Multimedia operation of the crane km 394. Brief description of the driver’s crane

Driver's crane condition. No. 394 – purpose and device

The driver's crane, code number 394, is designed to control the train brakes. Note that locomotives are also equipped with another valve - the auxiliary brake valve conv. No. 254. It serves to control the brakes of the locomotive only, but not of the cars. Driver's crane condition. No. 394-000-2 consists of five units: upper (spool), middle (intermediate) and lower (equalizer) parts, stabilizer (throttle outlet valve) and reducer (feed valve).

The following modifications of the driver's crane are used: No. 395, which differ in the number of controller microswitches and their connection circuit˸

conventional No. 395-000 with two microswitches - on passenger locomotives;

conventional No. 395-000-3 with one microswitch for freight locomotives with turning off the engines and turning on the sandbox in the VI position of the crane handle. conventional No. 395-000-4 with three microswitches - on passenger locomotives; conventional No. 395-000-5 with two microswitches - on electric trains and diesel trains; conventional No. 394-000-2 has position VA (for driver’s cranes conditional No. 395-000, 395-000-4 and 395-000-5 it is designated as position VE), in which the brake valves of electric air distributors are excited with discharge of the surge tank through the hole with a diameter of 0.75 mm. With pneumatic control of automatic brakes, the action of the driver's crane is conditional. No. 395 of all modifications is the same as the valve condition. No. 394-000-2.

• Gearbox designed to maintain the nominal charging pressure in the brake line (TM), on electric trains the charging pressure is 4.5-4.8 kg/cm2, on passenger trains it is about 5.0, on freight trains it is usually up to 5.5. The reducer is adjusted to the required charging pressure and opens, connecting the line to the main tanks (GR) for recharging, only when the charging pressure is in the TM or lower.
• Stabilizer has the ability to reduce pressure in the TM at a rate of 0.2 kg/cm 2 in 80-120 s. After releasing the brakes, a supercharged pressure remains in the TM (this is necessary for complete release and rapid recharging of the brakes), which must be reduced to the charging pressure at such a rate that the brakes do not work again - this rate is called the softness rate, and it is provided by the stabilizer.
• Equalization part needed to maintain a certain pressure in the line below the charging pressure during shutdown. Since various types of leaks occur from the main line, it is difficult to maintain pressure manually, therefore the locomotive has an equalization tank (UR) with a volume of 20 liters, the driver sets the reference pressure in it and a similar pressure in the TM is maintained by the equalization part.

Job

UR Kam. ed. TM cam. above UP ↓ ↓ ↓ ↓ Spool ↓ ↓ ↓ ↓ Atm.

The piston goes up, opens the exhaust valve TM → exhaust. valve → Atm.

Driver's crane condition. No. 394 – purpose and structure - concept and types. Classification and features of the category "Driver's crane condition. No. 394 - purpose and design" 2015, 2017-2018.

Topic - “Purpose and types of driver’s cranes. Driver's crane condition. No. 394 and No. 395. Locomotive auxiliary brake valve condition. No. 254"

Purpose and types of operator cranes

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

There are two types of cranes used on locomotives:

temporary; Angular.

Temporary cranes

have a gradation sector on which the working 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). Driver's valves of this type have a spool connecting the brake line (TM) with the main reservoirs (GR) and the atmosphere (At).

- The action of angle taps depends on the angle of rotation of the tap handle from its original position.

The following requirements are imposed on the design of the driver’s crane:

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

The valve should automatically move from any overcharge pressure in the brake line to the charge level at a controlled pace;

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 overlapping position; preferably two positions: with and without power supply for leaks from the brake line;

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

The brake release must be complete and in stages;

When the valve 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 braking stage;

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

Crane structure (Fig. 5.1). The valve consists of five parts: upper (spool valve), middle (spool valve mirror), lower (balance valve), gearbox and stabilizer, which are attached to the side.

The upper, middle and lower parts are connected to each other by four studs screwed into the body of the lower part with nuts. Rubber gaskets are installed at the connector points. In the lid 23 spool placed 24 , the shaped protrusion of which only at a certain position enters the groove of the lower end of the rod 21 , which eliminates errors during assembly. A handle is placed on the square part of the rod 18 with split head, secured with screw 20 and nut 19 . There is a lock in the handle 17 , which is pressed by a spring to the cover sector 23 with fixing recesses.

