The invention relates to the field of railway transport, namely to the brake pads of railway vehicles. The brake shoe contains a metal frame and a composite friction element fixed on it, made of two longitudinal layers differing in thermal conductivity. The less thermally conductive layer is made of a composite friction material having greater adhesion to metal and strength compared to the layer located on the pad working surface. The thickness of the less heat-conducting layer is less than the minimum pad thickness permitted for operation, but greater than the thickness from the rear surface of the pad to the protruding parts of the metal frame. According to the second version, the brake shoe contains a metal frame and a composite friction element fixed on it, made of two longitudinal layers, and an insert made of cast iron, located in the central part of the shoe. The less thermally conductive layer is made of a composite friction material having greater adhesion to metal and strength compared to the layer located on the pad working surface. The thickness of the less heat-conducting layer is less than the minimum pad thickness permitted for operation, but greater than the thickness from the rear surface of the pad to the protruding parts of the metal frame. EFFECT: increased strength, reliability and service life of the brake pad. 2 n.p. f-ly, 2 ill.
SUBSTANCE: invention relates to shoe brake devices, namely to brake shoes of railway vehicles.
Shoe brakes are as old as the railroad itself. Its design is based on the use of the wheel tread surface as a counterbody in a friction pair with a brake shoe. Such dual use can sometimes lead to a critical situation, since during braking (especially at high speed) large thermal loads occur, which can cause damage to the wheel rolling surface (burns, thermal cracks, and others). An important positive feature of the shoe brake is that when it is used, the rolling surface is cleared and, as a result, the grip between the wheel and the rail is improved.
Several main types of brake pads are currently known and manufactured, including:
Brake cast-iron pads manufactured in accordance with GOST 1205-73 “Cast-iron pads for railway cars and tenders. Design and main dimensions”;
Brake composite pads, see Shiryaev B.A. Production of brake pads from composite materials for railway cars. - M.: Chemistry, 1982, pp. 9-14, 70, 71), containing a metal frame and a friction, composite element;
Brake pads of a railway vehicle according to utility model patent No. 52957 F16D 65/04, 2006, containing a metal frame, a composite friction element and a solid cast iron insert;
Ceramic-metal brake pads (see Powder metallurgy. Sintered and composite materials, edited by V. Shatta. Translated from German. M .: Metallurgy, 1983, p. 249, 260, 261, containing a metal frame and a friction ceramic-metal element.
Of all the known types listed above, the most widely used are composite brake pads containing a metal frame (all-metal steel or wire mesh) and a friction composite element. Prospective wheel-saving brake pads for railway vehicles have begun to be used, containing a metal frame, a friction, composite element and a metal insert made of cast iron.
Composite brake pads, compared to cast iron pads, provide performance not up to 120 km / h, but up to 160 km / h, have a higher and stable coefficient of friction, 3-4 times more resource, at a lower speed. However, their thermal conductivity is 10 or more times less than the thermal conductivity of cast iron and therefore they transfer braking energy to the wheel several times more than cast iron ones. Solving the problem of increasing the thermal conductivity of brake composite pads in order to reduce the temperature of the wheel leads to an increase in temperature at the attachment point of the friction composite element with a metal frame on the back side of the pad and, as a result, leads to a weakening of the fastening of the friction composite element with a metal-ceramic frame and a decrease in strength and reliability of the structure pads. The probability of separation of the friction element from the frame during operation is very high, which can lead to the destruction of the pad and the occurrence of emergencies.
A brake shoe of a railway rolling stock is known, including a metal frame and a polymer composite friction element fixed on it, according to the patent of the Russian Federation No. The layer in contact with the metal frame is made of a polymer composite friction material, the thermal conductivity of which is less than the thermal conductivity of the polymer composite friction material, from which the layer located on the side of the pad working surface is made.
A disadvantage of the known block is that the thickness of the less thermally conductive layer is defined as the layer in contact with the metal frame. The thickness of this layer is not sufficient to significantly lower the temperature at the attachment point of the metal frame with a polymer composite friction element. In addition, in the well-known block, the adhesion (adhesion) of the less thermally conductive layer to the metal frame is insufficient due to the insufficient amount of binder and the strength of the less thermally conductive layer is insufficient due to the lack of requirements for fiber reinforcement.
The essential features of the well-known pads "metal frame", "composite friction element made of two layers of different thermal conductivity" are common with the essential features of the inventive pad.
Known brake pads of a railway vehicle containing a metal frame, a composite friction element and one solid cast iron insert located in the central part of the pad, according to RF patent No. 2188347 V61N 1/00, 2001) and utility model patent No. 52957, F16D 65/04, 2006
The essential features of the well-known shoe "metal frame", "composite friction element" and "cast iron insert located in the central part of the shoe" are common with the essential features of the claimed shoe.
Known pad provides increased wheel life due to the preservation of the rolling surface of the wheel, as well as stability and braking performance under normal and severe operating conditions.
The disadvantages of these pads are the increased temperature at the attachment point of the friction composite element with a metal frame on the back side of the pad (especially due to the presence of a very heat-conducting cast iron insert), which leads to a weakening of the fastening of the friction composite element with a metal frame and a decrease in the strength and reliability of the pad design. . In addition, in the well-known shoe at the point of attachment to the metal frame, the adhesion of the composite friction element to the metal frame and the strength of the friction composite element are insufficient (adhesion).
The closest analogue of the claimed pad is the brake pad of the railway rolling stock according to the RF patent for the invention No. 2097239, V61N 7/02, 1997. The pad includes a metal frame and a polymer composite friction element, which is made of two longitudinal layers having different electrical conductivity. In this case, the layer in which the block frame is placed has a lower electrical conductivity.
The essential features of the closest analogue "metal frame" and "composite friction element made of two longitudinal layers" are common with the essential features of the inventive block.
The considered brake pads can be used to reduce the destruction of the polymer binder in these pads under the action of electric current only in the brake units of electric rolling stock, for example, in electric locomotives and motor cars of electric trains.
Unfortunately, in the design of the brake shoe under consideration, all attention is paid to ensuring the difference in the electrical conductivity of the working layer and the less electrically conductive layer located on the rear surface of the shoe, in which the metal frame of the shoe is placed.
