The second position of the crane driver 394. Positions KM394. VA position "Service braking in long-piece freight trains at a slow pace"

We move the handle of the driver's crane No. 394 from the 2nd - train position to the 5th-service braking, lower the pressure in the brake line by 0.7-0.8at and transfer it to the 4th position - overlapping with power; in this case, the air distributor will act on braking and the air from the reserve reservoir of the air distributor will flow through the 0.8 mm hole into the cavity between the upper and double pistons, while filling the 0.3 l reservoir; the tandem piston will move downward, move the two poppet valve down and open the air from GR To Shopping center and at the same time under the double piston, when the pressure is equalized by the action of the spring, the double-seat valve with the double piston will rise up.

Release of brakes: we move the driver's crane handle from the 4th position to the 2nd position of the brakes (train), while the pressure in the brake line rises, the air distributor will operate to release the brakes, i.e. air from the cavity between the upper and double pistons will be released into the atmosphere through the air distributor, due to the air pressure under the double piston from the brake cylinders, it rises and the air outlet from Shopping center

Release of locomotive brakes when braking by crane driver No. 394: the valve handle No. 254 is pressed on the buffer and the air from the cavity between the upper and double pistons will be released into the atmosphere through the buffer valve, due to the air pressure under the double piston from the brake cylinders, it rises and the air outlet opens from Shopping center to atmosphere through the hollow double piston rod and the radial holes between the discs, the brakes are released.

Valve adjustment no. 254: loosen the adjusting screw and the screw for fastening the handle, by rotating the glass, set the pressure in the shopping center 1-1.3 at. the tap handle is set in the 3rd position and fixed with a screw, then the braking position is transferred to the 6th position and the pressure is set to 3.8-4at with the adjusting screw. then move the handle to the 2nd position and make sure the locomotive brakes are released. When the handle is moved from the 2nd position by 20 degrees towards the braking side, the brakes should not be applied.

Driver's crane No. 394 (KM)

Purpose: valve 394 is designed to control the train brakes by changing the pressure in the brake line. (automatic, not direct acting)

Design: assembled from 5 main parts: upper (spool), middle (spool mirror), lower (equalizing); reducer (feed valve) is designed to maintain the set pressure in the surge tank in the 2nd position; the stabilizer (throttling outlet valve) is designed to eliminate overcharging.

Top part: cover, stem and handle fixed to the square of the stem with a screw and nut. The rod in the lid is sealed with a cuff and the lower end enters the ledge spool, ensuring the correct connection of parts in a certain position. The spool is pressed against the mirror by a spring.

middle part the valve is a mirror for the spool; in which the check valve is located.

Bottom part: the body, the equalizing piston sealed with a rubber cuff and a brass ring, the valve is spring pressed against the bushing seat - called double-seat or hollow, ground to the bushing and the piston shank and works as an inlet (feed) or outlet. The filter protects the excitation valve of the gearbox from contamination

The upper, middle and lower parts are connected to each other through rubber gaskets using four studs and nuts. The position of the cover on the middle part is fixed with a control pin.

With pipes from the feed PM and brake lines TM the driver's crane is connected using union nuts.

Reducer The valve consists of a body, an upper part with a pressed-in sleeve and a lower body. In the upper part there is a feed valve pressed against the seat by a spring, which rests against the plug with its other end. A spring acts on the metal diaphragm (diaphragm) with a diameter of 78 mm from below through a support washer, which abuts against the screw through the centering washer. The reducer serves to maintain a certain pressure in the surge tank in the train position.

Stabilizer The valve consists of a body with a pressed-in sleeve, a nut, a cover and a valve pressed against the seat by a spring. A nipple with a throttle hole 0.45 mm in diameter is pressed into the body. From below on the diaphragm with a diameter of 55 mm through a thrust washer acts a spring, adjustable by a screw with a lock nut. The stabilizer serves to eliminate the overcharging of the line in the train position.

KM has seven operating modes with corresponding handle positions: 1- charging and dispensing; 2- train (vacation, liquidation over charge); 3- overlap without power supply; 4 - overlap with power supply; 5a - service braking at a slow pace; 5 - service braking; 6 - emergency braking.

16-spool with projection, 22-spring;

13-middle part(spool mirror), 14,12-rubber gaskets, 23-control pin; (check valve - not specified)

Checks of the driver's crane No. 394 according to the instruction IE-26-01-08 KGOK.

1.7. The driver's crane, service numbers 394 and 395, when the handle is in train position, must be adjusted to maintain the pressure in the brake line on all locomotives of the ore-carrying area of ​​6 kgf / cm², on locomotives handling the cars of JSC Russian Railways - 5.2 - 5.3 kgf / cm².

1.8. Check the adjustment of the crane stabilizer of the driver, service No. 394 and No. 395, which is performed as follows:

To overestimate the pressure in the surge tank by more than 6.5 kgf / cm²;

The pressure drop in the line should occur from 6.5 kgf / cm² to 6.3 kgf / cm² in 80-100 seconds. If the pressure drops faster, loosen the stabilizer spring, and if the pressure drops slowly, tighten it with the screw.