Kernel 21 in the hole of the cover it 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. To lubricate the spool during operation without disassembling the valve in the cover 23 a hole is made that is closed with a plug (not shown in the figure).

middle part The valve is a mirror to which the spool is ground. On work surface 11 channels come out of the mirror, and a saddle is pressed into the body for check valve 16 . In the building 15, The equalizing piston is located at the bottom 13 , sealed with a rubber cuff and a brass ring 14 . Bottom valve 11, under the action of a spring 10, presses against the saddle 12 , pressed into the body of the lower part. The second end of the spring through the washer 9, rests on the nut 7, with sealing collar 8 . In the nut 7, Pipe threads are made to lead the pipeline under the cabin floor or install a silencer.

On the body of the lower part of the crane there is a stud with a nut for securing it in the driver’s cabin, a threaded fitting for connecting the equalization tank, as well as studs for attaching the stabilizer and the feed valve (reducer). To clean the air entering the feed valve from contaminants in the housing 15, mesh filter placed 27 .

Cover position 23, relative to the middle part is fixed with a pin. To ensure that the cross-section of the holes does not decrease when tightening the nuts, nipples are installed in the gaskets.

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

The pressure reducing valve is attached to the same part of the tap using two pins. It consists of a body 29, with a press-fitted bushing that serves as the seat and guide for the feed valve 30 . A spring acts on top of the latter, resting on a plug screwed into the body. Bottom end of the feed valve 30, comes into contact with the metal diaphragm 31 , which is sandwiched in threaded connection between buildings 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 the second centering washer, rests on an adjusting screw, which has a notch for turning it manually. There are three channels on the gearbox mounting flange: middle channel PC leads to the top of the supply valve, and the right D- into the cavity located on top of the gearbox diaphragm. Left channel UK designed to allow air to flow from under the feed valve into the equalizing chamber located on top of the equalizing piston 13 .

The stabilizer consists of a housing 5, with pressed valve seat 6 . The latter is pressed against the seat by a spring, the second end of which rests on the plug. The lower end of the valve is in contact with a metal diaphragm, clamped in a thread between the two halves of the body. From below onto the diaphragm through the support fungus 3, the force of the adjusting spring is transmitted, the second end of which is tightened by the adjusting screw 1 . This screw is screwed into the lower part of the stabilizer housing and secured with a nut. 2 . There is one channel made on the mounting flange of the stabilizer, 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 releasing air into the atmosphere. In the driver's crane condition. No. 394 on the lid sector 23, There are six recesses for fixing the position of the faucet handle, and in the faucet there are conv. No. 394-000-2 - seven, which corresponds to seven positions of the faucet handle. All other parts in both driver valves are the same, except for the spool 24 , where for the tap the conv. No. 394-000-2 a hole with a diameter of 0.75 mm is added.

Adjusting the tap (Fig. 5.1). The tap pressure reducing valve is adjusted by rotating the adjusting screw 35 . As it wraps, the pressure increases. To control the brakes of passenger trains, the pressure is set in the range of 5-5.2 kgf/cm2, and of freight trains - 5.3-5.5 kgf/cm2. The stabilizer is adjusted after loosening the locknut 2 . By placing the valve handle in position I, the pressure in the equalization tank is increased to 6.56-7 kgf/cm2, then it is transferred to position II, using a stopwatch, the time of pressure reduction from 6.0 to 5.8 kgf/cm2 is checked, which should be in within established limits. If this time is longer than normal, then tighten the adjusting screw 1, tighten the stabilizer spring, and if less than 60 seconds, then loosen the spring pressure. After adjustment is complete, tighten the stabilizer locknut.

The main part of the driver’s crane is the 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 the brake duct with a cross-section of about 200 mm2;

II - train to maintain the charging pressure in the brake line established by adjusting the gearbox. The supply line communicates with the brake line through channels with a minimum cross-section of about 80 mm2;

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

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

VA - service braking at a slow pace, is used for braking long-haul freight trains to slow down the filling of the brake cylinders in the head part of the train, and as a result, 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.