Therefore, due to the failure to provide a difference in the thermal conductivity of the above layers, these pads are inefficient and unsuitable for conventional trains using, for example, diesel locomotives, since their layer located on the back surface of the pad, in which the metal frame is placed, has a high thermal conductivity, which causes high temperature at the point of contact between the metal frame and the composite friction element and, as a rule, sufficient pad strength is not ensured. In the design of the block under consideration, the task of reducing the currents flowing through the block, set in the closest analogue, in the presence of a solid cast iron insert, is not provided at all, and therefore, at the contact boundary of the cast iron insert and the metal frame with the friction element, due to the high temperature of the metal, the destruction of adjacent layers is inevitable. composite friction element with the formation of cracks and destruction of the block.
In addition, this block, when used on conventional cars, regardless of traction, has insufficient strength, since at the attachment point of the composite friction element with a metal frame, the adhesion (adhesion) of the composite friction element with the metal frame is insufficient due to the absence of an increased content of binder and the strength of the composite friction element. element due to the absence of increased requirements for the reinforcement of its fibers.
The disadvantage of the pad under consideration is that the thickness of the longitudinal layer of the composite friction element located on the rear surface of the pad is defined as “the layer in which the pad frame is located” and, thus, is not fully established in relation to the total thickness of the pad and in relation to thickness of the working layer, which does not allow to produce the most efficient two-layer brake pad with rational layer thicknesses.
The task to be solved by the claimed invention is to increase the strength, reliability and service life of the brake pad.
The task is solved by the brake shoe of a railway vehicle according to options No. 1 and 2 described below.
According to option number 1.
The brake shoe of a railway vehicle contains a metal frame and a composite friction element fixed on it, made of two longitudinal layers differing in thermal conductivity. The less thermally conductive layer is made of a composite friction material having greater adhesion to metal and strength compared to the layer located on the pad working surface. The thickness of the less heat-conducting layer is less than the minimum pad thickness permitted for operation, but greater than the thickness from the rear surface of the pad to the protruding parts of the metal frame.
According to option number 2.
The brake shoe of a railway vehicle contains a metal frame and a composite friction element fixed on it, made of two longitudinal layers differing in thermal conductivity, and an insert made of cast iron located in the central part of the shoe. The less thermally conductive layer is made of a composite friction material having greater adhesion to metal and strength compared to the layer located on the pad working surface. The thickness of the less heat-conducting layer is less than the minimum pad thickness permitted for operation, but greater than the thickness from the rear surface of the pad to the protruding parts of the metal frame.
To understand the wording, consider the graphic images of the brake pads shown in figures 1 and 2.
The initial thickness of the new brake pads is designated "S" and is given in the technical literature (Shiryaev B.A. Production of railway brake pads from composite materials for railway cars. M .: Chemistry, 1982, p. 72).
The thickness from the rear surface of the block to the protruding parts of the metal frame is designated - "S 1" and depends on the design of the frame. This thickness, for example, according to the available drawings of the special design bureau of the TsV MPS, respectively, is:
For composite brake pads with a metal back - 12 mm;
For composite brake pads with wire mesh - 8 mm.
There is a minimum block thickness allowed for operation - marked "S 3".
The minimum pad thickness allowed for operation is set in the "Instructions for the operation of the brakes of the rolling stock of railways". Publishing house "Inpress" with the assistance of NPP Transport, Omsk, 111395, Moscow, Alley 1st Mayevka, 15. 1994, p.3, 12, 13. The minimum block thickness allowed for operation is also set separately for each type of block and is:
For composite brake pads with a metal back - 14 mm;
For composite brake pads with a mesh-wire frame - 10 mm.
Thus, the minimum pad thickness allowed for operation is designated - S 3 , in this case, it is 2 mm higher than the thickness from the back surface of the pad to the protruding parts of the metal frame to prevent damage to the wheel surface by the metal frame during braking, namely, taking into account the mileage and wear until the next inspection at the station.
Therefore, the thickness of the less heat-conducting layer of the composite friction element is designated S 2, less than the minimum thickness of the pad allowed for operation S 3, but more than the thickness from the rear surface of the pad to the protruding parts of the metal frame S 1, since this will minimize the temperature in the contact zone of the composite friction element and at the same time provide the required braking performance and maximum pad life.
In order to increase the pad strength and service life, the composite friction element is made of two longitudinal layers having different thermal conductivity, and the less thermally conductive layer of the composite friction element, located on the back side of the pad, is made of a composite friction material with a higher binder content (rubber and/or resins). ) and more heat-resistant reinforcing fibers and their sizes, such as fiberglass, and therefore having greater adhesion to metal and strength, compared with a layer located on the working surface of the block. An increase in the content of the binder (rubber) and heat-resistant reinforcing non-metallic fibers simultaneously leads to a decrease in thermal conductivity and an increase in the ability to elastic deformation, which is especially important when operating under the action of shock and vibration loads, under which the brake shoe operates.
Thus, in order to ensure the maximum resource of the brake pad, maximum strength and reliability of the pad, as well as to prevent damage to the wheel, the non-working, less thermally conductive layer of the pad located on the back side of the pad, in relation to the working, more thermally conductive layer, must also be friction and composite, but more adhesive and durable than the working layer, and its thickness must be less than the minimum thickness allowed for the operation of the pad, but greater than the thickness of the pad layer from the back surface of the pad to the protruding parts of the metal frame. With a pad thickness of 50-60 mm, the ratio of the thickness of the more heat-conducting layer, which also has lower adhesion to metal and strength compared to the layer located on the back surface of the pad, will be, respectively, for the above-considered brake pads with a metal and mesh-wire frame:
The essential features of the inventive pad "less thermally conductive layer is made of a composite friction material having greater adhesion to metal and strength, compared with a layer located on the working surface of the pad" and "the thickness of the less thermally conductive layer is less than the minimum thickness of the pad permitted for operation, but greater than the thickness from the rear surface of the block to the protruding parts of the metal frame" are distinctive from the essential features of the closest analogue.
The metal frame can be made in the form of a metal strip with a U-shaped protrusion in its central part with or without a reinforcing plate. A mesh-wire frame or a frame of some other design can also be used in the block.
In order to preserve the rolling surface of the wheel, the block can be equipped with solid cast iron inserts. For example, one of the hard inserts is located in the central part of the last and is attached to the carcass. The insert in longitudinal section may have the shape of a rectangle, square, trapezoid with a straight or radius base, or another shape.
For the manufacture of a composite friction element, a material containing a polymeric binder is used, in which friction and reinforcing fillers are located. The specific recipe is determined depending on the purpose of the block.
As reinforcing fillers for railway brake shoes, various fibrous fillers are used, for example, synthetic polyaramid fibers, glass fibers, mineral fibers, metal fibers, and others.