1.9. After establishing the charging pressure in the brake line, check the driver's valve with service no. 394 and no. 395 for:

The sensitivity of the equalizing piston by moving the operator's valve handle to the service braking position until the pressure in the equalizing tank decreases by 0.3 kgf / cm², followed by setting the valve handle to IV position. In this case, the equalizing piston should rise, release the corresponding volume of air from the brake line, lower and stop the release of air into the atmosphere;

Compressed air from the supply line passes into the chamber above the spool and through two wide channels into the brake line. The first way - along the recess of the spool 6, the second - along the open inlet valve 16. The inlet valve is opened by the shank of the equalizing piston 11, which is pressured by the chamber air above the equalizing piston U1.

Valve action in the first position of the handle

Air passes into chamber U1 from the main tanks in two ways: the first - through the channel in the spool, the second - through the spool 6, filter 21 and the open feed valve 25 of the charging pressure reducer. Through a channel with a diameter of 1.6 mm, the surge tank is charged from the chamber above the equalizing piston. Power channel
the surge tank is narrowed so that the valve handle can be kept in the first position for a longer time, while communicating at the same time the supply line in two wide ways with the brake line.
In the first position of the valve handle, according to the pressure gauge of the surge tank, you can select the amount of pressure that will be established in the brake line after the valve handle is moved to the second position.

Second position - Train

Automatic elimination of overcharge pressure. The equalizing tank UR and the chamber above the equalizing piston U1 are communicated by the spool with the chamber U2, above the metal diaphragm 28 of the gearbox and the chamber above the excitation valve 35 of the stabilizer. The force of the spring 39 bends the diaphragm 36 upwards and opens the excitation valve 35. The air of the surge tank passes into the U3 chamber above the diaphragm 36 and through a calibrated hole with a diameter of 0.45 mm is released into the atmosphere. The air pressure in the U3 chamber is kept constant according to the force of the spring 39. Since the outflow of air from the equalizing volume into the atmosphere occurs all the time at a constant pressure in the U3 chamber, the stabilizer provides a constant rate of elimination of the overcharge pressure from the equalizing volume. The equalizing piston 11, which is under the air pressure of the UR and the brake line, rises up and opens the exhaust valve, through which the air from the TM leaves the atmosphere. The rate of elimination of overcharge pressure from the brake line does not depend on the presence and amount of leakage from it. The equalizing tank UR and the chamber above the equalizing piston U1 are communicated by the spool with the chamber U2, above the metal diaphragm 28 of the gearbox and the chamber above the excitation valve 35 of the stabilizer. The force of the spring 39 bends the diaphragm 36 upwards and opens the excitation valve 35. The air of the surge tank passes into the U3 chamber above the diaphragm 36 and exits the atmosphere through a calibrated hole with a diameter of 0.45 mm. The air pressure in the U3 chamber is kept constant according to the force of the spring 39. Since the outflow of air from the equalizing volume into the atmosphere occurs all the time at a constant pressure in the U3 chamber, the stabilizer provides a constant rate of elimination of the overcharge pressure from the equalizing volume. The equalizing piston 11, which is under the air pressure of the UR and the brake line, rises up and opens the exhaust valve, through which air from the TM leaves the atmosphere. The rate of elimination of overcharge pressure from the brake line does not depend on the presence and amount of leakage from it.

The action of the crane in the train position of the handle.

Automatic maintenance of the charging pressure in the brake line. When the pressure in the equalizing tank and chamber У1, above the equalizing piston, drops to the charging pressure, then despite the continued flow of air into the atmosphere through a hole with a diameter of 0.45 mm, the reducer will maintain in the equalizing volume the normal charging pressure, the value of which is set by spring 31.
A decrease in the air pressure in the UR below the charging one will cause a decrease in the pressure in the U2 chamber, above the metal diaphragm 28 of the reducer. With the force of the spring 31, the diaphragm 28 bends upward and raises the feed valve 25. Air from the main tank through the vertical channel in the spool 6. The filter 21 and the open feed valve 25 enters chamber U1 above the equalizing piston 11. From chamber U1, through a calibrated hole with a diameter of 1, 6 mm air passes into the UR and the U2 chamber.
When the pressure of the air and the spring 31 on the diaphragm 28 is equalized, it will take a horizontal position and the supply valve 15 will be pressed against the seat by the spring.
If, as a result of leaks, the pressure in the brake line drops, then the equalizing piston under the air pressure of the equalizing volume drops down, presses the inlet valve 16 from the seat and the air from the GR will pass into the TM.

When the pressure in the TM reaches the charging level (becomes equal to the pressure in the U1 chamber), the spring will raise the equalizing piston and close the inlet valve. The TM leaks will stop feeding.
Release by the second position of the tap handle. In the second position of the operator's crane handle, the spool communicates the U2 chamber of the gearbox with a surge tank. If you put the valve handle in the second position after braking, then the pressure in the U2 chamber will be lower than the charging pressure, i.e. braking. The spring 31 will press on the metal diaphragm 28 from below with a force corresponding to the charging pressure, so the diaphragm 28 will bend up and open the feed valve 25. The air from the GR through the vertical channel of the spool, through the filter 21, the open valve 15 enters the chamber above the equalizing piston U1, and leaves it through a narrow channel with a diameter of 1.6 mm into the ZR and chamber U2. An increased pressure is created in the U1 chamber. With this pressure, the equalizing piston will move down and with its shank completely open the intake valve 16, which will let air into the brake line with a pressure equal to the pressure above the equalizing piston. The pressure in the UR and the U2 chamber gradually increases, so the diaphragm is straightened, and the supply valve 25 is pressed against the saddle.
From the moment when the pressure in the U1 chamber above the equalizing piston is equalized with the pressure in the UR, i.e. becomes charging, air from the GR will pass into the TM through the inlet valve only by charging pressure.

