Permissible Dimensions of Wear Cast Iron Brake Pads. Technical Requirements for Maintenance Maintenance of Brake Equipment Wagons Minimum Brake Shoe Thick Wagon

Locomotives.

The thickness of the cast-iron brake pads in operation is allowed at least: the abundant on tenders - 12 mm, comb and sectional on locomotives (including tenders) - 15 mm, on maneuver and export locomotives - 10 mm. The output of the brake pads for the outer line of the surface of the riding of the bandage (rim of the wheels) in operation is allowed not more than 10 mm. The pads replace when the limit thickness is reached, the presence of cracks in the entire width of the pads, propagating to the steel frame, with a wedge-shaped wear, if the smallest allowable thickness is from a thin end of the pad at a distance of 50 mm and more.

Wagons.

It is not allowed to leave brake pads on freight cars if they come out from the surface of riding for the outer face of the wheel by more than 10 mm. On passenger I.

refrigerated wagons, the output of the pads from the surface of the riding for the outer face of the wheel is not allowed. The thickness of pig-iron brake pads is established by order

the head of the road on the basis of experienced data, taking into account the provision of normal operation between maintenance points.

The minimum thickness of the cast-iron pads is not less than 12 mm, composite brake pads with a metal back - 14 mm, with a mesh brake frame - 10mm (pads with a mesh-wire frame are determined by the filled friction weight of the Ear). 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 explicit wear of the brake pad from the inside (from the ridge of the wheel), the block should be replaced if this wear can cause damage to the shoe.

When it is detected in the path of the passenger or freight car (except for the motor carriage of the motor-wagon rolling stock (MVPS) or tenders with letters with roller bearings), the slider (potholes) depth of more than 1 mm, but not more than 2 mm allowed to bring such a car (tender) without Catching from trains to the nearest maintenance point that has facilities for replacing wheel steam, at a speed of not over 100 km / h in the passenger train and not over 70 km / h in the cargo train. With a depth of a slider from 2 to 6 mm in cars, except for the MVPS motor carriage and from 1 to 2 mm, the locomotive and motor wagon of the MVPS is allowed to follow the train to the nearest station at a speed of 15 km / h, with a slide value, respectively, over 6 to 12 mm and Over 2 to 4 mm - at a speed of 10 km / h. On the nearest station, the wheel steam must be replaced. With the depth of the slider over 12 mm in the car and tender, over 4 mm at the locomotive and motor carriage of the MVPS

a followup is allowed at a speed of 10 km / h, subject to posting or eliminating the possibility of wheel pair rotation. The locomotive should be disabled from the train, the brake cylinders and the traction motor (engines) of the damaged wheel pair are disabled. The depth of the slider measure the absolute template. In the absence of a template, it is allowed at stops on the path of the depth of the slider to determine by its length.

Brake block of railway rolling stock It contains at least a single-layer composite friction element and at least one friction abrasive insert, beaten in the composite friction element on the side of the working surface of the block. The magnitude of the insertion (inserts) is from 0.2 to 1.2% the values \u200b\u200bof the nominal radius of the working surface of the block. Insert or inserts can be made of high-strength or carpet cast iron, and the ratio of the area of \u200b\u200bthe working surface of the insert to the total area of \u200b\u200bthe working surface of the block is from 4 to 20%. Between the working surface of the friction layer and the insertion of the insertion may be the cultivated layer, the material of which has properties close to the friction properties of the pads with insert, and wear resistance are smaller than that of the composite friction element. The proposed design of the pad will ensure the stable braking efficiency, including the stopping period of the pad to the wheel and increase the efficiency of using inserts and pads.

1N. PF 1 FIG.

The claimed utility model refers to the braking brake devices, namely, to the brake devices of railway vehicles, as well as, for example, the metro wagons.

Under the action of a pneumatic cylinder, through the lever gear, the brake shoe comes into contact with its back surface with the surface of the brake shoe and connected to it, pressed with the force of its working surface to the surface of the wheel riding resulting in braking. Thus, the design of the brake brake is based on the use of the wheel riding surface in a friction pair with a brake block, which has a cleansing and polishing effect on the wheel riding surface, but also causes its wear.

