Braking standards for freight and passenger trains. The sequence of trains with a missing brake pressure
All trains departing from the station must be provided with a single least pressing of the brake pads (per 100 tf of the weight of the train or train) in accordance with the brake standards approved by the Ministry of Railways (Appendix 2 of the Instructions for the operation of rolling stock brakes TsT-TsV-TsL- VNIIZhT \\ 277; Appendix 1 to the Instruction of the Ministry of Railways of Russia No. E-501u dated 27.03.01):
- loaded cargo, empty cargo with the number of axles over 400 to 520 (inclusive) and refrigerated trains for speeds up to 90 km / h - 33 tf;
- empty cargo up to 350 axles for speeds up to 100 km / h - 55 tf;
- passenger train for speeds up to 120 km / h - 60 tf;
- refrigerator train for speeds over 90 to 100 km / h -55 tf;
- refrigerator train for travel speeds over 100 to 120 km / h - 60 tf;
- freight-passenger train, empty freight train with the number of axles from 350 to 400 (inclusive) for speeds up to 90 km h - 44 tf.
Freight trains, which include wagons with an axle load of 21 tons and all auto brakes are on, can travel at a set speed:
- with a braking pressure of less than 33 tf, but not less than 31 tf per 100 tf of the train weight and if there are at least 75% of the cars in the train, equipped with composite brake pads, with air distributors switched on to medium mode;
- with a brake pressure of less than 31 tf, but not less than 30 tf per 100 tf of the train weight, and if the train contains at least 100% of the wagons equipped with composite brake pads, with air distributors switched on to medium mode.
- freight and refrigerated trains operating at speeds up to 80 km / h, with a pressure of at least 28 tf per 100 tf of train weight;
- freight trains with a train of empty wagons up to 350 axles, operating at speeds of more than 90 to 100 km / h, with a pressure of at least 50 tf per 100 tf of train weight;
- passenger trains operating at speeds up to 120 km / h, with a pressure of at least 45 tf per 100 tf of train weight;
- freight and passenger trains operating at speeds up to 90 km / h, with a pressure of at least 38 tf per 100 tf of train weight;
- refrigerated trains operating at speeds of over 90 to 120 km / h, with a pressure of at least 50 tf per 100 tf of train weight.
In the case of a decrease in the braking pressure of trains less than the lowest one due to the switching off of faulty auto brakes along the route, it is allowed to pass such trains to the first station where there is a maintenance point (PTO) of the cars.
In exceptional cases, due to the failure of auto brakes for individual cars along the route, the train can be sent from an intermediate station to the first station where there is a car maintenance facility, with a brake pressure less than the established standards, provided that there are slopes on this section not steeper than 0.010, with the delivery to the driver speed limit warnings.
The order of departure and movement of such trains is established by order of the head of the road. The speed of movement of freight and refrigerated trains when pressed less than 28 tf per 100 t of train weight, but not less than 25 t; of a cargo-passenger train when pressed less than 38 tf per 100 t of train weight, but not less than 33 tf - should be no more than 55 km / h.
Departure of a freight or refrigerated train is prohibited when the braking pressure is less than 25 tf per 100 tf weight, for a freight-passenger train - less than 33 tf per 100 tf and a passenger train - less than 45 tf per 100 tf. Repair of brakes on the train is carried out by inspectors who are sent from the nearest car repair shop.
The calculated depressions of the brake pads are indicated in the operating instructions for the brakes of the rolling stock of railways for cars in table. 1, and for locomotives, multi-unit rolling stock and tenders in table. 2 applications 2.
The actual weight of freight, postal and baggage cars in train sets is determined according to train documents, the accounting weight of locomotives and the number of brake axles - according to table. 3 applications 2.
Determine the weight of passenger cars according to the data printed on the body or channel of the cars, and take the load from passengers, hand luggage and equipment:
- for SV and soft carriages for 20 seats - 2.0 tf per car;
- other soft - 3.0 tf, compartment - 4.0 tf;
- compartments with seating, non-compartment reserved seats and dining cars - 6.0 tf;
- for interregional cars in high-speed and passenger trains - 7.0 tf; private non-reserved seat - 9.0 tf
To hold in place after stopping on the stretch in the event of a malfunction of the auto brakes, freight, cargo-passenger and mail-baggage trains must have hand brakes and brake shoes in accordance with the standards specified in table. 4 of Appendix 2. If there are not enough hand brakes on the train, then they are replaced with brake shoes at the rate of one shoe for three brake axles with an axle load of 10 tf or more, or one shoe for one axle when installed under a car with a lower axle load.
The procedure for placing and turning on auto brakes on trains
The automatic brakes of all cars on a train departing from a station where there is a car maintenance point, as well as from a train formation station or a mass loading point must be turned on.
Disengagement of a serviceable car brake is possible only in cases provided for by the Ministry of Railways. Moreover, the train should contain no more than eight axles with the brakes off and the span line in one group, and in the tail of the train in front of the last two brake cars - no more than four axles.
In case of failure of automatic brakes of one of the two tail carriages at the nearest station, shunting work is performed to place two cars with serviceable auto brakes at the tail of the train. If the air distributor of the tail car of the electric train fails, it must be replaced at the nearest station with a serviceable air distributor of the neighboring car.
Passenger trains must be operated with electro-pneumatic brakes, and if the carriages have RIC dimensions, they must be operated with pneumatic brakes. If a passenger train has one car with an air distributor "KE", it can be turned off if the value of a single brake pressure is provided in accordance with the established standard. As an exception, it is allowed to hook up to the tail of a passenger train on an EPT no more than two passenger cars, not equipped with an EPT, but with a working automatic brake.
