Make sure that the locomotive is properly coupled with the first car of the train and the connection of the sleeves, and the opening of the end valves. Charge the TM, make sure that the pressure drop does not exceed the established norms and test the brakes. wagon with a full-scale sheet, make sure that the brake pressure in the train is congruent. Norms. Familiarize yourself with the composition.
Purpose and design of the frame of the VL11 and VL10 electric locomotive bogie with cradle suspension.
Bogie frames are designed to transfer and distribute vertical loads m / d kp using suspension, perception and transfer of forces to ensure the correct installation of the fastening point of the TED, suspension elements and braking equipment. The frame with cradle suspension is a closed rectangular structure consists of 2 longitudinal pivot and end beams. Large and small brackets of axle box leashes are welded to the bottom sheet of the longitudinal beam, 2 brackets of cradle suspensions and kr for installation of hydraulic vibration dampers are welded to each longitudinal beam. own beam and the box of the king pin hinge welded to it. In the middle part of the hole for the king pin, on the side. .Crowns are welded to the end beams brake gear suspension mattes and anti-unload roller linings. Installation frames of Vl10 bogies with side body supports are distinguished by the design of the kingpin ball joint box and the absence of brackets for cradle suspensions;
The order of actions of devices during braking and release by a crane conv. No. 394 on the VL10 electric locomotive.
To brake the train, the handle of the KM driver's crane No. 394 is moved to the 5th position (service braking), lowering the pressure in the surge tank. The pressure in the brake line also decreases by the same amount, as a result of which the air distributor BP is activated for braking, through which the compressed air from the spare tank SR is sent to the impulse line of the IM, as well as to the compensator tank 20 (Fig. 23) (false brake LTC cylinder (Fig. 22)) with a volume of 7 liters. From the impulse line, through the switching valve 7 (Fig. 23) or 3PK (Fig. 22), air enters the cavity between the pistons of the auxiliary brake valve of the KVT locomotive No. cylinders. In this case, valve No. 254 will work as a relay, automatically maintaining pressure in the shopping center line and in the brake cylinders themselves, equal to the pressure set by the air distributor in the impulse line. Thus, the filling of the brake cylinders occurs from the supply line in the same way as the braking of the locomotive by crane No. 254. The air pressure in the impulse line and in the brake cylinders depends on the amount of pressure reduction in the brake line, but does not exceed 4.0 kgf / cm2 in the loaded mode of the air distributor . The electric locomotive is braking together with the train.
To release the brakes of the train, the handle of the crane No. 394 is moved to position I, and then to position II. The pressure in the brake line will increase, and the air distributor will communicate the impulse line and the compensator tank installed on it, as well as the cavity between the pistons (repeater) of valve No. 254 with the atmosphere. In the flat mode of operation of the air distributor, there will be a complete release of air from the impulse line, and in the mountain mode, either full or partial release of air. By the appropriate value, auxiliary brake valve No. 254 will automatically reduce the pressure in the TC line and in the brake cylinders themselves. The air from the shopping center of the middle bogies of the electric locomotive is released into the atmosphere through a valve (conventional No. 254), and from the cylinders of the outer bogies - through the pressure switch 23 (Fig. 23) or RD (Fig. 22). There is a full or stepped release of the brakes of the electric locomotive and train.
In addition, by placing the handle of the auxiliary brake valve (conventional No. 254) in the first (release) position, it is possible to fully or partially release the brakes of the electric locomotive when the train is braked by the automatic brake.
For direct release of the brake on the locomotive (car), the working chamber of the air distributor is equipped with an exhaust valve.
Brief description of the maintenance of TO-1, TO-2, TO-3, TO-4, TO-5.
To-1 performs l / w upon acceptance of delivery, and during the operation of locks in accordance with the list of works established by the housekeeping service. To-2 is the main type of to-electric locomotives. The main task is to maintain the serviceability and performance of components and parts. When To-2 carry out cleaning, control of the technical condition, and, if necessary, make minor repairs to the chassis, pneumatic equipment, current collectors, ted. / e. Perform at least 48 hours, Continue does not exceed 1 hour gr, and pass. 2 hours. To-3 prophylactic inspection. For a more thorough and deep inspection compared to TO-2. It will last 4-6 hours. The electric locomotive is removed from service and placed in the main depot. TR-1 small periodic repairs. TO-3 the condition of all equipment using diagnostic tools or revision. When tr1, the parts subject to the greatest wear and easily accessible parts are restored or replaced. Lubrication is added to all nodes. , 8-1.6 days, different from Tr-1 revision of the main and additional. Support with lifting the body, with the removal of the roof or opening hatches. Tr-3 lifting repair, is the main type of repair that allows you to restore the health of the electric system under depot conditions. They lift the body, and roll out the bogies, for repairs with disassembly of the ted, and roll out the gearbox. , inspection and repair of frames, adjust the protection equipment and relays, measure devices, check the condition and repair of TRP, pneumatic equipment, compressors. Simple 2.5-3 days. damaged components. It is obligatory to check the condition of the parts with troubleshooting. Downtime 14-16 days.
Types of injuries.
1) Mechanical (bruise, fractures)
2) Thermal (burn, frostbite)
3) Chemical (poisoning, burns)
4) Electrical (respiratory arrest, cardiac arrest, cardiac fibrillation, burns)
5) Mental (fright, shock)
Abstracton the topic: "EP2K electric locomotive bogie, main parameters, principle of operation."
Cart
Three-axle bogie with individual drive of wheel pairs, support-frame suspension of the TED and gearbox and hydraulic vibration dampers of the first and second stages, welded bogie frame connected to the wheel pairs by installing between the bogie frame and axle boxes of the leashes, the mechanism for transferring traction force from the bogie to the body, return device, lever transmission of the brake.
Installation of body supports and deflection limiters
The body supports on the bogie are springs 1 located in the niches of the body frame and resting on the sidewalls of the bogie frame. On the upper sheets of the sidewalls there are guide bushings for installing and fixing the lower spring bowls 2. The upper bowls 3 are fixed in the niches of the body frame.
Adjusting shims 4 and 5 are located under the lower spring cups and are provided for adjusting the vertical position of the body relative to the bogies and regulating the load on the bogie wheel pairs. In the case of disassembly of the body supports, all parts must be installed in their original places.
Install the springs in such a way that the direction of the greatest transverse displacement of the lower coil of the spring relative to the upper one is directed outward, at a right angle from the longitudinal axis of the bogie (the direction of the greatest displacement is marked on the spring with a painted strip). In this case, the difference in the values of the transverse displacement of the lower coil of the spring relative to the upper one, the springs located symmetrically with respect to the longitudinal axis of the bogie, is not more than 2 mm.
With relative movements of the bogie and the body in the horizontal plane (reference of the body and rotation of the bogie), the springs of the body supports receive transverse deformations, while creating elastic resistance to these movements, the amount of transverse displacement of the body relative to the bogie is limited by the return device, and the angular rotation of the bogie is limited by stops 6 located on the end beam of the bogie frame. Vertical deformations of body support springs are limited by vertical stops 7.