Known cast-iron brake pads produced according to GOST 1205-73 "Pig-iron pads brake for wagons and railway tenders. Design and main dimensions. "

However, cast iron pads have a short service life, high weight, low friction coefficient, require a greater force of pressed to the wheel when braking - up to 30 kN and practically not used at the velocity of the wagons movement above 120 km / h.

The most widespread the highly propagation brake compositions used mostly for cars, providing higher braking efficiency, longer service life and high velocities of wagons than pig-iron pads. The friction coefficient in the data of the pads is 2- 2.5 times more than that of cast iron, therefore the force of pressed them to the wheel in braking does not exceed 20 kN, which is 1.5 times less than that of cast iron pads.

In the book B.A.shiryaev "Production of brake pads from composite materials for railway cars" (M. Chemistry, 1982, p. 8-14; 67-76) schematically depicts and described various designs of brake pads with steel frame (stamped from Stripes and net-wire), their main size and manufacturing technology.

Known brake block of railway vehicle (options) on the Patent of the Russian Federation 76881 on the utility model. The prototype of this pad is a solution known from the prior art, namely, brake-brake pads with a net-wire frame for railway cars 25130-H, 25610-H, manufactured by the technical conditions of manufacturers of manufacturers TU 2571-028-00149386-2000, TU 38 114166-75 And according to the drawings of the design bureau of the carriage farm - a branch of OJSC "Russian Railways" (PKB of OJSC Railways) Moscow, developed in 1975.

Pads brake compositions with a net-wire frame on the above drawings are manufactured since 1976 by several plants in Russia and in Ukraine for all cargo cars operated on railways of Russia, Ukraine, Kazakhstan, as well as other countries that have previously part of the Soviet Union, And technical documentation on brake pads, including drawings, is used in the work of all manufacturers of pads, as well as all the services of the carriage and depot of the operation of the brakes.

The annual release of brake composite pads with a mesh-wire frame is several million pieces and now there are more than one hundred million pieces. During operation, annually wear out, and sometimes with full destruction and tailoring of the frame, several million pads with a net-wire frame and therefore, their simple design is publicly available and well-known.

Known braking compositions are made with a radius of a working surface of 510 mm for cargo wagons, with a diameter of new wheels 1020 and 957 mm.

The radius of the working surface of the new brake composite block is usually equal to the radius of the riding surface of the new wheel, which is a controller for the brake pad or exceeds the radius of the wheel riding surface, if the pads under the action of the pressed force of the pressed the wheel do not form cracks and are not destroyed, since their working surface radius Unlike cast iron pads, it may also be reduced due to the bending of the pads, due to its elasticity, elasticity.

In Russia, for cars can be used, for example, allocating wheels for the technical conditions of GOST 10791-2004, having a design and sizes according to GOST 9036-88. The surface of the wheel riding in the process of their operation is wearing, and also receives various defects, for example, the elbows, sliders, navara and others, due to which the wheels of the wheel pairs are repaired several times in the form of wheel feeding.

In railway transport, instructions for inspection, examination, repair and formation of carriage wheeled steam are developed and used. In these instructions, the order, the timing of inspection, examination and repair of wheel steam, as well as the norms and requirements they should satisfy. According to, for example, this instruction in Russia, the thickness of the whole-rolled wheel of the eight-, six-, and four-axle freight car, contacting trains at a speed of up to 120 km / h inclusive, should not be less than 22 mm.

Thus, the change in the nominal diameter of the surface of the wheel riding in operation is allowed, for example, from 957 mm (a new solid-caked wheel with a diameter of 957 mm riding circle according to GOST 9036-88) to 854 mm, (810 + 22 × 2) mm (according to GOST 9036 -88, p.2).

According to the instructions for repairing brake equipment of cars on rail transport in Russia, brake pads (cast-iron or compositional) are installed only new, regardless of wheel wear.

Thus, the nominal radius of the working surface of a new brake composite shoe, serially manufactured in Russia for cargo wagons, can mostly exceed the nominal radius of the rolling surface of the worn-over allocated cargo car carriage by 83 mm, Where:

510 mm - the nominal radius of the working surface of the serially manufactured composite brake pad for freight cars in Russia;

854 mm is the minimum diameter of the worn all-rounded wheel of a freight car according to the data described above.

The cost and service life of the wheel is several times higher than the cost and service life of the brake pads.

