When changing the main main parts of the air distributors. Actions of a submachine gunner when detecting a failure of the brake of a car on vacation. Brake line break indicator

15 TECHNICAL REQUIREMENTS FOR REPAIR
and testing of main and main parts of cargo-type AIR DISTRIBUTORS

15.1 The main and main parts of cargo-type air distributors (hereinafter referred to as the main and main parts) with manufacturer seals, which have at least 2 years remaining before the end of the warranty period, and which do not have external damage and heavy contamination, must be tested without preliminary their cleaning and repair.

If the test results are satisfactory, a tag with the automatic transmission brand and the test date (day, month and last two digits of the year) is installed on the main and main parts, with a seal
manufacturer is retained. In case of negative test results, a complaint report is sent to the manufacturer in accordance with the established procedure.

15.2 All other main and main parts received for repair must be cleaned from the outside.

The recommended method for cleaning is jet washing. hot water(from 55 to 70 С) under pressure in special washing installations. In case of severe contamination, it is allowed to carry out external washing of the main and main parts with a 5% solution of soda ash.

The use of kerosene, gasoline and other aggressive substances for external cleaning of main and main parts is not allowed.

15.3 After washing, the main and main parts should be disassembled, all parts and assemblies should be wiped with a lint-free technical cloth, the throttle openings, the list of which is given in Table 7, should be blown out with compressed air, all parts and assemblies should be inspected and checked, faulty parts should be replaced with new or repaired ones.

15.4 Repair of main and main parts must be carried out in compliance with the following requirements:

Valve seats (oil seals) must be unscrewed and screwed in only with socket wrenches;

To disassemble and assemble the diaphragm assembly with aluminum disks, it is necessary to use a special mandrel with a recess;

Metal parts are not allowed to break, break, crack, or break threads;

The cuffs are not allowed to have delaminations, tears, or abrasions on the working surface;

Diaphragms and gaskets must be smooth, without tears or signs of swelling;

On the surfaces sealed by the cuffs, as well as on the valve seats, nicks, dents and deep marks are not allowed;

Gaskets and valve seals are not allowed to have an annular mark from the seat with a depth equal to the height of the seat or more;

When replacing rubber seals on valves, they must be installed with a large diameter inside the socket; processing of the protruding part of the rubber must be done by trimming on a rotating valve on special device, eliminating the possibility of shortening (grinding) the metal part of the valve. Sanding rubber valve seals is prohibited; the rubber seal must be cut flush with metal part valve, the surface of the rubber seal after trimming must be smooth, without protrusions and burrs, subsidence of the seal below the metal level is not allowed;

Valves with vulcanized rubber seals cannot be repaired;

All springs must have their power parameters checked;

During the assembly process, all cuffs and friction surfaces of metal parts must be lubricated thin layer ZhT-79L lubricants;

When assembling after repair, the parts and assemblies that were in them before disassembly must be installed in the main and main parts, with the exception of those replaced due to expired service life, malfunctions or as a result of modernization work.

15.5 When repairing main parts 483, 483M and 483A, it is necessary to:

Hole in the throttle body of the main part 483
 (0.650.03) mm drill to  (0.90.05) mm;

Check the diameter of the hole in the atmospheric valve cap (three valve assembly), the hole  0.55 mm must be drilled to  (0.90.05) mm.

15.6 When assembling main parts 483, 483M and 483A Special attention care must be taken to ensure that the three valve assembly is assembled correctly
(Figure 4), the softness valve (Figures 5, 6, 7), for the correct installation of the plunger in the diaphragm assembly and the cuff in the lid seat, for the design differences of the main parts 483, 483M and 483A:

The seat in the assembly of three valves 483M.012 differs from the seat 483.012 by the presence of a hole  0.3 mm;

Plunger 483.120 differs from plunger 483M.120 in the location of the holes in the tail section (Figures 8 and 9);

Seats 483.012 and 483M.012, plungers 483.120 and 483M.120 are not interchangeable: seat 483.012 and plunger 483.120 are installed in main part 483, seat 483M.012 and plunger are installed in main parts 483M and 483A er 483M.120;

In the assembly of three valves of the main part 483, 483M and 483A, a spring 483.029 must be installed (the total number of turns is 5.5; the free height is at least 16 mm).

15.7 When repairing and assembling main parts 270, 483.400:

The adjusting stop retainer (mode unit) must be screwed into the entire thread;

During the assembly process, it is necessary to check the movement of the main piston in the housing - move the main piston assembly inside the housing at a distance of 5 to 8 mm and release it - the piston should return to its original position under spring force;

Felt rings must be cleaned and impregnated with ZhT-79L lubricant or replaced with new ones, also impregnated with lubricant. For impregnation, the rings are lubricated with lubricant and kept at a temperature of +40 ºС for at least 8 hours;

In the main part 270, the cuffs must be put on the main piston rod using conical mandrels or a special device.

15.8 Each repaired main and main part must be tested on a test bench.

Each main and main part that has been repaired and passed the test must have a tag on it. The tag must bear the automatic transmission stamp and the date of repair (day, month and last two digits of the year).

15.9 Testing of the main and main parts on a stand of a unified design, circuit diagram which is shown in Figure 10, should be carried out in accordance with section 16.

A test bench, the layout of which differs from the layout of a stand of a unified design, must be approved for use in automatic transmissions in the prescribed manner, and testing on it must be carried out in accordance with the operating instructions for this stand.

15.10 The test results of the main and main parts must be reflected in the accounting book of the established form.

When testing on a bench with registration of parameters, the test results must be saved in the PC memory, and in the accounting book of the established form, it is necessary to record the date of the test, the type and number of the accepted main or main part with the signature of the repair performer and the head of the automatic transmission or his deputy.

Carrying out tests on a bench with registration of parameters when the recording devices are turned off is prohibited.

15.11 Repaired main and main parts, the storage period of which exceeds 6 months from the time of their repair, can be installed on the car only after they have been tested, subject to satisfactory results. In this case, tags indicating the automatic transmission brand and the test date (day, month and last two digits of the year) must be installed on the main and main parts, while retaining the tags placed during the repair.

15.12 A tag with the automatic transmission brand and the test date (day, month and last two digits of the year) must be installed on the new main and main parts that have passed the test before being installed on the car, while maintaining the manufacturer’s seal.

Table 7 – Dimensions of the throttle openings of the main and main parts of cargo-type air distributors

1 – spring 305.108; 2 – gasket 183.9; 3 – valve 483.110;
4 – saddle 483.026; 5 – saddle 483.011; 6 – additional discharge valve 483.090; 7 – gasket 270.549; 8 – saddle 483M.012 (for main part 483M and 483A), saddle 483.012 (for main part 483); 9 – cuff 305.156; 10 – spring 483.002; 11 – bushing 483.017; 12 – ring 021-025-25-2-3
GOST 9833; 13 – spring 483.029; 14 – nut 483.028

Figure 4 – Three valve assembly

1 – valve 483.080; 2 – cuff 305.156; 3 – stop 483.001; 4 – diaphragm 483.005; 5ring 483.016; 6 – spring 483.025-2; 7 – plug 483.007; 8 – nut 2M6-6N.5.019 GOST 5915; 9 – washer 483.006; 10 – bushing 483.032

Figure 5 – Main part softness valve 483

1 – valve 483.080; 2 – cuff 305.156; 3 – stop 483.001; 4 – diaphragm 483.005;
5 – ring 483.016; 6 – spring 483.025-2; 7 – plug 483.007; 8 – nut 2M6-6N.5.019 GOST 5915; 9 – washer 483.006; 10 – saddle 483.037

Figure 6 – Main part softness valve 483M

1 – valve 483A.030-1; 2 - spring 87.02.21; 3 – plug 483.007;
4 – ring GOST 9833; 5 – ring 483.016;6 – washer 483A.001-1;
7 – diaphragm 483A.007; 8 – bushing 483A.002-1; 9 – saddle 483.037

Figure 7 – Main part softness valve 483A

Figure 8 – Plunger 483.120

Figure 9 – Plunger 483M.120

16 TESTING OF MAIN AND MAIN PARTS OF CARGO-TYPE AIR DISTRIBUTORS AT A UNIFIED DESIGN STAND

16.1 Stand characteristics

16.1.1 Fundamental pneumatic circuit The stand must correspond to the diagram shown in Figure 10.

16.1.2 The stand must have:

Driver's crane or control unit replacing it;

Throttle DR1 (with a hole with a diameter of 2 mm) for checking the operator’s crane or a control unit replacing it;

Throttle DR2 (with a hole with a diameter of approximately 0.7 mm) to create a speed test for the softness of the action of the main and main parts;

Throttle DR3 (with a hole with a diameter of approximately 0.65 mm) to create a slow release rate;

Chokes DR4 (with a hole with a diameter of 2 mm) and DR5 (with a hole with a diameter of 3 mm) to create a charging advance for the charger when directly charging the charger and the charger;

RD reducer, adjusted to pressure (0.54+0.01) MPa [(5.4+0.1) kgf/cm 2 ];

Instrumentation for monitoring time (stopwatch) and pressure (pressure gauges with measuring limit
1 MPa (10 kgf/cm 2) accuracy class not lower than 0.6);

Clamps MC and MC with mating flanges for reliable and hermetically sealed fastening of the main and main parts to the stand, respectively;

Braking mode switch (not shown in the figure), which should switch the main part, located on the stand, to the braking modes: “loaded”, “medium” and “empty”, ensuring the distance from the stop of the mode switch of the main part to the mating surface of its flange for “loaded” mode – (80.5±0.5) mm, for “medium” mode – (85.5±0.5) mm;

Isolation valves or devices replacing them;

Drain valves for TR and MR;

Filter for air purification at the entrance to the stand.

16.1.3 The operator’s crane or a control unit replacing it must provide:

Pressure compressed air in MP: (0.60+0.01), (0.54+0.01), (0.45+0.01), (0.35+0.01) MPa [(6.0+0 ,1), (5.4+0.1), (4.5+0.1), (3.5+0.1) kgf/cm 2 ];

Automatic maintenance of steady-state compressed air pressure in the MR;

Braking stage - reduction of compressed air pressure in the MP from (0.54 + 0.01) MPa [(5.4 + 0.1) kgf/cm 2 ] to 0.05 - 0.06 MPa (0.5 - 0 .6 kgf/cm 2);

Service braking rate - reduction of compressed air pressure in the MR from 0.5 to 0.4 MPa (from 5.0 to 4.0 kgf/cm 2) in a time from 4 to 6 s (with the main and main parts disconnected from the stand) ;

Release rate - increasing the compressed air pressure in the MR from 0.4 to 0.5 MPa (from 4.0 to 5.0 kgf/cm2) in a time of no more than 5 s (with the main and main parts disconnected from the stand).