Trolley frame
The trolley frame consists of two sidewalls 1 and 2, interconnected by two middle beams 3 and 4, front 5 and rear 6 end beams. The sidewalls are box-shaped and welded from sheet steel using cast parts. The middle and end beams are made of pipes with cast brackets welded to them for mounting brackets for suspension of traction motors, a return device, brackets for mounting horizontal hydraulic shock absorbers and a bracket for horizontal stops and brake suspension brackets.
The vertical sheets of the sidewall 1 and 2 are interconnected by cups for attaching vertical hydraulic shock absorbers and brackets for installing brake cylinders, pipes at the installation sites for brackets for axlebox dampers and brackets for brake suspensions, as well as inserts for placing in them, balancers of the brake linkage passing through the sidewall .
The lower belt of the sidewalls is made of sheet steel and cast driving brackets. The brackets have wedge grooves for attaching box leashes. Two brackets of each sidewall have plates for installing supports for spring suspension springs of the first stage.
At the ends of the sidewalls, cast parts corner and bracket corner are welded. They are the bases for installing the end beams of the bogie frame. Bracket - a corner located at the rear edge of the sidewall has wedge grooves for attaching axle box leashes, wedge grooves for attaching longitudinal rods of the traction force transmission mechanism and plates for installing a support for spring suspension springs of the first stage.
Traction transmission mechanism
The traction force transmission mechanism is located in the middle part under the body of the electric locomotive. The mechanism creates a rigid connection between the body and the bogie in the longitudinal direction, transferring traction and braking forces from the bogie to the body and does not interfere with the relative movements of the body and the bogie in the vertical and transverse directions. Relative angular displacements are provided by spherical joints located in two longitudinal rods 1 fixed on one side in the wedge grooves of the bogie frame, and on the other side in the housings 2, as well as in one transverse rod 3 installed between the housings 2. The cavities of the spherical hinges installed in rods 1 and 3 during assembly are filled with TM-9p oil TU 5364-034-00148843-95 are sealed with seals that are bolted to rods 1 and 3. Housings 2 are mounted on pivots 4 and have the ability to rotate freely on plain bearings formed by bronze bushings installed in cases 2, around the vertical axis of the kingpin. Housings 2 have wedge slots for installing longitudinal 1 and transverse 2 rods. The pins 4 are fixed on the body frame with the help of pins 5, bushings 6, washers 7 and nuts 8 and 9. In the transverse direction from below, the pins 4 are connected in pairs by a rod 10, which is fixed to the pins 4 by washers 11 and bolts 12.
Reservoirs 13 are fixed on the rods 10, into which 3, 3.5 liters of axial oil of brand L - in summer and brand Z - in winter are poured, which is fed into housings 2, in which, in turn, a labyrinth seal is organized from above to prevent leaks, and from below cuff installed. Lubrication level control is carried out according to the risks of the probe installed in the tanks 13.
Return device
The restoring device is used to create a restoring force when the body moves relative to the bogies exceeding clearance B, equal to 45 ± 1 mm. When the electric locomotive moves in curves, the resistance to the transverse movements of the body relative to the bogies within the gap B is created by the springs of the body supports. With large displacements, an additional restoring force is created by springs 1, which are acted upon by stops 5 mounted on the body frame through stop 2 and washer 3 (springs 1, stops 2 and washers 3 are installed in housings 4). Gap B is adjusted on a fully equipped electric locomotive on a leveled section of the track with spacers 6. When installing springs 1, a preload of 1 mm is created due to spacers 9.
Traction transmission mechanism.
Return device.
The restoring force is perceived by covers 10 fixed with bolts 11 on the body 4, which is fixed on the bracket of the middle transverse beam of the bogie frame.
Bibliography:
EP2K Operation Manual.
Checklist:
Characteristics of the cart.
Traction transmission mechanism.
return device.
I approve:
PM-8 A.A. Harmonov
>________________2007
Shut off the intersectional end valves, control the operation of the compressors with the forced start button with pressure control of the rear section feed line at the nearest station, replace the sleeves.
brake line
Use supply hoses.
Damage to safety valves, non-return
valve, main tanks, moisture-oil separator.
Switch off the compressor of the faulty section with the emergency stop button on the compressor control unit, turn off the KN8 valve under the body of the electric locomotive. Further travel with the compressor running and the main tanks of one section.
Damage to the supply line in the body of an electric locomotive.
If damage occurs on the head section, order an auxiliary locomotive. If on the rear section, transfer the section to a cold state, close the end valves, close the valves KN1, KN2, KN4, open the valve KrRSh4 on the block of braking equipment, close the valves to the EPK, transfer control to the serviceable section. On the healthy section, switch SA28 to turn off the engines of the faulty section,
put the SA32 toggle switch in the “head” position.
Damage to the air ducts of the electric locomotive control circuits.
Damage to the reservoir for lifting current collectors RS6.
Do not use the auxiliary compressor button.
Damage to the line from the control circuit reducer,
control circuit tank, KEP11 valve and valve
inclusion of BV.
Turn off the KN7 tap, turn off the engines of the faulty section with the SA28 switch, put the SA32 toggle switch in the “head” position, Further following on serviceable sections.
Damage to device drives.
Blinds
Shut off the tap KN29, forcibly open the blinds.
Pantograph
Shut off the tap KN28 (fig.5), in the MPSUiD cabinet with the SA1 toggle switch (fig.2) turn off the pantograph, further movement on serviceable pantographs.
Disconnector
Shut off the tap KN31 (to the disconnector), turn the device on and off manually.
ground electrode
Shut off the tap KN32 (to ground), turn the device on and off manually.
Damage to pipelines in the UKTOL cabinet
Damage to the pipeline from KH2 to BTO
Shut off the crane KN2, KN9, KN10 further movement with the section brakes disabled.
Auxiliary brake line damage
Close the end valves of the auxiliary brake line between the sections. If you leave the control of the electric locomotive on the section with a faulty line of the auxiliary brake control circuits, turn off the KN4 valve (Fig. 18) while further following, the auxiliary brake is controlled by the train crane.
Rupture of an air line of brake cylinders
Determine on which bogie the rupture occurred and use the cranes KN9 or KN10 to turn off the brake cylinders of the section. If a rupture occurred from the block of braking equipment to the KN9 or KN10 valves, turn off the bogie pressure switch, for which close the valves KrRSh1 and KrRSh5 for the first bogie, KrRSh2 and KrRSh6 for the second bogie.
Brake equipment malfunctions
ATTENTION! IN THE EVENT OF BRAKING EQUIPMENT FAILURE, FIRST OF ALL, CHECK THE OPEN POSITION OF DISCONNECTING VALVES KN1, KN2, KN3, KN4, KN9 AND KN10 - POSITION ALONG PIPES. CHECK THE OPEN POSITION OF THE TAPS IN THE UKTOL CABINETKppSH1, 2, 3, 5, 6 AND KRF - VERTICAL.
Note: When removing brake devices in the UKTOL cabinet, it is necessary to discharge the brake line, turn off the brake blocking device and turn off the taps KN1, KN3, KN4.
No release of the locomotive brakes, crane in the control cabin
driver in the 2nd position, auxiliary crane
brakes in release position.
