Brake system of the car. Brake equipment of cargo wagons brake equipment braking truck

The pneumatic part of the brake equipment (Fig. 7.11) includes the brake line (air liner) B diameter of 32 mm with end cranes 4 valve or spherical type and connecting interband 3; The two-chamber reservoir 7, connected to the brake trunk of a 18 mm with a decoded pipe with a diameter of 19 mm through a disimpassal valve 9 and dust - Tee 8 (Crane 9 from 1974 is installed in tee 5); reserve reservoir 11; brake cylinder 1; Air distributor No. 483 m with a trunk 12 and the main 13 parts (blocks); Cautions No. 265 A-000; Stop crane 5 with a handle shot.

The authorship is used to automatically change the air pressure in the brake cylinder, depending on the degree of loading of the car - which it is higher, the greater the pressure in the brake cylinder. If there is an autoremor handle on the carrier car, the air distributor of the air distributor is removed after the air distributor mode switch will be put on the loaded mode with pig-iron brake pads and the average mode with composite brake pads. Refrigerated cars have no authorship. The reserve reservoir has a volume of 78 liters in four-axle wagons with a braking cylinder with a diameter of 356 mm and 135 liters in an eight-axis car with a braking cylinder with a diameter of 400 mm.

Charging the reservoir 7, spool and working chambers of the air distributor of the spare tank 11 is made from the brake line 6 with an open dismissal crane 9. In this case, the brake cylinder through the main part of the air distributor and the authorship 2 is reported to the atmosphere. When braking, the pressure in the brake line is reduced through the driver's crane and partially through the air distributor, which, when triggered, turns off the brake cylinder 1 from the atmosphere and informs it with a spare tank 11 before aligning the pressure in them with full service braking.

The brake lever transmission of cargo wagons is made with one-sided press of brake pads (except for six-axle wagons, in which the average wheel pair in the cart has two-sided pressing) and one braking cylinder, reinforced on the ridge beam of the wagon frame bolts. Currently, in an experienced manner, some eight-axis tanks without a ridge beam are equipped with two brake cylinders, from each of which the effort is transmitted only to one four-axle tank truck. This is done to simplify the design, facilitate brake lever transmission, reduce the power losses in it and increase the efficiency of the brake system.

The brake lever transmission of all cargo wagons is adapted to the use of cast iron or composite brake pads. Currently, all cargo wagons have composite blocks. If you need to transition from one type of pad to another, it is necessary to change only the transfer number of the brake lever transmission by rearranging the tightening rollers and horizontal levers (a hole with composite pads located to the braking cylinder, and, on the contrary, with pig-iron pads). The change in the gear ratio is due to the fact that the friction coefficient of the composite pad is about 1.5-1.6 times more than that of cast iron standard pads.

In the brake lever transmission of the four-axle freight car (Fig. 7.12), the horizontal levers 4 and 10 are cranked with a rod b and bracket 7 on the back cover of the brake cylinder, as well as with a load 2 and the automorentor 3 and with a load 77. Between themselves they are connected to the tightening 5 , Holes 8 which are designed to install rollers with composite pads, and holes 9, with cast iron brake pads.

Trucks 2 and 77 are connected to vertical levers 7 and 72, and the levers 14 are connected to the earring 13 dead points on the pivot beams of the carts. Between themselves, the vertical levers are connected by struts 75, and their intermediate holes are hinged with struts of 17 triangles with brake shoes and pads that are connected to the suspensions 16 with the brackets of the side frames of the trolley. Fall protection on the path of brake lever transmission parts is provided by special tips of 19 triangels located above the shelves of side frames of the trolley. The gear ratio of the brake lever transmission, for example, a four-axle semi-haircon, at the shoulders of horizontal levers 195 and 305 mm and vertical levers 400 and 160 mm equal to 8.95.

The brake lever transmission of the eight-axis car (Fig. 7.13, a) is mainly similar to the transfer of a four-axle car, the difference consists only in the presence of a parallel transmission of effort on both four-axle carts on each side through the craving 1 and balancer 2, as well as shorten by 100 mm of the upper shoulder vertical Levers.

In the lever transmission of the six-axle car (Fig. 7.13,5), the transfer of force from the brake cylinder to the triangels in each trolley does not occur in parallel, but sequentially.

Passenger cars. The air distributor No. 292 and the electric agriculture distributor No. 305 are installed on the working chamber 11, which is mounted on the brake cylinder rear cap bracket. Under the car, the main pipe 1 1/4 ", end taps 2 with connecting sleeves 1 and heads, a tee-dust-dust 8. The brake line is connected by tap 9 through the dismissal crane 10 with the air distribution unit (Fig. 2.5).

In each passenger car there are at least three stop cranes 4, two of which are located in Tambura cars. 78l reserve reservoir is connected by pipe 1 "with a brake cylinder back cover. On the pipe from the spare tank or on the spare tank, the exhaust valve 15 is installed.

Fig. 2.5. Brake equipment of the passenger carriage

1 - Connecting sleeve R17B with connecting head No. 369a, 2 - end crane No. 190, 3 - connecting box two-pipe No. 316, 4 - Stop crane No. 163, 5 - Three-tube connecting box, 6 - Conditis, 7 - insulated suspension, 8 - Tee-Dyelleovka, 9 - Distribution, 10 - Disranged Crane No. 372, 11 - Working Camera, 15 - Exhaust Valve No. 31, BP - Air distributor No. 292, EVR - Electrol-shrewdriver No. 305, TC - Brake Cylinder 14 "No. 501b, SP - 78l spare tank

The working and control wires of the electropneumatic brake are laid in steel pipe 6 and are connected to the terminal two-pipe 3 and medium three-pipe 5 boxes. From the middle box, the wire in the metal tube is suitable for the operating chamber of the electric agriculture, and from the end boxes to the contacts in the interconnect sleeve connecting head.

When charging and vacating the brakes, the air from the highway through the air distributor enters the reserve reservoir, and the brake cylinder through the air distributor is reported to the atmosphere. When braking, the air distributor is triggered, turns off the brake cylinder from the atmosphere and informs it with a spare tank. With full braking, the pressure values \u200b\u200bin the spare tank and the brake cylinder are aligned.

Cargo cars. The two-chamber reservoir 7 is attached to the car frame by four bolts and is connected by pipes with a dust-dust 5, a spare tank of 78l and a braking cylinder 14 "through the autorem. The trunk 9 and the main part of the air distributor (Fig.2.6) are attached to the two-chamber reservoir.

Disadvantaged Crane 8 is installed in a dust-dust 5 before tap 10 and is used to turn off the air distributor.

On the main air duct there are end cranes 2 and connecting sleeves 1. The end cranes are installed with a rotation of 60 ° relative to the horizontal axis. This improves the operation of the sleeves in the curves of the path and eliminates the hose head blows when follows through the hurry moderators and the shooting transfers.

Stop crane 3 with a handle shot only on cars with a braking platform.

Fig. 2.6. Brake equipment freight car

1 - Connecting Sleeve R17B, 2 - End Crane No. 190, 3 - Stop Crane No. 163, 4 - Brake Magistral, 5 - Tee-Dyelleovka, 6 - Main Part, 7 - Two-chamber Reservoir No. 295, 8 - Disranged Crane No. 372 , 9 - Main part, 10 - Distribution, ar - Customer number 265, BP - Air distributor № 483, TC - brake cylinder 14 "No. 188b, SP - Spare Tank 78l

When charging and vacationing the brakes, compressed air from the brake line enters a two-chamber reservoir and fills the reserve tank, the main, spool and operating chamber of the air distributor. The brake cylinder is communicated with the atmosphere through the authorship and the main part of the air distributor. Upon decreasing pressure in the highway, the air distributor reports the reserve reservoir with a braking cylinder. On the wagons without authorry, the pressure in the brake cylinder is installed by the manual switch of the deceleration modes of the air distributor depending on the loading of the car and the type of pads. On the wagons with the autorespot, the switch mode of braking is installed on the average mode with composite pads and on the loaded mode with pig-iron pads, and its handle is removed.

High-speed passenger cars.The high-speed car is equipped with pneumatic, electropneumatic, disc, magnetorec and manual brakes (Fig. 2.7).

Along the entire car, the nutritious PM and the brake TM highway endowed with connecting sleeves 18 with end cranes 4, as well as a highway 2, which is designed to connect additional air consumers of electropneumatic doors and a vacuum type toilet (through a dismissant crane 3). Four stop cranes are installed on the brake highway, and the TM connecting sleeves are equipped with universal heads and are fixed on insulated pendants. The working and control electrical wires of the electropneumatic brake are laid in the steel pipe and are connected to the terminal two-pipe and medium 17 three-pipe terminal boxes. From the middle terminal box 17 there is a removal of the working wire to the EVR electrically agriculture.