16.1.4 Throttle DR2 must ensure the rate of checking the softness of the action of the main and main parts - reducing the compressed air pressure in the MR from 0.60 to 0.57 MPa (from 6.0 to 5.7 kgf/cm 2) in a time from 50 to 60 s (with the driver’s crane (control unit), main and main parts disconnected from the stand).

The DR3 throttle should provide a slow release rate - increasing the compressed air pressure in the MR from 0.48 to 0.50 MPa (from 4.8 to 5.0 kgf/cm 2) in a time of 36 to 43 s (with the main and main parts).

The diameters of the holes of the throttles DR2 and DR3 on each specific stand must be selected when adjusting the given rates.

16.1.5. Testing of main parts is carried out with a tested and serviceable main part 270 or 483.400 mounted on a stand.

The main parts are tested with a tested and serviceable main part 483M or 483A attached to the stand.

Testing on a bench at the same time untested main and main parts is prohibited.

16.1.6 Checking the density of the stand and the set rates should be done as follows:

Connect the stand to an air pressure line with a compressed air pressure of at least 0.65 MPa (6.5 kgf/cm2);

To check the density, install special flanges on the mating flanges of the stand for the main and main parts that connect the MR and TR, the CB with the additional discharge channel (hereinafter referred to as the ADC), and plug all other holes on the mating flanges of the stand;

By turning on the direct channels (open valves 1, 13, 15, 26, 29, 32, 33), charge the stand (MR, TR, ZR, RK, ZK, KDR) with compressed air to (0.60+0.01) MPa [( 6.0+0.1) kgf/cm 2 ];

After a two-minute wait, turn off the direct charging of tanks and chambers (close taps 1, 15, 29, 33) and check the density: within 5 minutes, a decrease in compressed air pressure in the MP, TR and ZR is allowed by no more than 0.01 MPa (0. 1 kgf/cm 2), and a decrease in compressed air pressure in the RK, ZK and KDR is not allowed;

Open valve 15, close valve 26, use the driver’s valve (control unit) to reduce the compressed air pressure in the MP to (0.35+0.01) MPa [(3.5+0.1) kgf/cm 2 ], and check service braking rate: time to reduce the compressed air pressure in the MP from 0.5 to 0.4 MPa (from 5.0
up to 4.0 kgf/cm 2) should be from 4 to 6 s;

Set the driver's valve (control unit) to charging pressure (0.54+0.01) MPa [(5.4+0.1) kgf/cm 2 ] and check the release rate: increase the compressed air pressure in MP from 0.4 up to 0.5 MPa (from 4.0 to 5.0 kgf/cm2) should occur in no more than 5 s;

Using the driver's tap (control unit), set the compressed air pressure to MPa (0.45+0.01) MPa [(4.5+0.1) kgf/cm 2 ], close tap 15 (cock 26 remains closed), after two minutes shutter speed, open valve 22, set the driver’s valve (control unit) to charging pressure (0.54+0.01) MPa [(5.4+0.1) kgf/cm 2 ] and check the rate of slow release: increasing the compressed air pressure in MR from 0.48 to 0.50 MPa (from 4.8 to 5.0 kgf/cm2) should occur in a time from 36 to 43 s;

Close valve 22, open valve 15, charge the MP with compressed air to (0.60+0.01) MPa [(6.0+0.1) kgf/cm2], then close valve 15 (valve 26 remains closed) , after a two-minute wait, open valve 10 and check the rate of checking the softness of the action of the main and main parts: a decrease in compressed air pressure in the MP from 0.60 to 0.57 MPa (from 6.0 to 5.7 kgf/cm 2) should occur within time from 50 to 60 s;

To check the driver's valve (control unit) for automatic pressure maintenance, you need to close valve 10, open valve 15
(valve 26 remains closed), use the driver’s valve (control unit) to set the charging pressure of compressed air in the MP, and then create a leak through a hole with a diameter of 2 mm (open valve 8), while the operator’s valve (control unit) must maintain the established compressed air pressure in MR with a deviation of no more than 0.015 MPa (0.15 kgf/cm 2).

It is allowed to check the density of the stand with serviceable main and main parts installed on it; to do this, by turning on the direct channels (open taps 1,13,15,26,29,32,33), the stand (MR, ZR, RK, ZK) should be charged with compressed air up to (0.54+0.01) MPa [(5.4+0.1) kgf/cm 2 ], after a two-minute wait, turn off the direct charging of the RC and the CB (close valves 29, 33), using the driver’s tap (control unit) reduce the compressed air pressure in the MP by 0.05 - 0.06 MPa (0.5 - 0.6 kgf/cm2), after the pressure is established, close valves 1, 15 and check the density: decrease within 5 minutes compressed air pressure in the MR, TR and ZR is allowed by no more than 0.01 MPa (0.1 kgf/cm 2), and a decrease in compressed air pressure in the RK, ZK and KDR is not allowed.

1,8,10,13,15,22,26,29,32,33 – disconnect valves or devices replacing them; 2,3,9,18,19,20 – pressure gauges; 4 – brake reservoir;
5 – spare tank; 6 – gearbox; 7.25 – drain valves;
11 – mounting flange for the main part of the air distributor;
12 – additional discharge channel; 14 – driver’s crane (control unit); 16,17,23,30,34 – chokes; 21 – filter for air purification;
24 – main tank; 27 – working chamber; 28 – spool chamber; 31 - mounting flange for the main part of the air distributor

16.2 Testing the main part

16.2.1 Checking the charging of the main part is carried out in the “flat” mode at a charging pressure of (0.54+0.01) MPa [(5.4+0.1) kgf/cm 2 ].

The braking mode switch must be set to the “loaded” position, valves 13, 15 and 32 must be open,
the rest are closed.

After the charging pressure has been reached in the MP, the main and main parts are charged (open tap 26), after which you should check:

• 
  charging time of the gearbox with compressed air is from 0 to 0.12 MPa (from 0 to 1.2 kgf/cm 2), which should be for main parts 483 and 483M
  from 20 to 35 s, for the main part 483A - from 4 to 8 s;
• 
  opening of the softness valve (checked for main parts 483 and 483M), which should occur during the charging process when the compressed air pressure in it reaches from 0.15 to 0.35 MPa (from 1.5 to 3.5 kgf/cm 2) and is determined by accelerating the charging rate of the gearbox: the time of charging the gearbox with compressed air from 0.35 to 0.40 MPa (from 3.5 to 4.0 kgf/cm 2) should be from 3 to 5 s;
• 
  opening of the second path for charging the RC, which should occur when the compressed air pressure in it reaches from 0.20 to 0.35 MPa (from 2.0 to 3.5 kgf/cm 2) and is determined by the acceleration of the rate of charging of the RC: charging time of the RC compressed air from 0.35 to 0.40 MPa (from 3.5 to 4.0 kgf/cm2) should be from 6 to 10 s.

The braking mode switch must be set to the “loaded” position, valves 13, 15, 26 and 32 are open,
the rest are closed.

After charging the RK, ZK, MR and ZR with compressed air to the charging pressure, you should disconnect the MR from direct charging (close valve 15), close the KDR valve 32 and reduce the compressed air pressure in the MR at a soft rate (open valve 10 with throttle 17). When the compressed air pressure in the MR drops to 0.54 MPa (5.4 kgf/cm2), the main and main parts should not come into action, i.e. compressed air should not enter the TR, and the compressed air pressure in the CDR should not exceed 0.01 MPa (0.1 kgf/cm2).

16.2.3 Checking the braking stage and release of the main part is carried out in the “flat” mode at charging pressure
(0.54+0.01) MPa [(5.4+0.1) kgf/cm2].

the rest are closed.

After charging the RK, ZK and MR with compressed air to the charging pressure, the compressed air pressure in the MR should be reduced by 0.05 - 0.06 MPa
(0.5 - 0.6 kgf/cm2) at the rate of service braking.

Within 120 s after establishing the compressed air pressure in the TR:

The compressed air pressure in the TR must be at least 0.06 MPa (0.6 kgf/cm 2);

The compressed air pressure in the CDR must be at least 0.3 MPa (3.0 kgf/cm 2);

In the Republic of Kazakhstan, the established compressed air pressure should not decrease.

Then you should increase the compressed air pressure in the MP at a slow release rate (close valve 15, switch the control unit (driver’s valve) to charging pressure and then open valve 22 with throttle 23). In this case, first in the RK, and then in the TR, a decrease in the pressure of compressed air should occur.

The time from the start of increasing the compressed air pressure in the MP until the compressed air pressure in the TR reaches 0.04 MPa (0.4 kgf/cm 2) should be no more than 70 s.

16.2.4 Checking the full service braking and release of the main part is carried out in the “flat” mode at a charging pressure of (0.54+0.01) MPa [(5.4+0.1) kgf/cm2].

The braking mode switch must be set to the “loaded” position, valves 1, 13, 15, 26 and 32 are open,
the rest are closed.

After charging the RK, ZK and MR with compressed air to the charging pressure, the compressed air pressure in the MR should be reduced to (0.35+0.01) MPa [(3.5+0.1) kgf/cm 2 ] at the rate of service braking. In this case, the time from the beginning of the decrease in compressed air pressure in the MR until the compressed air pressure in the TR reaches 0.35 MPa (3.5 kgf/cm 2) should be from 7 to 15 s.

Then the compressed air pressure in the MR should be increased to (0.45+0.01) MPa [(4.5+0.1) kgf/cm2]. Wherein:

In the Republic of Kazakhstan there should be a decrease in compressed air pressure;

The time from the start of increasing the compressed air pressure in the MP until the compressed air pressure in the TR reaches 0.04 MPa (0.4 kgf/cm 2) should be no more than 60 s.

16.2.5 To check the release of the main part in mountain mode, its mode switch should be moved to the “mountain” position, the check should be carried out at a charging pressure of (0.60+0.01) MPa [(6.0+0.1) kgf/cm 2].

The braking mode switch must be set to the “loaded” position, valves 1, 13, 15, 26 and 32 are open,
the rest are closed.

After charging the RK, ZK, MR and ZR with compressed air to the charging pressure, the compressed air pressure in the MR should be reduced by 0.10 - 0.12 MPa (1.0 - 1.2 kgf/cm 2) at the service braking rate, allow a holding time of 15 s and increase the compressed air pressure in the MR to (0.54+0.01) MPa [(5.4+0.1) kgf/cm2].