Enabling the brake locking device in the rear section
electric locomotive
In the control cabin, the pressure drop in the brake line and in the surge tank is up to 2.0 kgf / cm2, air is released through the pressure switch of the auxiliary brake unit (BVT). In the UKTOL cabinet of the non-working section, disconnect the connector from the valve B1 and by pressing the mushroom of the valve B2 disable the brake blocking device (Fig. 20).
Auxiliary Brake Unit Pressure Switch Malfunction
Shut off the crane KH4 during further movement, the auxiliary brake should be controlled by a train crane.
Operation of EPVN valves (recuperation failure).
Filling the brake cylinders of both sections to a pressure of 1.3-1.8 kgf/cm2. Disconnect the connectors from the EPVN valves on the blocks of braking equipment of both sections (BTO). (fig.21), after disconnection, air is released through them from the control chamber of the BTO pressure switch into the atmosphere and the locomotive brakes are released.
There is no release of the brakes of one section of the locomotive, in the control cab the driver's crane is in the 2nd position, the crane
auxiliary brake in the released position.
Activation of the braking device when the sections break.
Filling the brake cylinders of the section to a pressure of 3.5-3.7 kgf/cm2. On the block of the braking equipment of the section, turn off the valve KrRSh7 (Fig. 21), air will be released through the atmospheric opening of the valve, for complete release, use the SA47 locomotive brake release button in the control cabin.
Defective drilling section
Shut off the KrRF valve, bleed air from the reserve tank through the release valve of the main part, for complete release use the SA47 locomotive brake release button in the control cabin.
There is no release of the brakes of one locomotive bogie.
Cause.
BTO pressure switch malfunction .
Under the BTO stove, UKTOL cabinet, turn off the corresponding KN9 or KN10 tap (fig.22) from the pressure switch to the brake cylinders of the bogie.
Spontaneous filling of the brake cylinders of the section.
Cause.
EPVN valve pass. The pressure in the brake cylinders is within 1.3-1.8 kgf / cm2.
At the BTO, turn off the valve KrRSh3 and loosen the fastening of the EPVN valve. Remember that when the electric braking fails, there will be no filling of the brake cylinders of the section.
When assembling the electric braking circuit, filling
section brake cylinders.
Cause.
Passing the cuff from the supply line of the electric blocking valve KEB1 on the BTO block (pos. 1, fig.23).
Disconnect the connector from the KEB1 valve valve. When collecting
electric braking circuits be aware of the possibility
filling brake cylinders from control devices
brakes (KEB1 will not work for the joint use
electric and pneumatic brakes)
Figure 23 - KEB1 (pos1) and KEB2 (pos2) |
When braking by a crane, there is no auxiliary brake
filling the brake cylinders of the locomotive.
Cause.
1. VCU is on, brake lock is on -
faulty pressure switch BVT.
turn off the KN4 valve when moving further
auxiliary brake control by train
crane.
2. Faulty auxiliary brake valve.
Turning the faucet handle on the glass: fix the handle or for
braking use wrench on 22.
When braking with an auxiliary brake crane or
the driver's crane does not fill the brake cylinders
one cart.
Cause.
Malfunction of the BTO pressure switch.
At the BTO, close the valves KpPSH1 and KrRSH5 for the pressure switch
of the first trolley or KrRSh2 and KrRSh6 for the pressure switch of the second
carts (fig.21).
When braking by the driver's crane, there is no filling
brake cylinders of any section
Cause.
Malfunction of BVR or sinking of one of the switching valves of the BTO.
Using the brake line break sensor, check the operation of the BVR for braking.
If after the braking stage the lampTM in the cab lights up and goes out , then some switching valve of the BTO is faulty. Further following with the control of operation of section brakes.
If the TM lamp lights up and does not go out faulty BVR.
Turn off the BVR with the KrRF valve, release air from the reserve tank through the release valve of the main part. Control of a break in the brake line through a signaling device of a serviceable section on a monitor in the control cabin.
Note: during the operation of the BEPP, if the valves are powered, the LED lights up.
When setting the VCU key to position 1, it does not turn on
brake lock.
Cause.
An open in the power circuit or a malfunction of valve B1.
In the UKTOL cabinet, check the power supply to the BEPP control unit (at positions 1 and 2 of the VCU key, four LEDs are lit), press the fungus of the valve B1 (forcibly turn on the brake blocking device). Make sure that power is supplied to the UKTOL valve in accordance with the position of the driver's crane handle conv. No. 000.
Cause.
Brake lock fault. Valve B1 is constantly energized.
Replace the brake locking device (UBD) with the UBT removed from the BEPP of the non-working cab.
Continuous discharge of surge tank and
brake line at the 2nd position of the crane handle
machinist.
Cause.
Loss of power to valves B4 and B5 on the BEPP
EXIT: In the UKTOL cabinet, check the presence of power at the valves B4 and
B5 BEPP, if the LEDs are not lit - contact failure in
connector of one of the emergency brake buttons in the cab
management. Switch to automatic brake control
from the backup control crane (KRU).
Underpressure in the surge tank at 2nd
Cause.
Power failure in valve B4 or malfunction of the BEPP gearbox.
In the UKTOL cabinet, check the presence of power supply at the valve B4,
in the absence of power, use a valve from a non-working BEPP
or go to the control of the switchgear.
When setting the handle of the driver's crane to position 1, there is no overcharging of the surge tank and brake highways.
Cause.
Faulty valve B3 or supply valve.
Use the release by the second position of the driver's crane handle, if there is time, to rearrange the valve with the feed valve from the non-working plate.
Overpressure in the brake line at the 2nd
the position of the operator's crane handle.
Cause.
Malfunction of the BEPP reducer or skipping of the supply valve.
If, after setting the handle of the driver's crane to the 4th position, the overestimation stops, the gearbox is faulty, if the overestimation continues, the feed valve is skipped. In the event of a gearbox malfunction, use the gearbox from a non-working plate, similarly do the feed valve.
If the pressure in the surge tank is too high, no
overshoot in the brake line.
Cause.
Go to KRU control.
There is no discharge of the brake line during the braking stage.
Cause.
Malfunction of the BEPP pressure switch.
Go to KRU control.
If damage occurs on the head section, order an auxiliary locomotive. If on the rear section, transfer the section to a cold state, close the end valves, close the valves KN1, KN2, KN4, on the block of brake equipment, open the valve KrRSh4, turn off the taps to EPC, transfer control to the correct section. On the healthy section with a switch SA28 turn off the engines of the faulty section,
toggle switch SA32 put in the head position.
Damage to the air ducts of the electric locomotive control circuits.
Damage to the reservoir for lifting current collectors RS6.
Do not use the auxiliary compressor button.
Damage to the line from the control circuit reducer, control circuit reservoir, KEP11 valve and BV activation valve.
Turn off the faucet KH7, switch SA28 turn off the engines of the faulty section, toggle switch SA32 put in the head position Further following on serviceable sections.
Damage to device drives.
Blinds
Shut off the tap KN29, forcibly open the blinds.
Pantograph
Shut off the tap KN28 (fig.5), in the MPSUiD cabinet with the SA1 toggle switch (fig.2) turn off the pantograph, further movement on serviceable pantographs.
Disconnector
Shut off the tap KN31 (to the disconnector), turn the device on and off manually.
ground electrode
Shut off the tap KN32 (to ground), turn the device on and off manually.
