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Railway fittings
RADOM
2 0 0 4
Contents
1. Drain cock of the main air tank H3a400.10 i 11 – version a and b
2. Adjustable expansion cock H4a12
3. Final cocks G 3/8” H4c10, H4d10
4. Three-way final cocks G 1/2’’ H4bt12, H4ft12, H4gt12, H4ht12
5. Final cocks G 1/2” H4e12a, H4f12, H4g12
6. Right and left final cocks G 3/4” H4b20P and L, H4c20P and L
7. Final cocks G 1” H4c25x, H4e25x, H4g25, H4h25a
8. End cocks H4A25 P and L, H4A32 P and L
9. End cocks H4K20 P and L, H4K25 P and L, H4K32 P and L
10. End Cock, the type of 51ZW
11. Brake coupling H701 – version G and Z
12. Brake coupling H701/R – version G and Z
14. Brake hose H705
15. Brake hose H707
16. Brake coupling, the type of „MATROSOW” H709M
21. Steam compressor operating regulator H1201, H1202
22. Compressor pressure regulator H1205
24. Additional driver’s valve H1405
28. Dead-man’s handle valve H1503b
29. Instantaneous braking valve H1505
30. Air filter H5P8
31. Water trap H5W1 with a drain cock
33. Automatic drain valve H5W2a
34. Automatic drain valve 22801–1–0
35. Oil separator H5W6 i H5W6a
36. Steam heating final cock P4K50a
37. Steam heating metal half-coupler P702b
38. Braking cylinder with adjuster stroke H209, H2091, H2092, H2093
Drain cock of the main air tank H3a400.10 i 11 – version a and b
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TECHNICAL DESCRIPTION
The purpose of a drain cock is to drain condensate together with contamination, entrapped in compressed air, from the bottom part of main air tank. The cocks are screwed into a tapped socket in the tank bottom. Drain cocks are produced in two types H3a400.10 and H3a400.11, both in two versions a and b. Drain cocks of b version have an G ½ thread cut in the drain hole while the drain hole of a version cocks is plain. Drain cocks H3a400.11a and H3a400.11b are provided with forked handle and are operated by means of tie-rod from the driver’s cab or the car side. Assembled cocks are submitted to performance test and leakage test under pressure of 0.8 Mpa (8kg/cm²). Normal working pressure amounts to 0.5 Mpa (5kg/cm²).
Weight of cock H3a400.10 or b is approximately 1.7kg.
Weight of cock
H3a400.11a or b is approximately 1.65kg.
Adjustable expansion cock H4a12
TECHNICAL DESCRIPTION
Cocks H4a12 are employed in rolling stock pneumatic systems where changes in air flow rate are required. The basic part of a cock is the body with two tapped connections for direct joining to pipes. Stopper accomodating a spring which presses the plug against its seat, is screwed into the cock bottom. There are two parts, square to each other, provided in the plug one of trapezoid cross-section and the other round. The plug is rotated by means of handle which, depending on actual requirements, may be set in position O (passanger train) or T (freight train). With the handle set in O position the air flow through the cock is unrestricted while in T position the air flow if throttled. Throttling action of the cock when set at position T results from limited flow of air through precise orifice provided in the plug. Depending on application, diameter a of the orifice may be smaller or bigger. Information on selection on diameter a, depending on the size of brake cylinders, is given in the table. The required diameter of the orifice in the plug should be given in the order.
Assembled cocks are submitted to performance test and leakage test under a pressure of 0.8Mpa (8kg/cm²).
The working pressure amounts to 0.5Mpa (5kg/cm²).
Weight of cock is approximately 1.22kg.
Final cocks G 3/8” H4c10, H4d10
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TECHNICAL DESCRIPTION
Final cocks H4c10 and H4d10 are installed in pipes 3/8 in diameter; both types are used for cutting-off the air flow. Final cocks H4c10 differ from H4d10 by vent hole only. With the cock in closed position air is allowed to flow to atmorphere through vent passages in the plug and body. The basic part of the cock is the body with two tapped connections for direct joining to pipes. Stopper, accomodating a spring which presses the plug to its seat, is screwed into the body bottom. Handle is fitted on the plug. The handle is straight, slightly bent upwards. In the cock open position the handle is set parallel to the line and in closed position- square to the line. Cocks, on the outside, are coated with black or grey oil paint.
Assembled cocks are submitted to performance test and leakage test under pressure of 0.8Mpa (8kg/cm²).
Working pressure amounts to 0.5Mpa (5kg/cm²).
Weight of H4c10 and H4d10 cocks is approximately 1.25kg.
Three-way final cocks G 1/2’’ H4bt12, H4ft12, H4gt12, H4ht12
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1. Body
2. Stone
3. Spring
4. Plug
5. Handle
6. Pin
7. Lever
TECHNICAL DESCRIPTION
Three-way final cocks H4bt12, H4gt12, H4ht12 are used in pneumatic systems on dump cars for changing the direction of flow or cutting-off the air flow. The basic part of a cock is the body provided with three tapped connections for direct joining to pipes. A stopper, incorporating a spring which presses the plug against its seat, is screwed into the body bottom. The plug may be fitted with handle or lever. Type H4bt12 cocks are manufactured without handle. Type H4ft12 and H4ht12 cocks are fitted with straight handles, slightly bent upwards while in type H4gt12 cocks the handles have been replaced by levers. The cocks are in open position, when the handle or lever is set at a 45º angle to the pipe. In order to cut-off the air flow the handle or lever should be turned by 90º so it is parallel to the pipe.
Assembled cocks are submitted to performance test and leakage test under pressure of 0.8Mpa (8kg/cm²)
Weight of a cock is approximately 1.45kg.