Within 60 s, after increasing the compressed air pressure in the MR, a decrease in the compressed air pressure in the TR should occur no lower than
up to 0.06 MPa (0.6 kgf/cm2).

16.3 Main part test

16.3.1 Checking the charging of the main part is carried out in the “flat” mode at a charging pressure of (0.54+0.01) MPa [(5.4+0.1) kgf/cm 2 ].

The braking mode switch must be set to the “empty” position, valves 13, 15 and 32 must be open,
the rest are closed.

After the charging pressure has been reached in the MR, the main and main parts are charged with compressed air (open valve 26), and it is necessary to check:

Charging time with compressed air ZR from 0 to 0.52 MPa (from 0 to 5.2 kgf/cm2), which should be from 14 to 18 s;

Charging time with compressed air RK from 0 to 0.05 MPa (from 0 to 0.5 kgf/cm 2), which should be from 25 to 55 s in the case of use when testing the main part 483M, from 15 to 40 s - in the case applications when testing the main part 483A.

16.3.2 The softness of the action of the main part is checked in the “flat” mode at a charging pressure of (0.60+0.01) MPa [(6.0+0.1) kgf/cm 2 ].

The braking mode switch must be set to the “empty” position, valves 13, 15, 26 and 32 must be open, the rest must be closed.

After charging the RK, ZK, MR and ZR with compressed air to the charging pressure, you should disconnect the MR from direct charging (close valve 15), turn off the valve 32 KDR and reduce the compressed air pressure in the MR at a soft rate (open valve 10 with throttle 17). When the compressed air pressure in the MR drops to 0.54 MPa (5.4 kgf/cm2), the main and main parts should not come into action, i.e. compressed air should not enter the SR, and the compressed air pressure in the SR should not exceed 0.01 MPa (0.1 kgf/cm 2), the compressed air pressure in the SR should not decrease by more than 0.02 MPa (0.2 kgf/cm 2).

16.3.3 Checking the braking stage and the density of the main part during the braking stage is carried out in the “flat” mode at a charging pressure of (0.54+0.01) MPa [(5.4+0.1) kgf/cm 2 ].

The braking mode switch must be set to the “empty” position, valves 1, 13, 15, 26 and 32 must be open, the rest must be closed.

To check, the compressed air pressure in the MR should be reduced by the service braking rate by 0.05 - 0.06 MPa (0.5 - 0.6 kgf/cm2). 60 s after reducing the compressed air pressure in the MR, disconnect the MR from direct charging (close valve 1). Wherein:

Within 20 s after switching off the protection device, it is allowed to reduce the compressed air pressure in it by no more than 0.01 MPa (0.1 kgf/cm 2);

Within 120 s after reducing the compressed air pressure in the MR:

1. 
   in the CDR, the compressed air pressure must be at least 0.3 MPa (3.0 kgf/cm 2);
2. 
   in the Republic of Kazakhstan, the established compressed air pressure should not decrease;
3. 
   the compressed air pressure in the TR must be at least 0.06 MPa (0.6 kgf/cm 2) .

Stand taps 1, 13, 15, 26 and 32 must be open,
the rest are closed.

After charging the RK, ZK and MR with compressed air to charging pressure, alternately (in any sequence) in each braking mode (“empty”, “medium”, “loaded”), the compressed air pressure in the MR should be reduced to (0.35+0. 01) MPa [(3.5+0.1) kgf/cm 2 ] at the rate of service braking with mandatory subsequent complete release after measuring the pressure in the TR in each braking mode.

The compressed air pressure in the TR should be established:

In braking mode “empty” ─ from 0.14 to 0.18 MPa
(from 1.4 to 1.8 kgf/cm2);

In braking mode “medium” ─ from 0.30 to 0.34 MPa
(from 3.0 to 3.4 kgf/cm2);

In braking mode “loaded” ─ from 0.40 to 0.45 MPa
(from 4.0 to 4.5 kgf/cm2).

If the compressed air pressure in the TR does not correspond to the given values ​​for the main part, it is necessary to adjust the springs of the mode unit, after which it must be tested again in all braking modes.

When checking in the “loaded” braking mode, it is necessary to control the time from the beginning of the decrease in compressed air pressure in the MP until the compressed air pressure in the TR reaches 0.35 MPa (3.5 kgf/cm 2), which should be from 7 to 15 s, and release time: time from the start of increasing the compressed air pressure in the MR until the compressed air pressure in the TR reaches 0.04 MPa (0.4 kgf/cm 2), which should be no more than 60 s.

16.3.5 To check the operation of the exhaust valve of the main part, the exhaust valve pusher, with the charging pressure of compressed air in the valve (0.54 + 0.01) MPa [(5.4 + 0.1) kgf/cm 2 ], should be pressed to refusal. The time for reducing the compressed air pressure in the Republic of Kazakhstan from 0.50 to 0.05 MPa (from 5.0
up to 0.5 kgf/cm 2) should be no more than 5 s.

Signs of a car brake not working on vacation: the brake cylinder rod does not return to its original position (does not sit in place), brake pads do not move away from the wheel rolling surface.

1. Briefly release air through the outlet valve of the main part of the air distributor, for which it is necessary to press the outlet valve for approximately 2 seconds.

If, during a short-term release of compressed air through the outlet valve, the brake is released, then the main part of the air distributor is faulty.

It is necessary to replace the main part of the air distributor, charge the brake system of the car and repeat the braking followed by release.

If, during a short-term release of compressed air through the outlet valve, the brake does not release, you must proceed to the next check in accordance with paragraph 2.

2. Completely release the air from working chamber two-chamber
tank by pressing the outlet valve of the main part.

If at the same time the brake cylinder rod has settled into place, then it is necessary to replace the main and main parts of the air distributor, having first checked whether the compressed air passes through the fine filter of the two-chamber tank, for which, with the main part of the air distributor removed, it is necessary to open the isolation valve of the car and determine whether the compressed air is flowing air from the hole in the mating flange of the two-chamber tank.

If, when air is completely released through the exhaust valve, the brake cylinder rod does not sit in place, you must proceed to the next check in accordance with paragraph 3.

3. Create an artificial leak of compressed air by loosening the bolts
fastening the auto mode to its bracket, and then check with what force
Compressed air comes out from the auto mode connection with its bracket.

If the air pressure is good and the brake cylinder rod begins to settle into place, then the auto mode is not working properly and should be replaced.”

If there is no air pressure, proceed to the next check in accordance with paragraph 4.

4. Unscrew the plug from the rear cover of the brake cylinder and
check the presence of compressed air in it, observing safety precautions.

If compressed air is not found in the brake cylinder, it is necessary to open the brake cylinder and eliminate its malfunctions - it is likely that the brake cylinder piston cuff is wrapped, or the return spring is broken.

If there is compressed air in the brake cylinder (if there is no auto mode on the car), it is necessary to replace the main and main parts of the air distributor, having first checked whether the compressed air passes through the fine filter of the two-chamber tank, for which, with the main part of the air distributor removed, it is necessary to open the isolation valve of the car and determine whether compressed air is coming from the hole in the mounting flange of a two-chamber tank.

After replacing the main and main parts of the air distributor, it is necessary to charge the car's brake system for 5 minutes, then repeat the braking and subsequent release.

Signs of the car brake not responding to braking: the brake cylinder rod did not come out, or came out to an insignificant distance, at which the brake pads did not press tightly against the rolling surface of the wheels, or the brake cylinder rod came out, but after a few seconds it sat back in place.

1. It is necessary to check the leakage of compressed air through the atmospheric hole in the two-chamber air distributor reservoir (in the load mode switch assembly). Leakage of compressed air during braking through the atmospheric hole in the two-chamber air distributor reservoir (in the load mode switch assembly) indicates a malfunction of the main part of the air distributor. The main part of the air distributor should be replaced, the car's brake system should be charged for 5 minutes, and then the braking should be repeated. If there is no leakage of compressed air through the atmospheric hole in the two-chamber air distributor reservoir (in the load mode switch assembly), it is necessary to proceed to the next check in accordance with paragraph 2.
2. Check the presence of compressed air in the working chamber of the two-chamber tank. To do this, it is necessary to slightly press the outlet valve of the main part of the air distributor and check the amount of compressed air pressure at the outlet of it. If the pressure at the outlet of the exhaust valve is weak or completely absent, then it is necessary to check whether the bolts securing the cover of the main part of the air distributor are tightly tightened - tighten the loose bolts, allow a three-minute wait to charge the working chamber, and then repeat the braking. If eliminating leaks on the mating flanges of the main part and its cover did not give the desired result, then it is necessary to replace the main and main parts of the air distributor, having first checked whether the compressed air passes through the fine filter of the two-chamber tank, for which, with the main part of the air distributor removed, it is necessary to open the isolation valve of the car and determine whether compressed air is coming from the holes in the mating flange of the two-chamber tank.” After replacing the main and main parts of the air distributor, it is necessary to charge the car's brake system for 5 minutes, and then repeat the braking. If the pressure at the outlet of the exhaust valve is good, then it is necessary to proceed to the next check in accordance with paragraph 3.
3. Unscrew the plug from the rear cover of the brake cylinder. Close the hole from which the plug is unscrewed with your palm and thereby check the pressure of the compressed air leaving the brake cylinder. If the air pressure turns out to be good, it is necessary to open the brake cylinder and eliminate its malfunctions - the brake cylinder piston cuff is likely to be faulty (wrapped, torn, or flew off the piston). If the air pressure turns out to be weak or completely absent, you must proceed to the next check in accordance with paragraph 4.
4. Create an artificial leak of compressed air by loosening the bolts securing the automatic mode to its bracket, and then check with what force the compressed air comes out of the connection of the automatic mode to its bracket. If the air pressure is good, then the auto mode is faulty and should be replaced. If the air pressure is weak or completely absent and none of the malfunctions listed in paragraphs 1 - 3 were detected, then the reason is that the car brake does not apply to braking! If there is a malfunction of the main part of the air distributor, it must be replaced. After replacing the main part of the air distributor, it is necessary to charge the car's brake system for 5 minutes, and then repeat the braking.
5. If the car does not have an automatic mode, all checks associated with it are skipped.

Device. The main part of the cond. No. 483 consists of a body 1 and a cover 6, inside of which there are three complete units: a diaphragm 7 with a plunger //, fixed between disks 5 and 8: a seat 10 with a cuff 25 and a sleeve 24, secured by a ring 26: an assembly of three seats 30, 31 and 33 with spring-loaded valves 32 for additional line discharge and 34 for spool chamber discharge.