Damage to pipelines in the UKTOL cabinet
Damage to the pipeline from KH2 to BTO
Turn off the faucet KN2, KN9, KN10 further movement with disengaged section brakes.
Auxiliary brake line damage
Close the end valves of the auxiliary brake line between the sections. If you leave the control of the electric locomotive on the section with a faulty line of the auxiliary brake control circuits, turn off the KN4 valve (Fig. 18) while further following, the auxiliary brake is controlled by the train crane.
Rupture of an air line of brake cylinders
Determine on which bogie the rupture occurred and use the cranes KN9 or KN10 to turn off the brake cylinders of the section. If a rupture occurred from the block of braking equipment to the KN9 or KN10 valves, turn off the bogie pressure switch, for which close the valves KrRSh1 and KrRSh5 for the first bogie, KrRSh2 and KrRSh6 for the second bogie.
BRAKING EQUIPMENT FAULTS.
ATTENTION! IN THE EVENT OF BRAKING EQUIPMENT FAILURE, FIRST OF ALL, CHECK THE OPEN POSITION OF DISCONNECTING VALVES KN1, KN2, KN3, KN4, KN9 AND KN10 - POSITION ALONG THE PIPE. CHECK THE OPEN POSITION OF THE TAPS IN THE CABINET UKTOL KpPSH1, 2, 3, 5, 6 AND KrRF - VERTICALLY .
Note: When removing brake devices in the UKTOL cabinet, it is necessary to discharge the brake line, turn off the brake blocking device and turn off the taps KN1, KN3, KN4.
There is no release of the locomotive brakes, in the control cabin the driver's crane is in the 2nd position, the auxiliary brake valve is in the release position.
Activation of the brake blocking device in the rear section of the electric locomotive
In the control cabin, the pressure drop in the brake line and in the surge tank is up to 2.0 kgf / cm 2, air is released through the pressure switch of the auxiliary brake unit (BVT). In the closet UKTOL of the non-working section, disconnect the connector from the valve IN 1 and by pressing the valve fungus IN 2 disengage the brake lock (Fig. 20).
Auxiliary Brake Unit Pressure Switch Malfunction
Turn off the faucet KH4 during further movement, the auxiliary brake should be controlled by a train crane.
Operation of EPVN valves (recuperation failure).
Filling the brake cylinders of both sections to a pressure of 1.3-1.8 kgf/cm 2 . Disconnect the connectors from the EPVN valves on the blocks of braking equipment of both sections (BTO). (fig.21), after disconnection, air is released through them from the control chamber of the BTO pressure switch into the atmosphere and the locomotive brakes are released.
There is no release of the brakes of one section of the locomotive, in the control cabin the driver's crane is in the 2nd position, the auxiliary brake valve is in the release position.
Activation of the braking device when sections break.
Filling the brake cylinders of the section to a pressure of 3.5-3.7 kgf/cm 2 . Turn off the valve on the block of the braking equipment of the section KrRSh7(Fig. 21), air will be released through the atmospheric opening of the valve, for complete release, use the locomotive brake release button SA47 in the control cabin.
Defective drilling section
Turn off the faucet KrRF, bleed the air from the reserve tank through the release valve of the main part, for full release, use the locomotive brake release button SA47 in the control cabin.
There is no release of the brakes of one locomotive bogie.
Cause:
BTO pressure switch malfunction .
EXIT:
Under the stove BTO, closet UKTOL, turn off the corresponding tap KN9 or KN10 (fig.22) from the pressure switch to the brake cylinders of the bogie.
Spontaneous filling of the brake cylinders of the section.
Cause:
valve leak EPVN. Pressure in brake cylinders within 1.3-1.8 kgf / cm 2 .
EXIT:
On the BTO turn off the faucet KrRSh3 and loosen the valve EPVN. Remember that when the electric braking fails, there will be no filling of the brake cylinders of the section.
When assembling the electric braking circuit, filling the section brake cylinders.
Cause:
Passing the cuff from the nutritional line of the electric blocking valve KEB1 on the block BTO (pos.1, fig.23).
EXIT:
Disconnect the connector from the valve valve KEB1. When assembling the electric braking circuit, remember the possibility of filling the brake cylinders from the brake control devices (it will not work KEB1 for the combined use of electric and pneumatic brakes)
 Figure 23 - KEB1 (pos1) and KEB2 (pos2) |
Pneumatic circuits of locomotives are fundamentally the same and differ only in the presence of certain braking elements depending on the purpose and design features of locomotives: freight, passenger, with regenerative or rheostatic braking.
Electric locomotive VL11
Electric locomotive VL11 has automatic, auxiliary direct acting, electric (regenerative) and hand brakes. The electric locomotive used a unified scheme of braking equipment (Fig. 2.9). The scheme provides for automatic braking of sections in the event of breakage or separation of intersectional sleeves.
Rice. 2.9. Pneumatic scheme of electric locomotive VL11
KM1 - compressor KT-6el, KM2 - auxiliary compressor KB-1V, KEP1-KEP15 - electro-pneumatic valves KP-36, KP-53, KP-110; VUP1-VUP5 - pneumatic control switches PVU-2, PVU-3, PVU-7; GR - main tanks of 250 l, KPR1-KPR4 - switching valves No. 3PK; KN1-KN45 - release valves No. 377, 379, 383, E-195; MN1-MN10 - pressure gauges, KO1-KO7 - check valves No. 155, 155A, E-175; KRM - driver's crane No. 395.003, KVT - locomotive auxiliary brake valve No. 254, ABT - brake blocking device No. 367M, F1-F8 - filters No. E-114; RD1, RD2 - pressure switch No. 304, VR - air distributor No. 483, RS5, RS6 - feed tanks of 55 liters each, Ts1-Ts4 - brake cylinders No. 510B, KEB - electric blocking valve KPE-99, DR - throttle 0.7mm, KR1- KR4 - pressure reducers No. 348, KP1-KP3 - safety valves No. 216, E-216; RGD - pressure regulator no.
Each section of the electric locomotive has a set of brake and pneumatic equipment, which provides the possibility of both autonomous operation of the section and the formation of two and three-section electric locomotives, as well as two electric locomotives controlled by a system of many units. The pneumatic circuit diagram of all sections is the same.
The source of compressed air on the electric locomotive is two KM1 compressors, installed one on each section. Each of the compressors pumps air into its group of main tanks PC1, PC2, PCZ with a capacity of 250 liters each up to the set upper limit pressure of 9.0 kgf / cm 2, and then it is automatically turned off by the pressure regulator RGD and restarted when the pressure in the main tanks drops to 7, 5kgf/cm2. In the event of a failure of the pressure regulator, the main tanks of each section are protected by two safety valves KP1, KP2, adjusted from the compressor side before the check valve KO1 to a pressure of 9.8 kgf / cm 2, and from the side of the tanks after the check valve to a pressure of 10.0 kgf / cm 2.
