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, a running-in layer can be located, 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 provide stable braking performance, including the pad-to-wheel run-in period and increase the efficiency of 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 with its rear surface with the surface of the brake shoe and connected to it, is pressed with a set force by its working surface against the rolling surface of the wheel, 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 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, a large weight, a low coefficient of friction, require a large pressing force against the wheel when 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 speeds 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 B.A. Shiryaev "Production of brake pads from composite materials for railway cars" (M. Chemistry, 1982, pp. 8-14; 67-76) schematically depicts and describes 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 Facilities - 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. During operation, annually wears out, and sometimes with complete destruction and exposure of the frame, several million pads with a mesh-wire frame and therefore, their simple design is generally available and well-known.

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, 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 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, chipping, sliders, navars and others, in connection with which the wheels of the wheel pairs undergo several repairs in the form of wheel turning.

In the railway transport, instructions have been developed and are used for the inspection, certification, repair and formation of carriage 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 cars on railway transport 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, their contact area 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, the 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 manufactured 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 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, such as 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 the wheel rolling surface treatment, 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 cast 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 tread diameter, 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 can 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 frictional 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 friction abrasive inserts can be bonded to the metal frame by known methods such as welding, pinching, or others.

In Fig. 1, there are 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, the length of the chord being 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 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 permissible 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 other values \u200b\u200bof 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 implementation of these properties and the values \u200b\u200bof their indicators is ensured during the design of 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 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 performance 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.

OJSC "RUSSIAN RAILWAYS"

ON THE APPROVAL OF THE ORDER OF PREPARATION FOR TRANSPORTATION, CONTROL IN THE WAY OF FOLLOWING AND MAINTENANCE AT STATIONS OF CONTAINER TRAINS N 727-2014 PKB TsV

In order to ensure measures to improve the efficiency of the organization of the transportation process and the safe passage of container trains along the guaranteed sections:
1. To approve and put into effect from January 1, 2015 the Procedure for preparation for transportation, control along the route and maintenance at the stations of container trains N 727-2014 PKB TsV (hereinafter - the Procedure).
2. AO Ivanov, Director of the Design Bureau of the Carriage Facilities - a branch of Russian Railways; to ensure the storage of the original, duplication and distribution of the Procedure at the request of the Central Directorate of Infrastructure - a branch of Russian Railways.
3. Heads of infrastructure directorates and branches of Russian Railways:
ensure that this order is communicated to the involved structural divisions and enterprises;
organize a study of the Procedure with the involved workers;
ensure compliance with the requirements of the Procedure in subordinate structural divisions;
make the necessary changes and additions to the current normative-technical and technological documentation.
4. To recognize as invalid from January 1, 2015 the Regulation on preparation for voyage and maintenance on the route of container trains N 727-2009 PKB TsV.

When inspecting the mechanical part of the brake on locomotives, check the serviceability of the linkage. Pay attention to the reliability and condition of levers, rods, safety brackets, suspensions, the presence of washers and cotter pins.

Check the position and condition of the brake pads. When the brake is released, the pads should move away from the rolling surface of the wheel at a distance of 10-15 mm along the entire length of the pads and at the same time fit tightly to the brake shoes.

The pads are replaced if they are worn out to the maximum thickness or have wedge-shaped wear of the ridge part, spalling and other defects. The thickness of cast iron pads is allowed in operation at least 15 mm on train locomotives, 12 mm on tenders and 10 mm on multi-unit rolling stock and shunting locomotives.

For locomotives operating in areas with steep, long descents, where frequent and prolonged braking is used, the thickness of the pads should be at least 20 mm, unless a different norm is established for such descents.
To replace the brake pad on diesel locomotives, it is necessary to remove the pin, loosen the adjusting rod nuts and (Fig. A), turning the coupling a few turns, reduce the rod length. You can get information on modern Russian diesel locomotiveson the site about the railroad.

Then, knocking out the roller, disconnect this rod (Fig. C), remove it from the plug and remove the worn block (Fig. D). After installing a new block, secure it with a cotter and reconnect the adjusting rod.

After replacing the brake shoe, it is necessary to check and, if necessary, adjust the distance between the vertical lever and the edge of the bogie frame bracket, as well as the value of the brake cylinder rod output.
The adjustment should be made by changing the length of the two rods.