Final cocks G 1/2” H4e12a, H4f12, H4g12
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TECHNICAL DESCRIPTION
Final cocks G ½, H4e12a, H4f12 and H4g12 are used for cutting-off the air flow; the cocks are installed in brake air lines on locomotives as well as passenger and freight cars. The basic part of a cock is the body with two tapped connections for direct joining to pipes. The handle, in shape of elongated noose, bears with its bent tip against the cock body. The cocks in open position handles on cocks installed on horizontal lines, are set parallely to the cock body while on vertical lines the handles are set square to the cock body. The cocks are available in two versions to be used in systems operating under a working pressure of 0.5Mpa (5kg/cm²) and 0.8Mpa (8kg/cm²). On the outside the cocks are coated with black or grey oil paint.
Assembled cocks are submitted to performance test and leakage test under pressure of 0.8Mpa (8kg/cm²).
Working pressure amounts to 0.5Mpa (5kg/cm²). Weight of cock is approximately 1.35kg.
Right and left final cocks G 3/4” H4b20P and L, H4c20P and L
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TECHNICAL DESCRIPTION
Final cocks G ¾ are used for cutting-off the air flow; the cocks are installed in brake air lines on steram engines and diesel locomotives. The basic part of a cock is the body with two tapped connections for direct joining to pipes. Stopper, accomodating a spring which presses plug to its seat, is screwed into the cock bottom. Handle is fitted on the plug. The handle is straight, slightly bent upwards. Cocks H4b20P and L differ from H4c20P and L by vent hole only, with the cock in closed position, air is allowed to flow to atmosphere through vent passages in the plug and body. Handles on cocks, installed on horizontal lines, with the cock in open position, are set parallely to the cock body while on vertical lines the handles are set square to the cock body. All cocks are available in R.H or L.H. versions. In R.H. cocks the air flow is cut-off by turning the handle clockwise and in R.H. cocks anticlockwise.
On the outside the cocks are coated with black or grey oil paint.
Assembled cocks are submitted to performance test and leakage test under pressure of 1.0Mpa (10kg/cm²).
The working pressure amounts to 0.7Mpa (7kg/cm²).
Weight of cock is approximately 1.55kg.
Final cocks G 1” H4c25x, H4e25x, H4g25, H4h25a
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TECHNICAL DESCRIPTION
Final cocks G 1 are used for cutting-off the air flow; the cocks are installed on steram engines and diesel locomotives on the main air line and on the diesel locomotives on the main air line and on the line between the main tank and driver’s valve. The basic part of a cock is the body. Stopper, accomodating a spring which presses plug to its seat, is screwed into the cock bottom. The handle in shape of elongated noose and bearing against the elastic nature the plugs always retain the set position. There are four types of cocks available, differing by position of the handle and venting arrangement. In type H4e25x and H4g25 cocks in open position the handle is set parallely to the passage in the plug body while in type H4c25x and H4h25a it is square to the passage. Cocks with handle parallel to the passage in open position are installed on vertical lines and cocks with handle square to the passage in open position are fitted on horizontal lines. Cocks H4h25a and H4g25 are provided with venting groove. Cocks H4h25a are available in R.H. and L.H. versions. In R.H. cocks the air flow is cut-off by turning the handle clockwise and in L.H. cocks anticlockwise. Final cocks are operated ( to cut-off the air flow from main tank to main driver’s valve) on a locomotive when it is hauled by another second locomotive. In the caes of hauled locomotive it is not possible to operate the cock directly; the locomotive, in this case, behaves like a car with brake.
On request, the cocks may be produced in two versions: for nominal pressure of 0.5Mpa (5kg/cm²) or 0.8Mpa (8kg/cm²).
Assembled cocks are submitted to performance test and leakage test under pressure of 0.8Mpa (8kg/cm²²).
The working pressure amounts to 0.5Mpa (5kg/cm²).
End cocks H4A25 P and L, H4A32 P and L
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TECHNICAL DESCRIPTION
End cocks are used in pneumatic brake systems on locomotives and rail-cars. End cocks H4a25P and L are installed on the mail brake line and supply line on passenger-cars and locomotives while cocks H4A32P and L are installed on main broke line on freight-cars. The main part of a cock is the body incorporating a spherical item, sleeve stem guide and handle. The handle, fitted on the stem end, is provided with a roller which travels on a boss on the cock body. When the cock is in closed position, the air from brake couplers is free to flow to atmosphere through a milled slot in the stem and further through parts in the sleeve and cock body. The spindle in its middle has a shape of spherical sector which, pressed to seal, closes tightly the air passage. One end of the spindle is terminated by a threaded pin used for attaching the brake coupler while to the other there is secured with bolts the flange with tapped hole for screwing the cock onto the main or supply air pipe. In closed position the handle is set vertically upwards and in open position- diagonally downwards. Assembled cocks are submitted to performance test and leakage test under the following pressures:
H4A25P and L:1.2Mpa (12kg/cm²)
H4A32P and L: 1.0Mpa (10kg/cm²)
The working pressure is as follows:
H4A25P and L: 0.5 1.0Mpa
H4A32P and L: 0.5Mpa
Weight of cock is approximately 3.45kg.
The cocks are subject to acceptance by Railway Technical Inspection Board.
End cocks H4K20 P and L, H4K25 P and L, H4K32 P and L
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TECHNICAL DESCRIPTION
End cocks are used in pneumatic brake systems on locomotives and rail-cars. End cocks H4k20P and L are used on supply line which connects main air tanks on rail cars and locomotives, cock H4K25P and L are installed on the mail brake line and supply line on passanger-cars and locomotives while cocks H4K32P and L are installed on main broke line on freight-cars.Cocks manufactured in both R.H. and L.H. version are used for cutting-off the air flow both in the supply line as well as in the main brake line. The difference between the R.H. and L.H. version is the orientation of handle with regards to the cock body. The main part of a cock is the body incorporating a spherical item, sleeve, stem guide and handle. The handle, fitted on the stem end, is provided with a roller which travels on a boss on the cock body. When the cock is in closed position, the air from brake couplers is free to flow to atmosphere through a milled slot in the stem and further through parts in the sleeve and cock body. The spindle in its middle has a shape of spherical sector which, pressed to seal, closes tightly the air passage. One end of the spindle is terminated by a threaded pin used for attaching the brake coupler while to the other there is secured with bolts the flange with tapped hole for screwing the cock onto the main or supply air pipe. In closed position the handle is set vertically upwards and in open position- diagonally downwards.