Third position - Overlap without power

The spool communicates the chamber above the equalizing piston with the brake line through the check valve 22. The pressure in the brake line decreases faster than in the equalizing tank, so the equalizing volume air raises the check valve and flows into the TM. the exhaust valves remain closed.

Valve action at shutoff without power supply of leaks from the brake line.

Fourth position - Overlap with power

Valve action when shut off with supply of leaks from the brake line.

The equalizing tank, brake line and main tank are separated from each other by a spool. Due to its high density, the pressure in the surge tank is practically constant. When the pressure in the brake line decreases due to leaks, the equalizing piston 11 is lowered down by the pressure of the chamber U1, and opens the inlet valve 16. The air of the GR passes into the TM and restores the pressure in it to the pressure level in the equalizing tank. After that, the inlet valve is closed by its spring and the power supply to the leaks is cut off.

Fifth position - Service braking (V and VA handle positions)

Crane action during service braking.

The spool communicates the surge tank with the atmosphere through a channel with a diameter of 2.3 mm. The pressure in the chamber above the equalizing piston U1 falls at a rate of 0.2 kgf / cm2 - 0.25 kgf / cm2 per second. The equalizing piston rises upward by the pressure of the brake line, and the piston shank (exhaust valve) moves away from its seat in the intake valve 16. Air from the brake line through the axial channel of the valve 16 is released into the atmosphere.
Position VA is provided for delayed discharge of the surge tank through the channel in the spool with a diameter of 0.75 mm when braking long-train trains. The driver's crane acts in the same way as in the V position of the handle, but the discharge rate is 0.5 kgf / cm2 in 15 - 20 seconds.

Sixth position - Emergency

The brake line, the equalizing reservoir and the U1 chamber above the equalizing piston are in communication with the atmosphere with the wide recess of the spool. Compared to the volume of the brake line, the volume of the U1 chamber above the equalizing piston is less, therefore the U1 chamber is discharged into the atmosphere faster. Due to the resulting pressure difference, the equalizing piston rises and opens the outlet valve. The brake line is discharged into the atmosphere in two ways: along a wide recess in the spool and along the axial channel of the intake valve 16.

Crane action during emergency braking

I - position: charging and dispensing.

II- position: train,
maintaining a normal charger
pressure.

III - position: overlap without
brake line supply.

IV - position: overlap with
power supply of the brake line.

Vа - position: used in
heavyweight, over 6000t. and
long-set over 350 axles
(there is a slow discharge of the brake
backbone for reliable

the brakes at the tail end of the train).

V - position: service.

VI - position: emergency.

Designation of pressure gauges in the driver's cab:

1- main tanks manometer,

2- surge tank pressure gauge,

3- brake line pressure gauge,

4- brake cylinder pressure gauge.

1. Check the tightness of the brake and power supply network with the (2nd) train position of the crane handles No. 254 and the driver's crane, in the position of the combined crane - double draft and non-working compressors. The decrease in pressure observed on the manometers should be: in the brake line (observed on the brake line pressure gauge) from the normal charging pressure by the value no more than 0,2 kgf / cm 2 for 1 minute or 0.5 kgf / cm 2 during 2,5min; in the supply network (according to the pressure gauge of the main tanks) from 8.0 kgf / cm 2 by the amount not more than 0.2 kgf / cm 2 during 2,5min or not more than 0.5 kgf / cm 2 for 6.5 minutes.

2. The density of the surge tank at the driver's cranes No. 328, 394, 395: charge the locomotive brake network to normal charging pressure, move the driver's crane handle to the 4th position. The density is considered sufficient if the pressure drop in surge tank (according to the surge tank pressure gauge)does not exceed 0.1 kgf / cm 2 for 3 minutes. Overpressure in the surge tank is not permissible in this case.

3. Rate of elimination of overcharge pressure. After releasing the brake with the crane operator with a stabilizer, move the valve handle to the 1st position, hold it in this position until the pressure in surge tank 6,5 - 6,8kgf / cm 2 with the subsequent transfer to the train position. Reducing pressure in the surge tank (according to the surge tank pressure gauge) with 6.0 to 5,8kgf / cm 2 should happen per 80 -120 sec., On a locomotive equipped with a brake line rupture indicator with sensor # 418, the indicator should not be triggered during the transition from overpressure to normal pressure.