First, set the size 70410 mm from the vertical arm to the bracket using a pull rod between two blocks. Then, by changing the length of the rod near one shoe, the output of the brake cylinder rod is adjusted.

The size 70 + 1 ° mm is checked with the system in a braked position.
To change the gear ratio of the linkage, the brake rod roller is installed in one of the holes of the horizontal balancer, depending on the series of the locomotive and the axle load.

The output of the brake cylinder rod at full service braking is initially set within the following certain limits, depending on the type of rolling stock.

Electric and diesel locomotives ... 75-125 mm
Electric trains ER2, ER9, ER10:
motor cars ....... 50-75
trailed "......... 75-100
ER22 electric trains:
motor cars ........ 40-50
trailed "......... 75-100
Electric trains of the remaining series and diesel trains (except for trains with disc brakes):
motor cars ....... 75-100
trailed "......... 100-125

The maximum extension of the brake cylinder rod in operation is allowed up to 150 mm.

With a larger output, the linkage must be adjusted in accordance with the given standards.
You should also check the condition and operation of the hand brake, which should be easily applied.

After adjusting the linkage, the brake rod couplings are secured with nuts, and the pivot joints are lubricated.

The fastenings of air ducts, braking devices and reservoirs on the locomotive are also checked.
In this case, special attention is paid to the tightness of the attachment of the connecting hoses to the fittings and the loosened nuts of the air brake system are fastened to the locomotive.

411. During maintenance of the brake equipment of cars, it is necessary to check:

1) wear and condition of assemblies and parts, their compliance with the established dimensions.

Parts whose dimensions are out of tolerance or do not provide normal brake operation should be replaced;

2) the correct connection of the hoses of the brake and supply lines, opening the end valves between the cars and the disconnecting valves on the supply air lines from the line to the air distributors, as well as their condition and reliability of fastening, the condition of the surfaces of the electrical contacts of the heads of sleeves No. 369A (if necessary, clean the contact surfaces with an emery cloth );

3) the correctness of switching on the modes of the air distributors on each car, taking into account the presence of an auto mode, including in accordance with the load of the car and the type of brake pads;

4) the density of the brake network of the train, which must comply with the established standards;

5) the effect of automatic brakes on the sensitivity to braking and release, the effect of the EPT on 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 EPT from a power source with a stabilized output voltage of 40 V, while the voltage drop in the electrical circuit of wires No. 1 and 2 in the braking mode per one car of the tested 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 must be replaced with serviceable ones;

6) the action of anti-union and high-speed regulators on passenger cars with brakes of the Western European type in accordance with paragraph 417 of this Instruction;

7) on cars with auto mode, the output of the auto mode plug corresponds to the load of the car, the reliability of fastening the contact strip, support beam on the bogie, auto mode, damping part and pressure switch on the bracket (tighten the loose bolts);

8) the correct regulation of the brake linkage and the action of automatic regulators, the outlet of the TC rods, which must be within the limits specified in table 7 of this Instruction.

The linkage must be adjusted so that the distance from the end of the coupling to the end of the protective tube of the automatic 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;

9) 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 beyond the outer edge of the wheel rolling surface by more than 10 mm. On passenger and refrigerated wagons, the shoes must not go beyond the outer edge of the rolling surface of the wheel. The thickness of the cast-iron brake pads is determined on the basis of experimental data, taking into account the provision of their normal operation between PHEs.

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 - 10 mm (the thickness of a brake shoe with a mesh-wire frame is determined by the lug filled with friction mass).

The thickness of the brake pad must be checked 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.

10) provision of the train with the required pressing of the brake pads in accordance with the standards for brakes (Appendix 2 to these Instructions).

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 provide 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 should 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 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 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 cars, it is not allowed to leave the blocks from the rolling surface beyond the outer edge of the wheel.

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 the provision of 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 thickness of the brake pad 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 cars without automatic regulators, the linkage should be adjusted 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 descents 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 blocks, except for 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, 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 actuation and pressing of the shoes to 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 brake 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, scuffs and delamination of connecting hoses, cracks, breaks and dents on air ducts, non-tightness of their connections, weakening of the pipeline at their attachment points;

Malfunctions of the mechanical part - crossheads, triangels, levers, rods, suspensions, automatic linkage adjuster, shoes, cracks or breaks in parts, spalling 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 operation of the pneumo-mechanical 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 cart 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.