Assembled cocks are submitted to performance test and leakage test under the following pressures:
H4K20P and L: 1.2Mpa (12kg/cm²)
H4K25P and L: 1.2 Mpa (12kg/cm²)
H4K32P and L: 1.2Mpa (10kg/cm²)
The cocks are subject to acceptance by Railway Technical Inspection Board.
End Cock, the type of 51ZW
1.
Body 2.
Handle 3.
Body vent 4.
Cap 5.
Flange 6.
Closing mandrel 7.
Sleeve 8.
Plug 9.
Spring 10.
Main seal 11.
Vent seal 12.
Spring slide 13.
Sleeve 14.
Pin 15.
Scaling hammer
TECHNICAL DESCRIPTION
End Cocks 51ZW are assembled in the braking systems of all types of rail-vehicles. They are used for closing or opening compressed airflow in the main conduit or in the braking power lead. Cocks are manufactured In the following types:
– the right ones 51ZW with flange with internal thread 1¼”
– the left ones 51ZW with flange with internal thread 1¼”
– the right ones 51ZW with flange with internal thread 1”
– the left ones 51ZW with flange with internal thread 1”
The difference between right and left cock is between the position of the handle relatively to the body.
The principal part of the cock is body 1, in which there is the closing mandrel 6. Plug 8 and sleeve 7 fulfil the requirements of bearing for mandrel in the body 1. At the end of mandrel, handle is deposited 2, which together with adjustable mechanizm equipped with a spring 9 ensures rotation of handle in the extreme position. When cock is in the position of cutting airflow, brake coupling air space is connected with atmosphere by vent. Closing mandrel of the cock 6 in the central part has a shape of circular sektor where main seal is clamped 10 closing tightly main or feeding conduit of the vehicle. From one side, cock is ended by a screwed pipe used for assembling brake coupling. From the other side the cock’s flange is assembled 5 with a screwed hole used for connecting the cock to braking pipes. Cock is closed when handle is in the vertical position and cock is opened when handle is in the horizontal position. Elements completely assembled 51ZW are put to the tests for leaktightness and working with pressure of 1,0 MPa.
Cocks are in accordance with the card UIC 541-1 VE and with a norm PN-K-88201:1996.
The described cocks are destined for rail-vehicles equipped equally with a screw coupling and autocoupler.
Masse of the cock – about 3,45 kg.
Brake coupling H701 – version G and Z
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1. Connecting head |
6. Hose |
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2. Connecting head |
7. Plate |
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3. Pipe |
8. Screw |
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4. Band |
9. Nut |
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5. Seal |
10. Rivet |
TECHNICAL DESCRIPTION
Brake couplings H701 are fitted on terminal cocks, installed on rolling stock buffer beams. Version G is incorporated in main air line of automatic brake system and version Z in supply line. The purpose of the coupling is to connect pneumatic brake air lines, 1 ¼ in diameter. The coupling consists of head, hose and connector pipe. On cylindrical part of connector pipe and head there are protruding rings which, when pressed inside the hose and clamped with hose clip, ensure a perfectly tight connection. In order to connect the couplings they should be put together with their heads displaced by 90º ,pressed hard against each other and twisted up to resistance. Air tightness is ensured by rubber seals installed in the coupler heads. The hoses are made of oil-resistant rubber, strengthened on the inside by several plies of cord fabric which, appropriately laid, prevents the hose from twisting and axtends its working life.
Assembled couplings are submitted to leakage test under pressure of 1.2Mpa (12kg/cm²).
Weight of a coupling is approximately 2.4kg.
Couplings are subjects to acceptance by Railway Technical Inspection Board.
The brake coupling complies with the norms requirements of PN-93/K-88156 and UIC 541-1.
Brake coupling H701/R – version G and Z
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1. Connecting head |
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2. Connecting head |
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3. Pipe |
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4. Band |
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5. Seal |
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6. Hose |
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7. Rivet |
Brake hose H702, H703
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1. Pipe |
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2. Hose |
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3. Nut |
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4. Pipe |
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5. Seal |
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6. Connector |
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7. Band |
TECHNICAL DESCRIPTION
Above mentioned brake hoss are used in brake systems of steam and diesel locomotives for flexible connecting the air lines. Hoses are available in three types, differing by end pieces, depending on application and installation. Brake hoses H702, H703 are used for connecting the main or auxiliary brake air line between locomotive and tender. They are round in cross-section and correspond to pipes ½ in diameter. The hoses are made of oil-resistant rubber, strengthened on the inside by several plies of cord fabric which, appropriately laid, prevents the hose from twisting and extends its working life. On cylindrical part of connector pipes there is a protruding ring which, when pressed inside the hose and clamped with hose clip, ensures a perfectly tight connection. Assembled hoses are submitted to leakage test under pressure of 0.5Mpa (7kg/cm²).
Working pressure amounts to 0.5Mpa (5kg/cm²).
Weight of hose is approximately 2.2kg.
Hoses are subject to acceptance by Railway Technical Inspection Board.
