of the combined crane.

Fig. 9.2 Device blocking brakes.

Air flow signal is currently not used. (New brake lock devices are available without alarm).

In the acting cabin, the handle 2 of the locking device must be rotated until it stops down, and the knob 18 of the combined crane is installed on the train position (Fig. 9.2). At the same time, the cams of the eccentric shaft 4 press the valves 5, 7 and 8 from the saddles (open valves), and the pusher 9 ceases to influence the electrical contact 10, which closes under the action of its spring.

Air from GR passes through the air flow signal housing 12 and then on the channel 13 and through the open valve 5 to the driver's crane. From the crane of the driver, the compressed air passes into the TM through the open valve 7, through the channel 14 and through the tube of the combined crane. On the channel 14, the air is also suitable for a blocking piston, which under its exposure blends its shank in the extrusion of the eccentric shaft 4 (locks the shaft in its operating position). From the crane of the auxiliary brake, the air enters the shopping center on the channel 15 through the valve 8.

When switching to another cabin, you must make a complete discharge of TM to the machine, and the kW knob is translated into the VI position. At the same time, the spring will bring the shank of the blocking piston 6 from the engagement with the eccentric shaft 4 - the shaft will be unlocked. After that, it is necessary to push the handle 2 to 180 ° until it stops up and remove it from the square of the shaft 4. The valves 5, 7 and8 are released from the effects of the cams of the eccentric shaft 4 and under the efforts of its springs sit on the saddle, overlapping channels 13, 14, 15, reporting GR with km, crane driver with TM and kW with brake cylinders. At the same time, the cam shaft 4 will affect the pusher 9, which opens the electrical contact 10 included in the electrical circuit of the locomotive pathway. Thus, the possibility of bringing the locomotive in motion is excluded.

If the handle 2 is turned down in the working booth, but does not occupy a vertical position, then the shank of the blocking piston 6 will not be recessed in the exchanger of the eccentric shaft 4 and the piston 6 will not block the bypass channel "A". In this case, compressed air from TM will be with noise to go into the atmosphere, signaling the machine about the need to properly install the handle 2.

When followed by double-ended in the working cockpit of the second locomotive, the brake blocking device must be turned on, and the 18 combination crane handle is translated into the double thrust position.

9.1 Checking the locking of the brakes when the locomotive is acceptable.

When the locomotive is released from the depot, check the air patency through the blocking device No. 367 and through the driver's crane.

The check is performed at initial pressure in the main tanks of at least 8 kgf / sq. Cm and the compressors turned off in the pressure reduction range in the main tanks with a volume of 1000 l from 6 to 5 kgf / sq. Cm. Locking is considered normal if, when you find the handle of the driver's crane in the I position and an open end crane of the brake line from the side of the instrument, the pressure decrease occurs during the time not more than 12 s. Patency of the driver's crane is considered normal if, when you find the crane handle in the II position and an open end crane, the pressure decrease in the specified limits occurs during no more than 20 s. With a larger volume of the main reservoirs, the locomotive time must be proportionally increased. Before checking, condensate from the main and auxiliary tanks should be released.

9.2 Procedure for changing the control cabins on locomotives and switching brake equipment.

1. On locomotives that are not equipped with a locking device No. 367, in non-working cabins, a combined crane and dismissal crane on the aircover from the crane of auxiliary brake No. 254 to the brake cylinders should be blocked. Disadvantaged cranes on the nutritional air conductor, aircraft from the air distributor to the crane No. 254 and the dismissant valve on the aircover from the brake line to the speedingman on all locomotives should also be opened and their handles are separated. At the Emergencies of the emergency series, the dismissal crane on the aircover from the crane No. 254 should be opened to the brake cylinders. The handle of the driver's crane must be in the state of emergency braking or service braking in the presence of an emergency stop device.

2. When changing the locomotive brigade, the control cabin must be followed by the following procedure for performing work.