The carriage is equipped with air distributor BP, an electric model distributor, three RD1 pressure relay, RD2, RD3, pneumatic cylinders of PC1-PC8 Magnetic brake, brake cylinders TC1-TC8 with built-in rod output regulators, an anti-free device (includes pulsed sensors, dropping valves 10 and central electronic unit) , a spare reservoir of Vom volume 55l, as well as the control tank of the RU volume 100l and two nutritional reservoirs of PR1, PR2 volume, respectively, 170 and 78 liters. Each of the air tanks is provided with trigger cranes.

The RU control reservoir is filled with compressed air from the nutrient line through a dismissal crane 19, choke DR1 with a diameter of 2.5mm and the C1 check valve. Charging the nutrient reservoirs of PR1, PR2 is carried out from the brake line through the dismissal crane 14, the three-way crane 11 and the throttle DRO2 with a diameter of 2.5mm: the reservoir of PR1 - through the disordant crane 12 and the CO2 reverse valve; The reservoir of the PR2 is through the dismantling crane 13 and the CO3 check valve. From the reservoir PR1, the compressed air passes to the pressure relay of the PD1 and PD2 through which the brake cylinders of the TC1-TC8 are filling, and from the PR2 reservoir to the PD3 pressure relay, which controls the filling of pneumatic cylinders of PC1-PC8 magnetorecore brakes.

The reserve reservoir of the SG is charged from the TM brake line through the dismissal crane 5 and the air distributor.

Fig. 2.7. Brake equipment high-speed passenger carriage

1 - Stop crane № 163, 2 - highway of additional consumers of air, 3 - dismissal crane № 372, 5 - dismissal crane № 377; 9, 12-16, 19 - Disconnecting cranes № 379, 4 - end crane № 4304, BP - air distributor № 292, EVR - Electrol-shifter distributor No. 305, 8 - exhaust valve № 4310, 10 - Dumping valve, 11 - three-way crane No. -220, 17 - Terminal box, 18 - connecting sleeve № P17B; MN1, MN2 - manometers; PD1-RD3 - pressure switch No. 404, TC1-TC8 - brake cylinders № 670g, PC1-PC8 - Pneumatic cylinders lowering magnetorec brake shoes, EPV - Electropneumatic valve No. 120A, F1-F3 - Filters No. E-114, D1-D6 pressure signaling devices No. 115; DR1, DR2 - chokes 2,5mm, CO1-CO3 - check valves, LTC - "false" brake cylinder 12l, SP - the reserve reservoir 55l, ru - control tank 100l; PR1, PR2 - nutrient tanks volume, respectively, 170l and 78l

With pneumatic (or electropneumatic) braking, an air distributor or an electric agriculture is triggered, which reports SM with control chambers of the PD1 pressure relay, RD2. The pressure relay in turn is triggered to brake and paste compressed air from the PR1 nutritious reservoir into the brake cylinders of the TC1-TC8 of both trucks.

To protect the wheeled pairs of each trolley from the junction (UNO), an emergency device is used. If there is an axial sensor of the anti-free device, it gives a signal to the appropriate dropping valve 10, which dismisses the nutritional reservoir of PR1 with brake cylinders and at the same time produces compressed air from the shopping center of this wheel pair (or wheel pairs of one or both carts), thereby reducing the key to brake lining. After reducing the pressure in the shopping center and equalizing the velocities of wheel steam, the dropping valve reports the reservoir of PR1 (through the pressure switch) with the brake cylinders and the braking process continues with the previous efficiency. On pipelines between the dropping valve 10 and the brake cylinders of each wheel pair, the D3-D6 pressure signaling devices are installed, signaling the operation of the anti-free device.

The service braking of the wagon is carried out only with a disk brake. The magnetorel brake is applied only with emergency braking and acts together with the disk. The duration of the magnetorel brake is not more than five minutes.

On the pipeline between BP and the pressure relay, an additional reservoir is installed, a volume of 12 liters - the "false" brake cylinder of LTC and the pressure signaling device d2. The presence of a false brake cylinder artificially increases the amount of pressure switch control chambers, which in turn provides a certain limit pressure value, which is installed in the brake cylinders at the corresponding discharge of the brake line during pneumatic braking or in the electropneumatic brake braking.

D2 pressure warning device serves to obtain information on the presence or absence of pressure in the shopping center. In the presence of compressed air into the shopping center, the signaling device closes its contacts in the power supply circuit of the signal lamps, which are installed on the wagon frame (one on each side of the car) and in the service room.

When the brakes of BP or the EVR release air to the atmosphere from the control chambers of the PD1 pressure relay, RD2, which, in turn, empty in the atmosphere of TC1-TC8 brake cylinders.

On the pipeline between the SP and the air distributor, an exhaust valve 8 is installed, which is designed to leave the brake manually. The leashes from the valve 8 are derived on both sides and inside the car (in the passenger interior).

The operation of the magnetorecore brake is carried out as follows: when the brake line is discharged, the d1 pressure signaling device is turned on, located on the TM tap between the dismantling crane 14 and the three-way crane 11. In this case, the power supply of the EPV electropneumatic valve is powered through the F3 filter begins to pass compressed air from the nutrient Reservoir PR2 to the control chamber of the pressure switch RD3. The PD3 pressure switch is triggered as a repeater and reports the reservoir of PR2 with pneumatic cylinders of PC1-PC8 lowering the magnetorec brake shoes.

To shut down the brake system of the car, it is necessary to overlap the dismissal crane 5 to the air distributor 6 and the dismissal valve 14 to the nutritional reservoirs of PR1, PR2.

Passenger car with KE-GPR brake.The passenger carrier of the international report of Russian railways is equipped with a Ke-GPR brake with air distributor 4 and a tank 5 volume 9l (Fig. 2.8).

Fig. 2.8. BRAKE EQUIPMENT OF PASSENN WAGONS BRAKE KE-GPR

1 - axial sensor, 2 - safety valve, 3 - dumping valve, 4 - air distributor KE S; 5, 9 - reservoirs of 9l; 6, 7 - Spare tanks, 8 - axial regulator, 10 - air filter, 11 - choke. 12 - valve, 13 - pressure switch, 14 - handle switching modes of braking, 15 - handle on and off brakes, 16 - leash, 17 - button for checking the maintenance of authorship, 18 - a box with a pressure gauge and a button for checking the axial regulator, 19 - Sensor, 20 - additional reservoir

The spare tanks of cars have volumes of 150l and equipped with brake cylinders with a diameter of 16 ".

On each axis, an axial sensor 1 of the anti-free device is mounted, a safety valve 2 in case of a hose breakdown to the sensor 1 and a dropping valve 3 to automatically disjuve the wheels during the UZH.

The car is equipped with a speed control device, which consists of an axial controller 8, a tank 9 of volume 9l, air filter 10 and chokes 11 with a 2mm hole.

To test the action of the axial regulator 8 in the box 18 there are a pressure gauge and a button, and a manometer in the service room. The regulator 8 at a speed of 90-100 km / h provides in the process of braking on the high-speed PS (R) mode, in the brake cylinders 3.6-3.8kgs / cm 2 (series of series 15) or 3.8-4,0kgs / cm 2 (series of series 17 and 77), and at a speed below 90 km / h -, respectively, 1.6-1.8 or 2.1-2,3CGs / cm 2, which is the utmost pressure on the cargo mode T (G) and Passenger PC (P). The brake line of diameter 1 "is equipped with four connecting sleeves with end cranes.

The turning on and off of the brakes is made by handle 15, and the vacation is manually by a leash 16. The handle 14 is designed to switch the PS modes, T, and P. The mail wagon is additionally equipped with a device for automatically controlling the pressing force of the brake pads in accordance with the loading of the car (autorem) with two sensors 19 , two pressure relays 13, two additional tanks 20 with valves 12 to shut down in case of a hose break to the sensor 19. And also button 17 to check the service of the authorry.

The brakes of railway rolling stock are intended to regulate the speed of movement from the maximum possible stopping, as well as the hold of the composition in place.

Classification of brakes and their basic properties.

The brakes are classified according to the methods of creating brake power and the properties of the control part.