Increasing the reinforcement and adhesiveness of the less thermally conductive friction composite mixture used for the non-working layer is achieved by formulation by increasing the content of the binder (polymer-rubber or resins), as well as heat-resistant reinforcing fibers, such as glass fibers (and their size) in the composition.
Manufacture of the inventive brake pads by known technology on known equipment.
The manufacturing process includes the following steps:
Production of a metal frame or a metal frame with an insert;
Production of two friction polymer compositions; at the same time, compositions intended for the manufacture of each of the layers of the friction composite element are separately made;
Laying the carcass in the mold and then weighing the less heat-conducting friction polymer composition, while it is evenly laid and leveled directly on the carcass, and then the weight of the polymer composition is laid and leveled to make the working layer of the block;
Molding of the pad in a mold followed by vulcanization.
Figure 1 shows the brake shoe of a railway vehicle, where:
1 - metal mesh-wire frame;
2 - longitudinal less heat-conducting layer of the composite friction element located on the rear surface of the block;
3 - longitudinal more heat-conducting layer of the composite friction element located from the working surface of the block (working layer).
S - block thickness;
Figure 2 shows the brake shoe of a railway vehicle, where:
1 - the main strip with a U-shaped ledge of the metal frame,
2 - reinforcing plate of the frame,
3 - cast iron insert.
4 - longitudinal less heat-conducting layer of the composite friction element, located on the rear surface of the block,
5 - longitudinal more heat-conducting layer of a composite friction element located from the working surface of the block (working layer),
S - block thickness;
S 1 - thickness from the rear surface of the block to the protruding parts of the metal frame;
S 2 - the thickness of the less thermally conductive layer of the composite friction element;
S 3 - the minimum thickness of the block allowed for operation.
The performance of the inventive brake pad of a railway vehicle with the features specified in the distinctive part of the formula, can increase the strength, reliability and life of the brake pad.
The implementation of a less heat-conducting layer of a composite friction material, which has greater adhesion to metal and strength compared to the layer located on the working side of the shoe, allows you to increase the strength of the fastening of the friction element with a metal frame, as well as the strength and reliability of the shoe at the location of the metal frame and how , consequence, pad resource.
The implementation of a less heat-conducting layer with a thickness less than the minimum pad thickness permitted for operation, but more than the thickness from the rear surface of the pad to the protruding parts of the metal frame allows you to minimize the temperature of the friction composite element at the point of contact with the metal frame, and therefore increase the reliability and strength of its fastening with carcass and at the same time ensure maximum pad life.
1. A brake shoe of a railway vehicle, containing a metal frame and a composite friction element fixed on it, made of two longitudinal layers that differ in thermal conductivity, characterized in that the less thermally conductive layer is made of a composite friction material having greater adhesion to metal and strength, compared to the layer located on the working surface of the shoe, and the thickness of the less heat-conducting layer is less than the minimum thickness of the shoe allowed for operation, but greater than the thickness from the rear surface of the shoe to the protruding parts of the metal frame.
2. Brake shoe of a railway vehicle, containing a metal frame and a composite friction element fixed on it, made of two longitudinal layers that differ in thermal conductivity, and an insert made of cast iron located in the central part of the shoe, characterized in that the less heat-conducting layer is made of composite friction material having greater adhesion to metal and strength compared to the layer located from the working surface of the shoe, and the thickness of the less heat-conducting layer is less than the minimum thickness of the shoe allowed for operation, but greater than the thickness from the rear surface of the shoe to the protruding parts of the metal frame.
Similar patents:
The invention relates to the field of railway transport, namely to the brake pads of railway vehicles
7.1 During maintenance of wagons, check:
– the condition of the units and parts of the braking equipment for compliance with their established standards. Parts that do not ensure normal operation of the brake - replace;
- the correct connection of the brake line hoses, the opening of the end valves between the cars and the disconnecting valves on the supply air ducts, as well as their condition and reliability of fastening, the condition of the electrical contact surfaces of the heads of sleeves No. 369A (if necessary, clean the contact surfaces). The correct suspension of the sleeve and the reliability of closing the end valve. When coupling passenger cars equipped with two brake lines, hoses located on one side of the automatic coupler axle in the direction of travel should be connected;
– the correctness of switching on the modes of the air distributors on each car, taking into account the presence of an automatic mode, including in accordance with the axle load and the type of pads;
- the density of the brake network of the composition, which must comply with the established standards;
- the effect of autobrakes on sensitivity to braking and release, the effect of an electro-pneumatic brake with checking the integrity of the electrical circuit in wires No. 1 and 2 of the train, the absence of a short circuit of these wires between themselves and on the car body, voltage in the circuit of the tail car in the braking mode. The operation of the electro-pneumatic brake should be checked 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, in terms of 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 electric air distributors that work unsatisfactorily should be replaced with serviceable ones;
- the operation of the anti-skid and high-speed regulators on passenger cars with brakes of the Western European type in accordance with separate instructions from 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 fork should correspond to the load on the axle 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 operation of automatic regulators, the output of the rods of the brake cylinders, which should be within the limits indicated in Table. 7.1.
Table 7.1 Exit of a rod of brake cylinders of cars, mm
| Wagon type | Departure from service points | Maximum allowable at full braking in operation (without automatic control) | ||||
| Truck with pads: | ||||||
| cast iron | 75–125 | |||||
| 40–100 | ||||||
| compositional | 50–100 | |||||
| 40–80 | ||||||
| Truck with separate trolley braking with pads: | – | |||||
| cast iron | 30-70 | - | ||||
| - | ||||||
| compositional | 25-65 | - | ||||
| - | ||||||
| Passenger | ||||||
| with cast iron and composite pads | 130–160 | |||||
| 80–120 | ||||||
| size RIC with KE air distributors and cast-iron blocks | 105–115 | |||||
| 50–70 | ||||||
| VL-RITS on TVZ-TsNII M bogies with composite pads | 25–40 | |||||
| 15–30 | ||||||
Notes. 1 In the numerator - with full service braking, in the denominator - with 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.
The lever transmission must be adjusted so that the distance from the end face of the protective tube coupling to the connecting thread on the auto-regulator screw is at least 150 mm for freight cars and 250 mm for passenger cars, and for freight cars with separate trolley braking 50 mm for auto-regulators RTRP-300 and RTRP-675-M; the angles of inclination of the horizontal and vertical levers must ensure the normal operation of the linkage until the brake pads wear out. (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 shoes, 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 degrees away from In case of an asymmetric arrangement of the brake cylinder on cars and on cars with separate bogie braking and new brake shoes, 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 tread surface of the wheels. It is not allowed to leave brake pads on freight cars if they protrude from the tread surface beyond the outer edge of the wheel rim by more than 10 mm. On passenger and refrigerated cars, it is not allowed to let the blocks out from the tread surface beyond the outer edge of the wheel.