It is forbidden to place freight cars on passenger trains, except for the cases provided for by the PTE. In freight and freight-passenger trains, the combined use of air distributors of freight and passenger types is allowed. If a freight train has no more than two passenger cars, then their air distributors can be turned off (except for two tail cars).
Railway rolling stock brake pad contains at least one-layer composite friction element and at least one friction abrasive insert buried in the composite friction element from the side of the working surface of the shoe. The depth of the insert (s) deepening is from 0.2 to 1.2% of the value of the nominal radius of the working surface of the block. The insert or inserts can be made of ductile or ductile iron, and the ratio of the insert's working surface area to the total area of \u200b\u200bthe working surface of the pad is 4 to 20%. Between the working surface of the friction layer and the working end face of the insert, there can be a running-in layer, the material of which has properties close to the frictional properties of a shoe with an insert, and the wear resistance is lower than that of a composite friction element. The proposed pad design will ensure stable braking performance, including the pad-to-wheel run-in period and increase the efficiency of the insert and pad use.
1 n. p.f. 1 fig.
The claimed utility model relates to shoe braking devices, namely, to braking devices of railway vehicles, as well as, for example, subway cars.
Under the action of the pneumatic cylinder, through the linkage, the brake shoe, contacting its rear surface with the surface of the brake shoe and connected to it, is pressed against the rolling surface of the wheel with a set force by its working surface, as a result of which braking occurs. Thus, the design of the shoe brake is based on the use of the rolling surface of the wheel in a pair of friction with the brake shoe, which has a cleaning and polishing effect on the rolling surface of the wheel, but also causes its wear.
Known are cast-iron brake pads manufactured in accordance with GOST 1205-73 "Pig-iron brake pads for railroad cars and tenders. Construction and main dimensions ".
However, cast iron pads have a short service life, large weight, low coefficient of friction, require a large pressing force against the wheel during braking - up to 30 kN and are practically not used at a carriage speed above 120 km / h.
The most widespread are high-friction composite brake pads, used mostly for cars, providing a higher braking efficiency, longer service life and higher speed of car movement than cast iron shoes. The friction coefficient of these pads is 2 - 2.5 times higher than that of cast iron, therefore, the force of pressing them against the wheel during braking does not exceed 20 kN, which is 1.5 times less than that of cast iron pads.
In the book by BA Shiryaev "Production of brake pads from composite materials for railway cars" (M. Chemistry, 1982, pp. 8-14; 67-76), various designs of brake pads with a steel frame (stamped from strips and wire mesh), their main dimensions and manufacturing technology.
Known brake shoe for a railway vehicle (options) according to RF patent 76881 for a useful model. The prototype of this shoe is a solution known from the prior art, namely, composite brake shoes with a mesh-wire frame for railway cars 25130-N, 25610-N, serially manufactured according to the specifications of the manufacturers TU 2571-028-00149386-2000, TU 38 114166-75 and according to the drawings of the Design Bureau of the carriage economy - a branch of JSC Russian Railways (PKB TsV JSC Russian Railways), Moscow, developed in 1975.
Composite brake pads with a mesh-wire frame according to the above drawings have been manufactured since 1976 by several factories in Russia and Ukraine for all freight cars operated on the railways of Russia, Ukraine, Kazakhstan, as well as other countries that were previously part of the Soviet Union. and technical documentation for brake pads, including drawings, is used in the work by all manufacturers of pads, as well as all services of the wagon economy and depot, which operate brakes.
The annual production of composite brake pads with a mesh-wire frame is several million pieces, and at present more than one hundred million pieces have been manufactured. In the process of operation, several million pads with a mesh-wire frame wear out annually, and sometimes with complete destruction and exposure of the frame, and therefore, their simple design is generally available and well-known.
The known composite brake pads are made with a working surface radius of 510 mm for freight cars, with a new wheel diameter of 1020 and 957 mm.
The radius of the working surface of a new composite brake shoe is usually equal to the radius of the rolling surface of the new wheel, which is a counterbody for the brake shoe, or exceeds the radius of the rolling surface of the wheel, if the pads do not crack or collapse under the action of the established force of pressing them against the wheel, since their radius of the working surface , unlike cast iron pads, it can also decrease due to the bending of the pads, due to its elasticity, resilience.
In Russia, cars can be used, for example, solid-rolled wheels according to the technical specifications of GOST 10791-2004, having a design and dimensions according to GOST 9036-88. The rolling surface of the wheels wears out during their operation, and also receives various defects, for example, chisels, sliders, navars and others, and therefore the wheels of the wheelsets undergo several repairs in the form of wheel turning.
In railway transport, instructions have been developed and are used for inspection, certification, repair and formation of wagon wheelsets. These instructions establish the procedure, terms of inspection, inspection and repair of wheelsets, as well as the norms and requirements that they must meet. According to, for example, this instruction in Russia, the thickness of the rim of a solid-rolled wheel of an eight-, six-, and four-axle freight car, circulating in trains at speeds up to 120 km / h inclusive, should not be less than 22 mm.
Thus, a change in the nominal diameter of the rolling surface of a wheel in operation is allowed, for example, from 957 mm (a new solid-rolled wheel with a rolling diameter of 957 mm according to GOST 9036-88) to 854 mm, (810 + 22 × 2) mm (according to GOST 9036 -88, page 2).
According to the instructions for repairing the brake equipment of railroad cars in Russia, brake pads (cast iron or composite) are installed only new, regardless of wheel wear.
Thus, the nominal radius of the working surface of a new composite brake shoe, serially produced in Russia for freight cars, can exceed the nominal radius of the rolling surface of a worn solid-rolled wheel of a freight car by 83 mm. 