According to methods for creating brake force, friction and dynamic brakes differ. The properties of the control part distinguish the brakes automatic and not automatic. On the rolling line-up of railways of Russia, five types of brakes are applied:

1. Parking (manual) - they are equipped with locomotives, electromotive and self-propelled rolling stock passenger and cargo wagons.
2. Pneumatic - they are equipped with the entire rolling stock using compressed air.
3. Electropneumatic - they are equipped with passenger cars and locomotives, electromotor rolling stock and diesel trains.
4. Electric (dynamic and reversible) - they are equipped with separate series of locomotives and electric trains.
5. Magnetic rail - they are equipped with high-speed trains.

Applied as additional to EPT and electric.

1. Parking manual brakes consist of a gearbox and system of levers and (or) chains. Manually driven and provide hold on the place of a mobile unit with long parking.

1. The device of pneumatic brakes.

Pneumatic brakes have:

- single-wire highway to provide compressed air and remote control operation of brake equipment;

- brake control devices;

- braking devices.

Pneumatic brakes used on rolling stock are divided into automatic and non-automaticas well as on passenger (with fast brake processes) and on freight (with slow motion processes).

Automaticthey are called brakes that, when the train or braking line, as well as when opening a stop crane from any car, automatically come into effect due to the reduction in pressure in the highway (the brake leave occurs when the pressure increases).

Nautomaticthe brakes, on the contrary, come into effect while increasing pressure in the pipeline, and the brake release occurs when the air is released.

On the principle of action are divided into:

— direct non-automatic ;

— Not expensive automatic ;

— Direct automatic.

Directly non-automatic the brake is called for the fact that in the braking process, the brake cylinders are communicated with the power supply, and when the train breaks, it does not fit into operation. If there was air in the brake cylinders at that moment, then it will immediately come out and there will be a vacation. In addition, this brake is inexhaustible, since with the help of the driver's crane, you can always increase the pressure in the brake cylinders, which has decreased due to air leaks.

Not direct automatic the brake differs from the direct non-automatic in the fact that on each unit of rolling stock between the brake trunk and the braking cylinder, the air distributor is established, connected to the spare tank, which contains the supply of compressed air. The brake is called not directly because in the process of braking the brake cylinders are not communicated with the power supply (main tanks). With long-term braking due to the impossibility of replenishing spare tanks through the brake line, the air pressure in the brake cylinders and spare tanks decreases and therefore the brake is exhaustible.

Direct automatic the brake consists of the same components as indirect. Thanks to the special device of the driver, the driver and the air distributor automatically maintains the pressure in the brake line, you can adjust the braking force on the train towards zooming and decreasing at the right limits. If in the process of braking the pressure in the brake cylinders will decrease as a result of leaks, it will quickly restore due to air flow from spare tanks. As soon as the pressure in the spare tank becomes less than in the highway, the check valve will open and the air will replenish the spare tank and then the brake cylinder. The brake line in turn is automatically replenished through the driver's crane from the main tank. Thus, the pressure of the brake cylinder can be maintained for a long time. This automatic not direct brake differs from automatic direct.

When maintaining wagons, brake equipment maintenance is performed. At the same time, the following requirements are established by the "Rules for servicing auto-brake equipment and managing brakes of railway rolling stock":

Requirements for the performance of technical

Maintenance of brake equipment of cargo wagons.

For maintenance, each cargo wagon needs:

- check the health of the brake equipment;

- check the availability and serviceability of fasteners and safety (support) brake equipment devices;

- in the brake lever transmission, check the presence of axes, washers, linings, compliance and correctness of their formulation;

- Check the condition, thickness of the brake pads and their location relative to the surface of the wheel riding;

- check the adjustment of the outputs of the brake cylinders and brake lever transmission;

- to control the correctness of the inclusion of air distributors to the "Plain" or "Mountain" mode;

- Control depending on the presence or absence of automatine on the car, such as pads (composite or cast iron), loading the car, type and model of the car, the correctness of the air distributor to the braking mode "empty", "medium" or "loaded".

7 At the points of formation of freight trains and maintenance points at stations preceding steep protracted descents, the wagons must be checked the action of parking (manual) brakes.

8 When maintaining the composition of wagons or trains, it is necessary:

- to control the combustion hoses connecting between cars, car composition and locomotive - make sure that the connecting sleeves are connected, the end cranes between the wagons, the composition of the wagons and the locomotive is open, the tail end faucet is closed;

- to control the inclusion of brakes in the wagons - make sure that the dismissal cranes on the supply pipes to the air distributors are open;

- to monitor the density of the brake pneumatic network of the composition of cars, which must comply with the established standards;

- to control the action of the brake of each car in braking and vacation;

- Control the outlet of the stock of brake cylinders on each car.

9 All brake equipment should be securely fixed, weakened fastening parts must be tightened, instead of the faulty and missing parts and safety (support) devices, serviceable fittings and safety (support) devices must be dried.

10 In rubber-textile tubes of connecting sleeves is not allowed, the presence of bundles, supervisors and deep cracks, reaching the textile layer, detachal of the external or inner layer.

11 Vertical axes in brake lever transmission, must be installed heads up. The axes set horizontally must be addressed to the washers out from the longitudinal axis of the car. Horizontal axes located on the longitudinal axis of the car must be addressed to the heads in one direction.

On the axis of the brake lever transmission, standard washers and hopnes must be installed. Both linen branches should be divorced to the angle between them at least 90º. If you need to replace the plots, it is necessary to install new, reuse of hoptes are prohibited.

The distance between the washer and pin in the hinge joints of the brake lever transmission should not exceed 3 mm. It is allowed to adjust this size by setting no more than one additional washer of the required thickness, but not more than 6 mm, with the same hole diameter, like the main washer.

The contact bar must be securely fixed on the supporting beam with fasteners.

Under the contact bar, adjustment planks fixed on the support beam at the same time with the contact bar can be installed. Warning adjustment slats over the contact bar is prohibited.

13 The brake pads should not have freshers and cracks, performing the edge of the outer face of the wheel rim by more than 10 mm. On freight cars with passenger trucks, the output of the pads behind the edge of the outer face of the wheel rim is not allowed.

The minimum thickness of the brake pads at which they are subject to replacement (the thickness of extremely worn brake pads) is set depending on the length of the warranty area, but not less:

- cast iron - 12 mm;

- composite with metallic stamped frame - 14 mm;

- composite with net-wire frame - 10 mm.

Composite brake pads with a mesh-wire frame can be distinguished from composite brake pads with a metal stamped frame on an eye, filled with a friction composite mass.

The thickness of the brake pad should be checked from the outdoor side of the trolley.

With wedge-shaped wear, the thickness of the brake pad should be monitored at a distance of 50 mm from the thin edge of the pad.

With the wear of the side surface of the brake pads from the ridge side, it is necessary to check the condition of the triangels, traverse (in cargo cars with passenger type carts), brake shoes and their suspension, replace brake pads.

The minimum thickness of the newly installed brake pad must be at least 25 mm, while the wedge-shaped wear is not allowed.

14 It is forbidden to install composite brake pads on wagons, the lever transmission of which is installed under cast iron pads (the axis of the tighteners of horizontal levers are located in the holes located on the brake cylinder), and, on the contrary, it is not allowed to put pig-iron brake pads on wagons, the lever transmission of which is installed under Composite pads.

The exception is the service and diesel wagons of the refrigerated rolling stock, as well as cargo wagons with the diesel branch of five-thug refrigerated sections, the brake lever transmission is calculated only on cast iron pads (horizontal brake levers have one hole for a tightening connection). On such cars, composite brake pads are allowed under the mandatory condition that the air distributors of these wagons must be fixed on the "empty" mode of operation of the air distributor.

Wagons with tara from 27 tons and more, including six-axle and eight-axis wagons, is allowed to operate only with composite brake pads.

When replacing the brake pads, you must comply with the following conditions:

- on one car must be installed pads of one type and design;

- Pads on one axis should not differ in thickness by more than 10 mm.

15 With properly adjusted brake lever transmission:

- The output of the stock of the brake cylinder should be within the norms shown in Table II.1 of this Regulation.

The exit standards of the brake cylinder rods in the wagons with brake lever transmission, not equipped with regulators, are established before the steep protracted descents are established by the technical and administrative document of the infrastructure owner;

- The distance from the end of the protective pipe of the brake lever transmission controller (hereinafter referred to mm;

- the resistant lever of the drive (stop) of the regulator when the brake of the car should not touch the controller housing;

- The angles of inclination of horizontal, intermediate and vertical levers must ensure the healthy state of the brake lever transfer of the car to the limit wear of the brake pads.

