Air Brake System Overview/cs: Difference between revisions

Latest revision as of 16:38, 17 March 2025

Aby mohly vlaky efektivně zpomalit, musí každé vozidlo v soupravě brzdit relativně současně. Toho je ve vlaku dosaženo systémem vzduchových brzd. Každé kolejové vozidlo je na obou koncích vybaveno vzduchovou hadicí. Když jsou vozidla spřažena, jejich vzduchová vedení jsou také spojena pomocí brzdových spojek. Tímto způsobem je strojvůdce ve vedoucím vozidle schopen ovládat brzdy na celém vlaku pomocí jediného brzdiče.

Vzduch je do brzdového systému čerpán kompresory nacházejícími se na palubě hnacích vozidel a je sdílen po celém vlaku prostřednictvím systému ventilů, potrubí a hadic. Pro jednoduchost lze systém považovat za složený ze tří samostatných jednotek: hlavní vzduchojem, brzdové potrubí a brzdový válec.

Main Reservoir

Hlavní vzduchojem je velkoobjemová nádoba, která se nachází na palubě hnacích vozidel. Obvykle je udržována pod vysokým tlakem pomocí palubního kompresoru a slouží k tlakování zbytku systému.

Brake Pipe

Brzdové potrubí, natlakované hlavním vzduchojemem, je systém ventilů, potrubí a hadic natažených po celém vlaku. U každého spřáhla lze průtok vzduchu ručně otevřít nebo zavřít ventilem na jeho základně, nazývaným brzdový kohout. To se provádí na koncích vlaku, aby se zabránilo úniku stlačeného vzduchu do atmosféry. Za normálních provozních podmínek je brzdové potrubí pod tlakem 5 barů.

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

Konečně, každé jednotlivé vozidlo má jeden nebo více brzdových válců. Jedná se o nízkoobjemové nádoby, které vyvíjejí tlak na píst a ten tlačí brzdové špalíky vozidla ke kolům, což způsobuje jejich zpomalení. Rozvaděč reaguje na změny tlaku v brzdovém potrubí a odpovídajícím způsobem natlakuje brzdové válce vzduchem ze specializovaných nádob nacházejících se na každém vozidle, nazývaných pomocné vzduchojemy.

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}}, 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.
+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]]