The cuff 3 with a spacer sleeve 2 simultaneously serves as a seal for the shank of the disk 5, and its end part is a valve, which, when it rests on the seat 30, separates the chambers of the MK (holes 28) and the ZK. In plunger II

nipple 27 with a hole with a diameter of 2 mm is pressed in. In plug 35 there is a hole with a diameter of 0.55 mm for discharging the ZK chamber into atmospheric channel A.

The device of the plain-mountain mode, similar to that used in air distributors condition. No. 270-002 and 270-005-1, consists of a rubber diaphragm 12, a plastic cap 13 of springs 21 and 22, a stop 20 with a screw slot and a felt lubricant ring 19 and a handle 18 for switching.

On cover 6 the letters G and P are cast, corresponding to the position of the mountain and lowland modes. The flogging 20 moves in the axial direction by 11 mm.

A sleeve 42 is pressed into the side of the housing 1, in which there is a soft valve, consisting of a housing 41, a diaphragm 39, a spring 37 and a plug 36. The diaphragm 39 is fixed between rings 38 and 40.

Diaphragms 7 and 12, disk 8, cuff 25, seat 10, gaskets and all parts of the flat-mountain mode device are completely interchangeable with the corresponding parts of the main part of the air distributor unit. No. 270-005-1.

On both sides of the diaphragm 7 there are two chambers: the main MK and the spool valve, and on the left side of the diaphragm 12 there is a cavity 23 connected to

flat mode with a working chamber. In mountain mode, cavity 23 is isolated from the working chamber. The cavity of the CDR behind the valve 32 of additional discharge of the line is connected by a special channel in housing 1 to the main part of the air distributor. At the landing site, the main part of the unit. N° 483 is completely interchangeable with the main parts of uel devices No. 270-002 and 270-005-1.

In the pictures p. 132-135 the same designation of parts, channels and holes of the same name is adopted.

Action. Charging (see pictures on pages 132-134). Air from the line enters the MK chamber and moves the diaphragm 7 with the plunger 11 until the end of the disk 8 stops in the seat 10. Through two holes 29 with a diameter of 1 mm, holes /5 and /7 in the plunger, air enters the cavity 23 and then through holes 16 and 14 - into a 3K camera.

When will the air pressure in the locking chamber reach approximately 3.5 kgf/cm? valve 41 will move upward and open a second charging path for chamber 3K from the line through a hole with a diameter of 0.65 mm in the throttle pressed into channel 44, and hole 43 in seat 42.

Charging of the working chamber in flat mode to 2.0-3.5 kgf/cm 2 occurs through a hole with a diameter of 0.6 mm in the main part, and then in a second way through a hole with a diameter of 0.6 mm in seat 10, and in mountain mode - only through the hole in the main part. Connection of the second way of charging the working chamber occurs at a pressure in the ZK chamber of 3.5 kg/.m 2 and above.

As the pressure in the chambers ZK and MK is equalized, the diaphragm 7, under the force of the spring 9, moves to the left until the pusher 4 stops in the valve 32. In this case, the holes 17, 15 and 16 of the plunger extend beyond the cuff 25, and the holes 29 - behind the cuff 3. Chambers MK and The valves remain connected only through a hole with a diameter of 0.65 mm in the throttle of channel 44.

This position of diaphragm 7, plunger 11 and valves 3 and 32 is called overlap (see figure on page 132).

Distance from the end of the seat 10 to the disk 8,

i.e., the full stroke of the diaphragm is 11 mm, of which 4 mm is for braking (from the overlap position), and 7 mm for release.

Discharge (softness of action) is carried out in two ways. When the pressure in the line decreases at a rate of up to 0.2 kgf/cm 2 per minute, air from the chambers of the valve and the working chamber has time to flow into the line through a hole with a diameter of 0.65 mm in the throttle of channel 44, without causing movement of the diaphragm 7. With a faster decrease in pressure in the line (up to 0.5 kgf/cm 2 per 1 min), the diaphragm with pusher 4 will begin to move to the left, valve 32 will move slightly away from the seat 31 and communicate the OC chamber with the CDR channel until the discharge rate of the MK and OC chambers is equalized.

Braking (figure on page 135). When the pressure in the line decreases at a rate of 0.1 kgf/cm 2 or more in 5 s, the diaphragm 7 moves to the left by 1.5 mm, the pusher 4 presses the valve 32 by the same amount from the seat 31 and the cavity between the valve 32 and the cuff 3 communicates with channel for additional discharge of the CDR.

There is a sharp drop in pressure in this cavity, as a result of which the cuff 3 moves away from the seat 30, connecting the MK chamber through six holes 28 with a diameter of 1.8 mm with the KDR channel and then through the main part with the atmosphere and the brake cylinder. At the same time, air from the CDR enters the cavity above the diaphragm 39 and the valve 41 moves down, interrupting the communication of the MK and ZK chambers through hole 43.

With further movement of the diaphragm 7 with disk 5 to the left by another 1.5 mm, the shank of the valve 32 will press the valve 34 from the seat 33 by 1 mm, connecting the KDR channel through hole 35 with a diameter of 0.55 mm with the atmospheric channel A. Subsequent movement of the diaphragm 7 until it stops valve 32 into the end of seat 33 will cause the plunger valve 11 to open by 1.5 mm, resulting in a sharp discharge of the brake chamber into the KDR channel and then into the atmosphere and the brake cylinder through the main part of the air distributor.

To open the additional discharge valve by 1.5 mm, a force of about 7.5 kg is required, while valve 34 will open by 1 mm. To open the plunger valve 11 by 1.5 mm, a force of about 8 kgf is required.

Then the discharge of the MK and ZK chambers into the CDR channel is stopped by the main part of the air distributor, after which the pressures on both sides of the cuff 3 are equalized and under the force of the spring on the ring 2, the cuff 3 is pressed against the seat 30.

During braking, with the diaphragm in the extreme left position,

CHARGING AND HOLIDAY

In addition to the discharge of the MC chamber into the atmosphere through the open valves 32 and 34 and hole 35, a pressure difference periodically forms between the MC chamber and completely behind the cuff 3. As a result, the valve part of the cuff moves away from the seat 30 and a short-term discharge of the brake line occurs through the holes 28.

This speeds up the discharge time of the line and the filling of the brake cylinders at the rear of the train. Filling the cylinder in all load modes occurs in 16-22 s with full service braking and in 14-20 s with emergency braking.

After a stage or full service braking, the pressures in the MK and ZK chambers are equalized, and under the force of spring 9, diaphragm 7 takes a position in which all valves are closed (overlap position).

Discharging the 3K chamber at the initial moment into the CDR channel ensures reliable braking of the main part and the formation of surge pressure in the brake cylinder. Subsequent discharge of the brake gear through hole 35 makes it possible to obtain a stable filling time for the brake cylinder, practically independent of the value of the rod output and the braking mode (empty, medium, loaded).

Vacation in flat mode (see figure on page 134). In the head part of the train, diaphragm 7 moves to the right until the end of disk 8 stops at the end of seat 10. Air from the line through holes 29, 15 and 17 and from the working chamber through a hole with a diameter of 0.6 mm in seat 10 enters cavity 23 and then through the holes 16 and 14 into the ZK chamber.

After complete release of air pressure from the main line and the valve chamber, valve 41 will move upward and communicate with each other through the hole 43 and a throttle with a diameter of 0.65 mm in channel 44.

In the tail part of the train, with a slow continuous increase in pressure in the line, the diaphragm with the plunger takes a position in which it first

BRAKING

The working chamber communicates with the LIK chambers through holes 17 with a diameter of 0.3 mm and the ZK through holes 16 and 14 with a diameter of 0.7 mm, and with a further increase in pressure in the line, hole 15 opens.

If, when the diaphragm 7 is in the overlap position, the pressure in the line increases by 0.1-0.15 kgf/cm g, the diaphragm with the plunger will move to the right and the working chamber will communicate with the LIK cameras through hole 17 and with the CC through holes 16 and 14 .

The pressure in the sealing chamber will increase slightly and the diaphragm with the plunger under the force of spring 9 will move to the left to the overlap position, and the discharge of the working chamber will stop.

Due to the unequal size of holes 17 (diameter 0.3 mm) and 16 (diameter 0.7 mm) and the presence of spring 9, a pneumatic buffer is provided, ensuring stable operation of the air distributor during braking.

The cross-sections of holes 15, 17 and 16, 14 and their location in the plunger are selected so that in the head part of the train the release begins earlier, but proceeds slowly (due to the high pressure in the line), and in the tail part it begins later, but proceeds quickly (due to due to the flow of air from the RK chamber into the main line).

Mountain vacation. In position G of the mode stop 20, the diaphragm 18 remains pressed to the seat 10 by the force of two springs. Therefore, during release, the working chamber does not communicate with the L1K and ZK chambers and release occurs only due to an increase in air pressure in the ZK chamber, coming from the brake line through holes 29, 15, 17, 16 and 14.

The main part of the cond. No. 483 provides: a significant reduction in longitudinal forces during braking; more high speed propagation of the braking wave (up to 290 m/s), slow filling of the brake cylinders in the head part of the train and accelerated filling in the tail part.

Device. The main part of the condition. N° 466 consists of two main units: a body 15 with a sleeve 9 and a seat 40 pressed into it, and a cover 33 with a stop 34 and a release valve.

In the sleeve 9 there is a collapsible rod, consisting of guides 8 and 11 with a diameter of 22.5 mm, a seat 13 with a diameter of 22 mm. washers 10, spring-loaded valve 14 and cuffs 12, used in the main parts of air distributors condition. N° 270-002 and 270-005-1.

Diaphragm 3, fixed between guide discs 1 and 2, is also a seal between body 15 and cover 33.

A spring-loaded check valve 35 is placed in washer 2.

Spring 30, held by pin 32 on the shank of guide 8 between washer 29 and bushing 31, presses the rod against disk 2. The distance from disk 2 to stop 4 is about 4.5 mm. In the housing 15, a bushing 7 with a rubber ring and a stop 4 with a spring 6 are secured with a nut 5.

On the right side of the body there is an equalizing piston 22 with a seat 23 and a cuff 24. The spring 16 is adjusted by a stop 19, which is fixed with a screw 18, and the spring 17 is adjusted by a screw 21, which is fixed with a cotter pin together with a cotter pin 20. In the upper part of the body there is a check valve consisting from a diaphragm (plate) 39 and a stop 38, closed with a plug 37.

Diaphragm 3 separates the spool chamber of the valve body from the working chamber of the valve chamber, and the equalizing piston 22 separates the brake channel of the valve chamber from the atmospheric cavity At.