A check valve KO1 is installed on the pressure pipeline between the compressor and the main tanks, which in normal mode unloads the compressor valves when it stops from air back pressure, and in emergency mode (compressor breakdown) automatically disconnects the faulty compressor from the main tanks; at the same time, the main tanks are filled with compressed air from the compressor of another section through the supply line. On the same pipeline, behind the check valve, CO oil and moisture separators are installed, one in each section, which purifies the compressed air injected by the compressor from water and oil impurities. For better cooling and removal of moisture from the compressed air, the main tanks are connected in series. The condensate released in the main tanks is periodically released into the atmosphere through the purge valves KEP10, KEP11, KEP12, driven by an electro-pneumatic remote control actuator. The tanks are purged, including the buttons on the assistant driver's console. The largest amount of condensate is released in the first tanks, so the scheme provides for separate purge of the first tanks from the rest. In the event of a malfunction of the electric drive, it is possible to turn off the purge valves with disconnecting valves KN34 - KN36. Pneumatic purge valves have electric heaters to protect them from freezing.
To charge the main tanks from an external source of compressed air, the supply line has special leads to the buffer bars of the body, ending with end valves KNK1, KNK2 and rubber sleeves RU1, RU2.
From the GR, air enters the PM supply line through the KN42 uncoupling valve, which has outlets for supplying compressed air to control devices, brake devices and tanks.
From the supply line, through the driver’s valve, air enters the brake line of the electric locomotive, which, like the supply line, runs along the entire electric locomotive and ends with end valves KNK3, KNK4 and connecting sleeves RU3, RU4. Under the driver's cranes in both cabs, ABT brake interlock devices are installed, which ensure the correct activation of the electric locomotive's brake system when changing the control cab.
BP air distributors are installed on the branches of the brake line in each section of the electric locomotive. Each air distributor is connected to its spare tank (55 l) and to the pipeline to the pressure switch RD1 and RD2. Throttle DR, installed on the working chamber of the air distributor, and the KEP9 electro-pneumatic valve are used to release the brakes of the electric locomotive when the train is braked. When you press the foot pedal, located under the driver's console, the switching coil of the KEP9 valve is excited and the compressed air from the working chamber of the air distributor through the throttle DR with a calibrated hole with a diameter of 0.7 mm exits to the atmosphere. The air distributor is released, the pressure switches RD1 and RD2 are activated, which are connected to the brake cylinders and release air from them into the atmosphere.
For direct release of the brake, the working chambers of the air distributors are equipped with exhaust valves. On the valve handles, chains are suspended under the body of the electric locomotive, with the help of which, if necessary, air distributors are activated.
To disconnect the air distributor from the brake line, turn the handle of the KN38 uncoupling valve.
In order to reduce the time for braking and releasing the brakes with a large number and volume of brake cylinders, pressure switches RD1 and RD2 are installed in front of each group of brake cylinders. When braking by the auxiliary crane of the KVT driver, compressed air from the supply line, passing through the F4 (F8) filter, the KR1 (KR2) reducer and through the KO6 (KO7) check valve, enters the pressure switch. The pressure switch RD1 (RD2) is activated and compressed air from the supply reservoir RS5 (PC6) is supplied to the brake cylinders C with a diameter of 10". to the pressure switch and feed tanks PC5 and PC6, controlled by pressure gauges MN9, MN10 Brake elements - disconnecting valve KN26, contactor filter F4, reducer KR1, check valve KO6, pressure gauge MN9 are assembled in one block (KN27, F8, KR2, KO7, MH10), called the “brake cylinder assembly”.
The auxiliary brake line runs along the entire electric locomotive and ends with end valves KNK5, KNK6 and rubber sleeves RU5, RU6 used to connect the line of several sections.
When braking by the crane of the KRM driver, the pressure in the brake line decreases. At the same time, the air distributors and compressed air from the reserve tanks come into action through the electric blocking valve KEB, the switching valves KPR1 and KPR2 enter the pressure switch RD1 and RD2, which are triggered by opening access to air from the supply reservoirs to the brake cylinders.
When the train brakes are released by the driver's crane, the air distributors release air from the control chamber of the pressure switch, which are triggered and the air from the brake cylinders escapes into the atmosphere through the outlet valve of the pressure switch. There is a full or stepwise (in mountain mode) release of the brakes of the electric locomotive and train.
The electric locomotive VL11 is equipped with a driver's crane 395.000.3, which provides automatic traction release and sand supply under each wheel set at a speed above 10 km/h during emergency braking. Through the KRM, the surge tank UR with a volume of 20 liters and the brake line are charged. Compressed air from the TM goes to the speedometer SL, through the uncoupling valve KN43 to the EPK, to the electric blocking valve KEB, as well as to the air distributor VR, which charges the spare tank ZR. The air distributor must be switched on for the mountain holiday mode.
Two types of braking are used on an electric locomotive: electric (regenerative) and pneumatic. The simultaneous action of both types of braking is unacceptable, as this can lead to jamming of the wheel sets. The blocking of regenerative and pneumatic braking is carried out by the electric blocking valve KEB and the pneumatic control switch VUP2. An electric blocking valve is installed in the circuit from the air distributor to the pressure switch. In the absence of regenerative braking, the KEB valve coil is de-energized and its spool is in a position in which air from the air distributor is open to the pressure switch, that is, pneumatic braking can be applied by the driver's crane. When switching to regenerative braking, the switching coil of the KEB electric blocking valve is excited and its spool, moving, blocks the access of air from the air distributor to the brake cylinders. Braking of the train by an automatic brake during regenerative braking of an electric locomotive is possible only for service. When the pressure in the brake line drops below 2.7-2.9 kgf/cm2, regenerative braking is automatically switched off by the pneumatic control switch VUP2, which is installed on the offshoot of the brake line.
In case of failure of regenerative braking, an automatic braking device is provided, regardless of the position of the driver's crane handle. The automatic braking unit consists of an uncoupling valve KN30, a contactor filter F7, a reducer KR3, adjustable to a pressure of 2.0-2.5 kgf / cm 2, and an electro-pneumatic valve KEP8. This unit is installed between the supply line and the pressure switch RD1, RD2. When the regenerative braking fails, the KEB electric blocking valve coil loses power, while the KEP8 electropneumatic valve coil is excited and opens the way for compressed air from the supply line to the brake cylinders. Automatic pneumatic braking takes place.
The scheme provides for the possibility of braking by the driver's auxiliary crane during regenerative braking. On the offshoot of the pipeline to the pressure switch, a pneumatic control switch VUP3 is installed, which is adjusted to an on pressure of 5.0 kgf / cm 2 and an off pressure of 1.3-1.5 kgf / cm 2. When the compressed air pressure is higher than 1.5 kgf/cm 2, the electric circuit of regenerative braking is disassembled.
In the event of an emergency condition of the electric locomotive (breakage of intersectional sleeves, air leakage from the main lines), compressed air from reserve tanks is used. Compressed air enters the tanks from the supply line, reducing to 6.0-6.5 kgf/cm 2 . Check valve KO7 is designed to save compressed air in case of air leakage from the supply line.
When the electric locomotive runs in a cold state, the disconnecting valves KN28 in both sections installed under the body next to the main tanks open and the air from the brake line of the lead locomotive through the check valve KO5 fills the feed tanks PC5 and PC6 to the pressure in the brake line of the lead locomotive and is used to brake the electric locomotive. Thus, the second purpose of the feed tanks is their operation when the electric locomotive is sent in a cold state. Disconnecting taps KN42 on the supply line are preliminarily blocked in both sections.