2.1. In the left office, which is not equipped with a locking device No. 367 or in the presence of a brake lock device No. 267, the driver must:

Before leaving the cab, make emergency braking

cranes of the driver number 394, 395. After a complete discharge of the highway, the knob of the combined crane is translated into the dual thrust position. On the electrons of a series of emergencies served by one machine, before leaving the cab, the driver must be convinced of filling the brake cylinders to full pressure, and if there is a brake lock No. 267, rotate the removable lock key and remove it from the slot;

Crane handle No. 254 Translate to the last braking position and after filling the brake cylinders to full pressure to overlap the dismissive crane on the aircase to the brake cylinders (on the EFF of the Emergencies of the Emergency Situal train position;

Ensure in the absence of an unacceptable reduction in pressure in the brake cylinders (a decrease in pressure in the brake cylinders is allowed not more than 0.2 kgf / sq. Cm in 1 min);

If there is an electropneumatic brake, turn off the source of the electrical power supply of this brake.

Turning to the working office, the driver must:

Open a dismissal crane on the aircover to the brake cylinders from the crane number 254;

Transfer the handle of the driver's crane from the brake position on the train, and in the presence of a brake lock No. 267 insert a removable lock key into the socket and turn it;

Open the combined crane by putting it a knob vertically up when the equalizing reservoir charges to pressure 5.0kgs / sq. CM;

Translate to the train position of the crane handle No. 254.

2.2. In the left office of the control cabin, equipped with a blocking device No. 367, the driver should:

Before leaving the cab, make an emergency braking of the driver of the driver and discharge the brake line to zero;

The handle of the driver of the driver № 254 translate to the last braking position. When a full pressure is established in the brake cylinders, to translate the key of the locking device from the lower position to the top and remove it;

Ensure in the absence of an unacceptable reduction in pressure in brake cylinders;

If there is an electropneumatic brake, turn off the source of the electrical power supply of this brake.

Going to the Working Cabin, the driver must insert the key into the locking device and turn it down. After that, the handle of the driver's crane is transferred to the train position, charge the brake network to the pressed pressure.

The knob of the combined crane in the non-working and working cabins should be in a vertical (train) position.

3. An assistant driver in the transition process should be located in the left cabin and the brake mains and brake cylinders to control the turning on the brake in the working office. In the case of spontaneous release of the brake of the locomotive, the assistant must actuate the manual brake, and on the locomotive, which is not equipped with a locking device No. 367, - open a dismissal crane on the aircover from the crane No. 254 to the brake cylinders. On locomotives equipped with a manual brake drive only in one cabin, the driver's assistant during the transition must be in the cabin equipped with a manual brake drive. At the electric locomotives of the EFC Series Assistant Machinist before leaving the non-working cabin should translate the handle of the crane number 254 on the train position.

After the locomotive trail to the composition, finding an assistant driver in the left cabin is not required.

4. After graduating all operations on the transition to the working booth,

the driver is obliged:

Prior to bringing the locomotive in motion to check the operation of automatic and auxiliary brakes to the manometer of brake cylinders;

After bringing the locomotive in motion to check the auxiliary brake action at speeds of no more than 3 - 5 km / h before stopping the locomotive.

10. Pressure relay (repeater) Usl.№ 304-002

Fig.10.1 Pressure relay Usl.№ 304-002.

The pressure relay Usl.№ 304 (Fig. 10.1) is established on a rolling lineup equipped with several brake cylinders and is a pressure repeater that sets the air distributor in the shopping center. Thus, the pressure relay is intended to fill multiple TC with the same pressure for the required time. In other words, the pressure relay is used in cases where the total volume of the shopping center exceeds the normalized value, which allows for the possibility of servicing all the TC with one air distributor.

The pressure relay is set between the air distributor and the shopping center, while during the braking process, the air distributor (or the crane of the auxiliary locomotive brake) fills the control chamber (fictive volume of the shopping center), and the relay repeats this pressure in the shopping center. Filling it directly from the nutritional highway.

To reduce the effect of high pressure of the nutritious highway before the pressure switch, the maximum pressure valve is set or the reducer SL. 348, adjusted to the pressure of 4.5-5.0 kgf / cm2.

Pressure relay SL. No. 304 (Fig.10.1) consists of a bracket 1, housing 2, covers 3 and base 12 with atmospheric holes. A rubber diaphragm 6 is installed between the housing and the lid, on which an aluminum glass 7 is fixed. The cavity 4 above the diaphragm is called the control chamber of the relay. At the bottom of the glass, the rubber washer 5 is fixed with a rubber washer, which is the exhaust valve. At the bottom of the housing there is a nourishing valve 9 with a through axial channel with a diameter of 8 mm. The nutrient valve of the spring 10 is pressed to the saddle 8 and in the base is sealed with cuff 11.