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Hose type |
D |
L |
d |
a |
b |
x |
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mm |
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H702 |
25 |
730 |
28 |
20 |
18 |
46 |
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H703 |
13 |
870 |
16 |
13 |
13 |
32 |
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Typ wê¿a |
y |
z |
g1 |
g2 |
Masa kg |
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mm |
cale |
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H702 |
60 |
50 |
G1 |
G1 |
1,5 |
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H703 |
41 |
32 |
G1/2 |
G1/2 |
2,2 |
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Brake hose H705
1. Hose
2. Pipe
3. Band
TECHNICAL DESCRIPTION
The above mentioned brake hoss are used on electric coach trans, provided with KNORR type brakes, for connecting the small cylinder which adjusts the braking force to the train load, and air lines on the coach undercarriage. A hose, strengthened inside with wire, consists of inner seamless ply of water and oil resistant rubber, one steel wire braid and external ply of rubber resistant to oil and weather. On cylindrical part of connector pipe there is a protruding ring which, when pressed inside the hose and clamped with hose clip, ensures a perfectly tight connections.
Assembled hoses are submitted to leakage test under pressure of 1.0Mpa (10kg/cm²).
Brake hose H707
1. Pipe
2. Nut
3. Seal
4. Connector
5. Hose
6. Band
TECHNICAL DESCRIPTION
Above mentioned brake hoss are used on electric and diesel locomotives for connecting air lines between body and truck. The hoses are made of oil resistant rubber, strencthened inside by several plies of cord fabric which, appropriately laid, prevents the hose from twisting and extends its working life. On cylindrical part of connector pipe there is a protruding ring which, when pressed inside the hose and clamped with hose clip, ensures a perfectly tight connection.
Assembled hose are submitted to leakage test under pressure of 0.1Mpa (10kg/cm²).
Working pressure amounts to 0.7Mpa (7kg/cm²).
Brake coupling, the type of „MATROSOW” H709M
1. Head
2. Band
3. Hose
4. Pipe
5. krew
6. Nut
7. Plate
8. Seal
TECHNICAL DESCRIPTION
Brake couplings H709M are used in pneumatic systems on diesel and electric locomotives as well as rail-cars fitted with MATROSOV brake systems. The purpose of the brake coupling is to provide a flexible connection for air piping. The coupling consists of head, hose and connector pipe. On cylindrical part of connector pipe and head there are protruding rings which, when pressed inside the hose and clamped with clip, ensure a perfectly tight connection. In order to connect the couplings they should be put to-against each other and twisted up to resistance. Air tightness is ensured by rubber seals installed in coupler heads. The hose is made of oil resistance rubber, strengthened on the inside by several plies of cord fabric which, appropriately laid, prevents the hose from twisting and extends its working life.
Working pressure amounts to 0.5Mpa (5kg/cm²).
Weight of a coupling is approximately 3kg.
The brake coupling complies the norms requirements of GOST-2835-64
Brake coupling H710, H712
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TECHNICAL DESCRIPTION
Brake couplings H710 and H712 are fitted on final cocks installed on the rolling stock buffer beams. They are used for connecting pneumatic brake piping in diameter and operating under a pressure of 0.85Mpa (8.5kg/cm). The coupling consists of a head, hose and connector pipe. On cylindrical pipes and head there are protruding rings which, when pressed inside a hose and clamped with hose clip, ensure a perfectly tight connection. The coupling head is provided inside with valve which cust-off the air flow the moment the coupler is disconnected. In order to connect the couplings they should be put together with head displaced by 90 , pressed hard against each other and twisted up to resistance. Air tightness is ensured by rubber seals installed in the coupling heads. The hoses are made of oil resistant rubber, strengthened on the inside by several plies of cord fabric which, appropriately laid, prevents the hoses from twisting and extends its working life.
Assembled couplings are submitted to leakage test under pressure of 1.2Mpa (12kg/cm²).
Working pressure amounts to 1.0Mpa (10kg/cm²).
Weight of coupling is approximately 2.7kg.
Couplings are subject to acceptance by Railway Technical Inspection Board.
The brake coupling complies with the norms requirements of BN-70/3517-37.
Connecting hose H713
1. Terminal
2. Nut
3. Band
4. Hose
5. Band
TECHNICAL DESCRIPTION
Connecting hoss H713 are used on certain types of diesel locomotives. The hose, with internal wire reinforcement, consists of internal seamless ply of water and oil resistant rubber, ply of steel wire braid and external ply of oil and weather resistant rubber. On cylindrical part of connector pipe there is a protruding ring which, when pressed inside the hose and clamped with hose clip, ensures a perfectly tight connection.
Assembled hoses are submitted to leakage test under pressure of 0.7Mpa (7kg/cm²).
Working pressure amounts to 0.5Mpa (5kg/cm²).
Weight of hose is approximately 5kg.
Flexible conduit H714a
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1. Pipe
2. Hose
3. Band
4. Band
5. Wire
TECHNICAL DESCRIPTION
Flexible conduit H714a is used for connecting the regulator H12E1 of anti-lock system installed on the axle-box with piping on running-gear. Because of their location outside the car and to protect against mechanical damage the hoses are provided with metal braid. The cylindrical part of connector pipe is provided with protruding ring which, when pressed inside a hose and clamped with hose clips, ensures perfectly tight connection.
Assembled hoses are submitted to leakage test under pressure of 0.7Mpa (7kg/cm²).
Working pressure amounts to 0.5Mpa (5kg/cm²).
Weight of conduit is approximately 0.5kg.
Flexible conduit H715
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1. Pipe
2. Nut
3. Hose
4. Band
5. Band
6. Seal
TECHNICAL DESCRIPTION
Flexible conduits H715 are used on passenger cars in fast trains ranning on standard or wide-gauge tracks. Because of their location outside the car the conduits are provided with metal braid to protect against mechanical damage. On cylindrical part of connector pipe there is a protruding ring which, when pressed inside a rubber hose and clamped with hose clips, ensures a perfectly tight connection.
Working pressure amounts to 0.5Mpa (5kg/cm²).