Where:
510 mm is the nominal radius of the working surface of a serially manufactured composite brake shoe for freight cars in Russia;
854 mm is the minimum diameter of a worn solid-rolled wheel of a freight car according to the data specified in the application text.
The cost and service life of a wheel is several times higher than the cost and service life of brake pads.
In the process of running in a new brake pad to a worn wheel, the area of \u200b\u200btheir contact is much smaller, since the radius of the rolling surface of the worn wheel is less than the radius of the working surface of the new wheel.
The contact area of \u200b\u200ba new shoe with a worn out wheel during running-in can be determined experimentally, by the method of obtaining a colored imprint of the contact spot when pressing the shoe against the wheel with a set force, using, for example, a special paint and then determining the contact area by calculation. The contact area can also be determined using a graphical method, according to the drawings, without taking into account 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 shoe against the wheel during braking (contact force) has a constant value and therefore, in the case of braking the wheel with an unused brake shoe, the specific pressing force (for example, by 1 cm 2) increases in direct proportion to the decrease in the contact area of \u200b\u200bthe shoe with the wheel in comparison with the running-in shoe , if we assume that the block does not bend, but since there is also a bend, an increase in the specific force of pressing the block against the wheel causes only partial compensation for the lost braking efficiency due to the reduced contact area of \u200b\u200bthe block with the wheel.
According to the existing operating experience, for serially produced homogeneous cast-iron and composite brake pads, a corresponding reduced contact area of \u200b\u200bthe brake pad is allowed when it is run-in to a worn wheel, since in this case the required braking efficiency is ensured, and, consequently, operational safety in accordance with the requirements of safety standards.
In recent years, in some countries, for example, in the USA and Russia, the production of wheel-saving brake composite pads with a thickness of 40 to 65 mm and a length of 400 to 250 mm has been mastered, in the design of which there is additionally one or more friction inserts made of a harder and more abrasive material. than the main composite friction element, such as cast iron.
So known are composite brake pads used in railway transport to restore the rolling surface of a wheel during normal braking of such a vehicle according to patent EP 1074755 (F16D65 / 06, publ. 07.02.2001).
One, two or three hard abrasive insulated inserts of a second type of friction material, for example, cast iron, are initially completely surrounded by a first type of composite friction material (composite) on all sides.
According to the description of the invention "it is very important that the insulated insert (s) are immersed in and do not protrude above the surface of the composite friction material so that the composite friction material can properly position (flow) around the insulated insert during the manufacturing process." The surface of the insulated insert (s) is constantly exposed during operation, since the friction composite material is abraded during normal braking. The friction material of the insert, for example, cast iron, improves the frictional characteristics of the pads in adverse weather conditions (rain, snow, ice) and during normal braking ensures the elimination of wheel defects due to the aggressive abrasive effect of treating the rolling surface of the wheel, for example by grinding.
Unfortunately, these pads cannot meet the requirements of safety standards in railway transport, since their braking efficiency when running in the pad to the wheel, as well as when installed on a new wheel or a worn wheel, will differ significantly. Differences in braking efficiency are due to the fact that when developing the pad design, the differences in the values \u200b\u200bof the friction coefficient of the composite and the insert, for example, made of cast iron, were not taken into account, as well as the depth of the insert was chosen without taking into account the difference between the diameters of the new and worn out wheel, on which the pad can be installed.
The known technical solution is used for the same purpose as the claimed one and has essential features in common with it: "brake pad", "composite friction element", and "at least one friction abrasive insert".
The closest analogue is the brake shoe of a railway vehicle according to the RF patent for invention 2309072.
The known brake shoe contains a metal frame, a composite friction element and one solid insert connected to the frame and made of high-strength or ductile cast iron, and the ratio of the insert's working surface area to the total area of \u200b\u200bthe shoe's working surface is 4 to 20%. In the design of the shoe, the ratio of the working surface area of \u200b\u200bthe solid insert to the total area of \u200b\u200bthe working surface of the shoe is determined on the basis of design and technological considerations, as well as the physical-mechanical and frictional-wear properties of the composite friction element and the insert made of high-strength or ductile iron. According to the drawing and the description, the insert is recessed into the composite friction element from the side of the pad working surface.
This block also has a stable braking efficiency, including under adverse weather conditions (rain, snow, ice) and ensures the elimination of wheel defects (sliders, navars), due to the aggressive abrasive effect of treating the rolling surface of the wheel with an abrasive cast iron insert, and restores the surface rolling a wheel by turning and grinding it.
In addition, in the process of normal braking at a high temperature, microcracks on the tread surface of the wheel are filled with cast iron of the insert, and therefore their further development does not occur, and the tread surface of the wheel is lubricated by the graphite contained in the insert.
The use of nodular cast iron and high elongation as the insert material most significantly increases the resource of the wheel and pad.
However, the depth of deepening of the solid insert in the friction composite element from the side of the working surface of the shoe is determined based on the requirements of the process of technology and production, i.e. exclusion of damage to the surface of the mold, regardless of the diameter of the rolling surface of the worn wheel, on which the block can be installed. Thus, the ratio of the working surface area of \u200b\u200bthe insert to the total area of \u200b\u200bthe working surface of the shoe from 4 to 20%, as indicated in the claims, is effective if these shoes are installed on new wheels, for example, on assembly lines of carriage works, since the radius of the working surface of the shoes is equal to the surface radius wheel rolling or slightly different from it.