The cavity between the outer cuff on guide 8 and cuff 28, connected to the atmosphere by channel A, relieves the rod from air pressure from the side of the locking chamber.

Action. Charger. Air from the brake line enters through the main part into the brake chamber and through hole 36 with a diameter of 0.5 mm and valve 35, open by approximately 1.5 mm, into the brake chamber. The spare tank is charged through a hole with a diameter of 1.3 mm in the nipple, pressed into the main channel of the flange, and then through check valve 39.

Service braking. Air from the brake line through the brake chamber

A

the main part enters the KDR channel, then through 13 holes 25 with a diameter of 1.4 mm each passes into the TC channel and through a hole with a diameter of 4 mm in the saddle 23 into the cavity A T.

When the pressure in the valve chamber decreases by 0.3-0.4 kgf/cm 2, the diaphragm 3 moves to the right along with the rod by approximately 3 mm, as a result of which the following occurs.

Valve 35 rests on the seat, separating the chambers of the valve and valve; valve 14 closes the hole in seat 23, separating the TC channel of the brake cylinder from the cavity At; the rightmost cuff 12 on the rod closes the holes 25, stopping additional discharge of the line into the CDR channel; air from the reserve tank through the ZR channel, 13 holes 26 with a diameter of 1.8 mm and eight holes with a diameter of 2.5 mm in washer 10

When the pressure in the valve chamber decreases by approximately 1.2 kgf/cm2, the diaphragm 3 and the rod will move to the right by 16 mm, compressing springs 6 and 30. The magnitude of the initial pressure surge in the cylinder is determined by the position of disk 2 and the precompression force of spring 30.

An increase in pressure in the TC channel will cause the movement of the equalizing piston 22, loaded by one or two mode springs, depending on the position of the mode roller in the working chamber.

In accordance with the amount of pressure reduction in the brake line, and consequently in the brake chamber, the diaphragm and rod occupy a certain position at which the corresponding pressure in the brake cylinder is established and automatically maintained. Full speed ahead equalizing piston is about 13 mm.

During emergency braking, the action of the main part is similar to the action during full service braking.

The flat release mode is characterized by communication between the ZK chamber and the RK chamber, as a result of which the diaphragm 3, under the force of the spring 6, and the rod, under the force of the spring 30, move to the extreme left position. Air from the brake cylinder goes into the atmosphere through the hole in the seat 23 and the cavity A t.

In the mountain release mode, an increase in pressure in the valve chamber causes diaphragm 3 and the rod to move to the left, while by reducing the volume of the valve chamber, the pressure in it increases until the forces on the diaphragm on both sides are equalized. The pressure in the brake cylinder will be set according to the position of the rod.

Complete release will occur when the pressure in the brake line and the brake chamber is 0.1-0.2 kgf/cm 2 below the initial charging pressure.

The main advantage of the main part of the condition. No. 466 in comparison with the main parts of the air distributors condition. No. 270-002 and 270-005-1 - the use of a diaphragm design with a free split rod instead of the main piston, rigidly connected to the rod and sealed with cuffs.

Diaphragm design provides more stable work the main part and increases the sensitivity of its action on braking, releasing and maintaining pressure in the brake cylinder, especially in winter conditions.

Rice. 13.2. Charger

The two-chamber reservoir contains a filter 34, a working chamber (RC) with a volume of 6 liters and a spool chamber (SC) with a volume of 4.5 liters, pipelines are connected to it from the brake line (TM) through an isolation valve, a spare reservoir (ZR) and a brake cylinder (TC ). On the housing 36 of the two-chamber tank there is a handle for switching the braking modes (not shown in the figure): empty, medium and loaded. The main and main parts, in which all the working components of the device are concentrated, are attached to the two-chamber tank.

The main part consists of a housing 28 and a cover 25, in which a unit for switching operating (vacation) modes is located: flat and mountain. This unit includes a handle 22 with a movable stop 23 and a diaphragm 24, pressed by two springs to a seat 20 with a calibrated hole with a diameter of 0.6 mm. In the flat operating mode of the VR, the spring force on the diaphragm 24 is 2.5 - 3.5 kgf/cm 2, in the mountain mode - 7.5 kgf/cm 2. The body of the main part contains: a main body, an additional discharge unit and a softness valve.

The main body includes a rubber main diaphragm 18, sandwiched between two aluminum disks 19 and 27 and loaded with a return spring. In the shank of the left disk 27 there are two holes with a diameter of 1 mm and a pusher 30, and in the end part of the right disk 19 there are three holes with a diameter of 1.2 mm (or two holes with a diameter of 2 mm). The main diaphragm divides the main part into two chambers: the main chamber (MK) and the spool chamber (ZK). In the cavity of the disks there is a spring-loaded plunger 2, which has a blind axial channel 26 with a diameter of 2 mm and three radial channels with a diameter of 0.7 mm each. The plunger seat is the left disk of the main diaphragm.

The additional discharge unit contains an atmospheric valve 14 with a seat 33, an additional discharge valve 32 with a seat 31, and an additional discharge cuff 17 with a seat 29. The additional discharge cuff 17 functions as a check valve. All valves are pressed against their seats by springs. In the plug 13 of the atmospheric valve there is a hole with a diameter of 0.9 mm (before the VR modernization - 0.55 mm), in the seat 31 of the additional discharge valve there are six holes through which the cavity behind the valve communicates with the additional discharge channel (ADC), in the seat 29 of the additional discharge cuffs there are six holes with a diameter of 2 mm each.

The softness valve 16 is loaded with a spring of 1.5-3.5 kgf and has a rubber diaphragm 15 in the middle part. In the channel of the softness valve (between the end part of the valve and the MK) there is a nipple with a calibrated hole with a diameter of 0.9 mm (before the modernization BP - 0 .65 mm). The cavity under the softness valve diaphragm is constantly in communication with the atmosphere.

The main part consists of a body 37 and a cover 1. The cover contains a release valve 39 with a driver 38. The body contains the main and equalizing bodies, a check valve 7 and a calibrated hole with a diameter of 0.5 mm.

The main body includes a spring-loaded 4 with a force of 20 kgf, a main piston 2 with a hollow rod 3. Inside the hollow rod there is a spring-loaded brake valve 8. the seat of which is the end part of the hollow rod. The hollow rod also has one hole with a diameter of 1.7 mm and four holes of 3 mm each. The rod is sealed with six rubber cuffs 5 and 6.

The equalizing body includes an equalizing piston 9, loaded with large 10 and small 11 springs. The tightening of the large spring is regulated by a threaded bushing 35 with atmospheric holes; the effect of the small spring on the equalizing piston is changed using a movable stop 12 connected to the braking mode switching handle. The eccentric switch acts only on the inner spring. The external mode spring creates an empty braking mode. The inner spring, when fully compressed, together with the outer spring, forms a loaded braking mode. In medium mode, the eccentric completely releases the internal spring. This spring is loaded by the equalizing piston only after the line has been discharged by 0.9 kgf/cm2 or more. When the empty mode is turned on, throughout the entire stroke of the equalizing piston it does not load the internal spring, it is free. The equalizing piston has two holes in the disk for communication between the brake chamber (TC) and the TC channel and a through axial atmospheric channel with a diameter of 2.8 mm.

Between the main part and the two-chamber tank there is a nipple with a hole with a diameter of 1.3 mm.

The modernized VR cond. No. 483.000 M has in the seat 29 of the additional discharge cuff a channel with a diameter of 0.3 mm, through which the MK is constantly connected to the cavity “P1” behind the additional discharge cuff. The upper radial channel of the plunger is shifted to the right in relation to its lower radial channels in order to increase the sensitivity of the VR to release and speed up the start of release in the rear part of the train. The location of the upper radial channel of the plunger is chosen in such a way that when the main diaphragm moves to the release position (to the right), the RK, cavity “P” (the cavity to the left of the diaphragm 24 release mode switch) and the MK communicate through this channel and a channel with a diameter of 0.3 mm would be with each other before the RK and ZK communicate through the lower radial channels of the plunger.

13.2 Action of the air distributor

Charging in flat mode. Compressed air from the TM enters a two-chamber tank. Part of the air passes through filter 34, a 1.3 mm hole and check valve 7 into the ZR. The charging time of the ZR from 0 to 5 kgf/cm 2 is 4-4.5 minutes.

Part of the air enters the MK, causing the main diaphragm 18 to bend to the right until the end part of the disk 19 touches the seat 20 of the diaphragm of the release mode switch. In this case, two holes with a diameter of 1 mm in the shank of the left disk 27 will coincide in cross-section with six holes with a diameter of 2 mm in the seat 29 of the additional discharge cuff. Through these holes, air from the MK enters the cavity “P1” (to the left of the additional discharge cuff 17) and then through the axial and upper radial channels of the plunger into the cavity “P” (to the right of the diaphragm 24 release mode switch), from where through the lower radial channels plunger - in ZK. (see Fig. 13.2).

Air from the valve fits under the cuff, rigidly fixed to the softness valve rod 16, and air from the valve through a calibrated hole with a diameter of 0.9 mm in the channel of the softness valve fits under the end part of the valve. When the air pressure in the gearbox is 1.5 - 3.5 kgf/cm 2, the softness valve rises, overcoming the force of its spring, and opens the passage of air from the valve body to the gearbox in the second way, accelerating the charging of the latter.

Under the influence of air from the valve body and the force of the release spring 4, the main piston 2 occupies the extreme left (release) position, at which air from the valve body begins to flow into the valve body through a hole with a diameter of 0.5 mm in the housing 37 of the main part. Through the RK channel, air passes into the main part and through a hole with a diameter of 0.6 mm in the seat 20 it approaches the diaphragm 24 of the release mode switch, acting on it along an annular area larger than the area affected by air from the cavity “P”. When the pressure from the side of the valve on the diaphragm 24 is greater than 2.5 - 3.5 kgf/cm 2, the latter is pressed from the seat 20 to the right, thereby opening the second path for charging the valve from the cavity “P” (from the MC) through a hole with a diameter of 0.6 mm.

Charging the RK from 0 to 5 kgf/cm 2 in flat mode occurs in 3 – 3.5 minutes

Charging in mountain mode. In mountain mode, the RO air cannot press the diaphragm 24, since the force of the mode springs on it is 7.5 kgf/cm 2 . Therefore, charging the RK in mountain mode is carried out in only one way - through a hole with a diameter of 0.5 mm in the body of the main part.

The charging time of the RK from 0 to 5 kgf/cm 2 in mountain mode is 4 – 4.5 minutes.