When braking, the air distributor fills the relay control chamber with compressed air. At the same time, the diaphragm 6 bends down and the glass 7 presses from the saddle of the nutrient valve 9, which begins to pass air from the nutritional tank to the cavity under the diaphragm and then to the TC channel. After stabilization of the pressure in the control chamber, the filling of the shopping center continues until the equilibrium on the diaphragm 6 of the compressed air force from BP and the force of compressed air from the shopping center and the spring 10. However, since the compressed air from PM acts not only on the diaphragm, but also on The nourishing valve itself, the air pressure in the control chamber of the relay will be slightly higher than in the cavity under the diaphragm. This pressure difference will be the greater the less the air pressure in the control chamber of the relay, and can vary in the range from 0.1 to 0.3 kgf / cm2.

When the pressure increases in the control chamber, the pressure in the shopping center also increases the steps.

On vacation, the air distributor releases the air from the control chamber relay into the atmosphere. The pressure of the diaphragm 6 shopping center is bent up and the exhaust valve 5 opens the axial channel in the nutrient valve 9, through which the compressed air from the shopping center goes into the atmosphere.

Holidays can be made both step and complete, lowering air pressure in the control chamber relay, respectively, either steps or for one reception to atmospheric pressure.

Along with the pressure relay Usl.№ 304-002 on the rolling stock currently apply the pressure switch USL. No. 404. This pressure relay has an increased diameter of the axial channel of the nutrient valve (11 mm instead of 8 mm), another form of planting surface of the nutrient valve (triangle Instead of disk) and nourishing valve seats and a less rigid spring. These structural changes make it possible to maintain the required pressure in the entire operating pressure range in the shopping center (the pressure difference in the control chamber of the relay and in the shopping center does not exceed 0.1 kgf / cm2) and accelerate the emptying of the shopping center upon vacation.

10.1 Work of RD 304-002 in the Pneumatic Scheme of Electrovoza

when filling the shopping center.

Fig.10.2. The work of the RD 304-002 in the pneumatic scheme of the electric locomotive

When filling the shopping center.

Compressed air from the main tanks (Fig. 10.2) through the locking of the SL brakes. 367, the filter comes to the auxiliary crane of the machine opener. No. 254, if the crane is in the braking position, then the compressed air from the CRANT SL.№ 254 enters through the blocking of the brakes in the brake cylinder line. From the highway through the KN11 tap and the throttle washer DR-5 with a diameter of 7 mm, the rubber sleeve of the RU-9 enters the TC-3, the TC-4 of the first trolley and through the dismissal CN28 crane fills the fictitious volume (chamber over the diaphragm) of the RD 304-002. The diaphragm bends down and opens the intake valve, which reports the main tanks with the TC-5 brake cylinders and TC-6 through the Reducer of the KR-3 adjusted by 5 AT, throttle washer DR-6, RU-10 rubber sleeve. Ie, the filling of the TC of the second trolley is carried out through the pressure switch 304 directly from the main tanks than the rapid filling of the shopping center is achieved.

11. Reducer SL. № 348.

The gearbox is designed to maintain a certain pressure in the highway regardless of pressure in the main tanks.

It consists of two parts - an excitatory (right) and nutrient (left) placed in the general building 4 (Fig. 11.1).

The nutritional part combines the valve 1, pressed into the housing of the seat 5 and the piston 8 with the cuff 7. The valve is pressed to the saddle of the spring, which rests on the plug 2.

Nipple 6 is pressed into the piston with a calibrated hole with a diameter of 0.5 mm. The cavity in the right side of the piston is closed with a lid 9.

In an excitatory part of the gearbox, the valve 17 with a seat-pinned in the housing 16, a metal diaphragm 15, sandbilled between the housing and nut 10, spring 13 and the adjusting glass 12. The spring force is transmitted to the diaphragm through the guide 14.

The excitatory valve 17 is pressed to the saddle of the spring 19, resting in the plug 20, and is protected from clogging with a filter 18. After adjusting the gearbox, the glass 12 is fixed with nut 11.