If you need to adjust the brake lever transmission of wagons, equipped with a regulator, must be adjusted to maintain the output of the brake cylinder rod at the lower limit of the rum output set.

Table II.1.- outlet of the brake cylinder of cargo wagons

Note () * for wagons equipped with adapters.

16 All faults identified when maintaining wagons must be eliminated.

17 When troubleshooting in a car that cannot be eliminated at a station that does not have a maintenance point is allowed to follow the car in the train with the brake turned off to the nearest maintenance point provided that it does not threaten traffic safety.

18 MAINTENANCE Maintenance of brake equipment of high weight trains and length (freight trains of conventional or special formation) and connected trains are allowed to perform in the compositions on different ways with the mandatory complete testing of auto motors in each composition subject to subsequent adhesion during the formation of the train.

Requirements for the maintenance of the maintenance of the brake equipment of passenger cars of locomotive traction and passenger type cars

19 With car maintenance check:

- The state of the nodes and parts of the brake equipment for compliance with their established standards. Details that do not ensure normal brake operation must be replaced;

- The correct connection of the sleeves of brake and nutritious highways, the opening of the end cranes between the wagons and dismissal cranes on the supply air pipes, as well as their condition and reliability of the attachment. The correctness of hanging the sleeves and the reliability of hanging and closing the end crane on the tail carriage. With the adhesion of passenger cars equipped with two brake lines, sleeves, located on one side of the axis of the motor arms along the movement;

- the lack of touches by electric intervagon joints of the brake hose heads, as well as unauthorized touch of the end sleeves of brake and nutritious highways among themselves;

- correctness of the inclusion of air distributor modes on each car, taking into account the number of cars in the composition;

- the density of the brake network of the composition, which must comply with the established standards;

- Action of auto motors on sensitivity to braking and vacation, the effect of an electropneumatic brake with the control of the integrity of the electrical circuit of the composition, the absence of a circuit of the electropneumatic brakes with each other and on the car body, the voltage in the chain of the tail car in braking mode. Check the action of the electropneumatic brakes to produce from the power source with a stable output voltage of 40-50 V, while the voltage drop in the electrical circuit of the electropneumatic brake wires in the braking mode in terms of one carriage of the checked composition should be not more than 0.5 V for compounds up to 20 cars inclusive and not more than 0.3 V for larger length compositions. Air distributors and electric agricultural distributors working unsatisfactory, replace in good terms;

- The action of the anti-union device (if available). To check the mechanical anti-free device, it is necessary after made full of service braking through the window in the sensor case, turn the inertial cargo. At the same time, air from the brake cylinder of the checked trolley is released through a dropping valve. After stopping the impact on the cargo, it should be returned to the starting position, and the braking cylinder is filled with compressed air to the initial pressure, which is controlled by a pressure gauge on the side wall of the car body. Check must be carried out for each sensor.

To check the electronic connecting device, it is necessary to check the functioning of the discarding valves by starting the test program after the full service braking is performed. In this case, a consistent reset of air should occur on the appropriate wheel pair and the activation of the corresponding signaling devices for the pressure of the compressed air of this axis on board the wagon;

- action of the high-speed controller (if available). To check, you must click on the full service braking, click the Speed \u200b\u200bController button. The pressure in the brake cylinders should increase to the established value, and after stopping pressing the pressure button in the cylinders should decrease to the initial value.

After checking, turn on the brakes of cars to the mode corresponding to the upcoming maximum speed of the train;

- The action of the magnetorebel brake (if available). To check, you need to click on the magnetorecore brake check button after emergency braking. At the same time, the shoes of the magnetorecore brake should fall on the rails. After stopping pressing the button, all the shoes of the magnetorecore brake should be climbed into the upper (transport) position;

- The correct control of the brake lever gear. The lever gear must be adjusted so that the distance from the end of the covering pipe of the screw pipe of the autoretor 574B, RTPP-675, RTPP-675m, to the connecting thread on the screw repeat, there were at least 250 mm when sending from the formation and turnover and at least 150 mm at verification at intermediate items of technical inspection.

When applying other types of automoretors, the minimum length of the controlling element of the steering is sent from the formation and turnover item and when checking at intermediate items, the technical inspection should be specified in the operating manual of the specific model of the car.

The angles of inclination of horizontal and vertical levers must ensure normal lever transmission operation to limit wear of the brake pads. In the brake, the lead horizontal lever (horizontal lever on the side of the brake cylinder stem) must have a slope towards the trolley;

- The output of the stock of brake cylinders, which should be within the limits specified in Table III 1 of these Rules.

- The thickness of the brake pads (linings) and their location on the surface of riding the wheels.

The thickness of the brake pads for passenger trains should provide the ability to prey without replacing from the point of formation to the turnover point and back and is established by local rules and norms based on experienced data.

The output of the pads from the surface of the riding for the outer face of the wheel is not allowed.

The minimum thickness of the pads in which they are subject to replacement is set depending on the length of the warranty area, but not less: pig-iron - 12 mm; Composite with a metal back - 14 mm, with a net-wire frame - 10 mm (pads with a mesh-wire frame are determined by the filled friction mass of the ears).

The thickness of the brake pad is checked from the outdoor side, and with a wedge-shaped wear - at a distance of 50 mm from a thin end.

In the case of wear of the side surface of the wheel ridge, check the state of traverse, brake shoe and brake shoe suspension, identified disadvantages, replace the block;

Metal-ceramic lining with a thickness of 13 mm and less and composite linings with a thickness of 5 mm and less than the outer radius of the linings are replaced. The thickness of the lining should be checked at the top and bottom of the lining in the lining holder. The difference between the top and bottom of the lining in the holder of the lining is not more than 3 mm is allowed.

Table III.1.- outlet of stock brake cylinders of passenger cars, mm

Notes.

1 The outlet of the brake cylinder stock with composite pads on passenger cars is indicated taking into account the length of the clamp (70 mm) installed on the rod.

2 Outputs of brake cylinder rods for other types of wagons are installed in accordance with the manual for their operation.

On passenger cars with disk brakes, additionally check:

- Summary gap between both overlays and disk on each disk. The gap between both overlays and the disk should be no more than 6 mm. On cars equipped with parking brakes, clearances check upon vacation after emergency braking;

- the lack of air passage by the check valve on the pipeline between the brake trunk and the additional nutritional reservoir;

- the state of surface friction surfaces (visually with rolling cars);

- The serviceability of the pressure of compressed air on board the car.

20 It is forbidden to install composite blocks on wagons, the lever transmission of which is rearranged under cast iron pads (i.e., the axis of the horizontal levers are located in the holes located on the brake cylinder), and, on the contrary, it is not allowed to install cast iron pads on wagons, lever transmission Rearranged for composite blocks, with the exception of passenger cars with gearboxes, where pig-iron pads can be used to 120 km / h.

21 Passenger cars operated in trains with speed speeds over 120 km / h should be equipped with composite brake pads.

22 When inspecting the composition at the station, where there is a service item, the wagons must identify all brake equipment malfunctions, and the parts or devices with defects are replaced with good.

When a malfunction of the brake equipment of the wagons at stations where the maintenance point is missing, follow this car with the brake turned off, subject to the safety of movement to the nearest maintenance point.

23 At the points of formation and turnover of passenger trains, inspections of the wagons are required to test the health and action of parking (manual) brakes, paying attention to the ease of actuating and pressing the pads to the wheels.

The same testing of the parking (manual) brakes of inspections of the wagons should produce at stations with maintenance points preceding steeply tightened descents.

24 Check the distance between the brake hose heads of the brake lugs with electrical tips and plug connectors of the intervagon electrical connection of the lighting chain of wagons during their connected state. This distance must be at least 100 mm.

AUTO MODELY EQUIPMENT

Composition.

1. Classification of brakes and their basic properties.

Brakethe device is called on the rolling stock, with which the artificial resistance of the movement is created, as a result of which the speed is reduced or stopping the train.

Braking distances- distance traveled by train in time from the moment of translating the handle of the driver's crane or crane of emergency braking in the braking position until a complete stop.

Torkemose classifiedby ways to create brake force and properties control part. According to methods for creating brake force, friction and dynamic brakes are distinguished. According to the properties of the control part, brakes are distinguished automatic and non-automatic.

On the rolling stock of railways of the Russian Federation, five types of brakes are applied:

1. Parking (manual)- They are equipped with locomotives, passenger cars and about 15% of cargo wagons;

2. Pneumatic- they equip the entire rolling stock using compressed air;

3. Electropneumatic- They are equipped with passenger locomotives and wagons, electric trains and diesel trains;

4. Electric(dynamic or reversible) - they are equipped with separate series of locomotives and electric trains;

5. Magnetic rail- They are equipped with high-speed trains. Applied as additional to EPT and electric.

Parking, pneumatic and electropneumatic brakes belong to the category friction brakes, uwhich friction force is created directly on the surface of the wheel or on special disks, rigidly connected with wheeled pairs.