In the process of fixing a new brake pad to a worn wheel, the area of \u200b\u200btheir contact is significantly less, since the radius of the riding surface of the worn wheel is less than the radius of the working surface of the rolling of the new wheel.

The area of \u200b\u200bcontact of the new block with a worn wheel during a host can be determined experimentally, the method of obtaining a painted print stain imprint when pressed the pad to the wheel with a mounted force, when used, for example, special paint and the subsequent determination of the contact area is calculated by calculating. The contact area can also be determined using the graphic method, according to the drawings, excluding the bending of the pads, based on the above radii of the working surface of the new brake pad and the radius of the rolling surface of the worn wheel. The force of pressing the pad to the wheel when braking (contact force) has a constant value and therefore, in the case of braking the wheel of a unreared to the brake block, the specific force of pressed (for example, 1 cm 2) increases directly in proportion to the decrease in the contact area of \u200b\u200bthe pad with the wheel compared to the fixed roof If we assume that the shoe is not bent, but since there is a place and bend, the pads increase the specific force of pressed the pad to the wheel causes only partial compensation for the lost braking efficiency due to the reduced contact area of \u200b\u200bthe pad with the wheel.

According to the existing operating experience, the corresponding reduced blocking area of \u200b\u200bthe brake pad is allowed to the worker to the worn wheel to the worn wheel, as in this case, the desired braking efficiency is provided, and, consequently, the safety of operation is ensured, and, consequently, safety of operation is ensured according to safety standards.

In recent years, in some countries, for example, in the United States and Russia, the production of wheel-saving brake compositions with a thickness of 40 to 65 mm thick and 400 to 250 mm long, in the design of which there are additionally one or more friction inserts from a more solid and abrasive material. than the main composite friction element, such as cast iron.

So known composition brake pads used on railway transport to restore the wheel riding surface in the process of normal braking of such a vehicle in EP 1074755 patent (F16D65 / 06, publ. 07.02.2001).

One, two or three solid abrasive insulated inserts from the friction material of the second type, for example, cast iron, are originally completely surrounded by a composite friction material of the first type (composite) from all sides.

According to the description of the invention, "it is very important that the isolated inset (insertion) is immersed in and did not perform above the surface of the composite friction material so that the composite friction material can be positioned (spread) around the isolated insert during the production process. The surface of the insulated insert (inserts) during operation is constantly exposed, since the friction composite material is engaged during normal braking. Friction material inserts, for example, cast iron, improves the frictional characteristics of the pads under adverse weather conditions (rain, snow, ice) and during normal braking, eliminates the wheel defects due to the aggressive abrasive effect of processing the wheel riding surface, for example, by grinding.

Unfortunately, these pads cannot meet the requirements of safety standards on rail transport, as their braking efficiency when the pads are on the wheel, as well as when installing on a new wheel or worn wheel, will differ significantly. Differences in braking efficiency are due to the fact that when developing the design of the pads, the differences in the composition of the friction coefficient of the composite and the insertion, for example, from the cast iron, as well as the magnitude of the insertion of the insertion is selected without taking into account the difference in the diameters of the new and worn wheel, which can be installed on which the shoe.

The well-known technical solution is used in the same appointment as the claimed and has common signs with it: "brake block", "composite friction element", and "at least one friction abrasive insert".

The closest analogue is the brake block of the railway vehicle according to the patent of the Russian Federation for the invention 2309072.

The known brake block contains a metal frame, a composite friction element and one solid insert connected to a frame and made of high-strength or forging cast iron, and the attitude of the area of \u200b\u200bthe working surface of the insert to the total area of \u200b\u200bthe working surface of the block is from 4 to 20%. In the design of the block, the ratio of the operating surface area of \u200b\u200bthe solid insert to the total area of \u200b\u200bthe working surface of the block is determined on the basis of constructive and technological considerations, as well as the physico-mechanical and friction and wear properties of the composite friction element and insertion from high-strength or carpet cast iron. According to the drawing and description, the insertion is bundled in a composite friction element on the side of the working surface of the block.

This block also has stable braking efficiency, including under adverse weather conditions (rain, snow, ice) and eliminates the defects of the wheel (slider, navara), due to the aggressive abrasive effect of processing the wheel riding surface with an abrasive insert from cast iron, and restores the surface Wheel riding by turning and grinding.