The thickness of the brake pads for passenger trains must ensure the passage from the formation point to the turnaround point and back and is established by local instructions based on experimental data.
The minimum thickness of the pads at which they are to be replaced: cast iron - 12 mm; composite with a metal back - 14 mm, with a mesh-wire frame - 10 mm (blocks with a mesh-wire frame are determined by the ear filled with 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 wear of the side surface of the pad on the side of the wheel flange, check the condition of the triangular or traverse, brake shoe and brake shoe suspension, eliminate the identified shortcomings, replace the shoe;
– provision of the train with the required pressing of the brake pads in accordance with the standards for brakes approved by the owner of the infrastructure (Appendix 2).
7.2 When adjusting the leverage on cars equipped with an automatic regulator, its drive is regulated on freight cars to maintain the output of the brake cylinder rod at the lower limit of the established norms (Table 7.2.).
On passenger cars at the formation points, the drive adjustment should be carried out at a charging pressure of 5.2 kgf / cm 2 and full service braking. On cars without automatic regulators, adjust the leverage to maintain the rod output not exceeding the average values of the established norms, and on cars with automatic regulators - at the average values of the established rod output norms.
7.3 The norms for the output of the rods of the brake cylinders for freight cars that are not equipped with auto-adjusters, before steep long descents, are established by local instructions.
7.4 It is forbidden to install composite blocks on cars, the linkage of which is rearranged for cast-iron blocks (i.e., the tightening rollers of the horizontal levers are located in the holes located farther from the brake cylinder), and, conversely, it is not allowed to install cast-iron blocks on cars, the linkage of which rearranged for composite pads, with the exception of wheel pairs of passenger cars with gearboxes, where cast-iron pads can be used up to a speed of 120 km/h.
Six- and eight-axle freight wagons may only be operated with composite chocks.
Table 7.2 Approximate installation dimensions of the brake linkage regulator drive
| Wagon type | Type of brake pads | Size "A", mm | |
| lever drive | rod drive | ||
| Freight 4-axle | Composite | 35–50 | 140–200 |
| Cast iron | 40–60 | 130–150 | |
| Truck 8-axle | Composite | 30–50 | – |
| Truck with separate trolley braking | Composite | 15–25 | – |
| Refrigerated 5-car section built by BMZ and GDR | Composite | 25–60 | 55–145 |
| Cast iron | 40–75 | 60–100 | |
| Autonomous refrigerated wagon (ARV) | Composite | – | 140–200 |
| Cast iron | – | 130–150 | |
| Passenger car (wagon packaging): | |||
| From 42 to 47 tons | Composite | 25–45 | 140–200 |
| Cast iron | 50–70 | 130–150 | |
| From 48 to 52 tons | Composite | 25–45 | 120–160 |
| Cast iron | 50–70 | 90–135 | |
| From 53 to 65 tons | Composite | 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, the wagons must have all the malfunctions of the brake equipment, and the parts or devices with defects should be replaced with serviceable ones.
If a malfunction of the brake 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 it is safe to move to the nearest maintenance station.
7.6 At the points of formation of freight trains and at the 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 blocks to the wheels.
The same check of hand brakes must be carried out by car inspectors at stations with maintenance points preceding steep long descents.
7.7 It is forbidden to put into the train wagons in which the brake equipment has at least one of the following faults:
- faulty air distributor, electric air distributor, electric circuit of the electro-pneumatic brake (in a passenger train), auto mode, limit or disconnect valve, exhaust valve, brake cylinder, reservoir, working chamber;
- damage to air ducts - cracks, breaks, wear and delamination of connecting sleeves; cracks, breaks and dents in air ducts, looseness of their connections, weakening of the pipeline at the attachment points;
- malfunction of the mechanical part - traverses, triangles, levers, rods, suspensions, linkage auto-regulator, shoes; cracks or kinks in parts, spallation of shoe lugs, improper fastening of the shoe in the shoe; defective or missing safety devices and beams of auto modes, non-standard fastening, non-standard parts and cotter pins in assemblies;
– Faulty handbrake;
- weakening of fastening parts;
– unadjusted leverage;
- the thickness of the blocks is less than that specified in clause 7.1 of these Rules.
7.8 Check the operation of the pneumomechanical anti-skid and high-speed regulators on the RIC cars in the passenger mode of applying the brake with full service braking.
On each wagon, check the operation of the anti-skid regulator on each axle. To do this, rotate 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 by itself, 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 speed control button on the side wall of the car. The pressure in the brake cylinders should increase to the set value, and after the button is pressed, the pressure in the cylinders should decrease to the original one.
After checking, turn on the brakes of the wagons to a mode corresponding to the upcoming maximum speed of the train.
7.9 Check the distance between the heads of the connecting sleeves No. 369A and the plug connectors of the inter-car electrical connection of the lighting circuit of the cars when they are connected. This distance must be at least 100 mm.
Similar information.
Wagon type
When departing from
points of technical
service
Maximum up to
valid at
full braking
Freight:
with cast iron pads 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
dimensions RIC with air distribution
KE castors and cast-iron brakes
pads
105-115 / 50-70 125
VL-RITS on TVZ-TsNII bogies
"M" with composite pad-
25-40 / 15-30 75
Notes. 1. In the numerator - with full service braking, in the denominator - with the first stage
braking.
2. The outlet of the brake cylinder rod with composite shoes on passenger cars is indicated with
taking into account the length of the clamp (70 mm) mounted on the stem.
The leverage must be adjusted so that the distance
from the end of the coupling to the end of the protective tube
torus was at least 150 mm for freight cars and 250 mm for passenger
sky; the angles of inclination of the horizontal and vertical levers should provide
bake the normal operation of the linkage to the limit of wear
brake pads;
– the thickness of the brake pads and their location on the surface
wheel rolling. Not allowed to be left on freight wagons
brake pads if they protrude beyond the tread surface
outer wheel more than 10 mm. On passenger and refrigerator
jet cars, the exit of the blocks from the tread surface for
the outer edge of the wheel is not allowed.
The thickness of cast-iron brake pads is set by order
chief of the road on the basis of experimental data, taking into account the provision of normal
their work between maintenance points.
The thickness of cast-iron brake pads must be at least 12 mm.
The minimum thickness of composite brake pads with metal
backrest - 14 mm, with a mesh-wire frame - 10 mm (blocks with
mesh-wire frame is determined by the filled friction
eye mass).