Fig.11.1. Reducer SL. № 348:

I - valve; 2 - plug; 3, 13, 19 - spring; 4. - Corps; 5, 16 - saddle; 6 - nipple: 7 - cuff; 8 - piston; 9 - piston cover; 10 - nut; 11 - lock nut; 12 - a glass; 14 - guide; 15 - diaphragm; 17 - excitatory valve; 18 - filter; 20 - Threaded plug.

The compressed air from the nutritional line enters the channel e to the cavity and, then through the open valve 17 via the channel G, it enters the cavity in, moving the piston 8 and the valve I left.

At the same time from the nutrient highway, the air enters the brake line, communicated by the channel d with the cavity of the diaphragm.

When the pressure in the cavity is sufficient to overcome the force of the spring 13, the diaphragm takes the average position. Valve 17 under the action of spring 19 herself to the saddle 16 and dismiss the cavity and B.

Due to the presence of a calibrated hole in the nippele 6, the pressure on the obi side of the piston 8 is aligned, under the spring force 3, the valve 1 sits on the seat 5 and dismisses the nutrient and brake line.

If the pressure in the brake line falls below the magnitude to which the spring 13 is adjusted, the diaphragm will get up and the power of the brake line will resume. Release of excessive air gearbox does not produce.

12. Air distributor №292-001.

Air distributor Usl. No. 292-001 is installed on passenger locomotives and wagons.

Characteristic:

indirect (deplete).
Auto.
Has a stepped braking, no step leave has
the speed of the brake wave during the service braking is 120 m / s, with an emergency 190 m / s.
Maximum pressure in the brake cylinder 3.8 -4.0 at.
Charging time BP to pressure of 4.8 AT occurs in time 2.5-3 minutes at a pressure of TM 5.0 at.
The dependence of the pressure in the brake cylinder from the charging pressure and the ratio of the volume of the spare tank and the brake cylinder.
There is a modest switch that has three positions.

D - the handle is tilted toward the main removal. With this position of the handle, the air distributor works in long-maintained passenger trains (more than 20 cars) and cargo trains. Filling time TC 12-16 seconds, vacation 19-24 seconds.
K is a vertical position. In this position, the handle must be when BP is included in the passenger train of normal length (up to 20 wagons inclusive). Filling shopping center 5-7 seconds, vacation 9-12 seconds.
HC - tilted toward the brake cylinder. In this case, the emergency braking accelerator is turned off. In this position, the handle should be in cases where BP during service braking spontaneously operations on emergency braking.

12.1 Device BP 292-001

The air distributor (Fig.12.1) consists of a trunk part with a mode switch, a cover with an additional discharge chamber of the CDR and an emergency braking accelerator. In the housing 1 of the main part

Three sleeves pressed. Split sleeve 2, piston 9 and switch plug 31 30. The main piston 7 forms two cameras: the main m and the spool ZK. Three holes in diameter 1, 25 mm are drilled in the piston sleeve. The main piston is equipped with a ring having a loose castle and cast from bronze along with a shank. In the belt of the main piston there is one hole with a diameter of 2 mm. In the piston shank there are two recesses, in which the cutting spinning spin 3 and the main spool 6 with a gap of about 7.5 mm (idle). The main spool is pressed to the saddle seat of spring 5, offset relative to the longitudinal axis of the spool of 4.5 mm and located above the main channel. To the mirror of the main springs of spring 4 pressed the cutting spool. On the left side of the piston 7 in the housing 1, plug 36, which is focusing for the buffer spring 35, which rely on the buffer glass 33. In the buffer plug, there is a hole with a diameter of 9 mm for charging SP. Switch plug has three positions (K, D, WC). Modes are designed to obtain different time to fill and leave brake cylinders in case of emergency braking due to the cross section of the channels in the switch plug (2.5 mm and 5.5 mm).

The inner cavity of the cover 11 of about 1 liter is an additional discharge chamber of the CDR. In the lid, the compacted gasket 10 is a buffer rod 14 with a spring 13, the guide plug 15 and the filter 12. The latter consists of an outdoor and internal row, between which the tape from the brass mesh and one layer of thin felt is wound, with the ends of the clip closed with felt pads.