Holes and recesses in the spool (Fig. 5.3) are indicated by numbers, and in the spool mirror - by letters (Fig. 5.4). The purpose of channels, holes and recesses is given in table 5.1.

Rice. 5.4. Spool mirror.

Table No. 5.1. Purpose of channels, holes and recesses in the spool and mirror of the driver's valve cond. No. 394.

Crane action. Let's consider the action of the tap at different positions of its handle.

I position - charging and release (animation figure 5.5). Air from the supply line enters through a wide channel into the brake line and at the same time into the cavity above the equalizing piston, and from there through a calibrated hole with a diameter of 1.6 mm into the equalizing tank. In the cavity above the equalizing piston, the pressure increases faster than in the brake line. As a result, the piston lowers, 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 second position of the handle, three options can be distinguished:

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

2 - elimination of overcharging pressure after charging and holidays I position;

3 - maintaining constant charging pressure.

Release of the driver's crane handle in position II. From the supply line GR (see animation drawing 5.6) through the recesses in the spool and the spool mirror and open valve the gearbox, 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 leveling piston lowers, presses the outlet valve and air from the supply line GR enters the brake line TM.

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

When the operator's tap handle is placed in the second position after deep discharge, air enters through a wide channel (the gearbox diaphragm is bent upward) into the cavity above the equalizing piston and does not have time to flow into the equalization tank and the cavity above the gearbox diaphragm through a channel with a diameter of 1.6 mm. Therefore, in the cavity above the equalizing piston, a pressure greater than the charging one is briefly created, as a result of which the equalizing piston suddenly moves down and passes air from the supply line into the brake line through a wide channel. As the pressure in the equalization tank and the cavity above the gearbox diaphragm increases, the flow area through the gearbox valve decreases and air enters the brake line under charging pressure.

Elimination of overcharging pressure after releasing the valve handle in position I (animation figure 5.7).

To eliminate overpressure at a constant rate, without causing the air distributors to respond to braking, a driver's crane stabilizer is used. The cavity above the equalizing piston communicates with the atmosphere through a hole with a diameter of 0.4-0.45 mm at constant pressure in the cavity above the diaphragm (about 3-3.5 atm), installed 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 leak rate is 0.2 kgf/cm2 for 60 seconds. If the decrease in pressure in the cavity above the equalizing piston occurs more intensely than in the cavity under the equalizing piston, then the equalizing piston will move upward and communicate the brake line with the atmosphere (the cross-section of the channel will be such as to reduce the pressure in the brake line at a rate of 0.1 kgf/cm2 per 90- 120 sec including leaks). This case is shown in animation drawing 5.7.

If the pressure in the cavity above the equalizing piston decreases more slowly than under the equalizing piston (brake line), then the equalizing piston will move down and will feed the brake line 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 at the rate of leaks, but at the rate indicated above 0.1 kgf/cm2 for 90-120 seconds.

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

At the same time, air release through the stabilizer will continue. In this way, a constant charging pressure is maintained 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 will flow from the supply line into the brake (the process of feeding leaks in the brake line is not shown).

III position - overlap without power supply to the brake line (animation figure 5.9).

The cavity above the equalizing piston and the equalizing reservoir communicate with the brake line through a check valve. The pressures in the equalization tank and the brake line are equalized. If there are leaks in the brake line, air from the cavity above the equalizing piston and equalizing reservoir will flow into the brake line. Due to the fact that the volume of the equalization tank is significantly less than the volume of the brake line, the air flow from the equalization tank will be clearly insufficient to compensate for 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 occupies a middle position, in which the brake line is disconnected from the supply line and from the atmosphere. Animation drawing 5.8.

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

All holes and recesses on the mirror are covered with a spool. In this case, when there are 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 feed the leaks. The density of the equalization tank allows the rate of leakage from it to be no more than 0.1 kgf/cm2 per 3 minutes, which is significantly lower than the rate of leakage from the brake line. Animation drawing 5.9.

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

Air from the equalizing tank and the cavity above the equalizing piston through 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. Since the pressure above the equalizing piston becomes less than below it, the equalizing piston will move upward and communicate the brake line with the atmosphere through the exhaust valve. Position VA differs in that in it the equalization tank is discharged through a 0.75 mm hole (not shown in the animation).

Animation drawing 5.11.