Weight of conduit is approximately 0.4kg.
29.
Spring
30.
Diaphragm
31.
Seal
32.
Spring seat
33.
Small piston hole
34.
Setting-up plug
35.
Nut
36.
Small piston
37.
Spring
11.
Valve
12.
Connector
13.
Seal
14.
Tubular beard
15.
Nut
16.
Nut
17.
Spindle
18.
Manual roller
19.
Small pin
20.
Nut
21.
Seal
22.
Valve head
23.
Sleeve
24.
Piston
25.
Ring
26.
Venting screw
27.
Valve seat
28.
Valve head
1. Body
2.
Sleeve
3.
Body
4.
Screw
5.
Nut
6.
Loose flange
7.
Terminal
8.
Seal
9.
Screw
10. Nut
Steam compressor operating regulator H1201, H1202
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29. Spring 30. Diaphragm 31. Seal 32. Spring seat 33. Small piston hole 34. Setting-up plug 35. Nut 36. Small piston 37. Spring
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11. Valve 12. Connector 13. Seal 14. Tubular beard 15. Nut 16. Nut 17. Spindle 18. Manual roller 19. Small pin |
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20. Nut 21. Seal 22. Valve head 23. Sleeve 24. Piston 25. Ring 26. Venting screw 27. Valve seat 28. Valve head |
1. Body2. Sleeve 3. Body 4. Screw 5. Nut 6. Loose flange 7. Terminal 8. Seal 9. Screw 10. Nut |
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TECHNICAL DESCRIPTION
Operating regulators H1201 and H1202 are used for starting and stopping a steam compressor by opening for cutting-off the steam flow from the boiler. Regulators H1201 and H1202 differ only by flanges, by means of which they are secured to compressor or pipe which supplies live steam from a boiler, a driving medium for the compressor. Regulator H1201 is fitted with one fixed and one loose flange while in the case of regulator H1202, both flanges are loose. The flanges have a square outline. Regulator consists of two sections: (bottom) section and air (top) section. Thw basic parts of steam sections are: body and sream valve, mounted on plunger. In the lower part of the body, in the valve C/L, there is fitted the spindle with ring used for manual lifting of the valve in case of seizure. On the left side of the spindle, in the lower part of the casing, there is screwed a drain valve H5W211, used for draining the condensate which has collected in the regulator body; the draining takes place after the steam flow has been cut-off i.e. when the regulator is depressurized. The air section incorporates a plunger which, when acted by compressed air supplied from the maintank, moves downwards together with the valve and cuts-off the steam flow from the boiler, thus stopping the compressor.Assembled regulators are submitted to performance test and leakage test under pressure of 1.0Mpa (10kg/cm²). Working pressure amounts to 0.8Mpa (8kg/cm²). Weight of regulator is approximately 11.1kg.
1. Body
2.
Sleeve
3. Lower
seal
4.
Small piston
5.
Upper seal
6.
Spring
7.
Spring support
8.
Seal
9.
Plug
10.
Regulating sleeve
11.
Nut
12.
Regulating mandrel
13.
Cap
14.
Packing washer
15.
Plug
16.
Nut
Compressor pressure regulator H1205
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1. Body 2. Sleeve 3. Lower seal 4. Small piston 5. Upper seal 6. Spring 7. Spring support 8. Seal 9. Plug 10. Regulating sleeve 11. Nut 12. Regulating mandrel 13. Cap 14. Packing washer 15. Plug 16. Nut |
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TECHNICAL DESCRIPTION
Regulators H1205 are employed on diesel locomotives in compressed air system and cooperate with the main tank and idliny valve. The main parts of the regulators are the opening and closing elements i.e. plunger, spring, adjusting sleeve and pin. A.L. inlet and outlet parts are on the same level. The plug installed in the bottom chamber is used for draining the regulator. The bottom chamber of the regulator is always presurized, the pressure being equal to that in the main tank. Air pressure acts on the plunger pressed to the seat in sleeve by spring. When the air pressure overcomes the spring tension the plunger is displaced upwards and pressed to its seat in adjusting sleeve; now air is free to flow through gap between plunger and sleeve and further into the pipe which connects the regulator with the idling valve. Automatic opening of regulators should take place under pressure of 0.65¸0.85Mpa. As soon as air pressure in the main tank decreases, the plunger acted upon by spring, returns into its initial position in sleeve and cuts-off the air flow. Air from pipe connecting the regulator with idling valve is slowly exhausted to atmosphere through hollow adjusting pin and port in cap. Such an automatic closure of regulator should take place under a pressure lower by 0.08¸ 0.15Mpa. than the opening pressure. Opening pressure may be increased by screwing- in the adjusting pin while the closing force may be increased by screwing- in the adjusting sleeve. All mationg parts should be coated with then layer of grease and all threads lubricated with oil. The seals should be glued to the plunger or vulcanized. When fitting the sleeve attention should be paid that the port is near the outlet port in the regulator body. After the regulator has been set to the required air pressure, nuts should be tightened home and cap installed. Regulators should be periodically drained by unscrewing the drain plug. Assembled regulators are submitted to performance test and leakage test under pressure of 0.8Mpa (8kg/cm²).
Working pressure amounts to 0.5Mpa (5kg/cm²).
Weight of regulator is approximately 2,3kg.