In the case of an emergency braking accelerator housing 20 or plastic sleeve 28 in which there is a throttle hole

0.8 mm diameter. The piston 27 compacted with rubber cuff 26 is pressed to the rubber ring 25. The valve 23 with a brown of the upper part is included in the semiring groove of the piston 27 and has a clearance of about 3.5 mm in the axial direction. To the saddle 21, which is the guide for the shank 22 valve 23 pressed the spring 24 placed between the piston 27 and the upper part of the valve.

To clean the air to the corresponding channels, the caps 19,32,34 are made of fine mesh.

Fig. 12.1 Air distributor Usl.№292-001.

12.2 Operation of air distributor №292

Fig.12.2 Charging and vacation.

Charging.

In a trunk diversion, the air enters the accelerator housing. Here it is splitting it. (Fig.12.2). One part of the air passes through the filter 13 of the covers and enters the main chamber MK of 0.2 liters. Under the pressure of the air, the main piston shifts on the vacation position, towards the spool sleeve. Together with the piston on the vacation position (left), the bias is shifted and the main spool. But earlier than the trunk piston piston will touch back the prior tape of the spool sleeve, the shank will strengthen it in the buffer of the vacation 7. If the air pressure on the main piston is small (the tail of the train), then the buffer is drowning will not be that the buffer spring force is 4 kgf .. when This position of the main piston air from the MK will pass into the spool chamber (ZK) with a volume of 0.3 liters in three channels of SP1 each with a diameter of 1.25 mm, then by a ring gap of 2.5 mm wide between the piston and sleeve, and the channel SP2 diameter 2 mm in piston blowers. If the air pressure is great (train head) and the shank drowned buffer, i.e. He squeezed the spring, then the main piston was squealing with glukets to the spool sleeve. In this case, the air from the MK will be acting on three channels of SP1 and one channel of SPE2 in the piston blowers. From the spool chamber air through the channel SP3 with a diameter of 9 mm passes into the reserve tank with a volume of 78 liters, filling it up to 4.8 kgf / cm2 in 2.5 - 3 min with a charging pressure in the brake line 5.0 kgf / cm2. Cameras MK On the channel m2 air passes through the main spool under the bodied spool. The second part of the air goes under the accelerator piston, raises it by the magnitude of the free stroke of 3.5 mm and the channel with a diameter of 0.8 mm flows into the Camera U1 with a volume of 0.1 liters above the piston. From the Camera U1 through the channel U2 and through the switching plug, the air enters the main spool if the air distributor is turned on on the modes D and K. If the air distributor is turned on on the HC mode, then the air from the Camera U1 comes only before switching the plug.

In the vacation position of the spools of the brake cylinder through the switchal tube with the channels T1, T4, A2 is associated with the atmosphere. The pace of pressure reduction in the brake cylinders is determined by the cross section of the excavation in the mode plug. The time to reduce the pressure in the shopping center when the mode is enabled to - 9-12 seconds, on D - 19-24 seconds mode. Channel K1 through the main and concreate spool the additional discharge camera is reported to the atmosphere. Upon completion of the charging of the spare tank, when the pressure drop on the trunk piston decreases to 0.1-0.15 kgf / cm 2 Spring of the rear buffer with a force of 4 kgf straightens and shifts the piston to the right. So between the back belonging of the piston and the front end of the spool sleeve arises a ring gap.

Discharge (softness). The softness is called the ability of BP not to work on braking when the pressure drops in TM to a maximum tempo. At a slow decrease in pressure in the brake line to a pace to 0.5 kgf / cm2 for 75 seconds, air through the charging holes of SP3, SPE2 and SP1 has time to flow from the SC in the RC and then in the MC, without causing the pressure drop in the main piston, that is, not Causeing it to move it into the braking position. Thus, the air distributor does not respond to leaks from the brake line, not exceeding the softness tempo, and the brakes are not coming.