A “control circuit unit” is installed on the offshoot of the supply line in the engine room. The unit includes the following braking equipment: release valves KN17, KN18, KN20, KN21, KN23; check valves KOZ, KO4, F9 filter; gearbox KR4 which lowers the pressure of compressed air from 9.0 kgf/cm 2 to 5.0 kgf/cm 2; three-way valve KN44. Compressed air from the supply line, being reduced by the KR4 reducer to 5.0 kgf/cm 2 , flows simultaneously to the electromagnetic protection valve KpZshch13, the VVK, BV devices and the spare pantograph tank, which is used to save the compressed air supply during long stops with the pantographs lowered. The reservoir before stopping the compressor of the electric locomotive is charged to a pressure of 9.0 kgf/cm 2 and stores compressed air for a long time. The pressure in the control circuit is controlled by the MH2 pressure gauge installed in the unit and MH6 on the control panel from the side of the assistant driver.
The supply of compressed air to the pneumatic control circuits and the charging of the PC7 tank can be carried out from the auxiliary compressor K2 (KB-1V) through the KO2 check valve. The safety valve KP4, installed on the discharge pipeline of the auxiliary compressor, is adjusted to a pressure of 5.5 kgf / cm 2. Auxiliary compressors KM2 of all sections of the electric locomotive are brought to one common pipeline - the line of auxiliary compressors MVK, which runs along the entire electric locomotive.
Purpose of VUP:
VUP1 - ensures the lifting of pantographs at a pressure of compressed air in the control circuit of at least 3.0 kgf / cm 2,
VUP2 - disassembles the regenerative braking circuit when the compressed air pressure in the TM is reduced to 2.7-2.9 kgf / cm 2,
VUP3 - analyzes the regenerative braking circuit when the pressure in the TC rises above 1.3-1.5 kgf / cm 2,
VUP4 - eliminates the unloading of the rear wheelsets in the course of pneumatic braking,
VUP5 - ensures the supply of sand under the wheelsets at a pressure in the TC of 2.8-3.2 kgf / cm 2,
Electric locomotives VL11m, VL11k
The pneumatic circuits of the VL11m and VL11k electric locomotives (Fig. 2.10) differ from the pneumatic circuit of the VL11 electric locomotive by the presence of additional devices:
short-cycle automatic air drying system SOV. The air drying system operates in a repeated short-term mode. The adsorber is silica gel, which is regenerated by compressed air supplied through the filter and electro-pneumatic valve KEP5 (KP-110) with the compressor off;
third safety valve between main tanks and check valve;
on the pipelines of the brake cylinders, brake release signaling devices SOT1, SOT2 (S-04) are installed, which, at a pressure in the TC of more than 0.3-0.4 kgf / cm 2, close their contacts in the signal lamp circuit on the driver's control panel;
VUP6 - turns off line contactors when the pressure in the TM drops to 2.7-2.9 kgf / cm 2.
Rice. 2.10. Pneumatic diagrams of electric locomotives VL11m, VL11k
Electric locomotives 2ES6, 2ES10
Electric locomotive ChS2
904 - control tank, 907 - pantograph tank, 925 - check valve, 930 - auxiliary compressor, 931 - hand pump, 938, 939 - pantograph valves, 955 - BV drive, 974, 1001, 1009, 1015 - disconnection valves, throttle 979 , sandbox nozzles 995,
Preparation of pneumatic equipment. To bring the electric locomotive into working condition, it is necessary to turn on the battery, and on the control panel of the working cab, turn on the VU and the buttons of the disconnector and the working pantograph.
After turning on the auxiliary compressor 930, and if the battery is very discharged, then after setting the hand pump 931 into operation, the air will fill the tank of the pantograph 907 and will go through the pipeline to the three-way valve (the valve handle must be in the lower position) and further to the solenoid valves of pantographs 938 and 939, as well as through disconnecting taps to the drives of the earthing switch and disconnectors. At the same time, the air will come to the BV 955 drive, having passed the uncoupling valve 1015.
After solenoid valve 938 or 939 is energized, air will flow into the respective pantograph cylinder and lift it up. When the air pressure in the pantograph tank reaches 3.5 kgf/cm 2 , turn on the BV and alternately the buttons of motor-compressors and motor-fans. Having reached the air pressure in the main tanks of 4.0-5.0 kgf / cm 2, the auxiliary compressor 930 is turned off. If there is air in the control tank 904, the power supply for the control circuits of disconnectors, current collectors and BV will be carried out through an alcohol sprayer, a check valve 925 and then through a three-way valve .
Through the disconnect valve 1009, air will flow to the reverser control solenoid valves 941 and 942 and then to the forward or reverse reverser drives.
Through the release valves 974, air enters the electro-pneumatic valves of the drive 047 and 048 of the main group switch and to the valves 097 and 098 of the field weakening switch.
Through the uncoupling valve, the air enters the solenoid valve - controlling the dampers of the fans, and through the uncoupling valve 1001, the air from the supply line comes to the valves of the sandbox nozzles 995 and at the same time through the throttle 979 to the solenoid valves 936 and 937 that control the operation of the sandboxes.
If the solenoid valve 936 is energized, then the air passing through it will open the sand nozzle valve 995 to the forward stroke, and if the solenoid valve 957 is energized, the reverse sand nozzle valve will open, and, accordingly, sand will be supplied under the wheelsets to the front or rear locomotive running.
The pneumatic system of electric locomotives ChS2 underwent some changes in the course of subsequent releases: starting from No. 105, the main and spare air tanks, as well as the control tank and the working tank, were placed on the roof of the electric locomotive; this was done in order to create better conditions for the location, inspection and repair of devices in a high-voltage chamber; on electric locomotives from No. 455, the alcohol sprayers 912 and 913, as well as the three-way valve 975, were abolished; on electric locomotives from No. 501, an additional valve with a mechanical switch 1024 was installed. Its purpose is to ensure that when equipping electric locomotives ChS2 with composite blocks, the leverage remains unchanged. The maximum air pressure in the brake cylinders during braking is reduced by appropriate adjustment and change in the size of the shoulders at the rocker arm of the mechanical switch 1024 with special pins screwed into the housing.
Charging pneumatic system. During the operation of motor-compressors K-2, outside air is sucked in by low-pressure cylinders through the side shutters on the roof of the electric locomotive and further through suction filters and rubber hoses 952. During the reverse stroke of the pistons, air is pushed into the cooling coil located on the roof of the electric locomotive, and in winter it is sucked in by the high-pressure cylinder through the three-way valve 960 and, during the reverse stroke, is pumped through the uncoupling valve 970 into the discharge pipe. Then, through the valve 987 and collectors 911, the main tanks 903 are charged, connected in pairs by pipes and bypass pipe 903a. After passing successively all the main tanks, the air through the valve 985 enters the supply line. From the supply line, through the pipe H 1 through two taps 1002, reserve tanks 905 g and 905 2 are charged, simultaneously through the tap 1005 air enters the chamber Z 1 of the DAKO-988 device, and through the tap 1005 2 - into the chamber 3 2 of the repeater 962. Thus , the inlet valve chambers of the DAKO device and the repeater are always connected with the corresponding reserve tanks 905 1 and 905 2 , the air pressure in which is the same as in the supply line.