Basic brakeon rolling stock is pneumatic.

Each type of brake in turn is divided into groups, subgroups and for appointment - passenger, cargo and high-speed.

2. Pneumatic brakes.

Pneumatic brakes have a single-wire line (aircase), laid along each locomotive and a car for remote control of the air distributors to charge spare tanks, filling the brake cylinders with compressed air when braking and messages with the atmosphere on vacation.

Pneumatic brakes used on rolling stock are divided into automaticand non-automaticas well as passenger (with fast brake processes) on freight (with slow motion processes).

Automaticare called brakes that, when breaking a train or brake line, as well as when opening a stop crane from any car, automatically come into effect due to a decrease in air pressure in the highway (the brake leave occurs when the pressure increases),

Nautomaticthe brakes, on the contrary, come into effect while increasing the pressure in the pipeline, and the brake occurs when the air is released.

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

Charging- air luminaries (highway) and the fiber reservoir under each unit of rolling stock are filled with compressed air;

Braking- produced by a decrease in air pressure in the wagon highway or the entire train to actuate the air distributor and air from the spare tank in the braking cylinder, where the compressed air energy is converted to the mechanical, leading the brake lever transmission, which presses the pads to the wheels;

Pliers- after the braking produced, the pressure in the highway and the brake cylinder does not change;

Vacation- The pressure in the highway increases, as a result of which the air distributor releases air from the brake cylinders into the atmosphere, simultaneously recharge the spare tank by means of a message with the brake trunk.

The pneumatic brake used on the railway rolling stock on the principle of action can be divided into 3 groups:

Straightforward non-automatic;

Indirect automatic;

Direct automatic.

Straightforward non-automaticthe brake is called because in the braking process, brake cylinders are communicated with the power supply, and when the train breaks, it does not fit into operation. If there was compressed air at this moment in the brake cylinders, it will immediately come out and refrusts. In addition, this brake is inexhaustible, since with the help of the driver's crane, you can always increase the pressure in the cylinders, which has decreased due to air leaks.

Indirect automaticthe brake is different from a non-automatic busy in that on each unit of rolling stock between the brake trunk and the braking cylinder, an air distributor connected to a spare tank, which contains a compressed air supply. According to this scheme, all passenger cars with air distributor conditioner are equipped. Number № 000. The brake is called indiscriminate because in the braking process, the brake cylinders are not communicated to the power supply (main tanks). With long-term braking due to the impossibility of replenishing the air reservoirs through the highway, the air pressure in the brake cylinders and spare tanks decreases and therefore the brake is exhaustible.

Direct automaticthe brake consists of the same components as indirect. According to such a scheme, brakes of cargo wagons with air distributors of SILL. number 000. Thanks

a special device of the driver's crane and air distributor automatically maintains the pressure in the brake line and you can adjust the braking force in the train towards zooming and decreasing at the right limits. If, in the process of braking, the pressure in the brake cylinders will decrease due to leaks, it will quickly restore due to the receipt of compressed air from spare tanks. In this case, when the air flow rate from the spare tank is so large that the pressure in it will become less than in the highway, the nutritional check valve will open and the air from the highway will go into the inlet reservoir and then in the brake cylinder. The brake line in turn is automatically replenished through the driver's crane from the main tank. Thus, the pressure in the brake cylinder can be maintained for a long time. This is automatically a direct brake differs from automatic indiscriminate.

3. Location and purpose of brake equipment on mobilecomposition.

Brake equipment of rolling stock share:

Pneumatic - these are devices running for compressed air pressure;

Mechanical is the brake lever transmission.

Pneumatic brake equipment in its intended purpose is divided into 4 Main groups:

1 group - brake network power supply devices:

Compressor - designed to obtain compressed air;

The main tanks are designed to store compressed air;

Pressure regulator - designed to automatically control the operation of the compressor, depending on the pressure change in the main tanks;

Safety valves - designed to issue an excess of air from the main tanks in case of exceeding the prescribed pressure;

Check valves are designed to unload the compressor valves during its stop from the compressed air pressure from the main tanks.

2 Group - AutoMorm control devices:

The driver's crane is the main device, designed to control the pneumatic brakes of rolling stock. The reliability of the brakes in the train depends on the driver's crane to a large extent;

Auxiliary brake faucet - designed to control only locomotive brake;

Crane double thrust (disbanded);

The combined crane is designed to include (disconnect) the brake line of the composition;

Manometers.

3 Group - Brake devices:

Each unit of rolling stock has. These include: air distributor - intended for automatic distribution of compressed air between brake trunk, spare tank and brake cylinder

The air distributor is the main part of the automatic pneumatic brake, consists of:

1. Two-chamber reservoir number 000 or № 000m;

2. Main part number 000m, 438a with a switch of flat and mountain modes;

3. Switch of freight modes;

4. Main part number 000-023 with exhaust valve 5.

Photo layout. Two-chamber reservoir, main and main part

air distributor in conservation

The air distributor is charging a spare tank and special chambers with compressed air from the brake line, filling the brake cylinders from the spare tank when the pressure in the TM and the release of air from the brake cylinders into the atmosphere with an increase in pressure in TM.

Two-chamber reservoirattached to the wagon frame with four M20 bolts with the production of spring washers and slotted or cropped nuts with the fixation of them with hoptes that are included in the bolt hole and the roset of the nut.

Two-chamber reservoir with air distributor, connection with brake cylinder, spare tank, brake trunk

The two-chamber reservoir is connected by the supply tube through a dismissal tap and a tee with a highway, tubes - with a spare tank, volumetric rod and braking cylinder, diameter 14 "(16") through the autorem (when it is presented by design). The trunk and main parts of the air distributor are attached to the two-chamber reservoir.

When charging and vacating the brakes, compressed air from the brake line enters a two-chamber reservoir. Charging the spool and working chambers of the two-chamber reservoir and the spare tank occur. The brake cylinder is reported to the atmosphere through the autorempulse (if available in design) and the main part.

With a decrease in pressure in the highway, the air distributor connects the spare tank with the brake cylinder through the autorem, which regulates the pressure in the brake cylinder depending on the loading of the car. Pressure of compressed air The piston of the brake cylinder moves, the stem and braking occurs. On the wagons without authorship, the required pressure in the brake cylinder is installed by a manual mode switch depending on the loading of the car.

Main partcontributes the main part and provides contrary and stepped brake leave (plain and mountain mode).

The main part of the air distributor condition. № 000М.

main partit serves as a repeater that reports the brake cylinder with a spare tank when braking and a braking cylinder with an atmosphere on vacation, depending on the pressure change in the brake line.

The main part of the air distributor condition. № 000-005

Air distributor SL. № 000 has the following technical characteristic:

Pressure in the brake cylinder: 2

P - empty mode 1.4-1.8 kgf / cm;

C is the average mode of 3.0-3.4 kgf / cm;

G - loaded mode 4.0- 4.5 kgf / cm fixing the main and main parts of the air distributor

it is made with the mandatory installation of the corresponding pads,

nuts should be delayed diagonally.

On the instruments coming from the ACP to PTO, the tags should be installed, indicating the stamps of the ACP and the test date, and the protective gaskets must be installed on each set of instruments without which the instruments can be immediately sent to repaired (without gaskets to install on carriage can not). Renovated devices, the storage period of which more than 6 months - are sent to the test ACP.

The storage conditions of the air distributors are allowed only at ambient temperature.

It is forbidden to install instruments with an expiredtests with obscure stamps on tags!

Switch of cargo modes of braking

A - Empty Mode B - Middle Mode V - Loaded Mode

Cargo cars equipped with cast iron brake pads, air distributors need to include:

On loaded mode when loading the car more than 6 TCs on the axis,

On the average mode when loading from 3 to 6 tux on the axis (inclusive),

On empty - less than 3Ts on the axis.

The mode of the switch mode 2 of the freight modes, derived to the other side of the car, is fixed by a bracket 1 with a mode pointer.

Cargo cars equipped with composite brake pads, air distributors must be included:

On empty mode when loading to the axis up to 6 TCs inclusive,

On the average - when loading on the axis more than 6 vehicles.