12.3 Service braking

When the brake line is discharged, the rate of service braking by 0.3 kgf / cm2 and the pressure in the trunk chamber of the air distributor is more falling. Under high pressure from the spare tank (Fig. 12.3), the main piston moves together with a bonding spool to the right to the free course of 7.5 mm. The side of the lid, its sealing ring closes the hole of SP1 and dismisses the reserve reservoir with the brake trunk. Along with the piston, the bodied spool moves, which dismisses the additional discharge chamber with the atmosphere, reports it with a trunk chamber and opens the Channel SP3 on the top face of the main spool. An additional discharge of the main chamber is occurring into the chamber of the additional discharge by 0.4 kgf / cm2 through the channels M2, K1 and the excavations of spools. Thanks to the throttle action of the filter in the trunk chamber, there is a sharp decline in the pressure of 0.5 - 1 kgf / cm 2, the main piston will move back to the lid until it stops in the front buffer without squeezing the spring with a force of 10 kgf (to stop the piston on the position of service braking) and moves The main spool so that the Channel SPE4 coincides with the T1 channel of the brake cylinder. Additional discharge of the brake line the main spool will be discontinued. Compressed air from the spare tank over the channels of SP3, SP4, T1 flows into the brake cylinder. The main piston will open the Channel SP3 to the convectional spool to such a magnitude that the smely reservoir is discharged in the brake cylinder by tempo equal to the damage to the brake line. Having obtained the desired magnitude of the braking stage, the driver turns the handle of the train crane to the overlap position and stops the discharge of the brake line. When the reserve reservoir is discharged to pressure 0.1 to

gS / cm2 lower than the pressure in the brake line, the main piston, together with the connoise spool, will move toward the brake cylinder and stop the discharge of the spare tank in

the brake cylinder, since the SP3 channel on the upper face of the main spool will be blocked. When the brake line is re-discovered, the main piston moves into the braking position only the cutting spool and discharge the reserve reservoir in the brake cylinder by an amount equal to the discharge of the brake line. After that, the piston will move again to the overlapping position. So the steps are obtained

Fig. 12.3. Service braking.

service braking. Braking can continue steps until the pressure in the spare tank and the brake cylinder is equal. The pressure in the brake cylinder during service braking is directly proportional to the value of the TM's discharge and inversely proportional to the output of the brake cylinder rod, i.e. From the latter. In the position of the overlapping, the air distributor does not replenish the leakage from the shopping center.

1

2.4 Emergency braking.

Fig. 12.4 Emergency braking.

With a sharp reduction in pressure in the brake line, the rate of emergency braking is a trunk piston quickly moves to the braking position until it stops into the gasket, squeezing the buffer spring and the blending buffer rod (Fig. 12.4). But the main spool is quickly transferred. In the extreme braking position, the excavation U3 will inform the camera in 0.1 liters with a brake cylinder. The pressure on the accelerator piston from above will fall sharply to zero. Under the pressure of the main air (about 4.5 kgf / cm 2) the accelerator piston quickly rises up on 9 MM and carries a breakdown valve. The valve is removed from the saddle by 5.5 mm, and the brake line is communicated with the atmosphere. There is an additional discharge of the brake line. Channel T3 of the main spool coincides with the channel T2. On these channels and through the switching plug, the air from the spare tank flows into the brake cylinder. The pressure in the brake cylinder increases. The speed of filling the brake cylinder depends on the position of the switching plug (to - 5-7 seconds, d - 12-16 seconds.). At the same time, the pressure on the piston of the accelerator from the Camera U1 is growing. When the pressure in the brake line and the U1 chamber is leveled, the spring shifts the piston of the accelerator with a breakdown valve down. The planting of the valve 4 on the saddle occurs when the pressure in the brake line is 1.5 - 2.0 kgf / cm2. So in case of emergency braking, the air distributor operates on the modes K and D. In the mode of the discharge of the brake highway, there is no accelerator. To turn off the air distributor, it is necessary to overlap the dismissal valve on the tap from the brake line and the exhaust valve discharge the reserve tank and the brake cylinder.

The magnitude of the pressure in the brake cylinder during emergency braking is directly proportional to the tolend pressure in TM and spare tanks and is inversely proportional to the output of the TC rod.

12.5 Faults in / p № 292-001.

1. Slow charging SP. The reasons: clogging of holes 1.25 mm or 2mm holes; Filter clogging.

2. Drinking air to the atmosphere from the main part in / r. The reasons: Violated the trigger of the main spool; Spring of the main spool is weakened.

3. V / r during service braking is not activated. The reasons: Skipping of the main piston sealing ring; Singing the main piston; Filter clogging.

4. Spontaneous vacation after service braking. The reasons:

Air leakage from SP or TC; Air pass switching valve EVR No. 305-000. Compressed air from the shopping center through an exhaust valve EVR No. 305-000 enters the atmosphere.

