Freight car brake equipment design. Mechanical braking equipment of a freight car. Summary of theory

Scheme of the braking equipment of a freight car.

Diagram of the braking equipment of a passenger car.

Air distributor 13 No. 292-001 and electric air distributor 12 No. 305-000 are installed on the working chamber 11, which is mounted on the bracket for the rear cover of the brake cylinder (TC) 14 with a diameter of 356 mm. Under the car there are also main pipe 17 with a diameter of ¼ "(32 mm), end valves 2 No. 190 with connecting hoses 1 and dust trap 8. Brake line (TM) 17 through an isolation valve 10 is connected by a pipeline (outlet) 9 with an air distributor 13. Connecting hoses 1 are equipped with universal heads No. 369A and are fixed on insulated suspensions 7. Each passenger carriage has at least three stop valves 4, two of which are located in the vestibules of the carriages. A spare tank (ZR) 16 with a volume of 78 liters is connected by a pipe with a diameter of 1 "(25 , 4 mm) with the bracket for the rear cover of the brake cylinder 14. On the pipe from the reserve tank to the shopping center, an exhaust valve 15 No. 31 is installed. On some types of passenger cars, the working chamber 11 with air distributors 12 and 13 is installed on a separate bracket, and the brake cylinder 14 has a conventional cover. The working and control electrical wires of the electro-pneumatic brake (EPT) are laid in a steel pipe 6 and brought to the end doors 3-pipe No. 316 and middle 5 three-pipe No. 317 boxes. From the middle box 5, the wire in the metal pipe goes to the working chamber 11 of the electric air distributor 12, and from the end boxes 3 to the contacts in the connecting head No. 369A of the wagon sleeve 1. When charging and releasing the brake, air from the TM through the air distributor 13 enters the reserve tank 16, and the brake cylinder 14 is communicated with the atmosphere through the air distributor (or electric air distributor). During pneumatic braking, compressed air from the ZR enters the shopping center through the air distributor, which disconnects the brake cylinder 14 from the atmosphere and communicates it with the reserve reservoir 16. At full braking, the pressure in the reserve reservoir and brake alignment. When the EPT is braking, compressed air from the ZR enters the shopping center through the electric air distributor 12.

Two-chamber tank 7 is attached to the car frame with four bolts and connected by a pipeline with a diameter of ¾ "(19 mm) with a dust trap 5 through an isolation valve 8 No. 372. With a reserve tank (ZR) 11 with a volume of 78 liters and a brake cylinder (TC) 13 with a diameter of 14" ( 356 mm), the two-chamber reservoir is connected through an automatic regulator of braking modes (auto mode) 12 No. 265A. The main part 9 and the main part of the air distributor No. 433 are attached to the two-chamber tank 7. On the main pipe 4 with a diameter of ¼ "(32 mm), there are end valves 2 No. 190 and connecting hoses No. 1 No. P17. The end taps are installed with a rotation of 60 ° relative to the horizontal axis This improves the operation of the hoses in curved sections of the track and eliminates the impact of the heads of the hoses when following through the hump retarders. Stop-valve 3 with the handle removed is placed only on cars with a brake platform. When charging and releasing the brake, compressed air from the brake line (TM) enters into two-chamber reservoir 7 and fills the spool and working chamber of the air distributor, as well as the reserve reservoir 11. The brake cylinder 13 communicates with the atmosphere through the automatic mode 12 and the main part of the air distributor 6. When the pressure in the TM is lowered at the rate of service or emergency braking, the air distributor separates the TC 13 from the atmosphere and informs it with a spare tank 11 through automatic mode 12. On for cars without auto mode, the pressure in the shopping center is set by a manual switch of the air distributor braking modes, depending on the load of the car and the type of blocks. On cars with automatic mode, the handle of the brake mode switch is fixed to the middle mode position with composite shoes or in the loaded mode - with cast iron shoes. Then the switch handle must be removed.

Passenger cars. Air distributor No. 292 and electric air distributor No. 305 are installed on the working chamber 11, which is mounted on the bracket of the rear cover of the brake cylinder. Under the car there are also a main pipe 1 1/4 ″, end cranes 2 with connecting hoses 1 and heads, a tee-dust trap 8. The brake line is connected by a branch 9 through a disconnecting valve 10 with an air distributor block (Fig. 2.5).

Each passenger carriage has at least three stop cranes 4, two of which are located in the vestibules of the carriages. The spare tank with a volume of 78 liters is connected by a 1 ″ pipe to the bracket of the rear brake cylinder cover. An outlet valve 15 is installed on the pipe from the storage tank or on the storage tank.