When running in a known shoe to a worn wheel having a smaller diameter of the rolling surface, the contact area of \u200b\u200bthe shoe with a worn wheel can be several times smaller. At the same time, in the case of insufficient penetration of the insert into the composite of the shoe from the side of its working surface, the ratio of the area of \u200b\u200bthe working surface of the insert to the contact area of \u200b\u200bthe shoe with the wheel may be several times higher than that established above, which can lead to a change in the braking efficiency. For example, in the case of using a high-friction composite material with an insert made of cast iron, this will lead to a decrease in the braking efficiency up to the discrepancy between its requirements of safety standards in railway transport. Too much deepening of the insert in the shoe composite from the side of its working surface leads to its short-term and, therefore, ineffective use.
The known brake pad is used for the same purpose as the claimed one and has essential features in common with it: "brake pad", "composite friction element", "at least one friction abrasive insert buried in the composite friction element from the side of the working surface pads ".
The problem to be solved by the claimed brake shoe of a railway rolling stock containing a composite friction element and at least one friction abrasive insert buried in the composite friction element from the side of the working surface of the shoe is to ensure the mechanical and frictional-wear properties of the shoe in accordance with with the requirements of safety standards for railway transport in the process of running in a brake shoe to a worn wheel in operation.
EFFECT: provision of stable braking efficiency during the entire period of operation of a brake shoe with friction abrasive inserts in accordance with the safety standards for railway transport "Composite brake shoes for railway rolling stock". Also, the efficiency of using these brake pads will increase due to the use of the maximum possible thickness of the insert in the thickness of the pads, based on the implementation of the minimum value of its deepening in the composite friction element to ensure the required frictional properties, and therefore the service life of the wheels will increase.
The claimed technical result is achieved in the inventive brake shoe for railway rolling stock as follows.
The inventive brake shoe of a railway rolling stock is a composite brake shoe containing a metal frame, at least a single-layer composite friction element and at least one friction abrasive insert buried in the composite friction element from the side of the shoe working surface.
Figure 1 shows the claimed brake shoe for railway rolling stock, where:
1 - metal frame;
2 - a composite friction element, which can consist, for example, of two longitudinal layers;
3 - central friction abrasive insert located in the middle of the shoe;
4 - a running-in layer, which can be the third longitudinal layer of an easy-to-wear composite friction element;
5 - two lateral friction abrasive inserts located on either side of the middle of the pads.
The frictional abrasive inserts can be bonded to the metal frame by known methods such as welding, pinching, or others.
Figure 1 has the following designations.
R 1 - radius of the working surface of the brake shoe;
R 2 - radius of the rolling surface of a worn wheel;
L - chord length equal to the length of the brake shoe;
S is the thickness of the brake shoe;
S 1 - the distance measured along the axis of the central insert, between the arcs of circles lying on the same chord with the radius of the working surface of the shoe and with the radius of the rolling 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 axis of the central insert between the arcs of circles lying on the same chord with the radius of the working surface of the shoe and with the radius of the rolling surface of the worn wheel, the length of the chord being equal to the length of the shoe.
The claimed technical result is achieved by the fact that the insert or inserts are buried in the composite friction element from the side of the working surface of the shoe by an amount that ensures the working surface of the solid insert reaches the working surface of the shoe after the shoe has completely run in to the worn wheel. It is possible to achieve the specified technical result with partial (incomplete) running-in of the shoe to the worn wheel and deepening of the insert to a shallower depth, if the specified contact area of \u200b\u200bthe shoe with the worn wheel corresponding to this deepening will ensure the frictional properties of the shoe within the acceptable limits, according to safety standards in railway transport. For a brake shoe, 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 depth of the insert deepening, which ensures that the working surface of the insert reaches the working surface of the shoe after full running-in of the shoe to the worn wheel on which it is installed, is equal to the distance, measured along the axis of the insert between arcs of circles lying on the same chord with the radius of the working surface of the shoe 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 pads sometimes exceeds the radius of the rolling surface of the individual wheels used, for example, as indicated above for mass-produced pads in Russia, and also taking into account the operation, it has been experimentally established that, depending on the design of the pads, the number, location and the area of \u200b\u200bthe inserts, the frictional and mechanical properties of the composite friction element and the insert, the elasticity, flexibility of the shoe and others, the depth of the insert deepening can be from 0.2 to 1.2 of the radius of the working surface of the shoe. That is, with a nominal radius of the working surface of the block of 510 mm, the depth is 1.02-6.12 mm.
In this case, as can be seen from the drawing, the depth of the central insert must be greater than that of the side inserts S 1\u003e S 2.
Friction abrasive inserts can have a coefficient of friction less or more than that of a composite friction element and their main task is not to provide the required efficiency and resource of the pad, but to restore the rolling surface of the wheel during normal braking. The composite friction element is the main friction element that determines the braking performance and pad life. With a decrease in the area of \u200b\u200bthe friction composite element of the shoe, which occurs after the frictional abrasive inserts come out onto the working surface of the shoe, the braking efficiency should remain within the permissible limits for safety standards in railway transport. The fulfillment of these properties and the values \u200b\u200bof their indicators is ensured when designing the shoe. The inserts should wear out faster than the composite friction material. In order to accelerate the start of operation of the friction abrasive insert (s), the shoe can be equipped from the side of its working surface with a wear-in layer that should have frictional properties close to the composite friction element, taking into account the work of the insert (s). A special composite quick-wear (less wear-resistant) frictional material can be used as a running-in layer.
The claimed brake shoe of a railway rolling stock may contain a composite friction element and a friction abrasive insert made of high-strength or malleable cast iron, and the ratio of the insert's working surface area to the total area of \u200b\u200bthe shoe is from 4 to 20%.
In this case, the block can contain a mesh-wire frame, which can be connected to the insert, for example, by a pinching method known from the prior art. Such a design of the pads will significantly increase the technical and economic efficiency of their use and the service life of wheels and pads.