Check the thickness of the brake pad from the outside, and if
wedge-shaped wear - at a distance of 50 mm from a thin end.
In case of obvious wear of the brake pad on the inside (with
side of the wheel flange) the pad must be replaced if this wear can
cause damage to the shoe;
is the provision of the train with the required pressing of the brake shoes in
in accordance with the standards approved by the Ministry of Railways for brakes
(Appendix 2).
6.2.2. When adjusting the leverage on cars equipped with
maintaining the outlet of the brake cylinder rod at the lower limit of the
established norms, and on passenger cars - at the average value of the
updated stem output standards.
At the same time, on passenger cars at the points of formation of
drive alignment should be carried out at a charging pressure of 5.2 kgf / cm2 and full
adjust the dacha to maintain the output of the rod, not exceeding the average
the value of the established norms.
6.2.3. The output rates of the rods of the brake cylinders for freight cars
new before steep long descents are set by the chief
ny, the leverage of which is rearranged for cast-iron pads (i.e.
the tightening rollers of the horizontal levers are located in the holes located
to install cast-iron blocks on cars, the leverage of which is not
rearranged for composite pads, with the exception of wheelsets
passenger cars with gearboxes, where cast-iron
boats up to a speed of 120 km/h.
Six- and eight-axle freight cars are allowed to operate
only with composite pads.
6.2.5. When inspecting the composition at the station, where there is a technical
maintenance, the wagons must be identified all the faults
brake equipment, and parts or devices with defects are replaced
serviceable.
6.2.6. At the points of formation of freight trains and at the points of formation
_______ and the turnover of passenger trains, the inspectors of the cars are obliged
check the serviceability and operation of the hand brakes, paying attention to
ease of actuation and pressing the pads to the wheels.
The same check of hand brakes must be carried out by wagon inspectors.
be carried out at stations with maintenance points,
involved in steep long descents.
The brain equipment has at least one of the following faults:
- faulty air distributor, electric air distributor
tel, the electric circuit of the electro-pneumatic brake (in the pass-
tap, exhaust valve, brake cylinder, reservoir, working
– damage to air ducts – cracks, breaks, wear
and bundle of connecting sleeves; cracks, breaks and dents
mud on air ducts, looseness of their connections, weakening
pipelines at the attachment points;
- malfunction of the mechanical part - traverse, triangles, lever
cracks or kinks in parts, spalling of pad lugs. Wrong-
fork fastening of the shoe in the shoe; faulty or missing
safety devices and beams of auto modes, non-
standard fastening, non-standard parts and cotter pins in knots;
– Faulty handbrake;
- weakening of fastening parts;
– unadjusted leverage;
- the thickness of the pads is less than that specified in clause 6.2.1 of this Instruction;
6.2.8. Check the operation of the pneumomechanical anti-skid and
high-speed regulators on RIC cars in passenger mode, including
cheniya brake at full service braking.
On each wagon, check the operation of the anti-skid regulator for
each axis. To do this, through the window in the sensor housing, turn the inertial
load, while air must be released from the brake ci-
lindra of the tested trolley through the relief valve. After the
effect on the load, it must itself return to its original position
movement, and the brake cylinder is filled with compressed air to the initial
starting pressure, which is controlled by a pressure gauge on the side wall
wagon body.
Press the speed control button on the side wall of the car.
The pressure in the brake cylinders must rise to the set
values, and after the cessation of pressing the button, the pressure in the cylinders
should be reduced to the original.
After checking, turn on the brakes of the wagons to the mode corresponding to
the upcoming maximum speed of the train.
6.2.9. Check the distance between the heads of the connecting arms
vov No. 369A and plug connectors of the inter-car electric
connections of the lighting circuit of cars in their connected state.
This distance must be at least 100 mm.
PLACING AND ENGAGING THE BRAKES
6.1. General provisions
6.1.1. The technical condition of the brake equipment of wagons should be checked during their maintenance by employees of maintenance points (PTO) and maintenance checkpoints (MPTO) and wagon preparation points (PPV). The execution of work is controlled by a shift supervisor or a senior car inspector, who must ensure: the technical readiness of the brake equipment and the activation of all brakes in the train, the connections of the end sleeves, the opening of the end valves, the established rate of brake pressure in the train, as well as the reliable operation of the brakes when testing them on station and along the way.
6.1.2. It is forbidden to submit for loading, boarding passengers and put on the train wagons with faulty brake equipment, as well as without presenting them for maintenance and recording in the log form VU-14 on recognizing the wagons as suitable for traveling on trains and signatures of responsible employees.
6.1.3. At the stations of formation, turnover and along the route, where the train schedule provides for a stop of the train for technical inspection, the brake equipment of each car must be checked for serviceability of its operation with the necessary repairs.
At stations where there is no PTO, KPTO and PPV, the procedure for checking the technical condition and repairing the brake equipment of cars when they are placed on trains and submitted for loading is established by order of the head of the road.
6.1.4 . It is forbidden to start maintenance of the brake equipment of passenger train cars equipped with electric heating until the heating power source is turned off.
6.2. Technical requirements for the maintenance of the brake equipment of wagons
6.2.1 . When servicing wagons, check:
wear and condition of components and parts, compliance with their established dimensions. Parts whose dimensions are out of tolerance or do not ensure normal operation of the brake - replace;
the correct connection of the brake line hoses, the opening of the limit valves between the cars and the disconnect valves on the supply air ducts from the line to the air distributors, as well as their condition and reliability of fastening, the condition of the electrical contacts of the heads of sleeves No. 369A, the presence of handles of the limit and disconnect valves;
the correctness of switching on the modes of the air distributors on each car, taking into account the presence of an automatic mode, including in accordance with the load and type of blocks;
the density of the brake network of the composition, which must comply with the established standards;
Air distributors and electric air distributors that work unsatisfactorily - replace them with serviceable ones. At the same time, the operation of electro-pneumatic brakes should be checked from a power source with a voltage during braking of not more than 40 V (the voltage of the tail car must be at least 30 V);
The operation of the anti-skid and high-speed regulators on passenger cars with brakes of the Western European type in accordance with separate instructions of the UZ, as well as clause 6.2.8. this Instruction;
on cars with auto mode, correspondence of the output of the auto mode fork to the loading of the car, reliability of fastening of the contact strip, support beam on the bogie and auto mode, damper part and pressure switch on the bracket, tighten the loose bolts;
correct adjustment of the brake leverage and the operation of automatic regulators, the output of the rods of the brake cylinders, which must be within the limits indicated in table 6.1. this instruction.