In addition, in the process of conventional braking at a high temperature of the microcrack on the surface of the wheel riding, the cast iron is filled with cast iron inserts, and therefore their further development occurs, and the wheel riding surface is lubricated in inserting graphite.

The use of high-strength cast iron with spherical graphite and high relative elongation as the insert material most significantly increases the resource of the wheel and pads.

However, the bulk of the solid insert in the friction composite element on the side of the working surface of the block is determined on the basis of the requirements of the process of technology and production, i.e. Exceptions of damage to the mold surface, regardless of the diameter of the surface of the rolling wheel, to which the shoe can be installed. Thus, indicated in the claims of the invention The ratio of the operating surface of the insertion to the total area of \u200b\u200bthe working surface of the block from 4 to 20% is valid in the event of the installation of these pads to new wheels, for example, on assembly conveyors of car-building plants, since the radius of the working surface of the block is equal to the surface radius Riding the wheel or slightly different from it.

When the well-known pad to a worn wheel, having a smaller diameter of the skiing surface, the contact area of \u200b\u200bthe block with a worn wheel may be several times less. At the same time, in the event of a lack of insertion inserts in the composite of the pads from its working surface, the attitude of the operating surface of the insertion to the contact area of \u200b\u200bthe pad with the wheel can several times higher than the installed above, which can lead to a change in braking efficiency. For example, in the case of the use of high-finishing composite material with cast iron insert, this will lead to a decrease in braking efficiency upwards by inconsistency with its safety standards on railway transport. To be too large inserting inserts in the composite of the pads from its working surface leads to its short-term, and, therefore, inefficient use.

The well-known brake block is used by the same appointment as the claimed and has common signs with it: "brake block", "composite friction element", "at least one friction abrasive insert, beaten in a composite friction element on the side of the working surface Pads.

The task, on the solution of which the claimed brake block of the railway rolling stock, containing a composite friction element and at least one friction abrasive insert, washed in a composite friction element from the working surface of the block, is to ensure mechanical and friction and wear properties of the pads according to With the requirements of safety standards on railway transport in the process of brake pads to the operating wheel in operation.

The technical result is to ensure the stable braking efficiency during the entire period of operation of the brake pad with friction abrasive inserts in accordance with the safety standards on the railway transport "pads of braking compositions of railway rolling stock." The efficiency of using these brake pads will also increase due to the use of the maximum possible insert thickness in the block thickness, based on the minimum magnitude of it in the composite friction element to provide the desired friction properties, and therefore the wheel life will increase.

The claimed technical result is achieved in the claimed brake plug of railway rolling stock as follows.

The claimed brake block of railway rolling stock is a composite brake block containing a metallic frame, at least a single-layer composite friction element and at least one friction abrasive inset, beaten in the composite friction element on the side of the working surface of the shoe.

Figure 1 shows the claimed brake block of railway rolling stock, where:

1 - metal frame;

2 - a composite friction element that can consist, for example, of two longitudinal layers;

3 - Central friction abrasive insert, located in the middle of the pads;

4 - the cultivated layer, which can represent the third longitudinal layer of the easiest composite friction element;

5 - Two side friction abrasive inserts located on both sides of the middle of the block.

Friction abrasive inserts can be connected to a metal frame by known methods, for example, by welding, pinching or others.

Figure 1 has the following notation.

R 1 is the radius of the working surface of the brake pad;

R 2 is the radius of the riding surface of the worn wheel;

L - chord length equal to the length of the brake pad;

S - the thickness of the brake pad;

S 1 is the distance measured along the axis of the central insert, between the arcs lying on one chord with the arcs of the circles with the radius of the working surface of the block and with the radius of the riding surface of the worn wheel, and the length of the chord is equal to the length of the shoe;

S 2 is the distance measured along the center of the central insert, between the arches lying on one chord with the arcs of the circles with the radius of the working surface of the block and with the radius of the surface of the worn wheel riding, and the length of the chord is equal to the length of the shoe.