The production of the proposed pads can be carried out on the existing equipment of manufacturers of composite brake pads without fundamentally changing the existing technologies, that is, as described above in the patents-analogues of the claimed utility model.
Composite brake pads for railway transport of the proposed design will allow, without increasing the cost of the pads, to provide stable braking efficiency throughout the entire period of operation of the brake shoe, including the period of running-in to worn-out wheels in service. The efficiency of using the pads will increase due to the use of the maximum possible thickness of the insert in the thickness of the pads, and, therefore, the service life of the wheels will additionally increase.
1. A brake shoe of a railway rolling stock containing at least a single-layer composite friction element and at least one friction abrasive insert recessed into the composite friction element from the side of the working surface of the shoe, characterized in that the insert depth is from 0 , 2 to 1.2% of the value of the nominal radius of the working surface of the block.
A useful model of a coupling device relates to railway transport, in particular, to those used on units of railway rolling stock, traction coupling devices that provide mechanical connection of cars, as well as protection of cars and passengers from longitudinal force effects transmitted through automatic couplers.
6.2.1. During the maintenance of cars, check:
wear and condition of units and parts, their compliance with the established dimensions. Parts whose dimensions are out of tolerance or do not ensure normal brake operation - replace;
correct connection of brake line hoses, opening of end valves between cars and disconnecting valves on supply air lines from the line to air distributors, as well as their condition and reliability of fastening, condition of electrical contacts of hose heads No. 369A, presence of handles of end and disconnecting valves;
the correctness of switching on the modes of the air distributors on each car, taking into account the presence of the auto mode, including in accordance with the load and type of blocks;
the density of the brake network of the train, which must comply with the established standards;
The effect of automatic brakes on the sensitivity to braking and release.
Air distributors and electrical air distributors that are not working satisfactorily - replace with serviceable ones. In this case, check the action of electro-pneumatic brakes from a power source with a voltage during braking of no more than 40 V (the voltage of the tail car must be at least 30 V);
The action of the gas mask and high-speed regulators on passenger cars with brakes of the Western European type in accordance with separate instructive instructions of the UZ, as well as clause 6.2.8 of this Instruction;
on cars with auto mode, compliance with the output of the auto mode plug to the loading of the car, the reliability of fastening the contact strip, the support beam on the bogie and auto mode, the damper part and the pressure switch on the bracket, tighten the loose bolts;
the correct regulation of the brake linkage and the action of the automatic regulators, the output of the brake cylinder rods, which must be within the limits specified in Table 6.1. of this manual.
The linkage must be adjusted so that the distance from the end of the coupling to the end of the protective tube of the auto-regulator is at least 150 mm for freight cars and 250 mm for passenger cars; the angles of inclination of the horizontal and vertical levers must ensure the normal operation of the linkage up to the limit of wear of the brake pads;
The thickness of the brake pads and their location on the rolling surface of the wheels. It is not allowed to leave brake pads on freight cars if they extend from the rolling surface beyond the outer edge of the wheel by more than 10 mm. On passenger and refrigerated wagons, the exit of the blocks from the rolling surface beyond the outer edge of the wheel is not allowed.
The thickness of the cast-iron brake pads is established by order of the head of the road on the basis of experimental data, taking into account their normal operation between maintenance points.
The thickness of the cast iron brake pads must be at least 12 mm. The minimum thickness of composite brake pads with a metal back is 14 mm, with a mesh-wire frame of 10 mm (pads with a mesh-wire frame are determined by the lug filled with a friction mass).
Check the brake pad thickness from the outside, and in case of wedge-shaped wear - at a distance of 50 mm from the thin end.
In case of obvious wear of the brake pad on the inner side (on the side of the wheel flange), the pad must be replaced if this wear can cause damage to the shoe;
Providing the train with the required pressing of the brake pads in accordance with the brake standards approved by the Ukrzaliznytsia (Appendix 2).
Table 6.1
Outputs of rods of brake cylinders of cars
Notes:
1. In the numerator - during full service braking, in the denominator - during the first stage of braking.
2. The output of the brake cylinder rod with composite pads on passenger cars is indicated taking into account the length of the clamp (70 mm) installed on the rod.
6.2.2. When adjusting the linkage on freight and passenger cars equipped with an autoleveler linkage, its drive is adjusted to maintain the rod exit at the lower limit of the established standards. On passenger cars at formation points, the drive should be adjusted at a charging pressure in the line of 5.2 kgf / cm 2 and full service braking. On wagons without automatic regulators, adjust the linkage to the rod outlet, which does not exceed the average value of the established standards.
6.2.3. The norms for the output of the brake cylinder rods for freight cars before steep long slopes are established by the head of the road.
6.2.4. It is forbidden to install composite shoes on cars, the linkage of which is rearranged under the cast iron shoes (i.e., the tightening rollers of the horizontal levers are located in the holes located further from the brake cylinder), and, conversely, it is not allowed to install cast iron shoes on cars, the linkage of which is rearranged for composite shoes, except for wheelsets of passenger cars with gearboxes, where cast iron shoes can be used up to a speed of 120 km / h.
Six and eight-axle freight cars, as well as freight cars with a container of more than 27 tf, are allowed to operate only with composite blocks.
6.2.5. When inspecting the train at a station where there is no PTO, KPTO, PPV, all the malfunctions of the braking equipment should be identified in the cars, and parts or devices with defects should be replaced with serviceable ones.
6.2.6. At the points of formation of freight trains and at points of formation and turnover of passenger trains, car inspectors are obliged to check the serviceability and operation of the hand brakes, paying attention to the ease of activating and pressing the shoes against the wheels.
Inspectors should carry out the same check of hand brakes at stations with maintenance points (PTO, KPTO, PPV), preceding steep long descents.