The thickness of the brake pads and their location on the wheel tread. It is not allowed to leave brake pads on freight cars if they protrude from the tread surface beyond the outer edge of the wheel by more than 10 mm. On passenger and refrigerated cars, it is not allowed to let the blocks out from the tread surface beyond the outer edge of the wheel.
The thickness of 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 (pads with a mesh-wire frame are determined by the ear filled with 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 the case of obvious wear of the brake pad on the inside (on the side of the wheel flange), the pad must be replaced if this wear can cause damage to the shoe;
The provision of the train with the required pressing of the brake shoes in accordance with the brake standards approved by Ukrzaliznytsia (Appendix 2).
6.2.2 . When adjusting lever gears on freight and passenger cars equipped with an automatic linkage regulator, its drive is adjusted to maintain the output of the rod at the lower limit of the established standards. On passenger cars at the points of formation, adjust the drive at a charging pressure in the line of 5.2 kgf / cm 2 and full service braking. On wagons without automatic regulators, adjust the leverage to the rod output, which does not exceed the average value of the established standards.
6.2.3 . The norms for the output of the rods of the brake cylinders for freight cars before steep long descents are set by the head of the road.
Table 6.1
Exits of rods of brake cylinders of cars
Notes:
In the numerator - with full service braking, in the denominator - with the first stage of braking.
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) mounted on the rod.
6.2.4. It is forbidden to install composite blocks on cars, the linkage of which is rearranged for cast-iron blocks (i.e. the tightening rollers of the horizontal levers are located in the holes located farther from the brake cylinder), and, conversely, it is not allowed to install cast-iron blocks on cars, the linkage of which is rearranged for composite pads, except for wheel pairs of passenger cars with gearboxes, where cast-iron pads can be used up to a speed of 120 km/h.
Six and eight-axle freight wagons, as well as freight wagons with containers over 27 tf, may only be operated with composite chocks.
6.2.5. When inspecting the train at a station where there is no PTO, KPTO, PPV, all malfunctions of the brake equipment must be identified for 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 the 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 blocks to the wheels.
The 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 put into the train wagons whose brake equipment has at least one of the following faults:
Faulty air distributors, electric air distributors, EPT electrical circuit (in a passenger train), auto mode, limit or disconnect valve, exhaust valve, brake cylinder, reservoir, working chamber;
Damage to air ducts - cracks, breaks, abrasions and delamination of connecting sleeves, cracks, breaks and dents on air ducts, lack of tightness of their connections, weakening of the pipeline in the places of their fastening;
Malfunctions of the mechanical part - traverses, triangles, levers, rods, suspensions, linkage auto-regulator, shoes, cracks or kinks in parts, splitting of the lug of the shoe, faulty fastening of the shoe to the shoe, malfunction or absence of safety parts and auto mode beam, non-standard fastening, non-standard parts and cotter pins in knots;
Faulty hand brake;
Loose fastening of parts;
Unadjusted linkage;
The thickness of the pads is less than that specified in clause 6.2.1. this Instruction;
The absence of a handle for the end or disconnection valves.
6.2.8. Check the operation of the pneumo-mechanical anti-skid and high-speed regulators on the RIC cars in the passenger mode, turning on the brake at full service braking.
On each wagon, check the operation of the anti-skid regulator on each axle. To do this, rotate 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 should return to its original position, and the brake cylinder should 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 speed control button on the side wall of the car. The pressure in the brake cylinders should increase to the set value, and after the button is pressed, the pressure in the cylinders should decrease to the original one.
After checking, turn on the brakes of the wagons to a mode corresponding to the upcoming maximum speed of the train.
6.2.9 . Check the distance between the heads of the connecting sleeves No. 369A and the plug connectors between the car electrical connection of the lighting circuit of the cars when they are connected. This distance must be at least 100 mm.
7. HOW TO PLACE AND ENGAGE THE BRAKES
7.1. On locomotive-hauled trains
7.1.1. It is forbidden to put cars on trains that have not undergone maintenance and without entries in a special journal of form VU - 14 and signatures of responsible employees.
7.1.2. Before the departure of a train from a station where there is a technical maintenance of wagons, as well as from a train formation station or points of mass loading of goods, the brakes of all wagons must be switched on and operate properly.
Automatic brakes of locomotives and tenders (except for tenders that do not have an empty braking mode and follow in a non-working state) should be included in the braking network.
7.1.3 . Freight trains, which include a special rolling stock with a span highway or wagons with discharge cargo, are allowed to be sent with the automatic brakes of these wagons turned off in accordance with the procedure established by Ukrzaliznytsia. At the same time, in freight trains, the number of cars with disengaged brakes or a span line in one group of cars should not exceed eight axles, and in the tail of the train in front of the last two tail brake cars - no more than four axles. The last two carriages in the train must have active automatic brakes.
In the event of a malfunction of the automatic brake of one or two tail cars along the route and the impossibility of eliminating it, perform shunting work at the first station to ensure the presence of two cars with serviceable automatic brakes in the tail of the train. The procedure for accepting a train, which includes faulty brakes of one or two tail cars, to the first station is established by the head of the road.
7.1.4 . In passenger and mail-luggage trains, all passenger-type air distributors must be turned on, and in freight trains, all cargo-type air distributors.
7.1.5. Passenger trains must be operated on the EPT, and if the passenger train includes passenger cars of RIC size with automatic brakes on and freight cars - on pneumatic braking.
At the speed of passenger trains over 120 km/h, the duplicated power supply of wires No. 1 and No. 2 of the EPT must be turned off. As an exception, it is allowed to attach to passenger trains with electro-pneumatic brakes no more than two passenger cars not equipped with electro-pneumatic brakes, but with serviceable automatic brakes, which is noted in the VU-45 certificate.
If the electro-pneumatic brake fails on no more than two cars, disconnect the electric air distributors of these cars from the electrical circuit in the terminal boxes. These wagons must proceed on automatic brakes to the maintenance point, where faulty instruments must be replaced.
7.1.6 . Compositions of passenger trains are prohibited from placing freight cars, with the exception of cases provided for by the PTE. If freight cars are attached to a passenger train, then the brakes of these cars should be connected to the brake network of the train, while the mode switch of air distributors No. 270, No. 483 should be set to the flat mode position, and the freight switch to the position corresponding to the loading of the car. Freight wagons, the brakes of which do not have a passenger or flat mode, are prohibited from being included in a passenger train.