4. Air permeability through the blocking device No. 367 and through the driver's crane. Checking is performed at initial pressure in the main tanks not less than 8 kgf / cm 2 and off compressors in the pressure reduction range from 6 to 5 kgf / cm 2. The blocking passability is considered normal if, when the operator's crane handle is in the 1st position and the end valve of the line is open from the side of the device being tested, the pressure decreases during the time of the VL-80 series locomotive no more 22sec., VL-85 no more 26 sec., VL-10 (no. 1-18) no more than 24 sec., VL-10 (with no. 19) no more than 18 sec., 2TE-10 no more than 26 sec., 2TE-10u no more than 30 sec., EP-2k no more than 12 sec., EP-1 no more than 13 sec., 2ES-4k no more than 25 sec.,

The passage of the driver's crane is considered normal if, when the crane handle is in the 2nd position and the end valve is open, the pressure drops in the main tanks (according to the pressure gauge of the main tanks)from 6 to 5 kgf / cm 2 occurs at VL-80 no more than 36 sec. for VL-85 no more than 42 seconds. VL-10 (No. 1-18) no more than 40 sec., VL-10 (from No. 19) no more than 30 sec., 2TE-10 no more than 43 sec., 2TE-10u no more than 50 sec., EP-2k no more than 20 sec., EP-1 no more than 21 sec., 2ES-4k no more than 42 sec.,

5. Time of filling the main tanks of the locomotive (according to the pressure gauge of the main tanks)from 7.0 to 8.0 kgf / cm 2 at the VL-80 series locomotive no more than 45 sec. for VL-85 no more than 40 seconds. VL-10 (No. 1-18) no more than 45 sec., VL-10 (from No. 19) no more than 30 sec., 2TE-10 no more than 50 sec., 2TE-10u no more than 63 sec., EP-2k no more than 35 sec., EP-1 no more than 25 sec., 2ES-4k no more than 40 sec.,

6. Pressure limits in the main tanks during automatic restart of the compressors (we observe on the pressure gauge of the main tanks): upper limit 9.0 kgf / cm+ / - 0.2 kgf / s2; lower aisle 7.5 kgf / cm 2+ - ° "2 kgf / cm2

7. Overpressure in the surge tank is not allowed, but after the pressure in it has decreased by 1.5 kgf / cm 2 By the 5th position of the crane handle of the driver and its transfer to the overlap position, an overestimation of the pressure in the brake line is allowed (according to the brake line pressure gauge)no more than 0.3 for 40 seconds.(Do not release the brakes on the train).

8. The density of the train's brake network is checked after the train's brake network is fully charged to the set pressure with the compressors off, upon reaching the maximum pressure in the main tanks of the locomotive and then reducing this pressure by 0.4 - 0.5 kgf / cm 2, measure the time of its further decrease by 0.5 kgf / cm 2 v main reservoirs with the train position of the operator's crane handle, this time should be (according to the pressure gauge of the main tank)not less:

In winter, pay special attention to the condition of the outlet valves of the main tanks and collectors of the locomotive, which can be slightly opened by the locomotive crew to avoid a decrease in the volume of the main tanks by freezing condensate, which can lead to the operation of automatic brakes along the route.

A device designed to control all train brakes, installed in the driver's cab. The driver's valve is located on the path of air movement from the main reservoir to the brake line. The driver's crane performs the following functions: charging the brakes; step and full service braking; emergency braking; step and full brake release. On the domestic rolling stock, operator cranes of two systems are used: for passenger and freight locomotives. See fig.

Driver's cranes are designed for remote control of train and locomotive brakes by maintaining constant pressure in the brake line in the train position, lowering the pressure in it for braking and increasing for release and recharging. On the traction rolling stock, the driver's cranes are used:
indirect with non-automatic overlaps without power supply to the brake line in overlap position (No. 334, 334E);
direct acting with automatic shutoffs and brake line supply (No. 183, 184, 284 and 326);
universal with two non-automatic overlaps - with and without power supply of the brake line (No. 222, 222M, 394 and 395 of several modifications).
By design, the driver's cranes are divided into spool-piston (No. 334, 222; 394, 395 of all modifications), valve-piston (No. 326) and valve-diaphragm (No. 183, 284).

Table 1. Driver's cranes

Note The driver's valve N ° 035 is being tested. Instead of the middle part N ° 394.220 with spool No. 394 230 and cover No. 394 210, an intermediate part is used - a valve type with a rubber valve seal. Body No. 394-010, gearbox No. 394-070 and stabilizer are used from cranes No. 394 and 395. The positions of the handle of the operator's crane No. 035 are similar to those of crane 394.

Table 2 Comparative characteristics of the driver's cranes

Table 3. Discharge time of the surge tank of the driver's valves No. 334 and 334E with different calibrated holes

Rice. 1. Driver's crane No. 334E:
1 - valve body; 2 - spool; 3 - handle position lock; 4 - retainer spring; 5 - handle; 6 - cover; 7 - stem of the crane handle; 8 - rod cuff; 9 - cover of the equalizing piston chamber; 10 - equalizing piston; 11 - a ring of the equalizing piston; 12 - piston valve guide saddle; 13 - reducer gasket; I, 2A, II, III, IV, V - fixed positions of the crane handle


Fig 2. Driver's crane No. 334E with controller EK-8AR:
1 - controller case; 2 - copper segments; 3 - insulating lever; 4 - screw for fastening the cover; 5 - cover; 6 - leash; 7 - tap handle; 8 - contact spring fingers (three)

Table 4. Specification of the main parts of the operator's cranes No. 334-1, 334E, gearbox No. 348 and spool feed valve No. 350

Notes 1. Driver's crane No. 3343-1 with EK-8AP controller see fig. 75. 2. Controller ЕК-8АР see fig. 78.