5. Spontaneous vacation after emergency braking. The reasons: air leakage from SP or TC; not a dense adjacent of the main piston to the rubber gasket when the rings of the trunk piston pass; skipping accelerator piston compaction; Air pass switching valve EVR No. 305-000.

6. When in / r in the position of the "Block", the pressure in the shopping center increases. Cause:bad triggering of the cutting spool or the weakening of its spring.

7. With emergency braking, an emergency braking accelerator does not work. The reasons: jeaning the rod buffer device; Significant air passing by sealing accelerator piston.

8. In case of service braking, emergency braking accelerator is triggered. The reasons: breakdown of the springs of the buffer device; clogging of the channels of the main spool, reporting SM and TC; Weakening the springs of the main spool. It is very difficult to identify the faulty in / p locomotive brigade, since after faulty, the accelerators in the rest of the rest of the wagons will be activated with a small time interval. Faulty in / p can be determined in the parking lot by alternately disconnecting the accelerators in a part of the trains of the train and over-compliance with the composition. After detecting a faulty, you need to install its mode switch to the "HC" position and continue the maintenance of the train. It should be borne in mind that this method may require considerable time and will lead to a violation of the movement schedule. It will take much less time, if after stopping all the V / P stop in the train to "HC", inform the DNC and continue the maintenance of the train to the first station with the fleece PTO, where PTO employees will define the faulty / r and replace it. In this case, it should be taken into account that if, when driving a train with disabled emergency braking accelerators, there will have to perform emergency braking on pneumatic brakes control, the braking path will be somewhat enlarged, since the braking wave speed will be less, and the time of filling the shopping center is greater. To ensure the safety of motion, according to the tables and nomograms of the design brake path, you need a maximum set speed of 120 km / hour to reduce to 110 km / h.

9. Emergency braking accelerator is triggered when charging TM after the locomotive trails to the composition or when the brakes are vacated after emergency braking. Reason: clogging of the opening of 0.8 mm in the wicker piston or in the sleeper sleeper in / p. This fault will not give the opportunity to charge TM, since the accelerator when the pressure increases in TM to a certain value, it works, and after a decrease in pressure in TM, the accelerator piston is squealing to the saddle (closes). Setting the mode switch to the "HC" position with this malfunction will not give. Visually determine the faulty B / P is also very difficult, since after a decrease in pressure in TM, the accelerators in the / s of other wagons can work in TM. To identify a malfunction in this case, you can divide the composition into two parts by overlapping end cranes and charging TM of the first half of the train. With a normal increase in pressure to the charger, connect one car and determine, therefore, faulty. If the TM first half of the train is not charged, faulty in / p determine the turning off of the wagons one by one. Coming out in this way on a faulty V / P, it should be turned off from work, after the opening of all end cranes charge TM, carry out abbreviation of brakes, recalculate the actual brake pressing of the train, make a mark in the help of Wu-45 brakes, after which the train will continue Checking the brake path on their action.

Disable faulty in / p No. 292-001 on the car.

BUT)Overlap the dismissal crane on the tap from TM to V / r. A feature of this crane is that it has an atmospheric hole. After installing the handle of the crane across the TM pipe and V / P pipes, will be disassembled, and the MK of the air distributor will communicate with the atmosphere. V / R will go into emergency braking mode with full filling shopping center.

B)Release the entire air from SB and TC, pulling over the leash and by opening the exhaust valve mounted on SP.

IN)Make sure that the rod went into the shopping center, and the brake pads moved away from the wheels.

D)Inspect the wheel pairs with a breakdown of the composition for the presence of a slider.

E)In operation, there are cases of installing dismissal cranes without a atmospheric opening. To eliminate the filling in / r, SR and the shopping center with compressed air in the case of skipping the plugging of the dismissal crane, it is necessary to encourage a leash, thus leaving the exhaust valve open or twist the plug out of the TC cover.

The actions of the locomotive brigade when recharging TM.

Maintaining a train with recharged TM is unacceptable. In the passenger train at the same time with the recharge TM will receive a recharge of speakers of wagons. The disadvantage of V / P No. 292 is that air pressure in the shopping center in case of emergency braking depends on the pressure in SG. If you allow an increase in pressure in TM and SD more than 0.55 MPa and continue to maintain the train, if necessary, the use of emergency braking in the shopping center is created significant pressure, which will lead to the encoding of wheel pairs of the entire composition. As a result, the formation of sliders, an increase in the braking path, the threat of traffic safety.