Idling valve H1207
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TECHNICAL DESCRIPTION
Idling valves H1207 are used on locomotives employing a permanently operating compressor to feed the pneumatic brake system. The valve has three chambers: top chamber connected with compressor, middle chamber connected with atmosphere and bottom chamber connected with main tank via pressure regulator. Between the top and middle chamber there is plunger seated by air pressure and spring. The bottom chamber forms some kind of cylinder with piston. Valves H1207 are used with compressors up to 2000m /h in capacity. The valve operates in compressed air system, the top chamber being connected to compressor and the bottom with pressure regulator, which operates the valve according to preset pressure. When pressure in the main tank increases above the preset level, the air from pressure regulator flows into the bottom chamber and, overcoming the spring tension and air pressure in the top chamber, lifts the plunger from its seat. The air is now free to flow from delivery pipe to atmosphere. From that moment the compressor does not deliver air into tank, but to atmosphere, running through so called idling period. As soon as the air pressure in the bottom chamber drops to the preset value, the plunger under the spring tension seals the passage between the chambers and cuts-off the passage to atmosphere; now the compressor delieveres air into the main tank. During periodic inspections the valves should be carefully cleaned and blown with compressed air and mating parts coated with thin layer of grease. Particular attention should be paid to the condition of closing components; should any leakage be discovered the piston ring or the plunger should be replaced and in the care of valva heads, the head and the seat should be reground. Assembled valves are submitted to performance test and leakage test under pressure of 0.8Mpa (8kg/cm²).
Working pressure amounts to o.8Mpa (8kg/cm²).Weight of a valve is approximately 2.3kg.
Valves are subject to acceptance by Railway Technical Inspection Board.
Additional driver’s valve H1405
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TECHNICAL DESCRIPTION
The purpose of additional driver’s valve H1405 is to brake directly diesel and electric locomotives. Setting of operating handle from braking or release into cut-off position allows to obtain appropriate air pressures in braking cylinder. The valve is not provided with pressure regulator and therefore it has to be used in conjuction with safety valve which limits air pressure in brake cylinder to 0.35¸ 0.40Mpa. The basic part of a valve is the slider with machined passage. The slider contacts the surface of the valve body, being pressed to the latter by constant tension spring. Mating surfaces of slider and valve body are ground while the valve is assembled. The slides are assembled with spindle terminated with square- shape extension for mounting the operating lever. The lever is fitted with a latch which, entering into one of the three recesses in the cover flange, determines its extreme position. There are three ports in the valve body whose spacing and size correspond with ports in slider. Individual ports in the valve body are connected with main tank, brake cylinder and atmosphere. When the slider connects the main tank with brake cylinder the brakes will be engaged and when it conects the main cylinder with atmosphere the brakes will be released. The spindle is hollow to form a passage for oil, which ensures proper lubrication without the necessity for stripping the valve. The cover is secured to valve body by means of two bolts. Location of the cover relative to valve body is determined by sleeve while the seal acts simultaneously as sealing and cushioning element. All valve parts are interchangeable for simple service. Asembled valves are submitted to performance test and leakage test under pressure of 1.0Mpa (10kg/cm²). Working pressure amounts to 0.8Mpa (8kg/cm²).
Weight of valve is approximately 4kg. Valves are subject to acceptance by Railway Technical Inspection Board.
Safety valve 001Azb
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TECHNICAL DESCRIPTION
The safety valves are used in the locomotives and motor coach air system. They are to protect the tools from the excessive prssure increase.
Assembled valves are submitted to performance test and leakage test under pressure of 0.3Mpa.
Working pressure amounts to 0.3Mpa.
Weight of valve is approximately 0.35kg.
Safety valve H1501a
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TECHNICAL DESCRIPTION
Safety valves H1501a are used in pneumatic systems on locomotives and motor coaches, on compressed air tanks on locomotives and motor coaches as well as on compressed air tanks in compressor interstage system. The purpose of safety valves is to protect the system from establishing of excessive air pressure. Safety valves are manufactured for working pressure from 0.35 up to 1.0Mpa. The valve opens automatically under air pressure acting on the bottom side of the valve head. When the air pressure exceeds the spring tension, the valve head is lifted off its seat and air is free to flow to atmosphere through side ports in the valve seat. The spring tension may be adjusted by adjusting screw to the required opening pressure within the operating range; after the adjustment has been made the adjusting screw should be secured by lock nu and cotter pin. The valve head lift may be adjusted by means of cover; prior the adjustment the nut should be released. There are ports drilled in the cover to connect the space above the valve head with atmosphere. The air flow through the mentioned ports is adjusted by means of upper adjusting screw. Assembled valves are submitted to performance test and leakage test under pressure 1.5 times the working pressure. Weight of a valve is approximately 1.2kg.
Valves are subject to acceptance by Railway Technical Inspection Board.
Safety valve H1501P
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TECHNICAL DESCRIPTION
The safety valves H1501P are used in the locomotives and motor coaches air systems and the air tanks, in the intergradual compressor system. They are used to protect the tools from the excessive pressure increase. Assembled valves are submitted to performance test and leakage test under pressure of 1.5 time higher than the working pressure.
Weight of valve is approximately 1.2kg.