The declared technical result is achieved by the fact that the insertion or insertion is bueled in the composition friction element by the working surface of the block by magnitude, providing the output of the working surface of a solid insertion onto the working surface of the pad after the fulfillment of the pad to the worn wheel. It is possible to achieve a given technical result with a partial (incomplete) stopping of the pad to the worn wheel and the insertion of the insert to a lower depth, if the specified contact area corresponding to this bundle will ensure the frictional properties of the pad within allowable, according to the safety standards on railway transport. For the brake pad, the radius of the working surface of which is equal to the radius of the rolling surface of the new wheel, or slightly exceeds it, the magnitude of the insertation of the insertion, which ensures the output of the working surface of the insertion to the working surface of the pad after the fulfillment of the pad to the worn wheel to which it is installed is equal to the distance, Measured along the insert axis between the arcs of circles with the radius of the working surface of the pad and with the radius of the rolling surface of the worn wheel, provided that the length of the chord is equal to the length of the shoe. Due to the fact that the radius of the working surface of the shoe sometimes exceeds the radius of the surface of the rolling of individual used wheels, for example, as indicated above the serially manufactured pads in Russia, as well as taking into account operation, is experimentally established, which, depending on the design of the pad, quantity, location, and inserts, friction-mechanical properties of a composite friction element and insertion, elasticity, flexibility of the block and other insertion, can be from 0.2 to 1.2 values \u200b\u200bof the radius of the working surface of the shoe. That is, at a nominal radius of the working surface of the block 510 mm, the bulk value is 1.02-6.12 mm.

At the same time, as can be seen from the drawing, the magnitude of the rehabilitation of the central insert must be greater than that of the side inserts S 1\u003e S 2.

Friction abrasive inserts may have a friction coefficient less than or more than a composite friction element and their main task is not to provide the required efficiency and resource of the pad, but the restoration of the wheel riding surface during normal braking. The composite friction element is the main friction element that determines the efficiency of braking and the resource of the pad. With a decrease in the area of \u200b\u200bthe friction composite element, the block, which occurs after the release of friction abrasive inserts on the working surface of the shoe, the braking efficiency should remain within the limits of safety standards on railway transport. The execution of these properties and values \u200b\u200bof their indicators is ensured when designing a pad. Inserts must be faster than the composite friction material. In order to accelerate the start of work of the friction abrasive insert (inserts), the block can be equipped from its working surface to a well-wised hard-ended layer, which must have frictional properties close to the composite friction element, taking into account the operation of the insertion (inserts). A special composite friction-free (less wear-resistant) material can be applied as the layer being cultivated.

The claimed brake block of the railway rolling stock may comprise a composite friction element and a friction abrasive insert, made of high-strength or carpet cast iron, and the attitude of the area of \u200b\u200bthe working surface of the insert to the total area of \u200b\u200bthe pad is from 4 to 20%.

At the same time, the block may contain a mesh-wire frame that can be connected to insert, for example, known from the procurement level by the method of pinching. Such an execution of the pads will significantly increase the technical and economic efficiency of their application and the service life of the wheels and the pads.

The manufacture of the proposed pads can be produced on the current equipment of manufacturers of brake composite blocks without a fundamental change in existing technologies, that is, as described above in patents analogues of the claimed utility model.

Brake composite blocks for railway transport of the proposed design will allow without increasing the cost of the pads to ensure stable braking efficiency during the entire period of operation of the brake pad, including the period of development to worn wheels in operation. The efficiency of the use of pads will increase due to the use of the maximum possible insert thickness in the block thickness, and, therefore, the wheel life will increase additionally.

1. The brake block of railway rolling stock, containing at least a single-layer composite friction element and, at least one friction abrasive insert, washed into a composite friction element from the working surface of the block, characterized in that the magnitude of the insertion of the insertion is from 0 2 to 1.2% of the value of the nominal radius of the working surface of the block.

The utility model of the coupling device refers to rail transport, in particular, to those used on units of railway rolling stock, traction coupling devices providing a mechanical connection of wagons, as well as protecting cars and passengers from longitudinal strengths transmitted through car trap devices.

When inspecting the mechanical part of the brake on the locomotives, the lever gear service is checked. Pay attention to the reliability of the fastening and state of the levers, thrust, safety brackets, suspension, the presence of washers and hoptes.

Check the position and state of the brake pads. With the brake, the pads must be separated from the surface of the wheel riding at a distance of 10-15 mm along the entire length of the shoe and at the same time it is tightly fit for the brake shoes.