Application on other cargo wagons with composite blocks of the loaded mode is allowed in the case of a separate indication for specific types of cars or the order of the head of the road on the basis of experienced trips on specific areas of the road at the axial load of cars of at least 20 vehicles.

With pig-iron pads - on loaded mode,

With composite pads - to the middle mode or on loaded in the cases listed above. The inclusion of air distributors on these wagons is prohibited.

For air distributors of refrigerated wagons, modes are included in the following order:

AutoTorosis of all wagons with cast-iron pads, including cargo wagons with the service department in the 5th car section, are included in the empty state on empty mode,

When loading up to 6 TCs on the axis (inclusive) to the average mode,

When loading more than 6 TCs on the axis - on loaded braking mode.
AutoTorosis of service, diesel and machine cars, including

cargo wagons with a diesel compartment of the 5-chain section, should be included on the average mode with the fastener.

On refrigerated wagons with lever transmission, the design of which allows the operation of the car, both with cast-iron pads, and with composite pads (horizontal levers have two holes for installing tightening rollers) when the braking modes are turned on with their composite pads:

On freight refrigerated cars - on the empty mode when loading the car up to 6 TCs on the axis inclusive, on the average - when loading more than 6 vehicles on the axis, on the loaded - on a separate indication or in accordance with the order of the head of the road;

On official, diesel and machine cars, including on the wagons with a diesel unit of the 5-wagon section - to the average mode with the fastener of the switch.

AutoTorosis of service, diesel and machine cars, including wagons with a diesel compartment of the 5-wagon section with a lever transmission, intended for operation only with cast-iron pads (the horizontal lever has one hole to install a tightening roller) when equipped with composite pads on empty mode with fixing the mode switch.

If the top plane of the shock absorber wedge is above the end of the frictional
Planks - empty wagon;

If they are at one level - the carriage load is 3-6 vehicles on the axis.

If the upper plane of the wedge, below the friction bar of more than 6 TCs on the axis.

Spare tank

The reserve reservoir is designed to accumulate the reserve of compressed air consumed to fill the brake cylinder when braking. Available different volumes. A spare tank is installed on freight 4-axis cars models P7-78,and on the 8-axis and on some new models of 4-axis cars - models P7-135.2 Spare Reservoir Models P7-78 Wagon-Platform Model 13-2118 (New Model with Separate Movement Braking)

The reserve reservoir of the R7-78 model has the following technical characteristic:

Working maximum pressure - 7 kgf / cm2;

The volume of the tank-78 liters;

Connecting Thread Size - 3/4 inches;

The diameter of the reservoir is 300 mm; Length -1210 mm.

The reserve reservoir is fastened to the brackets of the wagon frame through the welded strips by clamps, locking washers, two M 16 nuts or crown nuts M 16 with the fixation of them with plintes included in the rosters of nuts. The rigid mounting of the spare tank should not be violated by the formulation of any wooden gaskets.

Fastening 2 Spare Reservoir Models P7-78 Wagon-Platform Model 13-2118 (New Model with Separate Movement Braking)

Spare tank faults:

Weakening of the reserve reservoir attachment, non-standard mounting reservoir, corrosion damage, cutting tube breakdown, hull dent, leading to a decrease in the volume of spare tank, rubbing, holes, cracks and air leaks, ground thread wear, lack of a spare tank plug, moisture, ice. With these faults, the production of cars in organized trains is prohibited.

BRAKE CYLINDER

The brake cylinder is designed to convert the compressed air energy into the translational movement of the brake cylinder rod, which through the lever gear ensures the pressing of the brake pad to the surface of the wheel riding, while carrying out braking.

On the wagons, 14-inch brake cylinders are used, on 8-axis - 16-inch brake cylinders.

The brake cylinder is fixed to the bracket of the wagon frame with six M16 bolts with the production of spring washers and slotted or cropped nuts with the fixation of them with hoptes that are included in the bolt hole and the slots of nuts and diluted at an angle of 90 °. It is allowed to mount the brake cylinder with M16 bolts with the formulation of locking washers, nuts and monetary.

■^■^"^■■^

Brake cylinder in the context.

The brake cylinder consists of a housing (steel or cast-iron), anterior and back covers cast from cast iron. The piston of the shopping center, compacted with a cuff and having a felt lubricant ring, is rigidly connected with a row with a ring attached to a spring ring. To return the piston and brake lever transmission after braking to the starting position, the spring is served.

The shopping center is designed for working pressure - 6.0 MPa.

Diameter TC: 14 "- 356 + 0.58 mm.; 16" -400 mm.

With an external inspection, it is detected: the presence of cracks, salts, breaks - which are not allowed.

In the internal inspection detect: the presence of rice and corrosion, which are not allowed. Control of power characteristics, in an exceptional case - control of drawdown. Distribution of springs, more than 30 mm, marriage.

Tested on density - pressure - 4.0 ± 0.1 kg / cm, stock out - 100 ± 10 mm. Pressure drop, no more– 0.1 kg / cm.

Accommodation and mounting of brake equipment under the tank car

Accommodation and fastening of brake equipment under the colvagon

Placement and fastening of the brake cylinder on the car, the buildings of Altai-

tradition (long-base platform).

Brake cylinder faults:

Flex bend,

Breaking and collar breakdown (cuff),

Distribution or springs,

Tarve the laying of the back cover,

Not the density of the plug, the absence of brake cylinder tube,

The accumulation of moisture or ice in the brake cylinder, etc.

Signs of such faults are:

the lack of movement of the rod of the piston when braking and leave due to the presence of ice in the cylinder or when the brake is discharged not to return to the original position due to the drawdown, the breakfast of the spring or bending of the rod, the air leakage from the back cover due to the breakthrough of the gasket or no density of the plug .

Description of the brake systemWith separate braking of carts and new brake equipment.

Connection schemes of brake systems with separate braking of carts with typical and new brake equipment for cargo wagons are presented in Figures 1-7.

1 - air distributor; 2-brake cylinder; 3- brake lever regulator; 4-authorship. Picture 1-Schematic diagram of the brake system with ledulating braking and new brake equipment for bunker cars

In the new brake system, it is planned to use separate luggage inhibition with the installation of two brake cylinders of diameters of 356 mm or two small-sized brake cylinders with a diameter of 254 mm No. 000 and two brake lever regulators No. RTPP-675-M or two small-sized regulators of brake lever gear RTP-300 The length of the adjusting screw is 300 mm, autonomically affecting the lever transmission of each cart from the air distributor of type No. 000.

To regulate the pressure in the brake cylinders, depending on the loading of the car in the brake system, the authorship is installed. Powering the brake cylinders through the air distributor is carried out from the spare tank P7-135 when using brake cylinders with a diameter of 356 mm or from the spare tank P7-78 when using brake cylinders with a diameter of 254 mm.

Accommodation and fastening of brake cylinders on the car mineralose Building of the Bryansk Machine-Building Plant (new model)

In the brake system with new brake equipment, it was applied: 1. A small-sized brake cylinder № 000 and the brake lever grooves RTP-300.

The small-sized brake cylinder No. 000 with a diameter of 10 "(254 mm) has the maximum outlet of the stem 125 mm, the preliminary support force of the vacation spring 80 kgf.

2. A small-sized regulator of brake lever gear RTPP-300 unilateral action. Full working speed of the adjusting screw to 300 mm. Reducing the length of the regulator per cycle "Braking-vacation" ranges from 5 to 10 mm.

The regulator (see photo, Figure 2) consists of a rod 24, in which, on the one hand, earn 26 is screwed to connect to the lever transmission, on the other hand, the rod is connected to its conical surface through the cover 16 with a glass 15, in which nuts 14 and 13 are located. In conjunction with the screw 1. The tail of the screw, through the threaded coupling, is connected to the longitudinal traction of the lever gear. The URKO 26 stops with the rod of traction 24 rivet 25, for protection from full disintegration of nuts 14 and 13 at the end of the regulating screw 1, a nut 20 is screwed up, which will stop through the pin 21 by the locking ring 22.

Nuts 14 and 13 located on the screw 1 have a conical friction connection among themselves. Ring 28 is triggered on the nut 13 and strokes the screw 9. The ring 27 is screwed into the head 6 and strokes the screw 7 together with the housing 18. In the initial position, the return spring 17 through the cover 19 and the case 18 on one side; Cover 16, rod 24, sleeve 32 Bearing 12, nuts 14 and 13 on the other side; Pips the nut to the head, which have cam tags through rings 28 and 27.

To protect the screw 1 from mechanical damage to the head 6 with a seal 4, which prevents the ingress of dirt and moisture, the pipe protective 3 is built into and is fixed through the sleeve with ring 27.