Additional braking (not shown in the animation). Since the volume of the equalizing reservoir is significantly less than the volume of the brake line, after moving the valve handle from position V to the ceiling, the pressure in the cavity above the equalizing piston (the equalizing reservoir) 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 pressure in the cavity above and below the equalizing piston is equalized.

VI position - emergency braking (animation figure 5.12).

The air from the brake line escapes into the atmosphere through wide channels in the spool and the spool mirror. At the same time, air from the cavity above the equalizing piston and from the equalizing tank also escapes into the atmosphere. Since the volume of the equalizing reservoir and the cavity above the equalizing piston is significantly less than the volume of the brake line, the equalizing piston moves upward and opens a second path for discharging the brake line.

The driver's valve is assembled from five main parts: upper (spool valve), middle (intermediate), lower (equalizer), reducer (feed valve) and stabilizer (throttle release valve).

At the top of the tap There is a spool 12, a cover 11, a rod 17 and a handle 13 with a lock 14, put on the square of the rod and secured with a screw 16 and a nut 15.

Rod 17 is sealed in the cover with a cuff resting on washer 19. The lower end of the rod is placed on the protrusion of spool 12, which is pressed against the mirror by spring 18.

To lubricate the spool, there is a hole in the cover 11 that is closed with a plug. The rubbing surface of the rod 17 is lubricated through an axial hole drilled in it.

Average part 10 of the valve serves as a mirror for the spool, and the sleeve 33 pressed into it serves as a seat for check valve 34.

Bottom part The valve consists of a body 2, a balancing piston 7 with a rubber cuff 8 and a brass ring 9, and an outlet valve 5, which is pressed by a spring 4 to the seat of the sleeve 6. The shank of the outlet valve is sealed with a rubber cuff 3 inserted into the base 1.

The upper, middle and lower parts are connected through rubber gaskets on four 20 studs with nuts. The position of the flange of the upper part of the cover is fixed on the middle part with pin 21.

Gearbox has a housing 26 of the upper part with a pressed-in sleeve 25 and a housing 29 of the lower part. In the upper part there is a supply valve 24, pressed to the seat by a spring 23, the second end of which rests against the plug.

Filter 22 protects the feed valve from contamination.

A spring 30 presses on the metal diaphragm from below through a thrust washer, resting with its second end through a stop 32 on a screw 31.

With pipes from the supply and brake lines The tap is connected using union nuts.

Crane stabilizer consists of a body 7 with a sleeve 4 pressed into it, a cover 1 and a valve 3, pressed to the seat by a spring 2. A nipple 5 with a calibrated hole of 0.45 mm is also pressed into the body. A metal diaphragm 6 is clamped between the body and the sleeve 9. From below, a spring 10 presses on the diaphragm through the washer 8, the compression of which is adjusted by a screw 11.

Driver's crane handle condition. No. 394 (395) has seven working positions.

Let's consider the action of the tap at different positions of its handle. In the pictures, the holes and recesses in the spool are indicated by numbers, on the mirror - by letters.

I position – charging and release. Air from the supply line A through channels GR, 4, 5 and M enters the brake line and simultaneously through hole 13, recess UR1 and hole UR2 - into the cavity above the equalizing piston, and from there through a calibrated hole D with a diameter of 1.6 mm, along the channel B – to the surge tank UR. In the cavity above the equalizing piston, the pressure increases faster than in the brake line. The piston lowers, pushes the exhaust valve away from the seat and connects channel A1 with the main line.

The communication between the PM and the TM occurs through a channel with a cross-section of about 200 mm. At the same time, air from the supply line through channels GR, 3, P2 and P3 enters the gearbox valve.

The cavity above the equalizing piston communicates with the stabilizer and then with the atmosphere through hole UR4, recess 8 and hole C.

The diameter of the hole D - 1.6 mm is selected in such a way that after the stage or PST, recharging the UR with a volume of 20 liters at the first position of the RCM to a pressure of 5.0 - 5.2 kgf/cm 2 occurs somewhat faster than recharging the UR in the head cars of the train. This allows the RCM to be kept in position I not according to the time report, but according to the indication of the UR pressure gauge.