When equalizing the pressures in the MK, ZK and RK, the main diaphragm 18 is under the influence return spring straightens to the middle position, in which the pusher 30 rests against the plunger 21 and the additional discharge valve 32, two holes in the shank of the left disk extend beyond the additional discharge cuff 17, the rightmost radial channels of the plunger exit the cavity “P”. (see Fig. 13.3).

The middle (train) position (Fig. 13.3) of the main diaphragm is the position of readiness for braking. In this case, the MK and ZK are connected to each other through a calibrated hole with a diameter of 0.9 mm in the channel of the softness valve. RK and ZK - through a hole with a diameter of 0.5 mm in the main part, cavity “P” and RK - through a hole with a diameter of 0.6 mm in the diaphragm seat of the release mode switch. (In mountain mode, cavity messages « P" and no RK).

Simultaneously with charging, the brake is released, that is, the communication of the TC through the equalizing piston 9 with the atmosphere. For greater clarity, we will consider the tempering process in various operating modes of the VR below.

Fig. 13.3 Train position.

Softness. With a slow decrease in pressure in the TM at a rate of up to 0.3 - 0.4 kgf/cm 2 per minute, air from the RC flows into the CB, and from there into the MC through a hole with a diameter of 0.9 mm in the channel of the softness valve. In this case, the pressures in the MC and CB are equalized and the main diaphragm does not bend to the braking position (to the left). The additional discharge valve 32 remains closed.

When the pressure in the TM drops at a rate of up to 1.0 kgf/cm 2 per minute, a second softness path is added to the above path. Air from the CB does not have time to flow into the MC through a hole with a diameter of 0.9 mm, which causes the main diaphragm to bend to the left. At the same time, pusher 30 and plunger 21 begin to move to the left. The pusher slightly opens the additional discharge valve 32 and air from the valve through the plunger channels and the slightly open additional discharge valve flows into the additional discharge channel (ADC) and then into the atmosphere through the axial channel of the equalizing piston 9. Cross section for passing air through the additional discharge valve is automatically throttled so that the rate of discharge of the CC corresponds to the rate of discharge of the TM. The pressures in the valve body and valve body quickly equalize and the main diaphragm takes the train position.

Maximum discharge rate TM non-triggering VR for braking, depends on the pressure difference on both sides of the cuff 17 additional discharge and is determined by the force of its spring.

Braking.

Rice. 13.4. Service braking

When the pressure in the TM (and, consequently, in the MC) decreases at the rate of service or emergency braking (during service braking by an amount of at least 0.5 kgf/cm2), the main diaphragm bends to the left and the pusher fully opens the additional discharge valve (see Fig. .13.4). In this case, the air cavity “P1” behind the additional discharge cuff is sharply discharged into the CDR and then into the atmosphere and the TC through the equalizing piston 9. By the pressure of the MK, the additional discharge cuff is pressed from the seat 29 to the left, and the air from the MK sharply rushes into the CDR, into the TC and into atmosphere through the equalizing piston. (Additional TM discharge).

A sharp drop in pressure in the valve causes a further deflection of the main diaphragm to the left, as a result of which the shank of the additional discharge valve pushes the atmospheric valve 14 away from the seat 33, which opens an additional outlet of air from the valve into the atmosphere through a hole with a diameter of 0.9 mm in the plug 13. Rate of pressure drop in the MK increases, and the main diaphragm again bends to the left until the disk 27 stops in the saddle of the additional discharge cuff. Since by this moment all the free gaps of the cuff 17 and valves 32 and 14 have already been selected, the pusher and plunger will not move. therefore, an annular gap appears between the plunger and the left disk 27 (plunger seat). This ensures the beginning of intensive discharge of the condenser into the atmosphere (and partially into the TC): through the end holes of the disk 19, the annular gap of the plunger, the additional discharge valve 32, the CDR and the equalizing piston, and the end holes of the disk 19, the annular gap of the plunger, the additional discharge valve 32. CDR and equalizing piston, and in a parallel way - through atmospheric valve 14. (With additional discharge of the TM and the initial discharge of the CB, the pressure in the TC will be no more than 0.3 - 0.4 kgf/cm 2, and the total value of the additional discharge of the TM is 0, 4 – 0.45 kgf/cm 2).

Simultaneously with the drop in pressure in the control valve, the pressure in the control valve begins to decrease due to the flow of air from the control valve into the control valve through a hole with a diameter of 0.5 mm in the body of the main part. When the pressure in the valve body drops by 0.4 - 0.5 kgf/cm 2 (in the valve body at this moment the pressure will drop by 0.2 - 0.3 kgf/cm 2), the main piston, under the influence of the pressure valve, begins to move to the right, overcoming the force springs 4. When the main piston has passed approximately 7 mm, it will separate the CB and RC with its disk, the brake valve 8 will sit on the shank of the equalizing piston, blocking its atmospheric channel, four 3 mm holes in the hollow rod 3 of the main piston will coincide with the CB channel, and cuff 6 of the hollow rod will block the CDR. In this case, the air pressures on the additional discharge cuff are equalized (due to the intense increase in pressure in the CRA) and it is pressed against the saddle with its spring, separating the CB from the MC and stopping the additional discharge of the TM. The valve continues to discharge into the atmosphere through the end holes of the right disk of the main diaphragm, the annular gap between the plunger and the left disk, and the atmospheric valve.

With a continued decrease in pressure in the valve body through atmospheric valve 14, the main piston continues to move to the right. Since the equalizing piston remains motionless, an annular gap appears between the brake valve 8 and its seat (the end part of the hollow rod), through which air from the CB begins to intensively flow into the brake chamber (BC) and from it into the TC. The increase in pressure in the TC at a rapid pace (pressure jump) will continue until the air pressure from the TC on the equalizing piston becomes higher than the pressure on it of mode springs 10 and 11 (depending on the braking mode - one or two), or at deep TM discharge (for example, during full service or emergency braking), when the main piston moves to the right at its full stroke (23 - 24 mm), and one hole of a hollow rod with a diameter of 1.7 mm coincides with the ZR channel. This hole, together with the cuff 5 on the hollow rod, is called the TC filling retarder or braking retarder. The braking retarder increases the filling time of the shopping center at the head of the train, which ensures smooth braking.

The action of the VR is the same during service and emergency braking, with the only difference being that in the latter case the discharge of the MC and CB occurs to zero.

Reroof.

After the discharge of the TM through the driver's tap stops, the discharge of the condenser into the atmosphere continues through the atmospheric valve 14 until the pressure in it is equal to the pressure of the TM. In this case, the main diaphragm takes the middle position (overlap position) and the atmospheric valve closes. The additional discharge valve remains slightly open.

When air flows from the ZR to the TC, the pressure in the TC also increases. When the pressure in it becomes higher than the force of the mode springs on the equalizing piston, the latter begins to move to the right, compressing the springs. At the same time, the annular gap between the brake valve and its seat in the full rod begins to decrease. Consequently, the rate of air flow from the zone to the shopping center also decreases. When the brake valve is seated on the seat, the TC becomes isolated from the CB, and a certain pressure is established in the TC, which depends on the amount of pressure reduction in the TC and the braking mode set on the CB.

The stronger the pressure of the mode springs 10 and 11 on the equalizing piston, the higher the air pressure in the TC it will begin to move in the overlap position. Therefore, to obtain different braking modes (empty, medium and loaded), the force of the mode springs 10 and 11 on the equalizing piston is changed. This is achieved by changing the position of the braking mode switch handle. The equalizing piston in the overlap position maintains a certain set pressure in the TC. So, for example, when compressed air leaks from the TC, the pressure in the TC decreases. Under the action of the mode springs, the equalizing piston will move to the left, pushing the brake valve 8 away from the seat. which will lead to the appearance of an annular gap between the brake valve and the end part of the hollow rod. In this case, the air from the air cooler will begin to flow through the opened brake valve into the TC, and from it into the TC. When the air pressure in the brake chamber exceeds the force of the mode springs, the equalizing piston moves to the right and the brake valve closes. The ZR is replenished from the TM through check valve 7.

BP No. 483 in the overlap position is protected from spontaneous release in flat mode with a slight (no more than 0.3 kgf/cm 2) spontaneous increase in pressure in the TM. In this case, the main diaphragm will bend towards the cover and the lower right radial channel of the plunger will extend into the cavity “P”. Air from the RC will begin to flow into the CB, moving the main diaphragm to the middle position. In this case, a slight decrease in pressure in the TC is possible. however, a complete vacation will not occur.

Mountain holiday.

A special feature of this mode is the possibility of obtaining stepwise release. In mountain mode, the diaphragm 24 is almost always pressed by the springs to its seat 20, since the spring force is 7.5 kgf/cm 2 . Therefore, there is no message RK and cavity “P”.

To obtain a complete release in the mountain mode, it is necessary that the main piston moves to the left until it stops at cover 1. For this purpose, the pressure in the valve body must be increased to the pressure in the valve body, that is, 0.2 - 0.3 kgf/cm 2 lower than the original charger.

If the pressure in the seal is increased by a smaller amount, then when the pressures in the seal and valve are equalized, the main piston will stop in an intermediate position, not reaching the cover. Since when the axial channel of the equalizing piston is open, the pressure in the TC and in the TC decreases, then under the action of the mode springs 10 and 11 the equalizing piston will begin to move to the left and with its shank will rest against the brake valve, stopping the discharge of the TC into the atmosphere. The vacation stage has occurred. With a subsequent partial increase in pressure in the TM, the pressure in the TC will decrease by a corresponding amount.

Thus, in the mountain mode, release is obtained as a result of pressure recovery in the TM. With a stepwise increase in pressure in the TM, stepwise release occurs. Since the rate of increase in pressure in the TM at the head of the train is higher than at the tail, the release of the head part occurs earlier.

Vacation on the plain.

The nature of the tempering in the flat mode is determined by the rate of pressure increase in the TM. Depending on this, the tempering process can be accelerated or slowed down.

With a slow increase in pressure in the TM at the tail of the train, the main diaphragm bends towards the cover until the lower right radial channel of the plunger 21 extends into the cavity “P”. The additional discharge valve closes. Since in this case the holes in the shank of the left disk 27 are still blocked by the additional discharge cuff, the MK and ZK messages are not established. Air from the RK begins to flow into the ZK. In this case, the main piston will begin to move to the left and the brake valve will move away from the shank of the equalizing piston. Air from the TC begins to escape into the atmosphere through the axial channel with a diameter of 2.8 mm of the equalizing piston.

The main piston, moving to the release position, displaces air from the valve body into the cavity “P”, and from it into the valve body, that is, the pressure in the valve body increases, and in the valve chamber decreases. Consequently, the main piston moves all the way to cover 1 without stopping, and, therefore, the TC is continuously discharged into the atmosphere from maximum pressure to zero.

