Air Brake System Overview/uk: Difference between revisions

Latest revision as of 16:38, 17 March 2025

Для того, щоб потяг міг ефективно сповільнюватись, кожен транспортний засіб, що входить до складу потягу, повинен застосувати гальма відносно одночасно. Це досягається за допомогою пневматичної гальмівної системи поїзда. Кожен вагон оснащений з’єднувальними рукавами на обох кінцях. Коли вагони з'єднуються разом, їхні повітропроводи також з'єднуються, на манер рукостискання. Таким чином, машиніст головного вагона може керувати гальмами всього поїзда, використовуючи один пристрій керування гальмами поїзда.

Повітря в гальмівну систему нагнітається компресорами, встановленими на моторизованих транспортних засобах, та розподіляється по всьому поїзду системою клапанів, труб і рукавів. Для простоти систему можна розглядати як таку, що складається з трьох окремих блоків: головного резервуара, гальмівної магістралі та гальмівного циліндра.

Main Reservoir

Головний резервуар – це ємність великого об’єму, яка знаходиться на борту моторизованих транспортних засобів. Зазвичай компресор підтримує високий тиск і служить для забезпечення тиску у всій системі.

Brake Pipe

Гальмівна магістраль, що живиться від головного резервуару, являє собою систему клапанів, труб і рукавів, протягнутих через весь поїзд. Біля кожного зчіпного пристрою знаходяться кінцеві крани, які можна відкрити або закрити, по ним передається потік повітря під тиском. Машиніст повинен тримати роз’єднані кінцеві крани закритими, для запобігання виходу повітря в атмосферу. За нормальних умов експлуатації гальмівна магістраль утримує тиск 5 бар.

Auxiliary Reservoirs

Auxiliary reservoirs are medium volume vessels found on each individual vehicle. Pressurized by the brake pipe, they store compressed air that is ready to apply brakes on demand. While auxiliary reservoirs can take a long time to charge, depending on the amount of vehicles in a train, they practically never run out during regular operation.

Brake Cylinders

Кожен окремий вагон має один або кілька власних гальмівних циліндрів. Це ємності малого об’єму, які чинять тиск на поршень, який притискає гальмівні колодки вагону до коліс, сповільнюючи його. Регулюючий клапан реагує на зміни тиску в гальмівній магістралі, впускаючи повітря в гальмівні циліндри зі спеціальних резервуарів, що є на кожному вагоні, вони називаються допоміжними резервуарами.

Brake cylinder pressure can be manually dumped in situations where that may be desired.

Brake Control Valve

Compressed air brakes, be it independent or train , are operated by control valves found in motorized vehicles' cabs , usually in the form of levers. There are different types of control valves and they need to be properly cut in in order to function.

Train Charging

Due to leaks , no brake components can remain pressurized indefinitely. It usually takes some time to bring the components of unused vehicles to their nominal, high pressure level, before they can be set in motion. The two biggest factors are the main reservoirs, which will charge as quickly as the respective compressor(s) allow it, and auxiliary reservoirs, which may take a long time to charge, depending on how many vehicles there are in the train.

Adding additional locomotives to the train to improve charging speeds is a viable option, and so is revving the engine .

Automatic Stop Safety Mechanism

Crucial safety feature of the compressed air brake system is that, in case a vehicle connection is severed, such as due to a derailment , emergency brakes are automatically applied on both remaining train parts. This is because the brake pipe pressure is lost to the atmosphere, and it is integral to the compressed air brake system design in trains.

@@ Line 30: / Line 30: @@
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-Auxiliary reservoirs are medium volume vessels found on each individual vehicle. Pressurized by the brake pipe, they store pressure that is ready to apply brakes on demand. While auxiliary reservoirs can take a long time to charge, they practically never run out during regular operation.
+Auxiliary reservoirs are medium volume vessels found on each individual vehicle. Pressurized by the brake pipe, they store compressed air that is ready to apply brakes on demand. While auxiliary reservoirs can take a long time to charge, depending on the amount of vehicles in a train, they practically never run out during regular operation.
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-Brake cylinders can be {{pll|Manual Cylinder Release|manually released}}.
+Brake cylinder pressure can be {{pll|Manual Cylinder Release|manually dumped}} in situations where that may be desired.
 </div>
@@ Line 50: / Line 50: @@
 <div lang="en" dir="ltr" class="mw-content-ltr">
-Compressed air brakes, be it {{pll|Independent Brake|independent}} or {{pll|Train Brake|train}}, are operated by control devices found in {{pll|Rail Vehicle Types|motorized vehicles' cabs}}. There are {{pll|Lapping|different types of control valves}} and they need to be properly {{pll|Brake Cutout|cut in}} in order to function.
+Compressed air brakes, be it {{pll|Independent Brake|independent}} or {{pll|Train Brake|train}}, are operated by control valves found in {{pll|Rail Vehicle Types|motorized vehicles' cabs}}, usually in the form of levers. There are {{pll|Lapping|different types of control valves}} and they need to be properly {{pll|Brake Cutout|cut in}} in order to function.
 </div>
@@ Line 58: / Line 58: @@
 <div lang="en" dir="ltr" class="mw-content-ltr">
-Due to {{pll|Cylinder Leaks|leaks}}, no brake components can remain pressurized indefinitely. It usually takes some time to bring the components of unused vehicles to their nominal, high pressure level, before they can be set in motion. The two biggest factors are the main reservoir, which will charge as quickly as the respective {{pll|Compressor|compressor}} is capable to, and auxiliary reservoirs, which may take a long time to charge, depending on how many vehicles there are in the train.
+Due to {{pll|Cylinder Leaks|leaks}}, no brake components can remain pressurized indefinitely. It usually takes some time to bring the components of unused vehicles to their nominal, high pressure level, before they can be set in motion. The two biggest factors are the main reservoirs, which will charge as quickly as the respective {{pll|Compressor|compressor(s)}} allow it, and auxiliary reservoirs, which may take a long time to charge, depending on how many vehicles there are in the train.
 </div>
 <div lang="en" dir="ltr" class="mw-content-ltr">
-Adding additional locomotives to the train to improve charging speeds is a viable option, as is {{pll|Compressor|revving the engine}}.
+Adding additional locomotives to the train to improve charging speeds is a viable option, and so is {{pll|Compressor|revving the engine}}.
 </div>
@@ Line 70: / Line 70: @@
 <div lang="en" dir="ltr" class="mw-content-ltr">
-Crucial safety feature of the compressed air brake system is that, in case a vehicle connection is severed, such as due to {{pll|Derailing|derailment}}, brake pipe pressure will be lost to the atmosphere, resulting in automatic full brake application on both remaining train parts. This is integral to the compressed air brake system design in trains.
+Crucial safety feature of the compressed air brake system is that, in case a vehicle connection is severed, such as due to a {{pll|Derailing|derailment}}, emergency brakes are automatically applied on both remaining train parts. This is because the brake pipe pressure is lost to the atmosphere, and it is integral to the compressed air brake system design in trains.
 </div>
 [[Category:Air Brake System|1]]