Rice. 2.5. Brake equipment for a passenger car

1 - connecting hose Р17Б with connecting head No. 369A, 2 - end valve No. 190, 3 - two-pipe connecting box No. 316, 4 - stop valve No. 163, 5 - three-pipe connecting box, 6 - conduit, 7 - insulated suspension, 8 - tee-dust trap, 9 - outlet, 10 - isolation valve No. 372, 11 - working chamber, 15 - exhaust valve No. 31, ВР - air distributor No. 292, EVR - electric air distributor No. 305, TC - 14 "brake cylinder No. 501B, ЗР - spare tank 78l

The working and control wires of the electro-pneumatic brake are laid in a steel pipe 6 and brought to the end two-pipe 3 and middle three-pipe 5 boxes. From the middle box, the wire in a metal pipe goes to the working chamber of the electric air distributor, and from the end boxes to the contacts in the connecting head of the wagon sleeve.

When charging and releasing the brake, the air from the line through the air distributor enters the reserve tank, and the brake cylinder is communicated with the atmosphere through the air distributor. When braking, the air distributor is triggered, disconnects the brake cylinder from the atmosphere and communicates it with a reserve reservoir. With full braking, the pressure values in the storage tank and the brake cylinder are equalized.

Freight wagons. The two-chamber tank 7 is attached to the car frame with four bolts and is connected by pipes to a dust-trap tee 5, a reserve tank with a volume of 78 liters and a brake cylinder 14 ″ through the auto mode. The main part 9 and the main part 6 of the air distributor are attached to the two-chamber tank (Figure 2.6).

The disconnecting valve 8 is installed in the dust-trap tee 5 in front of the outlet 10 and is used to turn off the air distributor.

On the main air duct there are end valves 2 and connecting hoses 1. End valves are installed with a rotation of 60 ° relative to the horizontal axis. This improves the work of the sleeves in curved sections of the track and eliminates the impact of the sleeve heads when following through hump retarders and turnouts.

The stop valve 3 with the handle removed is installed only on cars with a brake platform.

Rice. 2.6. Braking equipment of a freight car

1 - connecting hose Р17Б, 2 - end valve No. 190, 3 - stop valve No. 163, 4 - brake line, 5 - dust-trap tee, 6 - main part, 7 - two-chamber tank No. 295, 8 - isolation valve No. 372 , 9 - main part, 10 - outlet, AR - auto mode No. 265, VR - air distributor No. 483, TC - 14 "brake cylinder No. 188B, ЗР - spare tank 78l

When charging and releasing the brake, compressed air from the brake line enters the two-chamber reservoir and fills the reserve reservoir, main, spool and working chambers of the air distributor. The brake cylinder is in communication with the atmosphere through the auto mode and the main part of the air distributor. When the pressure in the line drops, the air distributor communicates the reserve reservoir with the brake cylinder. On cars without automatic mode, the pressure in the brake cylinder is set by a manual switch of the air distributor braking modes, depending on the load of the car and the type of pads. On cars with auto mode, the brake mode switch is set to medium mode with composite shoes and loaded mode with cast iron shoes, and its handle is removed.

High-speed passenger cars. The high-speed car is equipped with pneumatic, electro-pneumatic, disk, magnetic rail and hand brakes (Fig. 2.7).

Along the entire car, the feed PM and brake TM lines are laid, ending with connecting hoses 18 with end valves 4, as well as line 2, which is designed to connect additional air consumers of electropneumatic doors and a vacuum-type toilet (through the disconnecting valve 3). Four stop valves 1 are installed on the brake line, and TM connecting hoses are equipped with universal heads and are fixed on isolated suspensions. The working and control electrical wires of the electro-pneumatic brake are laid in a steel pipe and brought to the end two-pipe and middle 17 three-pipe terminal boxes. From the middle terminal box 17 there is a branch of the working wire to the electric air distributor EVR.

The car is equipped with a BP air distributor, an electric air distributor, three pressure switches RD1, RD2, RD3, pneumatic cylinders PC1-PC8 of a magnetic rail brake, brake cylinders TC1-TC8 with built-in regulators for stem output, an anti-union device (includes pulse sensors, dumping valves 10 and central the electronic unit), a spare tank ZR with a volume of 55 liters, as well as a control tank for the reactor plant with a volume of 100 liters and two feed tanks PR1, PR2 with a volume of 170 and 78 liters, respectively. Each of the air tanks is equipped with drain valves.

The RU control reservoir is filled with compressed air from the supply line through the 19 isolation valve, the DR1 throttle with a diameter of 2.5 mm and the KO1 check valve. The feeding tanks PR1, PR2 are charged from the brake line through the isolation valve 14, the three-way valve 11 and the choke Dr2 with a diameter of 2.5 mm: the reservoir PR1 - through the isolation valve 12 and the check valve KO2; reservoir PR2 - through the isolation valve 13 and the check valve KO3. From the PR1 reservoir, compressed air passes to the pressure switches RD1 and RD2 through which the brake cylinders ТЦ1-ТЦ8 are filled, and from the reservoir PR2 to the pressure switch RD3, which controls the filling of the pneumatic cylinders ПЦ1-ПЦ8 of the magnetic rail brake.

The reserve tank ZR is charged from the brake line TM through the isolation valve 5 and the air distributor.