6.2.7. It is forbidden to install wagons in the train, in which the braking equipment has at least one of the following faults:
Defective air distributors, electric air distributors, electrical circuit EPT (in a passenger train), auto mode, end or disconnect valve, exhaust valve, brake cylinder, reservoir, working chamber;
Damage to air ducts - cracks, breaks, abrasions and delamination of connecting hoses, cracks, breaks and dents on air ducts, non-tightness of their connections, weakening of the pipeline in the places of their attachment;
Malfunctions of the mechanical part - crossheads, triangels, levers, rods, suspensions, automatic linkage adjuster, shoes, cracks or breaks in parts, breakaway of the shoe eyelet, faulty attachment of the shoe to the shoe, malfunction or absence of safety parts and auto-mode beams, atypical fixing, atypical parts and cotter pins in knots;
Defective handbrake;
Looseness of fastening of parts;
Unadjusted linkage;
The thickness of the pads is less than specified in clause 6.2.1. this manual;
Lack of handle of end or disconnecting valves.
6.2.8. Check the action of the pneumomechanical gas mask and speed regulators on the RIC cars in the passenger mode, when the brake is applied with full service braking.
On each carriage, check the action of the gas mask regulator on each axle. To do this, turn the inertial weight through the window in the sensor housing, and air must be released from the brake cylinder of the tested bogie through the relief valve. After the impact on the load has ceased, it must return to its original position, and the brake cylinder must be 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 speed regulator on the side wall of the car. The pressure in the brake cylinders should rise to the set value, and after you stop pressing the button, the pressure in the cylinders should drop to the initial value.
After checking, turn on the car brakes to the mode corresponding to the upcoming maximum train speed.
6.2.9. Check the distance between the heads of the connecting sleeves No. 369A and the plug connectors between the carriage electrical connection of the lighting circuit of the cars when they are connected. This distance must be at least 100 mm.
7.1 When servicing cars, check:
- condition of units and parts of brake equipment for compliance with their established standards. Parts that do not provide normal brake operation - replace;
- correct connection of brake line hoses, opening of end valves between cars and disconnecting valves on supply air lines, as well as their condition and reliability of fastening, condition of electrical contact surfaces of hose heads No. 369A (if necessary, clean the contact surfaces). Correct suspension of the sleeve and reliable closing of the end valve. When coupling passenger cars equipped with two brake lines, sleeves located on one side of the automatic coupler axis must be connected in the direction of travel;
- the correctness of switching on the modes of the air distributors on each car, taking into account the presence of the auto mode, including in accordance with the axle load and the type of pads;
- the density of the brake network of the train, which must comply with the established standards;
- the effect of automatic brakes on the sensitivity to braking and release, the action of the electro-pneumatic brake with checking the integrity of the electrical circuit in wires No. 1 and 2 of the train, the absence of short circuiting of these wires between themselves and on the car body, voltage in the tail car circuit in the braking mode. Check the operation of the electro-pneumatic brake from a power source with a stabilized output voltage of 40 V, while the voltage drop in the electric circuit of wires No. 1 and 2 in the braking mode in terms of one car of the checked train should be no more than 0.5 V for trains up to 20 cars inclusive and not more than 0.3 V for compositions of greater length. Air distributors and electrical air distributors that are not working satisfactorily should be replaced with serviceable ones;
- action of anti-union and high-speed regulators on passenger cars with brakes of the Western European type in accordance with separate instructions of the owner of the infrastructure, as well as clause 7.8 of these Rules;
- on cars with auto mode, the output of the auto mode plug corresponds to the load on the car axle, the reliability of the contact strip, support beam on the bogie and auto mode, the damper part and the pressure switch on the bracket, tighten the loose bolts;
- the correct regulation of the brake linkage and the action of automatic regulators, the output of the brake cylinder rods, which should be within the limits indicated in table. 7.1.
Table 7.1 Exit of the rod of the brake cylinders of cars, mm
| Type of wagons | When leaving from service points | Maximum allowable at full braking in operation (without autoregulator) | ||||
| Cargo with pads: | ||||||
| cast iron | 75–125 | |||||
| 40–100 | ||||||
| compositional | 50–100 | |||||
| 40–80 | ||||||
| Freight with separate bogie braking with pads: | – | |||||
| cast iron | 30-70 | - | ||||
| - | ||||||
| compositional | 25-65 | - | ||||
| - | ||||||
| Passenger | ||||||
| with cast iron and composite pads | 130–160 | |||||
| 80–120 | ||||||
| RIC dimensions with KE air distributors and cast iron pads | 105–115 | |||||
| 50–70 | ||||||
| VL-RITs on trolleys TVZ-TsNII M with composite blocks | 25–40 | |||||
| 15–30 | ||||||
Notes... 1 In the numerator - during full service braking, in the denominator - during the first stage of braking.
2 Exit of the brake cylinder rod with composite pads on passenger cars is specified taking into account the length of the clamp (70 mm) installed on the rod.
The linkage must be adjusted so that the distance from the end of the protective pipe coupling to the connecting thread on the autoregulator screw is at least 150 mm for freight cars and 250 mm for passenger cars, and for freight cars with separate bogie braking 50 mm for autoregulators RTRP-300 and RTRP-675-M; the angles of inclination of the horizontal and vertical levers must ensure the normal operation of the linkage up to the limit of wear of the brake pads. (With a symmetrical arrangement of the brake cylinder on the car and on cars with separate bogie braking with full service braking and new brake pads, the horizontal lever on the side of the brake cylinder rod should be perpendicular to the axis of the brake cylinder or have an inclination from its perpendicular position up to 10 ° away from bogies. With an asymmetrical arrangement of the brake cylinder on cars and on cars with separate bogie braking and new brake pads, the intermediate levers must have an inclination of at least 20 ° towards the bogies)
- the thickness of the brake pads and their location on the rolling surface of the wheels. It is not allowed to leave brake pads on freight cars if they extend from the rolling surface beyond the outer edge of the wheel rim by more than 10 mm. On passenger and refrigerated wagons, the exit of the blocks from the rolling surface beyond the outer edge of the wheel is not allowed.