The pads are replaced if they are worn to the limiting thickness or have wedge-shaped wear of the ridge part, discover and other defects. The thickness of the cast-iron pads is allowed to operate at least 15 mm on the train locomotives, 12 mm - on tenders and 10 mm - on the motor-reshagous rolling stock and maneuver locomotives.

For locomotives running in areas with steeply protracted descents, which use frequent and long-term braking, the thickness of the block should be at least 20 mm, if another norm is not installed for such descents.
To replace the brake block on diesel locomotives, it is necessary to remove the check, weaken the nuts of the adjusting thrust and (Fig. A), turning the coupling into several revolutions, reduce the length of the thrust. Information about modern Russian diesel locomotives can getonline About the railway.

Then, knocking the roller, disconnect this craving (Fig. B), remove it from the fork and remove the worn out block (Fig. D). By installing a new block, consolidate it with check and re-connect the adjustment traction.

After replacing the brake pad, it is necessary to check and, if necessary, adjust the distance between the vertical lever and the edge of the bracket bracket, as well as the output of the brake cylinder rod.
Adjustment should be made by changing the length of two cras.

At the beginning, the size of 70410 mm from the vertical lever to the bracket with the thrust between the two pads is set. Then by changing the length of the thrust near the same block, the outlet of the brake cylinder stem is adjusted.

Size 70 + 1 ° mm is checked with the inhibitory position of the system.
To change the transfer of the lever transmission, the brake roller is set to one of the horizontal balance holes, depending on the Locomotive series and the axis load.

The output of the stock of brake cylinders with full service braking is initially installed in the following certain limits, depending on the type of rolling stock.

Electric locomotives and diesel locomotives ...... 75-125 mm
Electric trains ER2, ER9, ER10:
motor wagons ....... 50-75
trailed »......... 75-100
ER22 electric trains:
motor wagons ........ 40-50
trailed »......... 75-100
Electric trains of other series and diesel trains (except trains with disk brakes):
motor wagons ....... 75-100
trailed »......... 100-125

The maximum outlet of the brake cylinder stock in operation is allowed to 150 mm.

With a greater exit, the lever gear must be adjusted in accordance with the above standards.
You should also check the condition and operation of the manual brake, which should be easily operated.

After adjusting the lever gear, the brake loading clutch is fixed with nuts, and hinged connections are lubricated.

Also checking aircases, brake instruments and tanks on the locomotive.
At the same time, special attention is paid to the density of the nozzle of the connecting sleeves on the fitting and fasten the weak nuts of the air conductive brake system on the locomotive.

the action of antio-sighted and high-speed regulators on passenger cars with brakes of Western European type in accordance with the instructions of the infrastructure owner, the owner of the infrastructure complex, as well as paragraph 5.8 of this Instruction;

on the wagons with the autorention, the compliance of the output of the plug of the authorry load on the axis of the car, the reliability of the attachment of the contact bar, the supporting beam on the trolley and the authorship, the damper part and the pressure switch on the bracket, weakening the bolts to tighten;

the correct control of the brake lever transmission and the action of automatic regulators, the output of stocks of brake cylinders, which must be within the limits specified in Table 5.1 of this Instruction.

The lever gear must be adjusted so that the distance from the end of the connecting clutch to the end of the protective pipe of the autorentor was at least 150 mm for cargo wagons and 250 mm for passenger, and for freight cars with separately losing braking for RTP-300 and RTP-675 M - not less than 50 mm; The angles of inclination of horizontal and vertical levers must ensure normal lever transmission operation to limit wear of the brake pads. With a symmetrical arrangement of the brake cylinder on the car and on the wagons with separate molding braking with full service braking and new brake pads, the horizontal lever on the side of the brake cylinder stem should be perpendicular to the axis of the brake cylinder or to have a slope from its perpendicular position up to 10 ° away away from the trolley. With the asymmetric arrangement of the brake cylinder on the wagons and on the wagons with separate loudelary braking and new brake pads, the intermediate levers must have a slope of at least 20 ° in the direction of the carts;

the thickness of the brake pads and their location on the surface of the wheel riding. It is not allowed to leave brake pads on freight cars if they come out from the surface of riding for the outer face of the wheel rim by more than 10 mm. On passenger and refrigerated wagons, the output of the pads from the surface of the riding for the outer face of the wheel is not allowed.