Rice. 2.7. High-speed passenger car braking equipment

1 - stop valve No. 163, 2 - line of additional air consumers, 3 - isolation valve No. 372, 5 - isolation valve No. 377; 9, 12-16, 19 - isolation valves No. 379, 4 - end valve No. 4304, VR - air distributor No. 292, EVR - electric air distributor No. 305, 8 - exhaust valve No. 4310, 10 - relief valve, 11 - three-way valve No. E -220, 17 - terminal box, 18 - connecting sleeve № Р17Б; МН1, МН2 - pressure gauges; RD1-RD3 - pressure switch No. 404, ТЦ1-ТЦ8 - brake cylinders No. 670G, ПЦ1-ПЦ8 - pneumatic cylinders for lowering magnetic rail brake shoes, EPV - electro-pneumatic valve No. 120A, F1-F3 - filters No. E-114, D1-D6 - pressure alarms No. 115; Dr1, Dr2 - throttles 2.5mm, KO1-KO3 - check valves, LTC - "false" brake cylinder 12L, ZR - reserve tank 55L, RU - control tank 100L; PR1, PR2 - feed tanks with a volume of 170 liters and 78 liters, respectively

With pneumatic (or electro-pneumatic) braking, an air distributor or an electric air distributor is triggered, which communicates the ZR with the control chambers of the pressure switch RD1, RD2. The pressure switches, in turn, act on braking and pass compressed air from the PR1 feed tank into the brake cylinders ТЦ1-ТЦ8 of both bogies.

For protection wheelsets anti-skid device is used for each bogie from jamming (skidding). In the presence of a skid, the axial sensor of the anti-skid device sends a signal to the corresponding dump valve 10, which disconnects the supply reservoir PR1 from the brake cylinders and simultaneously releases compressed air from the shopping center of a given wheel pair (or wheel pairs of one or both bogies), thereby reducing the amount of pressing on the brake overlays. After reducing the pressure in the shopping center and equalizing the speeds of the wheel pairs, the release valve again communicates the PR1 reservoir (through the pressure switch) with the brake cylinders and the braking process continues with the same efficiency. Pressure indicators D3-D6 are installed on the pipelines between the dump valve 10 and the brake cylinders of each wheel pair, signaling the operation of the anti-skid device.

Service braking of the car is carried out only with a disc brake. The magnetic rail brake is used only for emergency braking and acts in conjunction with the disc brake. The duration of the magnetic rail brake is no more than five minutes.

An additional reservoir with a volume of 12 liters is installed on the pipeline between the BP and the pressure switch - a "false" brake cylinder LTC and a pressure indicator D2. The presence of a false brake cylinder artificially increases the volume of the control chambers of the pressure switch, which in turn provides a certain limiting pressure value, which is set in the brake cylinders with a corresponding discharge of the brake line during pneumatic braking or during braking with an electro-pneumatic brake.

The pressure switch D2 is used to obtain information about the presence or absence of pressure in the shopping center. In the presence of compressed air in the shopping center, the signaling device closes its contacts in the electric power circuit of the signal lamps, which are installed on the car frame (one on each side of the car) and in the service room.

When the brake is released, the VR or EVR release air into the atmosphere from the control chambers of the pressure switches RD1, RD2, which, in turn, empty the brake cylinders TC1-TC8 into the atmosphere.

An exhaust valve 8 is installed on the pipeline between the ZR and the air distributor, which is designed to manually release the brake. Leashes from valve 8 are brought out to both sides and inside the car (into the passenger compartment).

The operation of the magnetic rail brake is carried out as follows: when the brake line is discharged at the rate of emergency braking, the pressure indicator D1, located on the TM branch between the release valve 14 and the three-way valve 11, is switched on. reservoir PR2 into the control chamber of the pressure switch RD3. The pressure switch RD3 acts as a follower and informs the reservoir PR2 with pneumatic cylinders PC1-PC8 for lowering the shoes of the magnetic rail brake.

To turn off the brake system of the car, it is necessary to close the isolation valve 5 to the air distributor 6 and the isolation valve 14 to the supply tanks PR1, PR2.

Passenger car with KE-GPR brake. The passenger carriage of international traffic of the Russian Railways is equipped with a KE-GPR brake with an air distributor 4 and a reservoir 5 with a volume of 9 liters (Fig. 2.8).

Rice. 2.8. Brake equipment for passenger carriages with KE-GPR brake

1 - axial sensor, 2 - safety valve, 3 - relief valve, 4 - KE S air distributor; 5, 9 - tanks with a volume of 9 liters; 6, 7 - spare tanks, 8 - axial regulator, 10 - air filter, 11 - throttle. 12 - valve, 13 - pressure switch, 14 - handle for switching braking modes, 15 - handle for switching on and off the brake, 16 - leash, 17 - button for checking the serviceability of auto mode, 18 - box with a pressure gauge and a button for checking the action of the axial regulator, 19 - sensor, 20 - additional tank

The spare tanks of the cars have a volume of 150 liters and are equipped with brake cylinders with a diameter of 16 ".