The thickness of the brake pads for passenger trains must ensure the passage from the point of formation to the point of turnover and back and is set by local instructions based on experimental data.
The minimum thickness of the pads at which they must be replaced: cast iron - 12 mm; composite with a metal back - 14 mm, with a mesh-wire frame - 10 mm (pads with a mesh-wire frame are determined by the eyelet filled with a friction mass).
Check the brake pad thickness from the outside, and in case of wedge-shaped wear - at a distance of 50 mm from the thin end.
In case of wear of the lateral surface of the shoe on the side of the wheel flange, check the condition of the triangel or traverse, brake shoe and brake shoe suspension, eliminate the identified deficiencies, replace the shoe;
- provision of the train with the required pressing of the brake pads in accordance with the brake standards approved by the infrastructure owner (Appendix 2).
7.2 When adjusting the linkage on cars equipped with an autoleveler, its drive is adjusted on freight cars to maintain the brake cylinder rod output at the lower limit of the established norms (Table 7.2.).
On passenger cars at the points of formation, the drive should be adjusted at a charging pressure of 5.2 kgf / cm 2 and full service braking. On cars without autolevellers, the linkage should be adjusted to maintain the rod exit not exceeding the average values \u200b\u200bof the established norms, and on cars with autoregulators - at the average values \u200b\u200bof the established rod exit rates.
7.3 The norms for the output of the rods of the brake cylinders for freight cars not equipped with automatic regulators, before steep long descents, are established by local instructions.
7.4 It is forbidden to install composite shoes on cars, the linkage of which is rearranged under the cast iron shoes (i.e., the tightening rollers of the horizontal levers are located in the holes located further from the brake cylinder), and, conversely, it is not allowed to install cast iron shoes on cars, the linkage of which rearranged under composite blocks, with the exception of wheelsets of passenger cars with gearboxes, where cast iron blocks can be used up to a speed of 120 km / h.
Six- and eight-axle freight cars may only be operated with composite blocks.
Table 7.2 Approximate installation dimensions of the brake linkage adjuster drive
| Car type | Brake pad type | Dimension "A", mm | |
| lever drive | rod drive | ||
| Cargo 4-axle | Compositional | 35–50 | 140–200 |
| Cast iron | 40–60 | 130–150 | |
| Cargo 8-axle | Compositional | 30–50 | – |
| Freight with separate bogie braking | Compositional | 15–25 | – |
| Refrigerated 5-car section built by BMZ and GDR | Compositional | 25–60 | 55–145 |
| Cast iron | 40–75 | 60–100 | |
| Autonomous refrigerated car (ARV) | Compositional | – | 140–200 |
| Cast iron | – | 130–150 | |
| Passenger wagon (wagon container): | |||
| 42 to 47 t | Compositional | 25–45 | 140–200 |
| Cast iron | 50–70 | 130–150 | |
| 48 to 52 t | Compositional | 25–45 | 120–160 |
| Cast iron | 50–70 | 90–135 | |
| 53 to 65 t | Compositional | 25–45 | 100–130 |
| Cast iron | 50–70 | 90–110 |
7.5 When inspecting the train at the station where there is a maintenance point, all the malfunctions of the braking equipment must be identified in the cars, and parts or devices with defects must be replaced with serviceable ones.
If a malfunction of the braking equipment of cars is detected at stations where there is no maintenance point, it is allowed to follow this car with the brake off, provided that traffic is safe to the nearest service station.
7.6 At the points of formation of freight trains and at points of formation and turnover of passenger trains, car inspectors are obliged to check the serviceability and operation of the hand brakes, paying attention to the ease of actuation and pressing of the shoes to the wheels.
Car inspectors should carry out the same check of hand brakes at stations with service points preceding steep, long descents.
7.7 It is forbidden to install wagons in the train, in which the braking equipment has at least one of the following faults:
- faulty air distributor, electric air distributor, electrical circuit of the electro-pneumatic brake (in a passenger train), auto mode, end or disconnect valve, exhaust valve, brake cylinder, reservoir, working chamber;
- damage to the air ducts - cracks, breaks, abrasions and delamination of the connecting sleeves; cracks, breaks and dents on air lines, looseness of their connections, weakening of the pipeline at the attachment points;
- malfunction of the mechanical part - traverse, triangels, levers, rods, suspensions, auto-adjuster linkage, shoes; cracks or breaks in parts, spalling of the shoe lugs, improper attachment of the shoe in the shoe; faulty or missing safety devices and automatic beams, atypical fasteners, atypical parts and cotter pins in the nodes;
- faulty hand brake;
- loosening of fastening of parts;
- unadjusted linkage;
- the thickness of the pads is less than that specified in clause 7.1 of these Rules.
7.8 Check the action of the pneumomechanical anti-union and high-speed regulators on RIC cars in the passenger mode of engaging the brake with full service braking.
On each carriage, check the action of the anti-skid regulator on each axle. To do this, turn the inertial weight through the window in the sensor housing, and air must be released from the brake cylinder of the tested bogie through the relief valve. After the impact on the load has ceased, it must return to its original position, and the brake cylinder must be 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 speed regulator on the side wall of the car. The pressure in the brake cylinders should rise to the set value, and after you stop pressing the button, the pressure in the cylinders should drop to the initial value.