Rice. 5 Gearbox no. 348:
1 - valve assembly, 2, 12 - springs; 3 - body, 4 - - cuff, 5 - piston, 6 - cover; 7 - filter assembly. 8 - excitation valve. 9 - membrane; 10 - nut; 11 - regulating glass

Rice. 77. Spool feed valve No. 350

Rice. 6. Controller ЕК-8АР:
1 - insulating lever; 2 - block; 3 - operator's crane handle; 4 - controller case; 5 - copper segments, fixed on the body; 6 three springy fingers, fixed on the block 2; 7 - controller cover; 8 - nut; 9 - body rack

Table 5. Position of the operator's crane handle No. 334E when controlling pneumatic and electro-pneumatic brakes

Table 6. The main dimensions of the driver's cranes No. 334 and 334E

Table 7. Charging time of the 8.2 l surge tank with the II position of the operator's edge handle No. 334-1


Table 8. Main dimensions of the spool filling valve No. 350

Table 9. Data for determining the clearance between the piston and the sleeve of the spool supply valve No. 350

Table 10. Main dimensions of gearbox No. 348


Note. A diagram of the position of the spool and the mirror of the driver's crane No. 334 (334E) is shown in Fig. 79.

Rice. 7. Diagram of the driver's crane No. 334 and 334E:
Rice. 8. Diagram of the driver's crane No. 334 and 334E:
a - I position (vacation and charging); b - II position (train); c - IV position (service braking); 1, 2.4, 5, 6.7 - channels in the spool; M - highway; Gr - is the main reservoir; UR - surge tank; ЗК - spool chamber; At - atmosphere


Rice. 9. Driver's crane No. 394:
1 - case; 2 - reducer; 3 - mirror (middle part), 4 - cover, 5 - handle, 6 - stabilizer

Rice. 10. Driver's crane No. 394-2

Table 11. Specification of the main parts of the driver's cranes No. 222 and 394 of all indices (abbreviated to / and)

Rice. 11. Driver's crane No. 222 (222M)

Note. The diagram of the spool and mirror channels of the driver's valves No. 394 and 395 at 1 and II positions of the valve handle is shown in Fig. 85, and the driver's crane No. 222M in Fig. 86. The spool channels are designated by numbers, and the mirrors are designated by letters.
The end of the table. 39

Fig. 12. Driver's crane stabilizer No. 394 (395)

Rice. 13 Reducer of the crane operator No. 394 (395)
Table 12 Specification of assemblies of the driver's cranes No. 222, 328, 394 and 395 in / and

Note The handle of the tap 5 from ductile iron No. 222-50, from plastic AG4 No. 222-50-1

Table 14 Main parts of the controllers of the operator's cranes No. 395-3, 395-4, 395-5 and 328

Note Cable РПШ4Х1.5 det 395-405

Fig. 13 Driver's crane scheme No. 394 (395)
a - I position (charging and dispensing), b - II position (train, see Table 44)

Fig. 15 Diagram of the driver's crane No. 222M:
a - I position (charging and dispensing): b - 2 position (train, see table 44)
Table 15. Position of the operator's crane handle No. 395
when controlling pneumatic and electro-pneumatic brakes

Rice. 87. Driver's crane No. 395:
a - appearance with a controller; b - section through the controller; c - top view of the controller panel; I - body; 2 - reducer, 3 - spool mirror (middle part); 4 - cover with a bracket for mounting the controller; 5 - tap handle; 6 - panel assembly; 7 - rod nut; 8 - cover; 9 - fitting for fastening the cable, 10 - plug connector No. 371; 11 - controller cam; 12 - rod; 13 - switch. 14 - microswitch; 15 - pusher spring
Continuation of table. 42

Note. The position of the contacts of the microswitches of the operator's cranes No. 395 is shown in fig. 90.


Rice. 88. Panels of the operator's cranes: a - No. 395-3, b - No. 395-4; c - No. 395-5

Table 43. Operator crane controllers No. 395 and 328 (see Fig. 88 and 90)

Note. Since 1979, a shaped flat spring det. 395-321 from tape U8A-TSh-S-N-05X6 45.5 mm long.

Table 44. Holes, channels and recesses in the mirror and spool of the driver's valves No. 222M, 394 and 395 in / and

Rice. 90. Wiring diagrams of controllers and positions of microswitches of valves
a - No. 395, b - No. 395 4, c - No. 395-5; d - No. 395-3


Rice. 89 Spool and mirror of the valve spool of the driver's valve No. 394 (395):
a - the spool from the bottom when the valve handle is in the train position: b - the mirror of the spool and the gradation of the valve handle position

Rice. 91. Spool and mirror of the valve spool of the driver's valve No. 222M:
o - spool (conditionally top view in the train position of the crane handle); b - mirror of the spool and gradation of the position of the valve handle
The end of the table. 44

Notes 1. Holes and recesses in the spool are marked with numbers and in the mirror with letters.
2. Positions 3, 4, 5, 6, 10, 11, 14, УР, РВ, РВа refer only to the driver's crane No. 222M.
Table 46 Standards of tolerances and wear of parts of the driver's cranes No. 222, 328, 394, 395v / i, mm


Note. The dimensions of the calibrated holes in the operator's valves (see table 45).