Each axle is equipped with an axial sensor 1 of the anti-skid device, a safety valve 2 in case of a hose break to the sensor 1 and a relief valve 3 for automatic release of the wheels when skidding.

The car is equipped with a device for high-speed regulation, which consists of an axial regulator 8, a tank 9 with a volume of 9 liters, air filter 10 and 11 chokes with a 2mm hole.

To check the action of the axial regulator 8, box 18 contains a pressure gauge and a button, and in the service room there is a pressure gauge. Regulator 8 at a speed of 90-100 km / h provides during braking on high-speed mode PS (R), in the brake cylinders the pressure is 3.6-3.8 kgf / cm 2 (series 15 cars) or 3.8-4.0 kgf / cm 2 (series 17 and 77 cars), and at a speed below 90 km / h - respectively 1.6-1.8 or 2.1-2.3 kgf / cm 2, which is the limiting pressure in the cargo mode T (G) and passenger P (P). The brake line with a diameter of 1 "is equipped with four connecting hoses with end valves.

The brake is turned on and off with a handle 15, and manual release with a leash 16. The handle 14 is designed to switch modes PS, T and P. The mail car is additionally equipped with a device for automatic regulation of the pressing force brake pads in accordance with the loading of the car (auto mode) with two sensors 19, two pressure switches 13, two additional tanks 20 with valves 12 for shutdown in the event of a hose break to sensor 19. as well as a button 17 to check the serviceability of auto mode.

for students of the specialty "Carriages"

in the discipline "Wagons (general course)"

to laboratory work No. 11

GENERAL BRAKE EQUIPMENT

FREIGHT AND PASSENGER CARS

Irkutsk 2005

UDC 629.4.077

Compiled by A.V. Pargachevsky, st. teacher;

G.V. Efimova, Art. teacher;

M.N. Yakushkina, assistant

Department of Carriages and Carriage Facilities

Reviewers: P.A. Golets, Head of the Technical Department of the Railroad Car Service Service of the Russian Railways, a branch of Russian Railways;

Candidate of Technical Sciences G.S. Pugachev, Associate Professor of the Department of Carriages and Carriage Facilities.

Laboratory work No. 11

GENERAL BRAKE EQUIPMENT

FREIGHT AND PASSENGER CARS

Purpose of work: Explore: general arrangement the braking system of the car; location of the main devices of auto-brake equipment on freight and passenger cars; types of pneumatic brakes, their braking modes.

Summary of theory

The braking equipment of the cars is designed to create and increase the resistance forces to the moving train. The forces creating artificial resistance are called braking forces.

Braking forces and forces of resistance to movement extinguish the kinetic energy of a moving train. The most common means of obtaining braking force is shoe brake, in which braking is carried out by pressing the pads against the rotating wheels, due to which there are frictional forces between the block and the wheel.

On the rolling stock of railways, 5 types of brakes are used: parking (hand), pneumatic, electro-pneumatic, electric and magnetic-rail.

Pneumatic brakes are used on freight cars of the general network of the Ministry of Railways. The pneumatic brake system includes: brake line (M), which is located relative to the longitudinal axis of symmetry of the car (Fig. 1). The brake line is attached to the car body in several places and at the end beam of the car frame it has end valves, connecting sleeves with heads (Fig. 2). The brake line of each car entering the formed train must be connected by means of connecting sleeves to each other, and the end valves are open. The end valve of the tail car of the train must be closed.

From the brake line on each car there are branches through tees to the air distributor (BP) and, in some cases, to the stop valves (Fig. 1). The air distributor (BP) and the reserve tank (ZR) are fastened to the brackets installed on the car frame with bolts. In the main types of cars, the air diffuser and the storage tank are located in the middle of the frame. In some types of specialized freight cars, the air diffuser and the reserve tank are installed in the cantilever part of the car frame.

The air distributor is connected to the brake line (M), the storage tank and the brake cylinder by means of pipes (Fig. 3).

An isolation valve is installed on the pipe between the brake line (M) and the air distributor (ВР), which should be closed in case of a faulty autobrake of the car - the valve handle is located across the pipe.

The brake cylinder is bolted to the brackets installed on the car frame and connected to the air distributor using a pipe (Fig. 4).

When braking, the force from the rod of the brake cylinder (TC) is transmitted through the horizontal levers and the tightening of the horizontal levers to the rods connected to the brake linkage of the bogie.

On one of the rods of the brake linkage, a rod exit regulator is installed, which, as the brake pads wear out, reduces the length of this rod and thereby compensates for the increase in gaps between the pads and the rolling surfaces of the wheels.

A schematic diagram of the brake linkage of a two-axle bogie of a freight car is shown in Fig. five.