Thus, in the tail of the train, accelerated release occurs, during which the main piston moves to the release position due to a simultaneous increase in pressure in the locking valve and a decrease in it in the valve body.

With a rapid rate of increase in pressure in the TM at the head of the train, the main diaphragm bends to the right until disk 19 touches seat 20. The additional discharge valve closes. Air from the MK through two holes with a diameter of 1 mm in the shank of the left disk 27 and the axial and radial channels of the plunger 21 flows into the cavity “P”, and from it into the ZK. An increase in pressure in the seal causes the main piston to move to the release position and. hence, the emptying of TC into the atmosphere.

In the “P” cavity, an increased main pressure is established, which prevents the flow of air from the valve into it, therefore, in the head part of the train, the pressure in the valve practically does not drop, and release occurs slowly only due to an increase in pressure in the valve.

Thus, vacation in the head of the train begins earlier, but it proceeds slowly, and in the tail of the train it begins later, but it will proceed faster. Due to this, in flat mode the outflow time is equalized along the length of the train.

Consequently, in the flat mode, only complete release is possible, to obtain which it is enough to increase the pressure in the TM by 0.2 - 0.3 kgf/cm 2 or more, depending on the magnitude of the pressure reduction in the TM during braking.

Vacation in flat mode after emergency braking proceeds almost similarly, but longer, since in this case the TM, RC and CB were completely discharged.

In general, the flat vacation mode is established when a train is traveling on a section with slopes up to 0.018, and the mountain mode is set when a train is traveling on a section with slopes of more than 0.018.

13.3 Features of operation of VR cond. No. 483 on 8-axle cars.

Diameter shopping center 8-axle cars are 16 inches, as opposed to regular 4-axle cars, the diameter shopping center which are 14 inches. To equalize the filling time shopping center of different volumes (if the train contains both 4-axle and 8-axle cars) for VR installed on 8-axle cars, remove the cuff from the hollow rod 5 , that is, they exclude the effect of the braking retarder.

13.4 Malfunctions of V/R No. 483.

1. No RK charging. Causes: clogging of the 0.5 mm hole in the main part of the V/R; incorrect installation cuffs of the main piston during repair of V/R.

2. There is no ZR charging or it is slow. Cause: hole clogging 1.3 mm.

3. B/P does not come into action when braking. Causes: air leaks from the valve through the gasket, through the exhaust valve; leakage of the main piston cuff; filter contamination.

4. Spontaneous leave after service braking. Causes: air leaks from the Republic of Kazakhstan; leakage of the main piston cuff; missing cuff of the mode switch diaphragm seat in the main part or its incorrect installation during repair of the V/R. In the mountainous V/P mode, the brakes will not be released in this case.

5. The brake is not released or it is slow. Causes: clogging of channels and holes for charging the charger; insensitive V/R due to insufficient lubricant or moisture ingress and freezing in the V/R chambers. clogged filters.

6. Blowing air into the atmosphere from a two-chamber tank. Causes: blowing in the release position B/R – brake valve leakage; blowing in the braking position B/P - a leak in the brake valve or a leak in the cuff of the equalizing piston.

7. Spontaneous release after emergency braking. (During emergency braking, the brake loses its inexhaustible property) Reasons: leakage of the check valve; air leaks from the shopping center or air defense area; air leakage through the cuff of the equalizing piston.

8. There is no increase in braking at the second and subsequent stages. Cause: clogging of the 0.9 mm hole in the seat of the atmospheric valve of the main part.

9. Self-braking V/R. Causes: clogging of the 0.9 mm hole in the soft valve seat; Retightening the soft valve spring.

8. Disconnection of faulty V/R No. 483 on the car.

A) Close the isolation valve at the outlet from the TM to the V/R. The special feature of this faucet is that it has an atmospheric opening. After placing the valve handle across the pipe, the TM and V/R will be disconnected, and the air distributor MK will communicate with the atmosphere and the V/R will go into emergency braking mode with full filling of the TC.

B) Release the compressed air from the V/R by pulling the lever and thereby opening the release valve installed in the cover of the main part of the V/R.

IN) Make sure that the rod has gone into the center and that the brake pads have moved away from the wheels.

G) Inspect the wheelsets with the train broach for the presence of sliders.

D) In operation, there are cases where isolation valves are installed without an atmospheric opening or there are no valves at all. To prevent the V/R chambers from being filled with compressed air in the event of a valve plug being missed or missing, it is necessary to tie up a leash and leave the outlet valve open or unscrew the plug from the TC cover.

E) Write down the car number, recalculate the actual brake pressure, make a note in the certificate form VU - 45, and then continue driving the train. If the stop lasted more than 30 minutes, check the operation of the brakes on site and after departure.

Actions of the locomotive crew when recharging TM.

Driving a train with an overcharged TM is unacceptable. In a freight train, when recharging the TM, the ZR will be recharged, as well as the ZK and RK in the V/R. Increased pressure in the air cooler will not lead to increased pressure in the TC during braking, since cargo V/R have a mode switch for loaded, medium and empty modes, which will stop filling the TC depending on the set mode. But high blood pressure in the Republic of Kazakhstan makes it difficult to release the brakes after service braking, as a result of which individual brakes, especially at the tail of the train, will not go into the release position. To release the brakes you need to increase the already high pressure in TM, and this is unacceptable. If, when driving the train, the pressure in the TM turns out to be more than 0.75 MPa, after turning off the compressors the regulator will begin to decrease the pressure in the GR. When the pressure in the GR becomes less than the air pressure in the TM, the train will self-braking in the second position of the KM handle.

Switching to charging pressure in case

recharging the TM of a freight train.

When controlling the brakes of a freight train (the air distributors are set to flat mode) and increasing the pressure in the brake line, the driver must check that the driver's valve handle is clearly set to the 2nd position. Provided that the driver's crane stabilizer is correctly adjusted at a rate of 0.2 kg/cm2 in 80-120 seconds and the density of the equalizing piston is satisfactory, the pressure will decrease to the charging piston automatically.

If, during the transition to normal charging pressure, it becomes necessary to apply control braking or spontaneous operation of the train’s automatic brakes occurs, the driver is obliged to:

1. 
   stop the train by discharging the brake line to the first stage value of 0.6-0.7 kg/cm;
2. 
   after stopping, reduce the pressure in the train brake line to 3.5 kg/cm 2 and after 1 minute with the brake compressor operating and maximum pressure in the supply line, release the brakes by increasing the pressure in the equalization tank to 5.8 - 6.5 kg/cm 2 .

1. 
   inspect the train, making sure that the brakes of each car are released;
2. 
   if cars with brakes that have not been released are identified, the release must be done manually by discharging the working chamber of the air distributor;
3. 
   upon arrival at the tail of the train, purge the brake line;
4. 
   upon completion of purge of the brake line, together with the driver, perform a short test of the brakes by triggering the 2 tail cars by discharging the brake line according to the pressure gauge of the surge tank at 0.6 - 0.7 kg/cm 2 ;
5. 
   write down the number of the tail car and make sure there is a tail signal;
6. 
   When returning to the locomotive, check the release of the brakes on each car.

Brake line break indicator

with sensor condition. No. 418

Fig. 14.1 Brake line break indicator

With sensor cond. no. 418

The brake line break alarm with sensor No. 418 (Fig. 14.1) is installed between the main part and the two-chamber air distributor reservoir. No. 483 and is intended to signal the driver about a violation of the integrity of the train’s brake line and simultaneously turn off the traction mode of the locomotive.

The device consists of an aluminum housing 2, a flange 4, an intermediate part housing 15 and a corner insert 13.

Between the housing 2 and the flange 4 there are two rubber diaphragms 5, under which there are metal washers 6, which fit with their shanks into the recesses of the pusher rods 7. The washers 7 are loaded with springs 3. In the lower part of the housing 2 there are microswitches 8, fixed in strips 9. Adjustment The microswitches are positioned relative to the housing using screws 1.

The microswitch leads are connected to contacts 10 located on the insulating block 11. The corner insert 13 contains an insulating block 14 with contacts 12.

The cavity above the left diaphragm 5 communicates with the additional discharge channel (ADC) of the air distributor, and the cavity above the right diaphragm communicates with the TC channel.

One end of the pusher 16 rests against the eccentric shaft of the air distributor braking mode switch located in a two-chamber tank, and the other against the mode stop of the main part.

Fig. 14.2 Electrical circuit of the signaling device

Broken brake line with condition sensor. No. 418

When the brake line breaks, the stop valve opens, or the end valve of the tail car opens, the air distributors in the train are activated to brake. In the head part of the train and on the locomotive, due to the power supply of the fuel through the driver's tap, the handle of which is in the train position, the air distributors produce a short-term partial additional discharge of the fuel by an amount of approximately 0.2 - 0.25 kgf/cm2, and then release it. During the process of additional discharge that has begun, the pressure in the air distributor CDR will increase, the air from which acts on the left diaphragm 6 of the alarm. When the pressure in the DDR reaches a value of approximately 1.1 - 1.3 kgf/cm2, the diaphragm, overcoming the force of the spring, bends so much that the pusher rod 7 closes the DDR contacts of the left microswitch (Fig. 14.2). When the air distributor is triggered for additional discharge, the DTC contacts of the right microswitch remain closed, since the air pressure entering the TC channel does not exceed 0.3 kgf/cm2, which is not enough to move down the left diaphragm of the indicator. In this case, the coil of relay P1 (on each series of the locomotive it has its own circuit number) is supplied with power through the closed contacts of the DDR and the closed contacts of the DTC of the right microswitch. The activated relay P1, with its contact P1/1, closes the circuit of the “TM Broken” signal lamp on the driver’s console, and with its open contact P1/2 it disassembles the circuit for controlling the traction mode of the locomotive. After the additional discharge stops, the pressure in the DDR drops and the DDR contacts open. However, relay coil P1 will continue to receive power through its closed contacts P1/1. diode and closed contacts of the DTC, that is, the signal lamp on the remote control will continue to light.

When performing a braking stage of 0.6 – 0.7 kgf/cm2, a surge pressure of at least 0.5 kgf/cm2 appears in the locomotive’s TC. Using pressure from the TC channel, the right diaphragm 5 of the signaling device, overcoming the force of the spring, moves the pusher rod 7 down and the contacts of the right microswitch DTD open. Relay coil P1 loses power, the “TM Broken” warning light goes out, electrical circuit traction control is restored.