7.1.7 . In passenger trains with a train of up to 25 cars, inclusive, turn on air distributor No. 292 in the short-range mode “K”, turn on high-speed triple valves with an emergency braking accelerator. When forming passenger trains with a composition of more than 25 cars, switch on the air distributor No. 292 for the long train mode "D".
7.1.8. In the composition of passenger trains with a length of more than 25 cars, the inclusion of cars with high-speed triple valves is not allowed, and in the composition of a shorter length of such cars there should be no more than two.
7.1.9. The brakes of the "KE" system of passenger cars should be switched on to the passenger mode at a speed of up to 120 km / h, at a higher speed, turn on the high-speed mode. It is forbidden to turn on the high-speed braking mode if there is no speed controller sensor or at least one anti-skid device sensor on the car or if there is a malfunction. The transfer of passenger cars equipped with the KE brake in freight trains should be carried out with the brake off, if the train brakes are switched on in the flat mode, and with the inclusion in the freight mode, if the train brakes are switched on in the mountain mode. If there is one wagon with a brake of the Western European type in the composition of a local passenger train, it is allowed to turn off the brake of this wagon, provided that the train is provided with a single lowest rate of brake pressure per 100 tons of weight, excluding the switched off brake.
7.1.10. Locomotives of passenger trains when driving trains of more than 25 cars must be equipped with a device for automatically switching on the EPT when the stop valve is opened in the train. In the event of failure of the EPT in such a train, it is allowed to bring it to the first station on the automatic brakes, where the operation of the EPT is restored. Otherwise, the train must be split into two trains.
7.1.11 . In freight (except for trains with a charging pressure of 6.0–6.2 kgf / cm 2), passenger and freight trains, the joint use of air distributors of cargo and passenger types is allowed, and air distributors of the cargo type can be switched on without restriction. Switch on air distributors No. 292 for long-range mode.
If there are no more than two passenger cars in a freight train, then their VR must be turned off (except for two tail cars).
7.1.12 . For freight cars not equipped with automatic mode, with cast-iron brake pads, turn on the air distributors: for loaded mode when loading cars more than 6 tons per axle, for medium - from 3 tons to 6 tons per axle (inclusive), for empty - less than 3 t. on the axle.
For freight cars not equipped with automatic mode, with composite brake pads, turn on the air distributors to the empty mode when the axle load is up to 6 tons inclusive, to the medium mode when the axle load is more than 6 tons. When loaded, hopper cars for transporting cement equipped with composite pads , BP switch on to the loaded braking mode.
Use on other loaded wagons with composite blocks of laden mode is allowed in the following cases: a separate indication of the UZ for specific types of wagons, by order of the head of the road on the basis of experimental trips on specific sections of the road with an axle load of at least 20 tons, and also in accordance with clause 18.4 .6. this instruction.
It is necessary to turn on the VR in freight trains to the mountain mode before long descents with a steepness of 0.018 or more, and switch to the flat mode after the train passes these descents at the points established by the head of the road. It is allowed in loaded freight trains to use the mountain mode according to local conditions and on slopes of lesser steepness (established by the head of the road). In trains that have trains of empty cars, if there is a properly functioning electric brake on the locomotive, taking into account local conditions after conducting experimental trips and developing instructions, it is allowed to use the flat mode of VR on long descents up to 0.025 with the permission of the UZ.
7.1.13. For cars equipped with auto mode or having a “Single-mode” stencil on the body, turn on the air distributor with cast-iron blocks for loaded mode, for composite blocks - for medium or loaded (in the cases specified in clause 7.1.12 of this Instruction), switching on on these cars VR to empty mode is prohibited.
7.1.14. For BP refrigerated cars, turn on the modes in the following order.
Automatic brakes of all cars with cast-iron brake pads, including freight cars with a service compartment in a 5-car section, turn on in an empty state in the empty mode, with a load of up to 6 tons per axle (inclusive) - on the middle and more than 6 tons per axle - on loaded braking mode. Automatic brakes of service, diesel and machine cars, including freight cars with a diesel compartment of a 5-car section, should be switched on to the medium mode with the switch fixed.
On refrigerated cars with brake linkage, the design of which allows the operation of the car brake with both cast-iron and composite brake shoes (horizontal levers have two holes for installing tightening rollers), when equipped with composite shoes, the braking mode includes:
on freight refrigerated wagons - in accordance with paragraph 7.1.12 of this Instruction;
on service, diesel and machine cars, including cars with a diesel compartment of the 5-car section - to the medium braking mode with the switch fixed.
7.1.15. Switching on the automatic brakes for the appropriate braking mode as part of a train, as well as for individual cars or a group of cars attached to trains, should be carried out:
at stations with PTO, KPTO, PPV - by car inspectors;
at intermediate stations where there are no employees of the carriage economy, - by the persons specified in clause 9.1.16. this Instruction;
on hauls, after unloading the hopper-dosing and dump-car turntables - by the workers serving this turntable.
To determine the loading of wagons, it is allowed to be guided by the drawdown of the spring set and the position of the wedge of the shock absorber of the TsNII-KZ bogie relative to the friction bar: if the upper plane of the wedge of the shock absorber is higher than the end of the friction bar - the car is empty, if the upper plane of the wedge and the end of the friction bar are at the same level - the wagon load is 3-6 tons per axle.
7.2. On locomotives when following double or multiple traction
7.2.1 . When hitching two or more active locomotives to the train, the automatic brakes of all locomotives must be included in the common brake network. The modes of switching on the air distributors are set in accordance with clause 3.2.7. this instruction.
7.2.2. When hitching two or more operating locomotives to the train, the drivers of the locomotives (except for the first driver) are obliged to switch the handle of the combined crane, regardless of the presence of blocking device No. If the locomotive has an emergency stop device, the handle of the driver's crane in the non-working cab and the working cab of the locomotive (except for the first driver) must be set to the V position.
In addition, when controlling electro-pneumatic brakes, it is necessary to additionally turn off the power source of these brakes in both cabs and disconnect the control unit from the line wire using the double traction switch on attached locomotives.
7.2.3 . In trains that follow with two or more operating locomotives along the entire traction arm, a locomotive with more powerful compressors (steam-air pumps on a steam locomotive) should be installed at the head of the train.
7.2.4. After hitching the pushing locomotive to the tail of the train with its inclusion in the common braking network, the driver of the pushing locomotive must move the handle of the combined crane to the double thrust position, and the handle of the driver's crane to the VI position; the assistant driver is then obliged to connect the sleeves of the brake line of the tail car and the locomotive and open the end valves between them.