Table 45 Calibrated holes in the driver's cranes No. 222, 222M, 328, 394 and 395 mm
Table 47. Time of charging and discharging of the surge tank of the driver's cranes No. 222, 394, 222M, 328 and 395

Table 48. Change in pressure in the balance tank of the valve No. 394 (395) at the IV position of the valve handle after braking

Table 49. Moving the operator's crane handle No. 394 (395) from I to II and from II to position 3

Note. The angle of rotation of the crane handle from position I: 3 - 60 °; in IV - 72 °;
in VA - 79 °; in V - 90 ° and in VI - 129 °.

Table 50. Specification of the main parts of the crane operator No. 326

Note. The position of the valve handle No. 326 is shown in fig. 93

Rice. 92. Driver's crane No. 326

Rice. 93. Position of the handle of the crane No. 326 (taken: 1 kgf / cm2 is equal to 0.1 MPa)


Rice. 94. The main dimensions of the holes in the upper part of the crane driver No. 326

Table 51. The norm of tolerances and wear of parts of the excitation part of the driver's crane No. 326 (Fig. 94)


Notes. 1. The indicated dimensions also apply to the operator's cranes No. 183, 184, 284.

1. The lower part of crane No. 326 is similar to the lower part of the operator's cranes No. 222, 394 and 395, but without a gearbox and stabilizer.
2. The diameters of the holes in the upper part of the valve are shown in fig. 94.

Rice. 95. Layout of the stand for testing the driver's cranes No. 394:
1 - surge tank; 2 - hose; 3 - driver's crane; 4 - disconnecting valve; 5 - plug connector; 6 - signal lamps; 7 - faucet with 2 mm atmospheric opening; 8 - reservoir with a volume of 55 l
Table 52. Specifications for testing the operator's cranes at the stand (Fig. 95)

Topic - “Appointment and types of cranes for the driver. Driver's crane conv. No. 394 and No. 395. Locomotive auxiliary brake valve conv. No. 254 "

Appointment and types of cranes for the driver

Driver's cranes are designed to control direct and indirect brakes of rolling stock.

Two types of cranes are used on locomotives:

- temporary;

Corner.

Temporary taps have a gradation sector on which the operating positions of the handle are fixed. The holding time of the valve handle in these positions determines the receipt of the corresponding action (for example, the magnitude of the braking or release stage). Operator's cranes of this type have a spool that communicates the brake line (TM) with the main reservoirs (GR) and the atmosphere (AT).

The action of corner cranes depends on the angle of rotation of the crane handle from the initial position.

The following requirements are imposed on the construction of the crane operator:

- to accelerate the process of charging and releasing the brakes, the pressure of the main reservoirs should be used;

The valve should automatically switch from any supercharging pressure in the brake line to the charging level at an adjustable rate;

When the handle is in the train position, the valve must maintain the required set pressure in the brake line;

The crane must have an overlap position; preferably two positions: with and without power supply of leaks from the brake line;

The crane must provide service braking at a certain rate from any level of charging pressure, both full and step;

The release of the brakes must be full and staggered;

When the crane handle is released in the train position, there should be an automatic relationship between the value of the initial pressure surge in the brake line and the previous stage of braking;

In case of emergency braking, the crane must provide a direct connection of the brake line with the atmosphere.

Driver's crane conv. No. 394.

Driver's crane conv. No. 394 is designed to control pneumatic brakes. Together with an electric controller, the crane is used to control pneumatic and electro-pneumatic brakes of passenger and freight trains. Such a crane is assigned conv. No. 395. Today this type of crane in one or another modification is the main one for all types of traction rolling stock.

Crane device (Figure 5.1). The valve consists of five parts: upper (spool valve), middle (spool mirror), lower (equalizing), reducer and stabilizer, which are attached to the side.

The upper, middle and lower parts are interconnected by four studs screwed into the body of the lower part with nuts. In the places of the connector, rubber gaskets are installed. In the lid 23 spool placed 24 , the figured protrusion of which only at a certain position enters the groove of the lower end of the rod 21 , which eliminates assembly errors. A handle is put on the square part of the rod 18 with split head, screwed 20 and nut 19 ... The handle contains a latch 17 , which is pressed against the cover sector by a spring 23 with fixing grooves.

Kernel 21 in the hole of the cover is sealed with a cuff 22 ... A spring is installed between the rod and the spool, which presses the spool against the mirror 26 , and the rod to the top cover. For lubricating the spool during operation without disassembling the valve in the cover 23 a hole is made, closed with a plug (not shown in the figure).

The middle part of the tap is a mirror to which the spool is rubbed. 11 channels go out to the working surface of the mirror, and a seat for the check valve is pressed into the body 16 ... In the case 15, the lower part is the equalizing piston 13 sealed with a rubber cuff and a brass ring 14 ... Bottom valve 11, spring action 10, pressed against the saddle 12 pressed into the body of the lower part. The second end of the spring through the washer 9, rests on a nut 7, with sealing lip 8 ... In the nut 7, pipe thread is made to lead out the pipeline under the cabin floor or to install a silencer.

On the body of the lower part of the valve there is a stud with a nut for fixing it in the driver's cab, a threaded fitting for connecting a surge tank, as well as studs for attaching a stabilizer and a feed valve (reducer). For cleaning the air entering the feed valve from contaminants in the housing 15, placed strainer 27 .

Cover position 23, relative to the middle part is fixed with a pin. In order not to reduce the cross-sections of the holes when tightening the nuts, nipples are installed in the gaskets.