Dead-man’s handle valve H1503b
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TECHNICAL DESCRIPTION
The purpose of dead man’s handle valves H1503a and H1503b is to operate the automatic safety brake. The valves are used in pneumatic and electropneumatic dead man’s handle systems (inactive type) operating under continuous pressure. Dead man’s handle valve consists of the following basic parts: body, cover, plunger and spring. Valve body is a casting having two metal sleeves fitted between the two chambers; one of the sleeves acts as seat and the other as cylinder for the plunger. Two tapped connections are provided in the lower part of the valve body for connecting air supply and outlet pipes. Another two tapped connections are lead out of the top part of valve body at 90 angle and at the same level: three connections allow for alternative connecting the dead man’s handle valve with relay valve. There are three grooves machined on the cylindrical surface of the plunger: two lubricating grooves and one groove for O-ring. In the bottom face of the plunger there is a seat for sealing disc made of oil resistant rubber; near the plunger rod the disk is tightened by washer and unt. The cover closes the chamber over the plunger; on the inner side of the cover there is a stain to maintain the spring centrally in the valve. Valves H1503a and H1503b in dead man’s handle systems air supplied with compressed air taken from a branch of the main air line. When the relay valve is closed, air flows through a small port in the buffle into the space above the plunger and from there to relay valve. With the relay valve closed an over pressure builds up in the space above the plunger which, together with the spring presses the plunger to its seat thus cutting-off the passage from main line to atmosphere. When the driver releases the dead man’s handle, the relay valve opens and the air is rapidly exhausted from the space above the plunger to atmosphere, via the relay valve. Under cuch circumstances the pressure above the plunger is lower than the pressure in the main line since the outflow of air from that space exceeds the inflow through the small port in the baffle in valve 1503a. Compressed air from the main line overcomes the spring tension and lifts the plunger from its seat thus allowing the air from the main line to flow to atmosphere via the middle chamber, opened valve seat, bottom chamber and exhaust pipe. As soon as pressure in the main line drops to certain value, the spring overcomes the air pressure and forces back the plunger into its seat. However, before a pressure required for unbraking is attained, the plunger will be again lifted from its seat. To prevent this, the relay valve should be closed in order to balance the air pressure above the plunger. Delayed action of the valve may be attained by introducing a delay tank between the valve H1503a and relay valve; a damper should be installed at the end of the line from the relay valve side. Such a delay action allows to employ two series connected relay valves so that the driver may release one valve and operate other after 24 seconds without causing the brake to operate. The drop in pressure over the plunger takes place in the same time when air flows out of time delay tank. Such an arrangement allows the relay valve to be close again before the dead man’s handle valve has operated. In valves H1503a there is a dia. 1.6mm port drilled in the baffle over the plunger. There is no such port in valves H1503b and in that case air flows into the space over the plunger by port from relay valve. In the latter arrangement the release of relay valve results in depressurizing the space above the plunger and cuts-ff air inflow from the main line. Assembled valves are submitted to performance test and leakage test under pressure of 0.8Mpa (8kg/cm²). Working pressure amounts to 0.5Mpa. Weight of a valve is approximately 2.8kg. .
Instantaneous braking valve H1505
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TECHNICAL DESCRIPTION
Instantaneous braking valves H1505 are used in pneumatic systems on all types of locomotives, passenger cars and some freight cars. The purpose of three valves is to quickly release air from the main line thus promoting instantaneous braking action. The valve consists of the following main ports: body, cover, seal, stem and lever. The cover is hinged to the upper part of the valve body, when the lever is pulled the cover will swing open. Tight closure of the valve is ensured by the rubber seal closely adhering to a taper seat. When the train is running there is identical air pressure in the main line and in safety valve. In emergency cases the valve opens which results in instantaneous drop of pressure in the main line and, consequently, promotes rapid braking action. The valve is closed by reinstalling the cover and locking the lever. In passenger cars the valves are operated by leverage of safety brake. Assembled valves are submitted to performance test and leakage test under pressure of 0.7Mpa 7kg/cm²). Weight of a valve is approximately 1kg. Valves are subject to acceptance by Railway Technical Acceptance Board.
Air filter H5P8
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TECHNICAL DESCRIPTION
Air filter H5P8 is used on diesel locomotives. It is installed before the valves, in places where access is difficult. The purpose of the filter is to stop and trap all mechanical contamination in compressed air. The filter consists of casing, cover and gauge element in wire mesh housing. The cover is tightly secured to filter casing and the joint is sealed with gasket. The filter is provided with two tapped holes for direct joining to air pipes. Contamination, entrapped in compressed air, is stopped on the filter element; water and oil combine into droplets and fall to the filter bottom. As the filter becomes contaminated with dust, the air passage grows smaller; this passage, in perfectly clean filter, is three times inlet port size. The filter element should be periodically cleaned. To do this the air pipe should be disconnected by undoing the nut, the cover removed and the filter element taken out of the filter casing. The element should then be washed in boiling water. Prior the element is replaced the gasket should be carefully inspected and, if necessary, replaced. On ordering a filter please quote the name of filter, drawing number and size of thread in inches.
Assembled filters are submitted to leakage test under pressure of 0.7Mpa (7kg/cm²).
Weight of a filter is approximately 0.5kg.
Water trap H5W1 with a drain cock
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TECHNICAL DESCRIPTION
Water traps are used in air brake systems on locomotives for removal of condensate from compressed air. The purpose of cocks installed in water traps is to drain the collected liquid. The water trap consists of a body flat end-piece with flange, nut,seal and cock H5W1.10c or d. The water trap body is a welded tank, with condensate trap in its bottom part. The trap is separated from the upper part of the body by lenticular metal sheet baffle. There are three tapped holes in the upper part of the body; two opposite holes are used for connecting the main air line while the third is used for connecting the water trap with the pipe which supplies the driver’s valve with compressed air. When the main line is supplied, air from compressor flows through the driver’s valve and further to water trap, via a vertical pipe. In the trap air impignes against the baffle and flows through the part in the baffle into the condensate collecting chamber. Condensate collected in the chamber should be periodically removed by opening the drain cock. This is particularly important in winter, when water traps have to be drained after each journey. The drain cock H5W1.10c consists of a body, taper plug, handle, washer, pin and nut. The passage is curcural in cross-section. Drain cocks are manufactured in two versions differing by outlet connection: the outlet connection on H5W1.10c is plain while on cock H5W1.10c is plain while on cock H5W1.10d the connection has a male thread R 3/8. Because of precise matching of plug and its seat the cocks ensure perfect closure of the installation. Assembled water traps and cocks are submitted to leakage test under pressure of 0.8Mpa (8kg/cm²). Working pressure amounts to 0.5Mpa (5kg/cm²)
Drain cocks H5W1.10 c i d
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TECHNICAL DESCRIPTION
There are two versions of the drain cocks: H5W1.10c has the outlet terminal without a thread but a version d has the external thread G3/8.