To secure a single-standing freight car from spontaneous departure, it has a parking (hand) brake, the main elements of which are shown in Fig. 6. A similar device has parking brake passenger cars. These brakes are activated manually by turning the handwheel or handle.

In addition to these units, the braking equipment of some types of freight cars has an auto mode - this is a device that automatically regulates the air pressure in the brake cylinder, depending on the load of the car. Installed between the air distributor and the brake cylinder.

In some types of passenger cars, an anti-skid device is installed that provides automatic pressure reduction in the brake cylinder to stop the wheelset slipping when the car is in motion.

Brake system any carriage consists of pneumatic and mechanical parts. The pneumatic part of the braking system of a freight car includes: an air distributor, a brake cylinder, a reserve reservoir and an automatic pressure regulator in the brake cylinder (auto mode). The mechanical part includes: brake cylinder, brake linkage (horizontal levers, tightening horizontal levers, rods), automatic brake linkage adjuster and hand parking brake.

Rice. Pneumatic part of a freight car brake.

In the figure, the numbers indicate: 1 - connecting hoses, 2 - tee-bracket of the brake line, 3 - end valves, 4 - reserve tank, 5 - isolation valve, 6,7,8 - air distributor (two-chamber tank 7 with main 8 and main 6 parts), 9 - auto mode, 10 - brake cylinder.

Rice. Car brake system.

The figure shows the braking system of the car, the location of the braking equipment on the frame, and the numbers indicate: 1 - head link, 2 - automatic brake linkage adjuster, 3 - head horizontal lever, 4 - tightening of horizontal levers, 5 - brake line, 6 - rear horizontal lever, 7 - tee bracket, 8 - spare tank, 9 - platform for auto mode, 10 - rear thrust, 11 - release valve leash, 12 - air distributor, 13 - brake cylinder, 14 - brake cylinder rod, 15 - automatic drive regulator TRP, 16 - safety brackets.

The principle of operation of the brake system: when the brake line is discharged, the air distributor responds to braking, while connecting the reserve reservoir to the brake cylinder. Under the action of compressed air pressure, the brake cylinder rod comes out, while turning the head horizontal lever relative to the dead center. Tightening the horizontal arms moves in the same direction as the stem and pulls the rear horizontal arm. The automatic brake linkage adjuster moves into the actuator, the brake linkage is reduced. The rods pull the vertical levers of the brake linkage of the bogies towards the center of the car and press the brake pads fixed in the triangel shoes to the rolling surface of the wheels.

When the pressure in the brake line rises, the air distributor is released, connects the reserve reservoir with the brake line, and the brake cylinder with the atmosphere. Under the action of the return spring, the piston with the rod moves to the brake cylinder cover, the horizontal levers move the rods towards the bogies, the brake pads move away from the rolling surface of the wheels.

For securing wagons at stations or steep slopes the hand parking brake is applied.

Rice. Manual parking brake diagram.

The hand parking brake consists of a drive 2 with a handwheel 1, a worm gear, a mechanism with an eccentric 4 and a rod 5. To bring the brake into working position, the handwheel with a drive is tilted away from its initial position) so that it is perpendicular to the longitudinal axis of the car. Then the worm gear engages with the swivel mechanism, which, turning, pulls the thrust along with it. The rod with its second end is attached by means of a roller to the head horizontal arm. When moving it towards the hand parking brake drive, the head horizontal lever rotates relative to the dead center and removes the piston rod from the brake cylinder, thereby bringing the brake lever transmission to the braking position. The second end of the handbrake rod, connected to the head horizontal lever, is made in the form of an eyelet, that is, it has an elliptical hole, the length of which provides free movement of the fastening roller when the brake cylinder rod comes out during the operation of the brake system.

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UDC 629.4.077

INSTRUCTIONS

to laboratory work No. 11

GENERAL DEVICE OF BRAKING EQUIPMENT FOR FREIGHT AND PASSENGER CARS

in the discipline "Wagons (general course)"

Compiled by A.V. Pargachevsky,

G.V. Efimova, Art. teacher;

M.N. Yakushkina, assistant

Irkutsk 2005

Laboratory work No. 11. General arrangement of braking equipment for freight and passenger cars

Purpose of work: To study: the general device of the braking system of the vag she; location of the main devices of auto-brake equipment on freight and passenger cars; types of pneumatic brakes, their braking modes.

Summary of theory

The braking equipment of the cars is designed to create and increase the resistance forces to the moving train. The forces that create artificial resistance are called braking forces.

Braking forces and forces of resistance to movement extinguish the kinetic energy of a moving train. The most common means for obtaining braking force is a shoe brake, in which braking is carried out by pressing the shoes against rotating wheels, thereby creating frictional forces between the shoe and the wheel.

On the rolling stock of railways, 5 types of brakes are used: parking (hand), pneumatic, electro-pneumatic, electric and magnetic-rail. Pneumatic brakes are used on freight cars of the general network of the Ministry of Railways. The pneumatic brake system includes: brake line (M), which is located relative to the longitudinal axis of symmetry of the car (Fig. 1). The brake line is attached to the car body in several places and at the end beam of the car frame it has end valves, connecting sleeves with heads (Fig. 2). The brake line of each car entering the formed train must be connected by means of connecting sleeves to each other, and the end valves are open.