The lines from the main reservoir and the brake line are connected, respectively, to the branches of the lower part by means of union nuts with gaskets.

The pressure reducing valve is attached to the same part of the valve by means of two studs. It consists of a body 29, with a pressed-in sleeve that serves as a seat and guide for the supply valve 30 ... On top of the latter, a spring acts on a plug screwed into the body. The lower end of the feed valve 30, in contact with a metal diaphragm 31 which is clamped in the threaded connection between the bodies 29 and 34 ... From below to the diaphragm through the fungus 32, and centering washer 33, the force of the adjusting spring is transmitted.

The second end of this spring, through a second centering washer, bears on an adjusting screw, which is knurled for manual rotation. Three channels are made on the attachment flange of the gearbox: the middle channel PC leads to the top of the feed valve, and the right D- into the cavity located on top of the gearbox diaphragm. Left channel Of the Criminal Code designed to allow air to flow from under the supply valve to the equalizing chamber located on top of the equalizing piston 13 .

The stabilizer consists of a body 5, with pressed-in valve seat 6 ... The latter is pressed against the seat by a spring, the other end of which rests on the plug. The lower end of the valve is in contact with a metal diaphragm clamped in the thread between the two halves of the body. From below to the diaphragm through the support fungus 3, the force of the adjusting spring is transmitted, the other end of which is tightened with the adjusting screw 1 ... This screw is screwed into the bottom of the stabilizer body and is locked with a nut. 2 ... One channel is made on the stabilizer attachment flange through which air enters the cavity located above the valve.

In the cavity, between the valve and the diaphragm, there is a throttle hole for air release to the atmosphere. In the driver's crane conv. No. 394 on the cover sector 23, there are six recesses for fixing the position of the crane handle, and in the crane conv. No. 394-000-2 - seven, which corresponds to seven positions of the tap handle. All other parts in both cranes of the driver are the same, except for the spool 24 , where for the crane conv. No. 394-000-2 a hole with a diameter of 0.75 mm is added.

Valve control (fig.5.1)... The valve reducing valve is adjusted by turning the adjusting screw 35 ... When it is rolled up, the pressure increases. To control the brakes of passenger trains, the pressure is set within 5-5.2 kgf / cm2, and for freight trains, 5.3-5.5 kgf / cm2. Adjust the stabilizer after loosening the lock nut. 2 ... By setting the valve handle to position I, the pressure in the surge tank is increased to 6.56-7 kgf / cm2, then it is transferred to position II, the time of the pressure drop from 6.0 to 5.8 kgf / cm2 is checked using the stopwatch, which should be in established limits. If this time is more than normal, then tightening the adjusting screw 1, tighten the stabilizer spring, and if less than 60 seconds, then weaken the spring pressure. At the end of the adjustment, tighten the stabilizer locknut.

The main body of the driver's crane is a spool, which, depending on the position of the crane handle, has seven operating positions, shown in rice. 5.2.

I - charging and vacation for connecting the supply line with a brake channel with a cross section of about 200 mm2;

II - train to maintain the charging pressure in the brake line set by adjusting the reducer. The connection between the supply line and the brake line occurs through channels with a minimum cross-section of about 80 mm2;

III - overlap without power brake line, used when controlling indirect brakes;

IV - overlap with power supply brake line and maintaining the pressure established in the line;

VA - Slow Pace Service Braking, is used for braking long-sleeved freight trains to slow down the filling of brake cylinders at the head of the train, and, as a consequence, to reduce reactions in the train;

V - service braking with brake line discharge at a rate of 1 atm. in 4-6 seconds;

VI - emergency braking for quick discharge of the brake line in an emergency.

Spool holes and recesses (fig. 5.3) are indicated by numbers, and in the spool mirror - by letters (fig. 5.4)... The designation of channels, holes and recesses is given in tab. 5.1.

Rice. 5.4. Spool mirror.

Table 5.1. Assignment of channels, holes and recesses in the spool and the driver's crane mirror conv. No. 394.

Tap action. Consider the action of the crane at various positions of its handle.

I position - charging and discharging (animation drawing 5.5). Air from the supply line enters the brake line and at the same time the cavity above the equalizing piston through a wide channel, and from there through a calibrated 1.6 mm diameter hole into the equalizing tank. The pressure builds up in the cavity above the equalizing piston faster than in the brake line. As a result, the piston descends, pushes the exhaust valve away from the seat and opens a second charging path for the brake line.

II position - train.

When considering the action of the driver's crane in the II-position of the handle, three options can be distinguished:

1 - release by the second position of the tap handle,

2 - elimination of overcharge pressure after charging and dispensing by the I-th position;

3 - maintaining a constant charging pressure.

Release by the second position of the operator's crane handle. From the supply line ГР (see animation figure 5.6) through the recesses in the spool and spool mirror and the open valve of the reducer, air enters the cavity above the equalizing piston, and from there into the equalizing tank. The pressure in the cavity above the equalizing piston becomes greater than the pressure in the cavity below the equalizing piston (brake line). The control piston is lowered, pressing the outlet valve and air from the supply line GR enters the brake line TM.