Thus, in the initial position, the regulator is a rigid system and does not respond to short-term efforts that occur when the train is moving. The operation of the RPP-300 regulator is similar to the operation of the regulator No. PRP-675-M.

Cattlement number 000A-4 increased sensitivityon vacation and increased control characteristic of the pressure of the pressure of the brake pads from the carriage loading (see Figure 3). Cautions № 000A-4 regulates pressure in

the brake cylinder is up to 75-80% of the full load of the car on the carts 18-100. It has increased sensitivity to vacation.

The autorem consists of two main parts: damping part 1 and a pneumatic relay 2. The connection between the damper part and the pneumatic relay is sealed with gasket 3, in addition, a bracket (stove) 5 is connected to the pneumule 2 through the gasket 4.

The damper part (see Figure 4) is collected in the housing 1, having two cylindrical cavities - the upper and lower. In the upper cavity there is a damper piston 2 with a hollow rod 3. The piston is equipped with two cuffs 4. Nipple 5 with a calibration hole with a diameter of 0.4 mm is pressed into the piston disk.

The cavity above the piston is sealed
Gasket 6 and closed with a lid 7, fastened to the body flange 1 six bolts 29 and nuts 30. The cavity under the piston is sealed with cuff 8 and gasket 9, which are installed in the gland 10. In the rod cavity 3 inserted spring 11c guide 12 , preventing the springs breaking.

In the lower cylindrical cavity of the housing, the slider 14 and the plug 13 are placed on the shank of fork 13, a nut 15 stroke 16 and a plinth of 17 is soldered. In the nut 15 focus 18, which comes into contact with the bearing plate of the car. Inside the plug 13, the springs 19 and 20 are placed with guides 21 and 22, a glass of 24 and the retainer 25. The shank of the guide 22 enters the axial hole of the rod 3. The plug has a view of a rod with a slot into which the slider enters.

In the grooves of the slider 14, a tear 23, fixed by bolt 26 and a lock washer 27. In the hole on the body flange of the case

Two pin 28 pressed to accurately compound with a flushing flange of a pneumatic relay

The pneumatic relay is represented in Figure 5. Details of the pneumatic relay are assembled in the body 1 with two-wheeling flanges - to attach to the damper part 1 and the bracket (plate) 5 of the authorship.

In the housing of the pneumatic relay 1 there are two cylindrical cavities "A" and "B". In the upper cavity "A" is placed piston 2 with cuff 14.

The piston pested the seat 8 with a hole with a 4mm diameter, connected to the atmosphere through the atmospheric hole in the piston shank 2, which serves to reduce the time of squeezed air from the brake cylinder during disjucet.

Under the piston, the spring 15 is installed, which is the opposite end to the sleeve 7, at the same time that is the guide for the piston shank 2. In the piston shank 2, the pin 19 is pressed and the pin 6 is installed. Spring 15 holds the piston 2 in the extreme right position until it stops in the end plane of the housing 1 Pneumatic relay when the brakes is scored.

In the housing 1 of the pneumatic relay, the sleeve 5 is screwed through a seal 13. The sleeve 5 simultaneously serves as a seat and a guide for the valve 9, pressing the spring 12. The spring 12 opens the opposite end to the plate 10, which is held in the sleeve 5 with a locking ring 11.

In the lower cavity "b" placed: piston 3 with rubber cuff 14 and spring 17, which is installed under piston and sleeve 6, simultaneously being a guide for piston rod 3.

In the piston shank 3 pinned pin 19 and a pin is set 20. The shanks of the pistons are based on the lever 16, which is installed in the grooves,

available in the shanks of pistons 2 and 3. Pins 19 are supports for the ends of the lever 16, the hopnes 20 prevent the loss of the lever 16.

On the flange to the right of a pneumatic relay, the cavity "A" and "B" is connected by a duct. The flange on the right side of the pneumatic relay is sealed with a gasket 4 and is connected to the bracket 5 (stove) with the help of four bolts 6 and nuts 7. The flange on the left side of the pneumatic relay is sealed with gasket 3.

The bracket 5 has three holes for the mounting bolts to the car frame and two threaded connecting holes G-3/4 "to attach the pipeline from the air distributor (upper) and to the braking cylinder (lower).

Damping part 1 and pneumatic relay 2 are bonded between themselves through the laying with 3 crutch bolts, locking washers and nuts.

Upon vacation brakeair pressure in the cavity "A" and "B" decreases the air distributor. Under the action of spring 17, the piston 3 moves to the right until it stops into the end of the housing 1 of the pneumatic relay. Piston 2 at the start time remains on the spot, since its movement prevents the air pressure from the brake cylinder, the atmospheric channel in the saddle 8, pressed into the piston 2, is discharged from the brake cylinder into the atmosphere.

Upon reaching the balance of forces acting on the pistons 2 and 3, the spring 15 moves the piston 2 with the seat-pinned seal 8 to the right, the surface of the seat 8 comes into contact with the valve surface 9, closing the atmospheric channel in the saddle 8, and opens the sleeve saddle 5. From the brake cylinder is reset through the open valve 9 and the air distributor into the atmosphere.

Then the piston 2 under the action of the spring 15 moves to the right until it stops into the end of the housing 1 of the pneumatic relay. Between the lever 16 and Sukhar 23, the gap is again formed.

Figure 6-Brake system schemes with playing braking and new brake equipment for container platforms

1 - air distributor; 2-brake cylinder; 3- brake lever regulator; 4-authorship.

Figure 7-Circuit diagrams of the brake system with ledulating braking and new brake equipment for gondola cars, indoor and other types of wagons

Automatic control of braking modes No. 000A -1, No. 000A. (Auto)

The bracket of the authorship must be properly and firmly fixed to the frame of the car. The autorem must be attached to the bracket above one of the carts equipped with a support bee. The mount is performed through the rubber gasket with bolts, nuts and locknuts, tightened in a diagonal sequence.

The use of authorships on the rolling stock increases its braking efficiency, reduces the level of longitudinal dynamic efforts in trains, eliminates manual work when switching freight modes to BP and cases of wheel enclosure due to their improper inclusion.

Dampfer part- Designed to reduce the effect of vertical vibrations of the car on the process of pressure control in the shopping center and is made of a housing in which a plug is installed, a glass with a spring, a slider with a sukraine and a fungus connected to the piston and a loaded spring that rests on the lid to the second end. The full course of the damper piston corresponding to the maximum measured static fracture stabbing is - 40mm.Moving this piston from spring effort from one extreme position to another should be slowed down due to air compression through the calibrated hole with a diameter - 0.4mmper 20-40 sec. Pressure switchprovides pressure regulation in the shopping center and has a housing in which two pistons are placed on the ends of the lever and closed with a lid. At the same time, the upper piston acts on a two saddle valve designed to regulate the pressure in the brake cylinder.

When setting up the authorship, the wagon with cast-iron pads, the switch mode of BP is translated into the "loaded" position, and with composite pads, to the "medium" braking mode and fixes. At the same time, the gap between the focus and the slab at the empty car should not exceed 3 mm.

Emphasis of the authorship should be located above the middle zone of the contact bar and do not have signs of departure from it (bending the terminal of the stop, the edges of the regulating strip, etc.). The site in contact with the focus of the authors-press should be at least 200 cm.2, and the authorship stops from the edge of the contact plate at least 5 cm.

At the same time, the linings into the bolts holes must be installed after adjusting the position of the automotive stop.

With a properly adjusted gap, the annular outlet on the autornet rod should perform from the housing at least 2 mm.

If the relative position of the stop rod and the annular pump does not meet the specified requirements, it is necessary to adjust the clearance with the removal or formulation of metal gaskets (but not more than 5 pieces with a thickness of 1.5 to 5 mm). Adjusting planks should be put under

a clock bar and attached to the supporting beam through the holes in them with bolts, at the same time with the contact bar.

Weld the adjustment planks on top of the contact bar

PROHIBITED!

The gap must regulate the removal or formulation of metal adjustment planks under the contact bar.

Adjust the size "A", changing the size of "b" using the authorship nut, which is shrinkable in the ACP, is prohibited.

The adjacent roller of the air distributor must be fixed on average or on loaded mode in accordance with the requirements of the instruction manual of the brakes of the rolling stock of railways.

that's right - the ring is not correct -

plot on the fork is visible, the annular flow on

the distance between the focus is not visible, distance

and the contact bar is not between the focus and contact

exceeds 3 mm noar than 3 mm

Empty wagons

(Tara up to 27t.) Loaded car

B - visaRing foole Author, Form:

Gap BUT- not more than 3 mm.B - not visibleRing foole

Gap And there is b - not visible.