After checking, turn on the car brakes to the mode corresponding to the upcoming maximum train speed.
7.9 Check the distance between the heads of the connecting sleeves No. 369A and the plug connectors of the intercar electrical connection of the lighting circuit of the cars when they are connected. This distance must be at least 100 mm.
Similar information.
Type of wagons
When departing from
points of technical
service
Maximum up to
empty at
full braking
Freight:
with cast iron shoes 75-125 / 40-100 175
with composite pads 50-100 / 40-80 130
Passenger:
with cast iron and composite
pads
130-160 / 80-120 180
rIC size with air distribution
kE castors and cast iron brakes
new pads
105-115 / 50-70 125
VL-RITs on trolleys TVZ-TsNII
"M" with composite block -
25-40 / 15-30 75
Notes. 1. In the numerator - at full service braking, in the denominator - at the first stage
braking.
2. The output of the brake cylinder rod with composite shoes on passenger cars is indicated with
taking into account the length of the clamp (70 mm) installed on the stem.
The linkage must be adjusted so that the distance
from the end of the coupling to the end of the protective pipe
the torus was at least 150 mm for freight cars and 250 mm for passenger
skyh; the angles of inclination of the horizontal and vertical levers must provide
maintain normal operation of the linkage to the limit of wear
brake pads;
- the thickness of the brake pads and their location on the surface
rolling wheels. Not allowed to leave on freight wagons
brake pads if they come out of the rolling surface beyond
outer wheel more than 10 mm. On passenger and refrigerated
in carriages, the exit of the blocks from the rolling surface for
the edge of the wheel is not allowed.
The thickness of the cast iron brake pads is set by order
the head of the road on the basis of experimental data, taking into account the provision of normal
their optimal work between maintenance points.
The thickness of the cast iron brake pads must be at least 12 mm.
The minimum thickness of composite brake pads with metal
backrest - 14 mm, with mesh-wire frame - 10 mm (pads with
the mesh-wire frame is determined by the filled friction
ear mass).
Check the brake pad thickness from the outside, and if
wedge-shaped wear - at a distance of 50 mm from the thin end.
In case of obvious wear of the brake pad from the inside (from
side of the wheel flange), the pad must be replaced if this wear can
cause damage to the shoe;
- provision of the train with the required pressing of the brake pads in
in accordance with the standards for brakes approved by the Ministry of Railways
(Appendix 2).
6.2.2. When adjusting the linkage on wagons, equipment
maintaining the output of the brake cylinder rod at the lower limit of the set
new standards, and on passenger cars - at the average value of the established
new rates of stock output.
At the same time, on passenger cars at the points of formation of regulation
drive the drive at a charging pressure of 5.2 kgf / cm2 and full
adjust the dacha to maintain the output of the stem not exceeding the average
the value of the established norms.
6.2.3. Rates of output of rods of brake cylinders for freight cars
new before steep long descents are installed by the head
us, the linkage of which is rearranged under the cast iron shoes (i.e.
the tightening rollers of the horizontal levers are located in the holes, located
to put cast iron pads on cars, the linkage of which is not
restored for composite blocks, except for wheelsets
passenger cars with gearboxes, where cast iron co-
boats up to a speed of 120 km / h.
Six- and eight-axle freight cars are allowed to be operated
only with composite pads.
6.2.5. When inspecting the train at the station, where there is a technical
maintenance, all the malfunctions of the wagons must be identified
brake equipment, and parts or devices with defects have been replaced
serviceable.
6.2.6. At points of formation of freight trains and at points of formation
_______ and the turnover of passenger trains, car inspectors must
check the serviceability and operation of the hand brakes, paying attention to
ease of actuation and pressing of the pads against the wheels.
Car inspectors should also check the hand brakes
produce at stations with service points, preceding
steep long slopes.
the brain equipment has at least one of the following faults:
- faulty air distributor, electric air distributors
tel, the electric circuit of the electro-pneumatic brake (in the pass-
tap, outlet valve, brake cylinder, reservoir, working
- damage to air ducts - cracks, breaks, abrasions
and stratification of connecting sleeves; cracks, breaks and dents
slimes on air lines, looseness of their connections, weakening
pipeline at the attachment points;
- malfunction of the mechanical part - traverse, triangels, growling -
cracks or breaks in parts, spalling of the lugs of the pad. Wrong
strong fastening of the shoe in the shoe; faulty or missing
safety devices and beams of automatic modes, not
standard fastening, non-standard parts and cotter pins in the nodes;
- faulty hand brake;
- loosening of fastening of parts;
- unadjusted linkage;
- the thickness of the pads is less than specified in clause 6.2.1 of this Instruction;
6.2.8. Check the action of the pneumomechanical anti-skid and
speed regulators on RIC cars in passenger mode include
braking at full service braking.
On each carriage, check the action of the anti-skid regulator for
each axis. For this, through the window in the sensor housing, turn the inertial
load, in this case, air must be released from the brake circuit
lindra of the checked cart through the dump valve. After the end
the impact on the load, he must return to its original position
pressure, and the brake cylinder is filled with compressed air before the initial
initial pressure, which is controlled by a pressure gauge on the side wall
car body.
Press the button of the speed regulator on the side wall of the car.
The pressure in the brake cylinders must rise to the set
values, and after stopping pressing the button, the pressure in the cylinders
should drop to the original.
After checking, turn on the car brakes to the mode corresponding to
the next maximum speed of the train.
6.2.9. Check the distance between the heads of the connecting arms
vw No. 369A and plug-in connectors of the inter-car electric
connections of the lighting circuit of cars when they are connected.
This distance must be at least 100 mm.
ORDER OF PLACING AND ACTIVATING THE BRAKES
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