Features of the push of a high pressure when released by the second position of the valve handle

When the operator's crane handle is set to the II position after deep discharge, the air in a wide channel (the reducer diaphragm is bent upwards) enters the cavity above the equalizing piston and does not have time to flow into the equalizing tank and the cavity above the reducer diaphragm through a channel with a diameter of 1.6 mm. Therefore, in the cavity above the equalizing piston, a pressure higher than the charging pressure is briefly created, as a result of which the equalizing piston moves abruptly downward and passes air from the supply line into the brake line with a wide channel. When the pressure in the surge tank and the cavity above the diaphragm of the reducer rises, the flow area through the reducer valve decreases and air enters the brake line under the charging pressure.

Elimination of overcharge pressure after release by the I-th position of the crane handle (animation figure 5.7).

To eliminate the overcharged pressure at a constant rate, which does not cause the air distributors to act on braking, the operator's crane stabilizer is used. The cavity above the equalizing piston through a hole with a diameter of 0.4-0.45 mm communicates with the atmosphere at a constant pressure in the cavity above the diaphragm (about 3-3.5 atm), set by the stabilizer spring. In this case, the pressure in the cavity above the equalizing piston and the equalizing tank decreases at a rate of 0.1 kgf / cm2 in 90-120 seconds On the other hand, the pressure in the brake line and the cavity above the equalizing piston decreases due to the presence of leaks.

Maximum the permissible rate of leakage is 0.2 kgf / cm2 in 60 seconds. If the pressure drop in the cavity above the equalizing piston is more intense than in the cavity under the equalizing piston, the equalizing piston will move upward and communicate the brake line to the atmosphere (the channel cross-section will be such as to reduce the pressure in the brake line at a rate of 0.1 kgf / cm2 in 90- 120 sec including leaks) This case is shown in figure animation 5.7.

If the pressure in the cavity above the equalizing piston decreases more slowly than under the equalizing piston (brake line), the equalizing piston will move down and will make the brake line feed from the supply (not shown in the animation). Moreover, the cross-section of the feed channel will be such that the pressure in the brake line due to leaks will still decrease, but not by the rate of leakage, but indicated above 0.1 kgf / cm2 in 90-120 seconds.

Maintaining a constant charging pressure (animation figure 5.8). After the stabilizer lowers the pressure by 0.1 kgf / cm2 below the charge pressure in the cavity above the equalizing piston, the equalizing tank and the cavity above the reducer diaphragm, the reducer diaphragm will bend upward under the action of the spring and the air from the supply line through the reducer valve will enter the cavity above the equalizing piston, surge tank and cavity above the gearbox diaphragm.

At the same time, air release through the stabilizer will continue. This maintains a constant charging pressure in the cavity above the equalizing piston. If there are leaks in the brake line, the pressure in the cavity under the equalizing piston will become lower than the charging piston, the equalizing piston will move down and air from the supply line will enter the brake (the process of feeding leaks in the brake main is not shown).

III position - overlapping the brake line without power supply (animation drawing 5.9).

The cavity above the equalizing piston and the equalizing reservoir are connected to the brake line via a non-return valve. The pressure is equalized in the surge tank and the brake line. If there are leaks in the brake line, air from the cavity above the equalizing piston and the equalizing reservoir will flow into the brake line. Due to the fact that the volume of the balance tank is much less than the volume of the brake line, the air intake from the balance tank will clearly not be enough to fill the leaks from the brake line.

The cavities above and below the equalizing piston are connected through a check valve, and therefore, the pressure in them will be the same. In this case, the equalizing piston takes the middle position, in which the brake line is disconnected from the supply line and from the atmosphere. Drawing animation 5.8.

IV position - overlapped, with mains power supply (animation figure 5.10).

All holes and recesses on the mirror are covered with a spool. In this case, with leaks from the brake line, the pressure in the cavity above the equalizing piston becomes greater than the pressure under the equalizing piston and the piston moves downward, communicating the supply line with the brake channel sufficient to supply the leaks. The density of the surge tank allows the rate of leakage from it to be no more than 0.1 kgf / cm2 in 3 minutes, which significantly reduces the rate of leakage from the brake line. Drawing animation 5.9.

V position - service braking (figure - animation 5.11).

Air from the surge tank and the cavity above the equalizing piston through the holes and channels in the spool and the spool mirror, a calibrated hole in the spool with a diameter of 2.3 mm is released into the atmosphere at a rate of 1 kgf / cm2 in 4-6 seconds. As the pressure above the equalizing piston becomes less than below it, the equalizing piston will move up and communicate the brake line to the atmosphere through the exhaust valve. Position VA differs in that it discharges the surge tank through the 0.75 mm hole (not shown in the animation).

Drawing animation 5.11.

Retraction (not shown in the animation). Since the volume of the equalizing tank is much less than the volume of the brake line, after moving the valve handle from position V to the overlap, the pressure in the cavity above the equalizing piston (equalizing tank) may be greater than the pressure in the cavity under the equalizing piston (brake line). In this case, the piston is lowered down and the process of discharging the brake line continues until the pressures in the cavity above and below the equalizing piston equalize.

VI position - emergency braking (animation figure 5.12).

The air from the brake line escapes to the atmosphere through wide channels in the spool and spool mirror. At the same time, the air from the cavity above the equalizing piston and from the uranium tank also escapes to the atmosphere. Since the volume of the equalizing reservoir and the cavity above the equalizing piston is much less than the volume of the brake line, the equalizing piston moves upwards and opens a second way for the brake line to discharge.