The air distributor is connected to the brake line (M), the storage tank and the brake cylinder by means of pipes (Fig. 3).

An isolation valve is installed on the pipe between the brake line (M) and the air distributor (ВР), which should be closed in case of a faulty autobrake of the car - the valve handle is located across the pipe.

The brake cylinder is bolted to the brackets installed on the car frame and connected to the air distributor using a pipe (Fig. 4).

When braking, the force from the rod of the brake cylinder (TC) is transmitted through the horizontal levers and the tightening of the horizontal levers to the rods connected to the brake linkage of the bogie.

On one of the rods of the brake linkage, a rod exit regulator is installed, which, as the brake pads wear out, reduces the length of this rod and thereby compensates for the increase in gaps between the pads and the rolling surfaces of the wheels. A schematic diagram of the brake linkage of a two-axle bogie of a freight car is shown in Fig. five.

To secure a single-standing freight car from spontaneous departure, it has a parking (hand) brake, the main elements of which are shown in Fig. 6. A similar device has a parking brake for passenger cars. These brakes are activated manually by turning the handwheel or handle.

In addition to these units, the braking equipment of some types of freight cars has an auto mode - this is a device that automatically regulates the air pressure in the brake cylinder, depending on the load of the car. Installed between the air distributor and the brake cylinder.

In some types of passenger cars, an anti-skid device is installed that provides automatic pressure reduction in the brake cylinder to stop the wheelset slipping when the car is in motion.

2. Pneumatic brakes

Pneumatic brakes have a single-pass line (air duct) laid along each locomotive and carriage for remote control of air distributors in order to charge reserve tanks, fill the brake cylinders with compressed air during braking and communicate them with the atmosphere during release. Pneumatic brakes used on the rolling stock are divided into automatic and non-automatic, as well as passenger (with fast braking processes) and freight (with delayed processes).

Automatic brakes are called brakes that, when a train or brake line breaks, as well as when a stop valve is opened from any car, they automatically come into action due to a decrease in air pressure in the line (when the pressure rises, the brakes are released). Non-automatic brakes, on the other hand, are activated when the pressure in the pipeline rises, and when the air is released, the brake is released.

The operation of automatic brakes is divided into the following processes:

Charging - the air line (main line) and spare tanks under each unit of the rolling stock are filled with compressed air;

Braking - the air pressure in the railroad car or the entire train is reduced to activate the air distributors, and the air from the reserve tanks enters the brake cylinders; the latter actuate a lever brake transmission, which presses the pads against the wheels;

Overlap - after braking, the pressure in the line and the brake cylinder does not change;

Vacation - the pressure in the line rises, as a result of which the air distributors release air from the brake cylinders into the atmosphere, at the same time the reserve tanks are recharged by communicating them with the brake line.

Consider schematic diagrams three groups of brakes.

Direct acting non-automatic brake (fig. 7). Such a brake is used on locomotives. The air is pumped into the main tank 2 by the compressor, from where it flows through the supply line 3 to the valve 4, which in its simplest form is a three-way plug valve. Each position of the handle of the tap 4 corresponds to a certain process.

Braking - the supply line 3 communicates with the brake line 5, and air enters the brake cylinders, moving the piston 7 with the rod 8 to the right, as a result of which the vertical lever rotates around the fixed point 9 and presses the brake shoe 10 against the wheel with its lower end;

Overlap - the brake line 5 is disconnected from the supply line 3, the air pressure in the brake cylinders 6 remains unchanged.

Indirect automatic brake (fig. 8). A brake of this type differs from a direct-acting non-automatic one in that a device 6, called an air distributor, and a reserve tank 8 are installed on each rolling stock unit between the brake line 5 and the brake cylinder 7. All passenger cars, electric and diesel trains are equipped with this scheme. Compressor 1, main tank 2 and operator's crane are mounted on the locomotive.

Before the train departs, the brake is charged, for which the handle of the driver's crane 4 is put in the release position I (Fig. 8, a), in which air from the main tank 2 through the supply line 3 through the driver's valve 4 enters the brake line 5 and then through the air distributor 6 - into the reserve tank 8. In this case, the brake cylinder 7 through the air distributor 6 is in communication with the atmosphere At.

To brake the train, the handle of the driver's crane 4 is transferred to the braking position III (Fig. 8, b), the supply line 3 is turned off, and the brake line 5 through the valve 4 communicates with the atmosphere At. When the pressure in the line 5 drops, the air distributor 6 comes into action, disconnects the brake cylinder 7 from the atmosphere and communicates it with a reserve tank 8 filled with compressed air. Under the action of compressed air, the piston of the brake cylinder moves and, using a system of rods and levers, presses the brake pads against the wheels. To release the brake, the driver's valve handle 4 is put in position I. The supply line 3 is in communication with the brake line 5, as a result of which the pressure in it rises and the air distributor 6 communicates the brake cylinder 7 with the atmosphere, and the line 5 - with the reserve tank 8. In the case of opening in in the carriage of the crane for emergency braking (stop-crane) 9 the brakes are automatically applied.