Assembled cocks are submitted to performance test and leakage test under pressure of 0.8Mpa.
Working pressure amounts to 0.5Mpa.
Weight
of cock is approximately 0.25kg.
Automatic drain valve H5W2a
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TECHNICAL DESCRIPTION
Automatic drain valves are used in air and steam systems on steam and diesel locomotives. The purpose of the valves is automatic removal of condensate from piping connected to compressors, steam cylinders etc. Under compressed air or steam pressure the valve is closed. When the line, in which the valve is installed, is depressurized the spring lifts the valve head and opens the outlet port. The condensate is now free to drain out of the valve. When pressure is established in the line it will overcome the spring tension and the valve head will move into the bottom position, thus closing the valve outlet. Small losses of air or steam during the initial pressure increase period depend on the compressor capacity, spring tension and size of outlet port. If the valve shows signs of leakage the valve head, and seat should be lapped. Assembled valve, are submitted to performance and leakage test under pressure of 0.8Mpa (8kg/cm²).
Working pressure amounts to 0.5Mpa (5kg/cm²).
Weight of valve is approximately 0.85kg.
Automatic drain valve 22801–1–0
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TECHNICAL DESCRIPTION
The valves are used for the automatic draining condensed vapour from the evaporating pumps cylinders, the pumps dehydrators etc. which are assembled in the braking and heating system of the rail-coaches and locomotives.
Assembled valves are submitted to performance test and leakage test under pressure of 0.3Mpa.
Working pressure amounts to 0.3Mpa.
Weight of valve is approximately 0.15kg.
Oil separator H5W6 i H5W6a
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TECHINCAL DESCRIPTION
Oil separators H5W6a and H5W7 are used on locomotives and motor coaches being installed between compressor and main air tank, on horizontal lines, with drain cock directed downwards. The purpose of oil se[arators is to remove oil and water from compressed air and to collect this moisture for subsequent draining. Oil separators H5W6a abd H5W7 operate to the same principle and differ only by the shape and capacity of the sump. Oil separators H5W6a and H5W7 operate to the same principle and differ only by the shape and capacity of the sump. Oil separators H5W6a are available in seven version; individual version, differ from each other by location of band relative to the inlet C/L. Oil separators cosist of two parts: top and bottom joined together by bolts. The purpose of the bottom part, larger of the two, is to collect oil, water and solid particles; the upper part accomodates a fitter which stops all these impurities which, despite of protective cone, are carried upwards by the air stream. The filter incorporates two perforated meatal discs; the space between the discs is filled by pressed metal chips. Compressed air enters the separator through the inlet part, impignes against the cone or cylindrical filter element and changes abruptly the direction of flow in order to reach the outlet. Air flowing in eddy motion throws droplets of water and oil against the separator walls, from where they flow down to the sump. Particles of dust as well as remaining water and oil are stopped by metal chips in the filter. Collected moisture combines into droplets and also flows down to the sump. A drain cock H5W1.10c or d is screwed into the sump. In order to keep the air installation in good working efficiency the oil separator should be grained before and after each journey. While the compressor is repaired the filter element should be removed from oil separator and immersed several times in hot soda water solution. If the filter element is still contaminated after such treatment, the filter element should be dismantled and the chips loosened-up and washed. Prior to reassemble the filter, the rubber seal should be carefully inspected; the seal should be smooth, elastic and free of cracks. Tight closure of drain cock H5W1.10c or d is ensured by proper fit of taper surfaces. In assembling the oil separator attention should be paid to tighten connecting bolts in proper sequence; all bolts that joint the top and bottom parts of the separator should compress the seal uniformly. Assembled oil separators are submitted to leakage test under pressure of 1.2Mpa (12.5kg/cm²).
Working pressure amount to 0.8¸ 1.0Mpa.
Weight of oil separators:
H5W6a- 7.8kg
H5W7- 34.7kg
Capacity of oil separators:
H5W6a- 5 l
H5W7- 30 l
Steam heating final cock P4K50a
TECHNICAL DESCRIPTION
Steam heating system final cocks P4K50a are emloyed on locomotives and rail cars provided with steam heating system. Cocks P4K50a meet thespecifications of International Railway Union. Terminal cock consists of body which accomodates a crank pin with brass head. A drain valve centraining a plug and seal closed with ball is installed near the crank pin. In the cock body, from the steam inlet inside, there is fitted a seal, pressed with metal ring stiffened with two protective plates. A plug for fixing the heating system half-coupler P702b is provided on the terminal cock body. Tight closure of the cock and easy operation is ensured by the crank pin and rubber seal. The diameter of steam passage in the cock is 50mm. The cock may be set in either of the three positions: OPEN, CLOSED and X. In the OPEN position the handle is set vertically, square to the steam line. When the handle is set to X position steam is exhausted through a 1.5mm port. Cocks are set into X position on the last coach in order to exhaust the condensate out of the system. Id the cock were set into closed position, condensate could not be drained and would consequently fill the system thus cutting the coaches, starting from the rear of the train, from the heat source. In winter, if condensate is left in pipes while the train is stationary it may freeze and damage the system. Assembled cocks are submitted to performance test and leakage test under pressure of 0.5Mpa (5kg/cm²).
Working pressure amounts to 0.5Mpa (5kg/cm²).Weight of cock is approximately 8.2kg.
Steam heating metal half-coupler P702b
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It is used in all the rolling stocks having the steam heating conductors.
Braking cylinder with adjuster stroke H209, H2091, H2092, H2093
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TECHNICAL DESCRIPTION
The braking cylinders are assembled in the diesel and electriv locomotives.
Assembled cylinders are submitted to performance test and leakage test under pressure of 0.4Mpa.
Working pressure amounts to 0.4Mpa.
Weight of valves:
H209-35.0kg
H2091- 35.5kg
H2092, H2093- 36.0kg.