The thickness of the brake pads for passenger trains should ensure proceeding from the formation point to the turnover point and back. The thickness of the brake pads of refrigerated and cargo cars is established by the order of the infrastructure owner, the owner of the infrastructure complex in coordination with the territorial bodies of the federal executive body in the field of railway transport on the basis of experimental data, taking into account the provision of normal operation between maintenance points.

The thickness of pig-iron brake pads must be at least 12 mm. The minimum thickness of the composite brake pads with a metal back - 14 mm, with a mesh-wire frame - 10 mm (the pads with a mesh-wire frame are determined by the filled friction mass of the ear).

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 condition of the triangle or traverse, brake shoe and brake shoe suspension, identified disadvantages, replace the block;

providing trains required by pressing brake pads in accordance with the approved brake standards given in Appendix 2 to this Instruction.

Table 5.1

Outlet of stock brake cylinders of wagons, mm

Notes. 1. In a numerator - with full service braking, in the denominator - at the first stage of braking.

2. The output 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.

5.2. When adjusting the lever transmission on the wagons equipped with the author, its drive is adjusted on freight cars to maintain the output of the brake cylinder rod at the lower limit of the established norms in accordance with Table 5.2 of this Instruction.

On passenger cars in the items of formation adjustment of the drive in charge of 5.2 kgf / cm2 and full service braking. On the wagons without autoretors, the lever transmission is adjusted to maintain the output of the rod, not exceeding the average values \u200b\u200bof the established norms.

Table 5.2.

Approximate installation dimensions of the brake lever transmission regulator

5.3. The exit standings of brake cylinder rods for cargo wagons that are not equipped with automores are installed in front of steeply protracted descents, the owner of the infrastructure owner, the owner of the infrastructure complex in coordination with the territorial bodies of the federal executive authority in the field of railway transport.

5.4. It is forbidden to install composite pads on wagons, the lever transmission of which is rearranged under cast iron pads (i.e., the tightening rollers of 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 which is rearranged For composite blocks, with the exception of wheel pairs of passenger cars with gearboxes, where pig-iron pads can be used to a speed of 120 km / h.

Six - and eight-axis cargo wagons exploit only with composite pads.

5.5. 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.

7.1 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 work - replace;

- correctness of the combination of brake hoses, 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 fastening, the state of the surfaces of the electrical contacts of the sleeves' heads No. 369a (if necessary, clean the contact surfaces). The correctness of the hose suspension and the reliability of the closure of the end crane. With the adhesion of passenger cars equipped with two brake lines, sleeves should be connected on one side of the axis of the motor arches along the movement;

- the correctness of the inclusion of air distributor modes on each car, taking into account the presence of authorry, including in accordance with the axle load and the type of pads;

- 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 an electrical chain integrity check in wires No. 1 and 2 of the composition, the absence of closures of these wires between themselves and on the car body, voltage in the chain of the tail car in braking mode. Checking the action of the electropneumatic brakes to produce from the power supply with a stable output voltage of 40 V, while the voltage drop in the electrical circuit of the wires No. 1 and 2 in the braking mode in terms of one carriage of the composition is not more than 0.5 V for the compositions of 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 effect of antio-sighted and high-speed regulators on passenger cars with brakes of Western European type in accordance with the individual instructions of the owner of the infrastructure, as well as paragraph 7.8 of this Regulation;

- on the wagons with the autorention matching the output of the plug of the automatic load on the car axis, the reliability of fastening the contact bar, the supporting beam on the trolley and the authors, the damper part and the pressure switch on the bracket, weakening the bolts to tighten;

- The correct control of the brake lever gear and the action of automatic regulators, the output of the stocks of the brake cylinders, which should be within the limits specified in Table. 7.1.

Table 7.1. Outlet of stock brake cylinders of wagons, mm

Notes. 1 in a numerator - with full service braking, in the denominator - at the first stage of braking.

2 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.