II position – train with automatic elimination of overcharging Air from supply line A through channel GR, through recesses 2 and P2, hole P3 and the open gearbox valve enters the cavity above the equalizing piston and into the equalizing tank UR.

The reducer automatically maintains the established pressure in the surge tank. Overcharging is eliminated by a stabilizer.

If the pressure in the brake line is lower than in the cavity above the equalizing piston, this piston will move down and communicate with channels A1 and M - the TM will be powered, and the pressure in it will be maintained equal to the pressure in the UR.

The cavity above the equalizing piston through hole UR4, recess 8, hole C and hole C2 with a diameter of 0.45 mm communicates with the atmosphere at a pressure in cavity C1 of about 0.3 - 0.5 kgf/cm², set by the stabilizer spring.

The air pressure in the equalization tank, despite the air flow through hole C2 of the stabilizer, will be maintained by the gearbox.

To increase the pressure in the UR, it is necessary to turn the screw of the KM reducer clockwise (one turn of the screw corresponds to a change in pressure in the UR by approximately 1.1 kgf/cm 2), and to lower it, turn it out.

We move the driver's tap handle No. 394 from the 2nd - train position to the 5th service braking, lower the pressure in the brake line by 0.7-0.8 atm and move it to the 4th position - overlap with power; in this case, the air distributor will operate for braking and air from the reserve tank of the air distributor will flow through a 0.8 mm hole into the cavity between the upper and double pistons, simultaneously filling the 0.3 liter tank; the double piston will move down, move the double seat 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 under the action of the spring, the double-seat valve with the double piston will rise up.

Brake release: we move the driver's valve handle from the 4th position to the 2nd brake release (train), while the pressure in the brake line increases, the air distributor will operate to release the brakes, i.e. air from the cavity between the upper and double pistons will escape into the atmosphere through the air distributor; due to the air pressure under the double piston from the brake cylinders, it rises up and the air outlet from the brake cylinders opens shopping center

Release of locomotive brakes when braking with driver's crane No. 394: the handle of valve 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 up and the air outlet from the brake cylinders opens. shopping center into the atmosphere through the hollow rod of the double piston and the radial holes between the discs, the brakes are released.

Adjustment of tap No. 254: loosen the adjusting screw and the handle fastening screw, rotate the glass to set the pressure in the TC to 1-1.3 at. The valve handle is set to the 3rd position and secured with a screw, then transferred to the 6th brake position and the pressure is set to 3.8-4 atm using the adjusting screw. then move the handle to the 2nd position and make sure the locomotive brakes are released. When moving the handle from the 2nd position to 20 degrees in the direction of braking, the brakes should not operate.

Driver's crane No. 394 (KM)

Purpose: valve 394 is designed to control 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 (equalizer); reducer (feed valve) is designed to maintain the set pressure in the surge tank in the 2nd position; The stabilizer (throttled exhaust valve) is designed to eliminate overcharging.

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

middle part the tap is a mirror for the spool; which contains the check valve.

Bottom part: the body, the equalizing piston is sealed with a rubber cuff and a brass ring, the valve is pressed by a spring to the bushing seat - called double-seated or hollow, ground into the bushing and shank of the piston and works as an inlet (feed) or outlet. The filter protects the exciter 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 operator's valve is connected using union nuts.

Gearbox The valve consists of a body, an upper part with a pressed-in bushing and a lower part body. In the upper part there is a supply valve, pressed to the seat by a spring, the other end of which rests against the plug. A metal diaphragm (membrane) with a diameter of 78 mm is acted from below through a support washer by a spring, which rests 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 bushing, a nut, a cover and a valve pressed to the seat by a spring. A nipple with a throttle hole with a diameter of 0.45 mm is pressed into the body. From below, a spring acts on a membrane with a diameter of 55 mm through a thrust washer, which is adjusted by a screw with a lock nut. The stabilizer serves to eliminate overcharging of the line during the train position.

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

16-spool with protrusion, 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 instructions IE-26-01-08 KGOK.

1.7. The driver's valve, condition Nos. 394 and 395, when the handle is in train position, must be adjusted to maintain the pressure in the brake line on all locomotives in the ore-carrying region at 6 kgf/cm², on locomotives handling Russian Railways cars - 5.2 - 5.3 kgf/cm².