If there is a passage of air into the atmosphere when braking,

Increased air pressure in the brake cylinder on empty mode and lowered on loaded mode.

If, with partial or full loading of the wagon, the clearance between the stop and the contact bar remains, the autorem is subject to replacement.

4 Group- aircraft and brake fittings:

The main part of the air pipe is designed to transmit compressed air from the source to the consumer. Consists of a main pipe with a diameter of 1 1/4 ", the thickness of the brake line wall at the wheel of the threads should be at least 4 mm, the terminal cranes of the valve type, connecting sleeves, the dismissal crane, supplying the tube with a diameter of 3/4", and the wall thickness in The spanning place of the thread should be at least 3.2 mm, and connecting parts (couplings, tees, nuts). Cutting threads with a cutter is not allowed.

brake highway- pipeline - 1, designed for nutrition with compressed air brake devices and connecting them among themselves in the train;

end cranes- 2, designed to overlap brake
highways in the tail and head of the composition, as well as for disagreement of one part
Trains from another;

connecting sleeves-3 are designed to connect the highway between the brake units of the train;

disabling faucet- 4 is designed to turn off individual brake instruments;

Side tube- 6 is intended for connecting the main aircraft with an air distributor, attached to a two-chamber tank through a coupling compound.

Disconnecting crane, rubber-textile supplying trunk tube,

the main part of the air distributor

tee- 5 is designed to connect the supply tube from the brake line to a two-chamber reservoir (working chamber).

Tee (flowing tube breakdown)

On freight cars, all pneumatic equipment is fastened hard without wooden pads, the trunk air lines must be fixed in no less than 7 places (not counting the mounting of the end cranes), including its mandatory attachment at a distance from 280 to 300 mm. According to both sides of the t-shirt and couplings of additional intermediate threaded compounds (if available).

The strength of the brake equipment mounting on the carriage frame is checked with light blows of the hammer on the bolts, if necessary, it is strengthened.

The mount is performed by a bracket, which is fixed with a locking plate, two M12 nuts. The locking plate is rejected on the verge of nuts. Faults in the airway:

Weakening of the air pipe attachment,

Cracks, ohons, broken pipes and dents on them,

Disengagement of pipe connections,

Freezing of moisture in the pipes and clogging them, paste air in the cranes.

Fastening the main locking plank to the fastening bracket

block aircraft aircraft

The attenuation of the air pipe attachment is usually observed on end beams and is detected in the footstep of the shift of the bolts.

19.1.2006 19.1.2006

Cracks, dents and fistulas are observed more often in the fields of pipe bends and

connections them with couplings, fittings and tees.

Places of the most likely freezing or clogging of the air pipe - heads and lugs and lugs, end cranes, adapter couplings and tees.

Air lines and brake fittings can have faults that cause air leakage or creating an obstacle to its passage.

The braking sleeves appear bundle of rubber, preventing air passage, there is a passage of air in connecting the heads when the sealing ring is malfunction, in the connections of the rubber tube with a head or tip or cracks, breakthroughs and rubbing in the rubber tube.

The passage of air or the weakening of the attachment is also occurring in brake cylinders, spare tanks, workers, dismissal cranes, air distributors, authorships.

The density of the brake network is checked with full testing of the brakes. The leaks are detected by the noise of air emerging through non-density, on dark spots on the pipes, the accumulation of dust and dirt with a characteristic rough surface, in the winter period in the field of leakage, there is a roller in the form of an inlet.

End cranes with conditions. № 000 and № 000.

Designed for brake lines of wagons

between themselves and locomotives.

1. Corpus;

2. Fitting;

3. Valve;

4. Krivoship;

5. sleeve;

7. Sealing rings.

An external inspection is to determine the lack of presence - cracks, off, fesoms, damage to the thread.

The terminal crane consists of a housing in which
Switching part shifted by handle. When she
occupies a vertical position - the crane is open, and its process,

connected with the connecting sleeve, communicated with the atmosphere through

hole " AT.» diameter - 10 mm.With the handle located along the process, the crane is open, and the connecting sleeve is isolated from the atmospheric opening.

Fastening the handle - dense, removal of the gap (between the handle and square) - the thickness of the thickness - 1 mM.. The total wear of the eccentric mechanism, not more - 2 mM.. The distance to the end crane, from the vertical timber, with the length of the socket:

- 185mm - 160 + 7-4 mm,

- 130mm- 200 + 10-10 mm.

The distance from the longitudinal axis of the car to the axis of the crane of the cargo wagons must be 280 - 320 mm, and on refrigerated cars, not

more than 350 mm. End crane knobs must be working, and, move freely, without jamming.

The end valve is installed at an angle of 60 ° to the vertical, which eliminates the blows of the connecting sleeve head about the arrow transfers, and also ensures their automatic disconnection when the sorting slide is passed. The terminal valve is attached to the carbon with a bracket through the lock-lock with a loaf-lock, two M12 nuts with a strict fixation of the position of the bracket in the bracket. Nuts are fixed by the lock plate.

Faultend crane

Complete crane case

valve jamming

crane cracks

pens, absence

details (handles, plinth,

bushings, crank),

breakdown, crumpled thread.

Cutting the connecting sleeve, terminal crane, incoming the case of the terminal crane

Connecting Sleeve R-17

The connecting brake hose is designed to connect the highway between the brake units of the train, consists of a tip 1 Bolt 2 rubber tube 3 , Homutic 4 , heads 5 , sealing ring 6.

Faults:

Air leakage in the connection between the sleeves;

Air leakage between tip and sleeves;

Lack of a clamp;

I break, broken, tip crack;

Wear of the junction of the connecting head;

Fravel, crack of the sleeve;

The groove for the sealing ring is clogged;

Swimming sleeves;

Breaking sleeves;

Dumps, cracks, bundle of the sleeve;

Not a complete connection of the sleeves (connecting the sleeves' heads "on the ridges").

Crane dismissal number 000.

It is designed to turn off individual brake instruments, consists of a housing 3, a conical tube 2, springs 4, handles 1 and plugs 5. When the handle is arranged along the pipe, the faucet passes compressed air, does not pass across the pipe. There is a hole in the crane case "BUT" Diameter - 3/4 for connecting a pressure gauge.

Malfunction, aswhich the crane should be changed:

Cracks of the case,

Case breaks,

Fravel and deformation of the handle,

Deformation and cutting threads,

Deformation of the plug square.

Arrangement knob

Along the pipe -
Open position of the crane,

Across the pipe -
Crane closed position.

When laying a dismissal crane on the car, the arrow on the body of the crane should be located in the direction of the two-chamber reservoir or is determined by the marking applied to the Crane body "M" - should be directed towards the main air pipeline.

Disadvantaged crane on a hopper car

All rubber parts included in the brake equipment of the wagon should be made depending on the state and taking into account the terms of the shelf life. Installations of shelf life are established:

Sleeves rubberotextile - 6 years;

Sealing rings - 3 years;

Brake cylinder cylinders - 5 years;

Cuffs of all types and diaphragms in brake devices - 3 years;

Gaskets (seals) of all types in brake devices - 5 years.

The service life of rubber parts is calculated from the date of manufacture

(Relief impression on the details), not counting the year of manufacture. Gaskets and seals that do not have stamps-imprint from the date of manufacture, it is necessary to put in braking devices depending on the state. Prosters, bundles are not allowed.

Projects group of companies
"Regional Center for Innovative Technologies"
Brake system of rolling stock Railways.

To stop the train when it moves on a direct horizontal section of the path, it is enough just to turn off the traction engines of the locomotive (translate the hydraulic frame to the idle mode), and after a certain period of time, the train will stop thanks to the natural resistance for the movement of the train. However, in this case, due to the force of inertia, the train will take a significant distance before stopping. To reduce this distance, it is necessary to artificially increase the strength of the resistance to the train movement.
Devices used in trains for an artificial increase in resistance for the movement, are called brake devices (brakes), and forces creating artificial resistance - brake forces.
The brake forces and resistance forces move the kinetic energy of a moving train. The most common means for obtaining brake forces is the brake brake, in which the braking is carried out by pressing the pads to rotating wheels, which arise the friction forces between the block and the wheel. Upon friction of the blocks about the wheel, the destruction of the smallest protrusions of the surface occurs, as well as the molecular interaction of the micronics of contacting surfaces. Grinding brake pads can be considered as the process of transformation of the mechanical work of friction forces in heat.