Rice. 8. Diagram of an indirect automatic brake: a - charging and dispensing; b - braking

Shown in fig. 8, the brake is called indirect, or exhaustible, because during braking, the air distributor 6 decouples the brake line from the storage tank 8 and the brake cylinder 7, and when air leaks from the storage tank or brake cylinder, the pressure in them is not restored.

Direct acting automatic brake (fig. 9). This brake consists of the same main parts as the indirect brake. According to this scheme, the brakes of freight cars and locomotives with air distributors 5 No. 135, 270-002, 270-005-1 and 483-000 with flat and mountain modes of release are made. Leaks from the storage tank and the brake cylinder are replenished automatically during service braking or the driver's crane supply shut-off. The fundamental difference between a direct-acting automatic brake and an indirect one lies in the device of the air distributor 5.

Depending on the position of valve 3, the following occurs:

Charging and dispensing - brake line 8 (Fig. 9, a) communicates with the supply line 2 and the main reservoir, the brake cylinder 6 through the air distributor 5 - with the atmosphere Am, and the reserve reservoir 4 through the check valve 7 - with the brake line;

Braking - the pressure in the brake line 8 (Fig. 9, b) is reduced by releasing air by valve 3 into the atmosphere. At. The air distributor 5 comes into action, which disconnects

During braking, as well as in the process of staged release, the air distributor 5 through the check valve 7 replenishes the air leaks in the storage tank 4 and the brake cylinder 6 directly (directly) from the line, therefore such brakes are called direct acting.

By changing the valve 5 of the air pressure in the brake line 8, stepwise braking and stepwise or stepless release are carried out.

3. Location and fastening of braking equipment

air brake freight car

Passenger cars. Air distributor No. 292-001 and electric air distributor 12 No. 305-000 are installed on the bracket of the rear cover of the brake cylinder 13. Under the car there are also a main pipe 3 with a diameter, end valves with intercar connecting hoses 7 and a tee or dust trap 9. Isolation valve 10 is used to turn on and switch off the air distributor 11.

Each passenger carriage has at least three cranes 5 for emergency braking (stop cranes). The reserve tank 15 is connected by a pipe with a diameter to the bracket of the rear cover of the brake cylinder 13. An exhaust valve 14 is installed on the tube from the reserve tank or on the reserve tank. On some types of cars, devices 10 and 12 are mounted on a separate bracket, and the brake cylinder has a conventional cover.

Fig. 10. Diagram of the braking equipment of a passenger car

Freight cars (fig. 11). The two-chamber tank 7 is attached to the car frame by four bolts and connected by pipes to a tee or dust trap 2, a reserve tank 4 and a brake cylinder 10 with a diameter through auto mode 9. The main 6 and main 8 parts of the air distributor are attached to the tank 7.

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Rice. 11. Diagram of the braking equipment of a freight car

An isolation valve 5 in diameter is used to turn on and off the air distributor. On the main pipe there are end valves 3 and connecting sleeves. The end valves are installed with a rotation of 60 ° relative to the horizontal axis. This improves the performance of the sleeves in curved sections of the path and eliminates the impact of the sleeve heads when following through the hump retarders.

Stop valve 1 with the handle removed is installed only on cars with a brake platform.

4. Brake linkage

The linkage of a four-axle freight car (Fig. 12) has the following device.

The piston rod of the brake cylinder 10 and the dead center bracket 11 are connected by rollers with horizontal levers 15, which are interconnected in the middle by a tightening 16, and at opposite ends are articulated by rollers with rods 6. The upper ends of the vertical levers 19 of both bogies are connected to the rods 6, and the lower ends of the levers 3 and 19 are interconnected by a spacer 24.

Fig. 12. Freight wagon linkage

The upper ends of the extreme vertical levers 3 are fixed to the frames of the trolleys using shackles 4 and brackets.

Triangels 5, on which shoes 2 with brake pads are installed, are connected by rollers 18 with vertical levers 3 and 19.

The holes 12 in the levers 15 are designed to install the tightening rollers 16 with composite shoes, and holes 13 with cast iron ones.

To protect the triangels and struts from falling onto the path in the event of their disconnection or breakage, safety angles 22 and brackets 23 are provided. Shoes 2 and triangels 5 are suspended from the bogie frame on suspensions 21 and rollers 20. The rods and horizontal levers near the brake cylinder are equipped with safety and support staples.

