Air Brake System Overview/pl: Difference between revisions

Latest revision as of 16:38, 17 March 2025

Aby pociąg mógł skutecznie zwalniać, wszystkie pojazdy składu powinny hamować względnie jednocześnie. Jest to realizowane przez pneumatyczny układ hamulca zespolonego. Każdy pojazd szynowy jest wyposażony w przewód główny, z wężami elastycznymi na obu jego końcach. Kiedy pojazdy są ze sobą połączone, ich przewody główne są również połączone. W ten sposób maszynista w pojeździe prowadzącym może sterować hamulcami całego pociągu za pomocą jednego urządzenia sterującego hamulcem zespolonym.

Powietrze w układzie hamulcowym jest pompowane przez sprężarki znajdujące się w pojazdach silnikowych i rozprowadzane po całym pociągu za pomocą systemu zaworów, rur i węży. W uproszczeniu, układ można postrzegać jako złożony z trzech oddzielnych elementów: zbiornika głównego, przewodu głównego i cylindra hamulcowego.

Main Reservoir

Zbiornik główny to zbiornik o dużej pojemności, znajdujący się na pokładzie pojazdów silnikowych. Zwykle jest w nim utrzymywane wysokie ciśnienie przez sprężarkę i służy do dostarczania ciśnienia do reszty układu.

Brake Pipe

Przewód główny, pod ciśnieniem ze zbiornika głównego, to system zaworów, rurek i węży rozciągniętych na długości całego pociągu. Przy każdym złączu przepływ powietrza można ręcznie otwierać lub zamykać za pomocą zaworu u jego podstawy, zwanego kurkiem końcowym. Odbywa się to na końcach pociągu, aby zapobiec ucieczce sprężonego powietrza do atmosfery. Ciśnienie robocze hamulca wynosi 5 barów.

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

Wreszcie, każdy pojazd ma jeden lub więcej własnych cylindrów hamulcowych., Powietrze w cylindrze naciska na tłok, który dociska szczęki hamulcowe pojazdu do kół, powodując jego spowalnianie. Zawór sterujący (rozrządczy) reaguje na zmiany ciśnienia w przewodzie głównym i odpowiednio napełnia cylindry hamulcowe powietrzem ze specjalnych zbiorników znajdujących się w każdym pojeździe, zwanych zbiornikami pomocniczymi.

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 cylinder pressure can be {{pll|Manual Cylinder Release|manually dumped}}. This is useful in situations where brakes need to be released, but waiting for a motorized vehicle to pressurize the system first is undesirable.
+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]]