When the brakes are released, the exhaust valves of the DAKO-988 device and the repeater 962 are closed. The control tank 904 is charged from the supply line through the release valve 989, reducer 916, check valve 940 and filter 915.
The control tank 904 with a volume of 120 l is designed to supply air to the control circuits of disconnectors, current collectors, BV, group switches and reversers. The air pressure in it is maintained by a pressure reducing valve 916 in the range of 4.7-5.0 kgf/cm 2 .
Through cranes 1016, the EPK-150 time chambers are charged. Through the valve 976 and the filter 914, the air enters the pressure regulator 944, which controls the switching on and off of the motor-compressors 901. The air enters the direct-acting cranes of the driver 918 in both cabins through the uncoupling valves 994.
To the cranes of the driver No. 328 and 395, air enters through the uncoupling valves 972. In a non-working cab, the driver's crane handle must be in position VI, and the combined valve 966 is closed.
In the working cabin, air through the driver's valve 917 and the open combined valve 966 charges the brake line, in which the charging pressure is maintained.
From the brake line, air through the valve 971 enters the air distributor 965 (292) and if it is in the released position, then the working tank 996 with a volume of 55 liters will be charged through the valve 1007. From the working tank 996, the air branches off through the tube down into the chamber of the valve K of the mechanical switch (additional valve) 1024. Through the faucet 1013 and the oil separator 1019, the air enters the centrifugal speed controller 984, mounted on the axle box of the third wheelset. Thus, the speed controller 984 and valve chamber K of the mechanical switch 1024 are in constant communication with the working reservoir 996.
At a speed of more than 80 km / h, the speed controller opens its valve, through which air passes to the DAKO-988 device in its lower chamber G and sets the same pressure in it as in the working reservoir 996. Under the action of this pressure, the lower small diaphragm bends upward and her sleeve on the rod moves away from his shoulder. Through taps 969 in both cabins, air enters the EPK-150 to their stall valves, and through the filter 914 to the automatic control switch (AVU) 943, the purpose of which is to break the circuit of the BV holding coil when the pressure in the brake line drops to 3.5 kgf / cm 2 . On electric locomotives ChS2 with No. 400, the ends of the pressure line go beyond the buffer beams. When released from the factory, they had end valves and connecting sleeves for connecting electric locomotives in a system of many units.
Secondary brake braking. When braking by the auxiliary crane of the driver No. 254, air is admitted from the pressure line through the valves 994 and 994 1 into the auxiliary brake air duct, having reached the switching valve 906, the air moves it towards the non-working cab, that is, it turns off the other valve No. 254, so that through it no air was released into the atmosphere. From the switching valve 906, air through the taps 1000 comes to the other two switching valves 923 1 and 923 2 and moves them towards the DAKO valve and the repeater 304 to turn them off. From the valves 923 1 and 923 2 the air is directed through the connecting rubber sleeves 980 into the brake cylinders 908 of both bogies.
At the same time, air flows through valves 1003 to exhaust valves 919 and to pressure gauges 945. When the brake is released, driver valve No. 254 releases air from the brake cylinders back to the atmosphere.
Braking with automatic or electro-pneumatic brake. When braking by the train crane driver No. 328 or 395 (917), the following devices sequentially come into action: air distributor No. 292 (965) or electric air distributor No. 305 (964); additional valve or mechanical switch 1024; air distributor DAKO 1 trolley (988); repeater 304 2 carts (904).
The driver's valve No. 328 or 395 (917) with pneumatic control reduces the pressure in the line, causing the air distributor No. 292 (965) to act on braking, and for the electric control of the electric air distributor No. 305 (964).
Air distributor No. 292 or 305, when activated during braking, admits air from the working tank 996 into additional tanks 997 and 1018 with a volume of 8 and 10 liters. Depending on the magnitude of the pressure drop in the line and the ratio of the volumes of the working tank 996 and additional tanks 997, 1018, a certain air pressure is set in them. Initially, only one additional tank 997 was installed, but when air was admitted into such a small volume during braking, a large pressure was created in the brake cylinders of the electric locomotive, which reached 4.5-5 kgf / cm 2 with full service braking. In order to reduce this pressure, the second additional tank 1018 was supplied. In this case, a normal ratio of volumes between the working and additional tanks is achieved and the pressure in the brake cylinders during full service braking decreased to 3.8-4.0 kgfsm 2 .
On some electric locomotives, one tank with a volume of 20 liters was supplied as additional tanks. Simultaneously with the filling of additional tanks, air enters chamber B of the mechanical switch 1024 and acts on its right diaphragm. When braking, when a certain pressure is established in additional tanks 997 and 1018, as well as in chamber B, the right diaphragm will bend down under the action of air and, acting on the piston, will turn the lever (rocker) clockwise, which with its left end, acting on the piston, bend the left diaphragm up and open the valve. Air will be admitted from the working tank 996 through the open valve into the chamber B of the mechanical switch 1024, as well as into the additional volume 1026 2.5 l and into the chamber B 1 under the middle diaphragm of the DAKO-985 device. The lever of device 1024 will come into balance and valve K will close the air inlet to chambers B 1026 and B 1 when the pressure in them is the same as in additional tanks 997, 1018 and chamber B.
The pressure of the air let in by the mechanical switch 1024 into chamber B 1 of the DAKO device, acting on the full area of the large diaphragm, bends the system upwards and opens the valve with its hollow rod. The valve, in turn, opens the access of air from the reserve tank 905 1 to the chamber above the upper diaphragm T 1 , then to the switching valve 923 1 , which is thrown to the left and passes air into the brake cylinders 908 of the first bogie and simultaneously into the chamber T 2 of the repeater 304.
Repeater 304 should set the same pressure in the brake cylinders of the second bogie as in chamber T 2 . Under the air pressure in the chamber T 2 (it is equal to the pressure in the brake cylinders of the first truck), the diaphragm bends down and opens the valve. The air from the reserve tank 905 2 flows through the repeater 304 (962) to the switching valve 923 2 ; throws it to the right and passes further into the brake cylinders of the second bogie.
The ratio of the working areas of the middle and upper diaphragms of the DAKO-988 device is such that with full service braking, when the air pressure in chamber B 1 is set at 3.8-4.0 kgf / cm 2, the diaphragm system will come into equilibrium, and valve Z 1 will close the inlet air into the chambers T 1 , T 2 and the brake cylinders of the first and second bogies, respectively, when the pressure in them reaches 3.8-4.0 kgf/cm 2 .
At a speed of more than 80 km / h and the speed controller 984 is on, the faucet 1013 is open and the air from the working tank 996 fills the chamber G under the lower diaphragm of the device. DAKO-988. In this case, the diaphragm system is unbalanced, i.e., it shifts upward and valve Z 1 opens again, through which air from the reserve tank 905i will flow into the chambers T 1, G 2 and into the brake cylinders of the first bogie, and from the reserve tank 905 2 the air will flow through the open valve of the repeater 304 (962) into the brake cylinders of the second bogie. Thus, when the speed controller 984 is turned on, the air pressure in the braking mode at speeds of more than 80 km/h in the chambers T 1 , T 2 and in the brake cylinders of the first and second bogies, respectively, will be set within 6.5-6.7 kgf/cm 2 . After that, the diaphragm system of the DAKO-988 device will again come into equilibrium and close the valve Z 1.
