Air Brake System Overview/sk: Difference between revisions

Latest revision as of 16:38, 17 March 2025

Aby mohli vlaky efektívne spomaliť, každé vozidlo v súprave, musí použiť brzdy súčasne. To sa dosahuje vzduchovým brzdovým systémom vlaku. Každé koľajové vozidlo je vybavené vzduchovou hadicou na oboch koncoch. Keď sú vozidlá spojené dohromady, ich vzduchové potrubia sú tiež spojené spôsobom ako pri podaní ruky. Týmto spôsobom je vodič vo vedúcom vozidle schopný ovládať brzdy na celom vlaku pomocou jediného ovládacieho prvku brzdy vlaku.

Vzduch v brzdovom systéme je čerpaný kompresormi nachádzajúcimi sa na palube motorových vozidiel a je zdieľaný vo vlaku prostredníctvom systému ventilov, potrubí a hadíc. Pre jednoduchosť možno systém vnímať ako zložený z troch samostatných jednotiek: hlavný zásobník, brzdové potrubie a brzdový valec.

Main Reservoir

Hlavná nádrž je veľkoobjemová nádoba nachádzajúca sa na palube motorových vozidiel. Zvyčajne je udržiavaná na vysokej úrovni pomocou zabudovaného kompresora a slúži na zabezpečenie tlaku vo zvyšku brzdového systému.

Brake Pipe

Brzdové potrubie, natlakované hlavným zásobníkom, je systém ventilov, potrubí a hadíc natiahnutých po celom vlaku. Pri každej spojke môže byť prietok vzduchu manuálne otvorený alebo uzavretý ventilom jej jeho začiatku, nazývaným brzdový kohút. Deje sa tak na koncoch vlaku, aby sa zabránilo úniku stlačeného vzduchu do atmosféry. Za normálnych prevádzkových podmienok je brzdové potrubie pod tlakom 5 barov.

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

Napokon, každé jednotlivé vozidlo má jeden alebo viacero vlastných brzdových valcov. Ide o nízkoobjemové nádoby, ktoré vyvíjajú tlak na piest, ktorý tlačí brzdové čeľuste vozidla na kolesá, čo spôsobuje jeho spomalenie. Riadiaci ventil reaguje na zmeny tlaku v brzdovom potrubí a zodpovedajúcim spôsobom natlakuje brzdové valce vzduchom zo špecializovaných nádob, ktoré sa nachádzajú na každom vozidle a ktoré sa nazývajú pomocné nádrže.

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.
 </div>
@@ Line 42: / Line 42: @@
 <div lang="en" dir="ltr" class="mw-content-ltr">
-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]]