Transition to charging pressure in case of recharging TM passenger train

In the event of an overestimation of a pressure of more than 0.55 MPa, the driver needs to stop the train stage of the service braking with the TM discharge at 0, 03 - 0.04 MPa. The task of the driver is not only to reduce the air pressure to the TM charging, but it is necessary to reduce the charging and pressure in SG. After stopping, identifying the cause of the intensification of pressure and eliminate it, it is necessary to switch to the charging pressure in TM and SR.

Crane machine to reduce the pressure in the UR and TM to 0.45 MPa, after which the pressure in TM 1 is the position of the knob to 0.5 - 0.52 MPa and set the knob of the CM in the 2nd position.

The driver's assistant goes along the composition and, pulling over the leash, opens the exhaust valves installed on SP. The air from SB is necessary until BP has been working on vacation. With the brake of the tail car, the driver's assistant and the driver perform abbreviations of the brakes, after which the assistant returns to the locomotive and visually checks the vacation of the brakes of each carriage.

13. Air distributor No. 483-000.

The main brake device in the cargo movement is currently an air distributor 483-000.

Characteristic.

Direct (inexhaustible) replenishes leaks in the shopping center and SG.
automatic (triggered when the pressure drops in TM)
brake wave velocity 290 m / s.

has a release mode switch. Plain and mountain. On the flat mode, it works like soft, has a stepped braking, no step leave. In the inverted position should not be released within 5 minutes. On the mountain mode works like a semi-rigid, has a stepped braking and a step vacation. It is put on the mountain mode to put in front of the tightened descents of the steepness of 0.018 or more. In the inverted state should not let go within 10 minutes.
it has a switch of braking modes P, C, G.

Table 1.

Brake pad material	Brake mode	Pressure in TC. Kgf / cm 2	Maximum pressure in the shopping center Kgf / cm 2	Pressing the axis tons
Cast iron	P	From 0 to 3	1,4-1,8	2,0	3,5
	FROM	From 3 to 6	2,8-3,3	3,5	5
	G.	Over 6T	3,9-4,2	4,5	7
composite	P	From 0 to 6	1,4-1,8	2,0	3,5
	FROM	Over 6.	2,8-3,3	3,5	7
	G.	See Note	3,9-4,2	4,5	8,5

*) Note: The loaded mode on the wagons with composite pads in accordance with the requirements of the instruction manual for the brakes of the rolling stock of railways No. CT-CT-CL-CL-VNII / 277 is established in the following cases:

1. In addition to the state of hopper wagons for the transport of cement;

2. On other cars on the orders of the head of the road on the basis of experienced trips on specific areas of the road with an axial load of at least 20 TCs;

3. In winter, at the direction of the head of the road in areas with protracted descents, susceptible to snow skids when loading the car more than 10 vents on the axis.

The pressure in the brake cylinder depends on the installation of the braking modes switch and the braking stage. From the volume of the shopping center and the spare tank, unlike BP, 292 does not depend. The pressure value in the shopping center controls the equalization piston.

Fig.13.1 Dependence The pressure in the shopping center from the magnitude of the braking stage.

Setting the braking modes switch

Air distributor № 483-000 on locomotives.

Table 2.

Brake modes (vacation)	In what cases is established
P	a) when working with cargo trains with speeds up to 90 km / h; b) when maneuver movements of train locomotives serviced in two faces.
FROM	a) when shocking locomotives in a cold state in a raft or in the train; b) when working on the system of many units, if the Action of the first locomotive does not apply to subsequent locomotives (the average mode is set on subsequent locomotives)
G.	a) when conducting passenger and cargo-passenger trains; b) in solitary confinement; C) when performing maneuver work and movement on train locomotives serviced by one driver; D) when working with cargo trains with speeds of more than 90 km / h; E) when performing maneuver work and movement on all maneuver locomotives; e) in rice on the leading locomotive.
Flat	a) when follows with a passenger and cargo-passenger train; b) on the descents of steepness to 0.018
Mountain	a) on the descents from 0.018 and cooler; b) on locomotives, whose auto brake vacation is provided by the release of compressed air from the operating chamber of the air distributor