When the speed during braking decreases and becomes less than 80 km/h, the speed controller opens its valve and communicates chamber G of the DAKO device with the atmosphere.
With a decrease in pressure in chamber G, the diaphragm system of the DAKO device will shift down and, with its hollow rod, will inform chambers T 1, T 2 and the brake cylinders of the first bogie with the atmosphere. When the pressure drops to 3.8-4.0 kgf/cm 2 , the diaphragm system will come into equilibrium and stop communicating with the atmosphere of the chambers T 1 , T 2 and the brake cylinders of the first bogie. Accordingly, through the hollow core of the repeater 304, the air pressure in the brake cylinders of the second bogie will decrease by the same amount. A further decrease in the air pressure in the brake cylinders can only be done by moving the valve handle 328 (395) to the release position.
Release of the brakes. When the operator's valve handle 328 (395) is moved to the release position, the air distributor No. 292 (305) releases air into the atmosphere from additional tanks 997, 1018 and chamber B. This will lead to an imbalance and a downward displacement of the left shoulder of the lever (rocker arm) of the device 1024 together with the left piston, which, with its hollow rod, communicates with the atmosphere chamber B, additional volume 1026 and chamber B 1 of the DAKO device. A decrease in pressure in chamber B 1 will lead to a downward displacement of the diaphragm system and communication with the atmosphere through the hollow rod of the DAKO device of chambers T 1, T 2 and the brake cylinders of the first bogie. Follower 304 releases air from the brake cylinders of the second truck. During any braking, the air entering the brake cylinders simultaneously flows through the valves 1003 to the exhaust valves 919 and pressure gauges 945.
It is impossible to release the brake with valves 919, since the brake system is inexhaustible and the brake cylinders will be constantly replenished with it. You can only speed up the release of air from the brake cylinders when you release. With electric control, the locomotive brakes can be released by pressing a special button 597 (598), which breaks the electrical circuit of the electric air distributor No. 305.
Electric locomotive EP2K
Methods for lifting the current collector. To raise the pantograph of an electric locomotive, it is necessary to supply compressed air to the pneumatic cylinder of the pantograph drive.
The filling of the pneumatic cylinder of the pantograph drive can be carried out:
using compressed air available in the main tanks (the pressure must be at least 3.5 kgf / cm 2 for the pressure switch SP6 to operate;
with the help of compressed air available in the 150 liter PC4 feed tank;
auxiliary compressor KM1, which pumps compressed air into the control circuit of the pantograph and is designed to lift the pantograph in the absence of compressed air in the control circuit of the pantograph;
by connecting an external source of compressed air to the supply line of the electric locomotive through the sleeve RUK1 (RUK2) and opening the end valve KN60 (KN62).
1. Lifting of the pantographs in the presence of compressed air in the feed tank PC4. If there is compressed air in the feed tank PC4, which is controlled by the pressure gauge MN7, open the disconnect valve KN26 and the air from the tank PC4 will enter the control circuit line of the pantograph, reducing in the RED6 reducer to a pressure of 5 .5 ± 0.2 kgf / cm 2 and to the Y21 protection valve.
To raise the pantograph, make sure that the VVK grids, the roof hatch on the side of cab No. 2, PSN, PVI cabinets and all BVA units are properly closed, turn on the grounding switch to the “not grounded” position. Make sure that the KN80 (cold reserve) and KN25 taps from the PC3 tank with a volume of 150 liters are closed. When the pneumatic interlock PB3 exits, the air through filters F18, F19 and taps KN11, KN12 will come to the valves of current collectors Y6, Y7.
In the control cabin, turn on the MPSU button and after the MPSU enters the main frame, raise the pantograph, turn on the button BV, return protection and make sure that the alarm LED panel is turned on, turn on the button converters and make sure that the SHP is extinguished on the display of the MPSU and the alarm panel. Enable button compressor and after filling the GR, turn on the button fans and make sure that they are launched on the display panel or in the display frame of the MPSU, close the KN26 uncoupling valve from the RS4 tanks.
2. Lifting the pantograph using the auxiliary compressor KM1. If the air pressure in the main tanks is below 3.5 kgf / cm 2 to lift the pantograph:
turn on the auxiliary compressor with toggle switch S21 pantograph compressor, while compressed air will flow from the compressor through the KP3 safety valve, adjusted to a pressure of 7.5 ± 0.2 kgf / cm 2, the KO8 check valve to the SP5 pressure switch and into the PC9 tank with a volume of 20 liters, to the MN7 pressure gauge and through the gearbox RED6 to safety valve Y21. When the pressure in the pantograph control circuit reaches 4.7 kgf / cm 2 and above, raise the pantograph and start the electric locomotive.
When the compressed air pressure in the pantograph control circuit line rises to 7.0 kgf / cm 2, the SP5 pressure switch sensor will operate and the auxiliary compressor power circuit will be disassembled.
Charging the feed line.To charge the feed line on an electric locomotive, a KM compressor is used, which pumps air through the pressure pipeline through the KP1 safety valve, the HAND sleeve, the CO separator-drier, the KO11 check valve, the F7 filter, the KO12 check valve, the KP2 safety valve into the main RS1 tanks, RS2 with a volume of 500 liters each, blocks of power devices BSA1-BSA3 and a call signal device for the assistant driver of the joint venture.
Air is supplied to the blocks of power devices from the supply line through the RED4-RED5 reducers, which reduce the pressure to 5 ± 0.2 kgf / cm 2, disconnecting valves KN34, KN35 and filters F20-F22. The pressure in the air duct is controlled by manometers MN5, MN6.
For blowing off the high-voltage chamber, a pipeline with a KN36 disconnecting valve is provided, which is installed on the side of the rear wall of the high-voltage chamber.
Air is supplied to the call signal device for the assistant driver of the joint venture from the supply line through the disconnecting valve KN16 and the electro-pneumatic valve Y20.
To prevent moisture from entering the pneumatic systems of the electric locomotive and the train, the air passes through the CO separator-drier, where it is cleaned of suspended particles of water and oil and dried. As an adsorbent, technical silica gel KSKG was used, which has the form of vitreous transparent or matte grains 2.8-7 mm in size, oval, spherical or irregular in shape.
For additional purification of the air entering the main tanks, a F7 filter is installed in front of the KO12 check valve. When the compressor is running, the filter is purged manually with a drain cock installed on the filter.
When the compressor is running, the air from the supply line enters the sensors-relays SP7 and SP8 and the open valve Y9, the purge valve Y22 is closed. When the pressure in the supply line rises to 8.8 - 0.2 kgf / cm 2, the contacts of the relay SP8 close, the valve coil Y9 receives power and the valve valve closes.
When the air pressure reaches 9.0 ± 0.2 kgf / cm 2, the contacts of the relay SP7 open, which causes the compressor to stop and voltage is applied to the solenoid valve Y22, which opens and a burst of air is released from the CO dryer-separator into the atmosphere. When the compressor is not running, purge valve Y22 remains open.
Solenoid valve Y22 has a heating winding for heating the CO outlet duct during the cold season. The winding is switched on from the pedestals
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