When braking, the body of the regulator 17 rests against the lever 8, connected to the horizontal lever 15 by tightening 9. The screw 7 is used to adjust the size A. A similar linkage, differing only in the size of the horizontal levers, has open wagons, platforms and tanks. The action of the linkage of a four-axle car is similar to the action of the linkage discussed above. When braking, the rod (see Fig. 12) with a horizontal lever 15 and tightening 16 moves to the left (as shown). At the same time, the other end of the lever 15, which has a pivot point inserted into the hole 12 or 13, moves together with the adjuster 17, the rod 6 and the upper end of the vertical lever 19 to the right. The vertical lever 19, having a support at the junction of the lower end with the tightening 24, will press the brake shoe against the wheel and the block will become the fulcrum, and the tightening 24 will move to the left, pressing the block of the second axle. After pressing the pads of the left bogie of the car, the tightening 16, having a fulcrum in the bracket 11, will move the horizontal lever 15, the rod 14 and the upper end of the vertical arm of the right bogie to the left, pressing the block to the wheel of the third axle, and then to the fourth.

The linkage of a passenger car differs from the gears of freight cars in that instead of triangels, traverses 17 are used, on the trunnions of which shoes 15 with brake pads 21 are installed. The vertical levers 24 and puffs 23 are suspended from the frame on suspensions 22.

Pressing the brake pads is double-sided; vertical levers are located in two rows on the sides near the wheels.

Rice. 13. Details of the traverse (beam) on the bogie of the passenger carriage: * traverse; 2 - washer; 3 --- cotter pin; 4 - nut; 5 - spring; "6 - shoe suspension; 7 - leash pin; 8 - leash; 9 - shoe with bushings; 10 - check; 11 - composite block.

Rice. 14. Details of the triangel with a dead fit of the shoe (GOST 4686-74) of the freight car bogie (the suspension assembly is shown in the left corner): 1 - triangel; 2 - bookmark; 3 - shoe; 4 - suspension; 5 - safety tip; 6 - check; 7 - cast iron shoe; 8 - castellated nut; 9 - cotter pin; 10 - bushing; 11 - suspension roller; 12 - rubber bushing

Date of the lesson; topic; goal of the work; description and sketches of the main parts and assemblies of the auto brake equipment; diagrams of action of pneumatic brakes; answers to security questions.

test questions

1. What is the autobraking equipment intended for?

2. Location and fastening of the main brake equipment devices on freight and passenger cars.

3. The principle of operation of a direct-acting non-automatic brake.

4. The principle of operation of an indirect non-automatic brake, the main difference from a direct-acting non-automatic one.

5. The principle of operation of the direct-acting automatic brake. The main difference from direct-acting non-automatic.

6. The principle of operation of the electro-pneumatic brake. How it works in the event of a failure of the electrical part of the brake.

7. The design of the linkage of freight and passenger cars.

8. Name the power supply devices in the brake system of the train, their purpose.

9. Name control devices, their purpose.

10. Name the braking devices, their purpose.

11. How is the automaticity of pneumatic brakes ensured?

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Freight car brake equipment design. Mechanical braking equipment of a freight car. Summary of theory

Laboratory work No. 11

Summary of theory

Send your good work in the knowledge base is simple. Use the form below

INSTRUCTIONS

to laboratory work No. 11

GENERAL DEVICE OF BRAKING EQUIPMENT FOR FREIGHT AND PASSENGER CARS

in the discipline "Wagons (general course)"

Compiled by A.V. Pargachevsky,

G.V. Efimova, Art. teacher;

M.N. Yakushkina, assistant

Irkutsk 2005

Laboratory work No. 11. General arrangement of braking equipment for freight and passenger cars

Purpose of work: To study: the general device of the braking system of the vag she; location of the main devices of auto-brake equipment on freight and passenger cars; types of pneumatic brakes, their braking modes.

Summary of theory

The braking equipment of the cars is designed to create and increase the resistance forces to the moving train. The forces that create artificial resistance are called braking forces.

The air distributor is connected to the brake line (M), the storage tank and the brake cylinder by means of pipes (Fig. 3).

An isolation valve is installed on the pipe between the brake line (M) and the air distributor (ВР), which should be closed in case of a faulty autobrake of the car - the valve handle is located across the pipe.

The brake cylinder is bolted to the brackets installed on the car frame and connected to the air distributor using a pipe (Fig. 4).

When braking, the force from the rod of the brake cylinder (TC) is transmitted through the horizontal levers and the tightening of the horizontal levers to the rods connected to the brake linkage of the bogie.

To secure a single-standing freight car from spontaneous departure, it has a parking (hand) brake, the main elements of which are shown in Fig. 6. A similar device has a parking brake for passenger cars. These brakes are activated manually by turning the handwheel or handle.

In addition to these units, the braking equipment of some types of freight cars has an auto mode - this is a device that automatically regulates the air pressure in the brake cylinder, depending on the load of the car. Installed between the air distributor and the brake cylinder.

In some types of passenger cars, an anti-skid device is installed that provides automatic pressure reduction in the brake cylinder to stop the wheelset slipping when the car is in motion.

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