The lever gear must be adjusted so that the distance from the end of the protective pipe clutch to the connecting thread on the screw repeator screw was at least 150 mm for cargo wagons and 250 mm for passenger, and for cargo cars with separate braking braking 50 mm for RTP-300 autoretors and RTP-675-M; The angles of inclination of horizontal and vertical levers must ensure normal lever transmission operation to limit wear of the brake pads. (With a symmetrical arrangement of the brake cylinder on the car and on the wagons with separately losing braking in full service braking and new brake pads, the horizontal lever on the side of the brake cylinder stem should be perpendicular to the axis of the brake cylinder or have a slope from its perpendicular position to 10 o'clock away from Trolleys. With the asymmetric arrangement of the brake cylinder on the wagons and on the wagons with separately losing braking and new brake pads, the intermediate levers must have a tilt of at least 20 o in the direction of the carts)

- The thickness of the brake pads and their location on the surface of the wheel riding. It is not allowed to leave brake pads on freight cars if they come out from the surface of riding for the outer face of the wheel rim by more than 10 mm. On passenger and refrigerated wagons, the output of the pads from the surface of the riding for the outer face of the wheel is not allowed.

The thickness of the brake pads for passenger trains should ensure proceeding from the formation point to the turnover point and back and is established by local instructions on the basis of experimental data.

The minimum thickness of the pads at which they are subject to replacement: 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 condition of the triangle or traverse, brake shoe and brake shoe suspension, identified disadvantages, replace the block;

- Security of the train required by pressing the brake pads in accordance with the approved infrastructure owner of the brake standards (Appendix 2).

7.2 When adjusting the lever transmission on the wagons equipped with the author-ventilator, its drive is adjustable on freight cars to maintain the output of the brake cylinder rod at the lower limit of the established norms (Table 7.2.).

On passenger cars in the formation items of the drive adjustment to produce 5.2 kgf / cm 2 and full service braking at a charging pressure. On the wagons without auto regulators, the lever transmission is to be adjusted to maintain the exit of the rod, not exceeding the average values \u200b\u200bof the established norms, and on the wagons with the author-controllers - on the average values \u200b\u200bof the set valves of the rod output.

7.3 Norms of outputting brake cylinder rods for cargo wagons that are not equipped with automores, before steeply protracted descents are installed by local instructions.

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

Six and eight-axle cargo wagons are allowed to operate only with composite pads.

Table 7.2. Approximate installation dimensions of the brake lever transmission regulator

7.5 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 there is no maintenance point is allowed to follow this car with the brake off, subject to the safety of motion to the nearest PTO.

7.6 At the points of formation of freight trains and at the points of formation and turnover of passenger trains, inspections of the wagons are required to check the health and action of manual brakes, paying attention to the ease of actuating and pressing the pads to the wheels.

The same testing of manual brakes inspection of wagons should be carried out at stations with maintenance points preceding steep protracted descents.

7.7 It is forbidden to put wagons in the train, in which the brake equipment has at least one of the following faults:

- defective air distributor, electric agricultural distributor, electrical electropneumatic brake circuit (in the passenger train), autorem, end or disorderly crane, exhaust valve, brake cylinder, tank, working chamber;

- damage to air ducts - cracks, breakthroughs, wipes and bundle of connective sleeves; cracks, dorms and dents on aircraft, looseness of their compounds, weakening the pipeline in fastening places;

- a malfunction of the mechanical part - traverse, triangels, levers, thrust, suspension, gauge cutter, shoes; cracks or festers in detail, broken the pads of the pads, improper mounting pads in the shoe; faulty or missing safety devices and awesome beams, inadequate fastening, non-type parts and glues in nodes;

- defective manual brake;

- weakening the fastening of parts;

- unregulated lever gear;

- The thickness of the block is less specified in paragraph 7.1 of this Regulation.

7.8 Check the action of pneumomechanical anti-free and high-speed regulators on rice wagons on the passenger mode of turning on the brake with full service braking.

On each car to check the action of the anti-free regulator on each axis. To do this, through the window in the sensor housing, turn the inertial cargo, and the air from the brake cylinder of the test trolley should be released through the discharge 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.

Press the button of the high-speed controller on the side wall of the car. 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 original one.

After checking, turn on the brake of cars to the mode corresponding to the upcoming maximum speed of the train.

7.9 Check the distance between the heads of connecting sleeves No. 369a and the 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.

Similar information.