Brake trains

The full transition to the composite brake blocks creates the possibility of driving dlinnosostavnyh trains with normal charging pressure, since these stocks loaded wagons slowed to an average maximum mode and the output rod brake cylinders is reduced.

On slopes steeper than 0,018 too high charging pressure is used in conjunction with the mountain air distributors regime. This creates a large initial supply of air in the working chamber and auxiliary reservoir, which is used for repeated braking, and more intensely charged spare tanks with higher pressure of the pressure from the line in a decrease in their pressure with frequent repeated braking or leaks from the brake cylinders, because the total inhibition is provided at lower line pressure up to 4,5-4,7 kg/cm2.

Charging pressure 5,3-5,5 kg/cm2 in the freight train of normal length (750-1200 m) provides the rear of the train pressure of at least 4.7 kg/cm2, the minimum necessary for the design pressure in the brake cylinders with auxiliary reservoir volume 78 liters. Normal charging pressure in the passenger trains (5,0-5,2 kg/cm2) is lower than in the cargo (5,3-5,5 kg/cm2), as well as the length of passenger trains and the number of cars in them less, so the pressure in the rear of the train does not differ from the pressure in the head. Charging pressure 5,0-5,2 kg/cm2 provides a passenger train standards of design pressure in the brake cylinders and meets international standards.

Более высокое зарядное давление в пассажирских поездах недопустимо из-за опасности заклинивания колесных пар, так как пассажирские воздухораспределители № 292, 219 не обеспечивают ограничения предельного давления в тормозных цилиндрах.