1.8. Check the settings of the driver’s crane stabilizer, condition No. 394 and No. 395, which is done as follows:

Increase the pressure in the equalization tank to 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, it is necessary to loosen the stabilizer spring, and if the pressure drops slower, tighten it with a screw.

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

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 moving the valve handle to position IV. In this case, the equalizing piston must rise, release the corresponding volume of air from the brake line, descend and stop releasing air into the atmosphere;

Goal of the work

Investigate the structure and principle of operation of the driver's crane. No. 394.

Operating procedure

Purpose

Design

Operating principle

Purpose

valve 394 is designed to control the train brakes by changing the pressure in the brake line or the polarity of the current in the electric line during electro-pneumatic braking.

Design

Driver's valve No. 394 (Figure 1) is assembled from 5 main parts: upper 1 (spool valve), middle 3 (intermediate), lower 6 (equalizer), reducer 5 (feed valve) and stabilizer 4 (throttle release valve). Plug 2 is designed to lubricate the spool without disassembling the valve. On the flange of the upper part 1 the serial number of the crane from the beginning of the year 8 is stamped, as well as the last two digits of the year and the month of production of the 7 crane. The valve fitting is connected to equalization tanks, and pipes from the supply and brake lines are connected to the PM and TM branches.

Picture 1. General form driver's crane condition. No. 394

Figure 2. Design of the driver's crane condition. No. 394

The upper part of the valve consists of a spool 16 (Fig. 2), a cover 18, a rod 19 and a handle 20, fixed to a square with a screw and a nut 21. The rod 19 in the cover is sealed with a cuff 17 and the lower end enters the protrusion of the spool 16, ensuring the correct connection of the parts in a certain position. The spool is pressed to the mirror by spring 22. Rod 19 and cuff 17 are lubricated through the axial hole in the rod.

The middle part 13 of the valve is a mirror for spool 16. Bushing 33 (Fig. 3, a) serves as a seat for check valve 34.

The lower part of the operator's crane includes a body 8, a balancing piston 11„ sealed with a rubber cuff 9 and a brass ring 10, and a valve 6, which is pressed against the seat of the sleeve 7 by a spring 5. The valve shank 6 is sealed with a cuff 4 inserted into the base 2, sealed in in turn, a rubber ring 3. Filter 24 protects the exciter valve of the gearbox from contamination. Valve 6, which is called double-seated or hollow, is ground into the sleeve 7 and the piston shank 11 and works as an inlet (feed) or outlet.

The upper, middle and lower parts are connected to each other through rubber gaskets 14 and 12 using four studs and nuts. The position of the cover 15 on the middle part 13 is fixed by a control pin 23.

The driver's tap is connected to the pipes from the supply and brake lines using union nuts.

The valve gearbox (Fig. 2) consists of a housing 26, an upper part with a pressed-in bushing 25, and a lower housing 29. In the upper part there is an exciter valve 24, pressed to the seat by a spring 23, the other end of which rests against the plug. A metal diaphragm (membrane) 27 with a diameter of 78 mm is acted from below through a support washer 28 by a spring 30, which rests through a centering washer 32 on a screw 31. The reducer serves to maintain a certain pressure in the equalization tank in the train position.

The faucet stabilizer (Fig. 3, b) consists of a body 7 with a pressed-in bushing 4, a nut 9, a cover 1 and a valve 3, pressed to the seat by a spring 2.

Nipple 5 with a throttle hole with a diameter of 0.45 mm is pressed into housing 7. From below, a spring 10 acts on the membrane 6 with a diameter of 55 mm through a thrust washer 8, adjusted by a screw 11 with a lock nut 12. The stabilizer serves to eliminate overcharging of the line in the train position.

Figure 3. Crane bushing and stabilizer

Principle of operation

The KM has seven operating modes with corresponding handle positions:

1. - charging and vacation;

2. - train;

3. - roof without power supply;

4. - roof with power supply;

5. - service braking at a slow pace;

6. - service braking;

7. - emergency braking

When releasing the handle in the second position, due to the calibrated hole in short trains, a high blood pressure, which exists until train pressure is reached in the SD.

KM refers to universal spool valves with non-automatic overlaps. We studied the design, assembly and disassembly procedure of the crane operator KM conv. No. 394.