When performing adjustment braking along the route, the warning lamp lights up briefly and goes out, which indicates proper work sensor

However, if a TC break occurs near the locomotive, then its air distributor can fill the TC to a pressure of 1.0 - 1.2 kgf/cm2. In this case, the warning lamp also briefly lights up and goes out, but the electrical control circuit for the traction mode will be turned off, that is, in this case there will be no light signaling of violation of the integrity of the TM.

15. Valves

The valves used on rolling stock are divided according to their purpose into exhaust and safety valves. reverse, switching. maximum pressure.

Safety valves serve to protect against an increase in air pressure in the compressor at the first compression stage, as well as against excess pressure in the main tanks above the maximum permissible.

Safety valves conditional No. 216 and conditional No. E-216 (Fig. 15.1a) are structurally identical and differ only in the number of atmospheric holes “At” in the body and the sizes of the springs. Valves condition No. 2
16 are installed between the first and second compression stages of locomotive compressors and are adjusted to an actuation pressure of 3.5 - 4.5 kgf/cm2, valves condition No. E-216 are installed on the discharge pipeline or on the main tanks and are, as a rule, adjusted to operate at pressure. exceeding the working value by 1 kgf/cm2.

Fig. 15.1 Safety valves.

A) conditional number E-216 b) type “M”

The safety valve, condition No. E-216, has a body 4 with atmospheric holes “At”, onto which a fitting 1 is screwed. The fitting contains a poppet burst valve 2 with guide ribs. Valve 2 has two areas of pressure influence: the working (small) surface up to the lapping ring, and the shear (large) surface up to the outer circumference of the valve. Valve 2 is loaded by spring 3, the force of which is regulated by nut 5, closed by cap 6. Holes “a” in the cap and in the body are used to install a seal.

By the force of spring 3, valve 2 is pressed to its seat, and the pressure of compressed air acts from below on the working area of ​​the valve. As soon as the air pressure exceeds the spring force, valve 2 will move slightly away from the seat, after which the air will already act on the stall (large) area of ​​the valve. The force of pressure on the valve from below increases sharply and it quickly rises upward, releasing air into the atmosphere through the “At” holes in the body. The outflow of air will continue until the spring force exceeds the force of air pressure on the stall area of ​​valve 2. After landing on the seat, the valve will be securely held by the spring in closed position, since the air pressure will spread over the working (small) area of ​​the valve.

Safety valves of type “M” (Fig. 15.1b) are installed on electric locomotives made in the Czech Republic. The valve has a housing 1, in which a cup-type stall valve 3, loaded with a spring 2, is located. The required spring force is provided by adjusting screw 5. Valve 3 has a working (small) area of ​​action of compressed air equal to the diameter of the valve seat in the body, and a stall (large) area equal to the diameter of valve 3.

When the force of compressed air pressure on the valve from below overcomes the force of the spring, the valve rises. In this case, air will be released into the atmosphere through holes “At” in housing 1. At the same time, air through hole “a” in valve 3 will pass into the cavity above it and exit into the atmosphere through hole “b”, the cross-section of which can be adjusted by a conical screw 4. The moment when valve 3 is seated back on the seat under the action of a spring depends on the ratio of the cross-sections of holes “a” and “b” and the pressure in the cavity above the valve. Thus, by changing the cross-section of hole “b”, it is possible to regulate the difference in pressure between lifting and landing of the valve. The smaller hole “b” is open, the smaller the pressure difference will be when seating on valve seat 3 occurs.

Load Adjustment Inspection and Check safety valves are carried out at least once every 3 months and during the current TR-3 and major overhauls of locomotives and MVPS. If the timing of periodic inspection and testing of safety valves does not coincide with the placement of rolling stock for the next scheduled repair, it is allowed to increase the operation of safety valves up to 10 days beyond the established period.

Check valves allow compressed air to flow in only one direction.

Check valve Condition No. 155A (Fig. 15.2a) is designed to unload the valves of the KT6-El compressor from the compressed air pressure of the main reservoirs when the compressor stops or there is an accident.

The valve consists of a body 1 and a cylindrical valve 2 itself, which has a small gap in diameter relative to the body. Valve 2 is made of brass or polymer material. There is a cavity above the valve covered with lid 3 with gasket 4. When compressed air is supplied from the compressor, valve 2 rises. The valve lifts slowly, as this is prevented air bag in the cavity above the valve. TO

At the end of the valve lift, this air cushion gradually dissolves through the leaks between the valve and the body. Due to the slow change in pressure in the cavity under the cover, valve 2 does not have time to fall onto the seat during the process of pressure pulsation in the discharge pipeline - this prevents valve knocking. If the air supply stops, then due to the gap between the cylindrical surface of the valve and the body

he will sit on the saddle under the influence of his own weight.

R

is. 15.2 Check valve.

A) conditional number 155A b) conditional number E-175

The check valve condition No. E-175 (Fig. 15.2 b) is similar to the principle of operation described above and is installed in the circuit of the KB-1V auxiliary compressor, and also serves to pass air in one direction in some pneumatic circuits of the electric locomotive.

The check valve condition No. ZOF (Fig. 15.3) is installed between the supply and brake lines to charge the locomotive's GR when it is shipped in a cold state. In front of the check valve on the TM side, a disconnect valve KN-22 (cold reserve valve) is installed, when opened, air from the brake line passes through the filter located in the housing 1, lifts valve 2 loaded with a spring 3 with a rubber seal and then through hole 4 with a diameter of 5 mm falls into the GR. Spring 3 does not allow compressed air to flow from the GR into the TM when the pressure in it decreases. Hole 4 prevents a sharp drop in pressure in the TM during the process of charging the main reservoir from it.

Rice. 15.3 Check valve No. 30F

Switching valve condition No. ЗПК (Fig. 15.4) is designed for automatic switching of pipelines depending on the directions of compressed air flows acting on it.

In particular, the switch valve is used to disconnect the locomotive's TC from the air distributor when the auxiliary brake valve (ABR) is activated and vice versa. The valve consists of a body 1,

Rice. 15.4. Switching valve No. 3PK.

cover 4 and the valve itself 2 with two gaskets 3. The body has two branches with a ¾" thread for connection to the TC and KVT. The cover has one branch with a ½" thread for connecting the pipeline from the air distributor (AD).

Under the pressure of compressed air, valve 2 is thrown all the way into the seat on the body or cover, opening the communication channels between the TC and the VR or KVT.

16 Electric blocking valve KPE-99-02.

Fig. 16.1 Electric blocking valve KPE-99-02

Electric blocking valve KEP-99-02 is designed for the required interaction between electric and pneumatic brakes.

Electric blocking valve KPE-99-02 (Fig. 16.1) consists of pneumatic and electrical parts. The electrical part is an electro-pneumatic valve 8.

The pneumatic part consists of a housing 6 and a cover 1. The housing contains a piston 2, loaded with a spring and sealed with a rubber cuff, and a switch valve 4, loaded with a spring, with upper 5 and lower 3 seats. The housing has outlets to the air distributor (or to the auxiliary locomotive brake valve), to the brake cylinder (TC) and the atmospheric outlet At1. The cover contains a switch valve 11 with a seat 10, a pusher 13 loaded with a spring 14, and an adjusting screw 15 screwed into the holder 12 ( bushing) with an axial atmospheric channel At2. Air from the brake line (TM) is supplied to the electro-pneumatic valve. Depending on whether valve 8 is energized or not, channel 9 can communicate either with the TM (through the valve inlet valve) or with the atmosphere (through the atmospheric valve valve). The cavity “T” between seats 3 and 5 communicates with the TC , and the cavity above the piston 2 is exposed to atmosphere through the atmospheric outlet At1 of the electric blocking valve body.

When the electric brake is not working, voltage is not supplied to the coil of the electro-pneumatic valve 8. In this case, channel 9 communicates with the atmosphere through the atmospheric valve of the electro-pneumatic valve. The lower switching valve 11 is pressed by a spring 14 (through a pusher 13) to its seat 10 - it is in the extreme right position. The cavity under the piston 2 communicates with the atmosphere At2 through the holder 12 and the axial channel of the adjusting screw 15. The switching valve 4 is pressed by its spring to the lower seat, blocking the communication of the cavity between the seats 3 and 5 with the atmospheric outlet At1. During pneumatic braking, the air from the air distributor acts on switching valve 4, transfers it to the lower seat 3 and through the holes in the upper seat 5 of the switching valve enters the cavity “T” between seats 3 and 5 and then to the TC.

When the electric brake is turned on, the electro-pneumatic valve 8 receives power and passes compressed air from the TM through channel 9 to the switching valve 11, which, overcoming the force of the spring 14 of the pusher 13, moves to the left until it stops against the seal of the holder 11. The consequence of this is the separation of the cavity under the piston 2 from atmosphere At2 and the connection of this cavity with channel 9, through which air from the TM enters under the piston 2. Under the influence of the TM pressure, the piston moves upward, pressing the switching valve 4 to the upper seat. This blocks the passage of air from the air distributor to the TC and ensures communication between the TC and the atmosphere through the hole in the lower seat of the switching valve 4 and the atmospheric outlet At1 in the body of the electric blocking valve.

During emergency braking, performed with the electric brake operating, or when the electric brake fails and the voltage is removed from the coil of the electro-pneumatic valve 8, compressed air from channel 9 is released into the atmosphere through the atmospheric valve of the valve.

At the same time, the pressure under piston 2 decreases. When the pressure in the TM drops to approximately 2.5 - 2.7 kgf/cm 2, the switching valve 11, under the action of the spring 14, will move the pusher 13 all the way to the right, blocking channel 9. Air from the cavity under the piston 2 enters the atmosphere At1 through the axial channel of the adjusting screw 15 and the piston is lowered under the action of its spring. In this case, the switching valve 4 is lowered by its spring onto the lower seat 3, separating the TC from the atmosphere At1 and communicating them with the air distributor. Electric braking is being replaced by pneumatic braking.

The amount of pressure in the TM, at which the electric brake is automatically replaced, is adjusted with screw 15, changing the tension of spring 14.

17. Pressure gauges

Pressure gauges are designed to control the pressure of compressed air in the pneumatic circuits of an electric locomotive.

The pressure gauge (Fig. 17.1) consists of a round plastic case, inside which is placed a mechanism consisting of a convex tube e
elliptic

Fig. 17.1 Pressure gauge design

section 1, the end of which is connected through a driver 2 to a rotating gear sector 3, coupled with a gear sitting on the same axis with the pressure gauge needle 4.

Compressed air is introduced into the elliptical tube through a fitting. Under the influence of compressed air, the elliptical tube straightens and rotates the sector, which moves the hand along the dial.