This reminds me of the rear-wheel fender brakes on those red razor scooters. As kids, we used to bomb hills and ride the brake so that the fender-thing would heat up and turn different colors. We held so many competitions to see who could get theirs the hottest. On one particularly hot day, we tried this and we all melted our z-strap shoes. Being a 2000's kid was great.
Yehi sab dekh kar to khusi hota h ki log LOCO PILOT pyaar krten hai PROUD TO BE A LOCO PILOT 🚦🚂 LOVE FROM LOCO PILOT .AND AAP SABHI KO SWAGAT HAI INDIAN RAILWAYS ME. Thank you Railfans
I’m in a Italian restaurant right now watching this and I have 4d experience because I smell burnt pizza and it makes me feel the smell of the brakes lol.
What are values of depression into pneumatic general conduct ? (according that 1,5 Bar gives the maximum of braking power, and 1 Bar is standard value for normal braking operation) ?
That only occurs, if the train driver brakes too hard, and wheels get blocked. In that case, the flat spot can be carved on the wheel, as it slides on the rail. This is usualy unwanted, since flat spot on wheel causes noise (regular thumping noise) and discomfort (it causes ride to be bumpy), and it's prevented by various methods incl. sanding (ie pouring sand on rail in front of the wheel in direction of travel to increase adhesion.
Those are Electrical brakes useful for motors but you need mechanical brakes as well because the wheels are coupled to a flywheel which will continue the rotation even if the driving motor stops.
Er. Vivek Choubey the quill motor and final drive turn together, its also pretty irrelevant given the weight of the train. You always need physical brakes because a) if the electrical system fails, and more importantly b) as you approach 0mph the effectiveness of regenerative brakes drops too, so you need physical brakes for the final stop. It's doubtful this model of train has regen brakes given the antiquated design of it's brakes.
Xaiano the motor shaft goes through gears, flywheel then pinions. Its like cycling. Even if you stop paddling, the wheel goes on rotating freely. Just the similar case here. Mechanical braking is of utmost important because Electrical brake can only reverse the motor torque or in other words reduce it but the wheels need those mechanical brakepads to stop finally.
Er. Vivek Choubey I'm well aware how they work, I'm a locomotive engineer. You have to understand that there is little to no drag from the drive gear because unlike a car the force is so small in comparison to the mass of the train. As for the regenerative brakes they are actually more effective than mechanical brakes at high speed but become almost useless at low speed.
Maybe there is something different about the rusty one? Maybe it is new and not quite worn to the shape of the wheel? I don't see sparks coming from the lower brake pad.
Это не стоп-линия :) При катании стальной колёсной пары по стальным рельсам, колесо стачивается. Ведущие колёса (на локомотиве) стачиваются быстрее, чем ведомые колёса (на вагоне), так как на них передаётся крутящий момент. Поэтому на ведущие колёса обувается так называемый "бандаж" - стальной обруч (на видео он покрашен белой краской). Бандаж служит расходником: вместо колеса изнашивается обутый на него бандаж. В отличие от резиновой шины на автомобиле, стальную "шину" (т.е. бандаж) трудно надеть: бандаж нагревают, и надевают на локомотивное колесо в тот момент когда он расширился от нагрева - затем надетый бандаж остывает, сужается, и плотно прилегает к колесу. Но при длительном трении тормозных колодок о колесо или при длительной пробуксовке - бандаж нагревается, возникает риск проворота бандажа и его сползания с колеса, это может закончиться крушением поезда. Поэтому на железной дороге за этим тщательно следят, и когда обувают колесо в новый бандаж - помечают красной чертой его исходное положение на колесе, чтобы вовремя заметить проворот бандажа и отремонтировать колесо. Как-то так...
heres the explanation. So the train's brake pad is near the wheel of the locomotive. As soon as one of the brakes apply, it gets a bit closer to the wheel, eventually when the automatic brake would be set to emergency, it would completely push against the wheel, and grind on metal on metal. That's the explanation of the brakes that this thing is creating.
No, this is not correct. The brake shoe always contacts the wheel when the brakes are set, regardless of the application. Pressure in the brake cylinder sets up the brake rigging until it's stopped by the shoes pressing against the wheel, even with a 5 pound reduction. Now pressure in the brake cylinders just means more force exerted by the shoe. Train brakes are not precise enough to do what you describe and honestly it just sounds like you read an MSTS guide and understood it very poorly.