On locomotives equipped with an emergency stop device, the driver's crane handle must be set to the V position. After that, the driver of the leading locomotive is obliged to charge the brake network of the train.
7.3. For non-operating locomotives and wagons of multiple unit rolling stock
7.3.1. Locomotives can be sent both singly in trains and in rafts. Motor-car rolling stock is sent in trains, sections and individual wagons. At the same time, the hoses of the brake line of the locomotives and cars of the MVPS are connected to the common brake line of the train: all unconnected end sleeves of the supply air ducts must be removed from the rolling stock, and their end valves are closed.
When moving inactive locomotives and MVPS within the same railway, the order of its head establishes the procedure for preparing such locomotives for shipment.
7.3.2. For MVPS locomotives and wagons sent in a non-operating state, at cranes: No. 222, 328, 394 and 395, shut off the uncoupling and combined cranes; at cranes: No. 334 and 334E double traction cranes - shut off, install the handles of the driver's cranes, as with double traction; EPK hitchhiking taps - shut off.
Disconnect the power supply from the EPT circuits.
On locomotives, in which the brake action occurs through the auxiliary brake valve No. 254, in one of the cabs, open all disconnecting valves on the air ducts leading to this valve. If there is a blocking device No. 367, turn it on in the same cab, while moving the handle of the combined crane to the double thrust position. In the other cab, the locking device must be disengaged and the combination valve handle moved to the dual traction position.
If the action of the automatic brake on the locomotive occurs independently of valve No. 254, then all disconnecting and combined valves on the air ducts from this valve must be closed, the blocking device in the cabs must be turned off.
For an inactive locomotive, the valve on the air line connecting the brake line with the supply line through a check valve must be opened when one main tank or group of tanks is turned on. On MVPS, in which the brake cylinders are filled through a pressure switch, a device must be switched on for sending it in a cold state.
All tap handles on a non-operating locomotive must be sealed in the above positions.
On steam locomotives, turn on autobrakes with cargo-type air distributors to empty mode, and on electric locomotives and diesel locomotives BP No. 270 and 483, turn on medium and flat mode. Switching the cargo-type VR to the mountain mode is carried out depending on the guiding descent at the points established by the order of the head of the road.
In rafts formed from passenger locomotives, switch VR No. 292 to short train mode, and as part of a freight train or in a raft of freight locomotives, to long train mode.
7.3.3. When sending one multi-unit train or a raft formed from the cars of these trains, switch BP No. 292 to the short train mode if there are no more than 25 cars in the raft. If there are more than 25 wagons in the raft, and also regardless of the number of wagons, when placing the raft on a freight train, switch BP No. 292 to the long train mode.
7.3.4. Rafts with disengaged brakes can be sent only if it is impossible to bring the autobrakes into operation. In these cases, two empty four-axle wagons with active and included auto-brakes must be hitched to the tail of the raft.
At the same time, the number of locomotives, MVPS cars and tenders in the raft is set on the basis of providing the necessary brake pressure, which, taking into account the weight of the lead locomotive, cars and their brakes, should be at least 6 tf per 100 tons of raft weight for slopes with a steepness of up to 0.010 inclusive, at least 9 tf for slopes up to 0.015 and not less than 12 tf for slopes up to 0.020 inclusive.
The raft must be provided with hand brakes in accordance with the regulations. The speed of the raft with the automatic brakes of the locomotives turned off in the inactive state should not exceed 25 km/h.
7.3.5. When sending individual tenders, their automatic brakes must be turned on to the empty mode.
7.3.6. At the points of raft formation, the outlet of the TC rods must be adjusted in accordance with clause 3.2.4. this instruction.
7.3.7. Conductors accompanying a raft or a single locomotive must be instructed not only in general provisions regarding the escort of rafts, but also in the rules for the use, if necessary, of brakes on forwarded locomotives, the procedure for testing autobrakes in rafts and switching modes of air distributors.
8. PROVISION OF TRAINS WITH BRAKES
8.1. All trains leaving the station must be provided with brakes with guaranteed pressing of the brake shoes in accordance with the standards for brakes approved by UZ (Appendix 2).
The estimated pressure of the brake pads is indicated for cars in Table D.2.1., and for locomotives, MVPS and tenders - in Table D.2.2.
The calculated forces of pressing composite brake pads on the axles of passenger cars should be taken in terms of cast-iron pads in accordance with clause 9 of Appendix 2.
In exceptional cases, due to the failure of the automatic brakes of individual cars along the route, the train can be sent from an intermediate station with a brake pressure less than that established by the standards to the first station where there is a PTO, KPTO, FPV of cars, with the issuance of a speed limit warning to the driver. The order of departure and following of such trains is established by the head of the road.
8.2. The actual weight of freight, mail and baggage cars in trains is determined according to train documents, the accounting weight of locomotives and the number of brake axles - according to Table 3 of Appendix 2.
The weight of passenger cars is determined according to the data printed on the body or channel of the cars, and the load from passengers, hand luggage and equipment is taken: for SV cars and soft cars for 20 seats - 2.0 tons per car; other soft – 3.0 t; compartment - 4.0 t; non-compartment reserved seats - 6.0 t; non-reserved seat and interregional - 9.0 tons; dining cars - 6.0 tons.
8.3. To keep in place after a stop on the haul in the event of a malfunction of the automatic brakes, freight, passenger-and-freight and mail-luggage trains must have hand brakes and brake shoes in accordance with the standards specified in Table 4 of Appendix 2.
8.4 If the automatic brakes fail along the way in the entire train, it is possible to proceed further only after their operation is restored. Otherwise, the train is taken out of the haul by an auxiliary locomotive in accordance with the procedure established by the instruction on the movement of trains and shunting work on the railway of Ukraine.
9. TESTING AND VERIFICATION OF THE BRAKES ON LOCOMOTIVE TRAFFIC TRAINS
9.1. General provisions
9.1.1 . There are two types of brake testing - full and reduced. In addition, for freight trains, automatic brakes are checked at stations and hauls.
When fully testing the auto brakes, the technical condition of the brake equipment, the density and integrity of the brake line, the operation of the brakes for all cars are checked, the pressure of the brake pads in the train and the number of hand brakes are counted.
With a reduced test, the condition of the brake line is checked by the action of the brakes of two tail cars.
During a reduced brake test, if it is carried out after a complete test performed from the station compressor installation, the driver and the inspector of the cars must check the tightness of the brake circuit of the train from the locomotive.
In freight trains, the density of the brake network must also be checked by the driver when changing locomotive crews.
When checking the automatic brakes of a freight train, the value of a possible change in the density of the brake network and the action of the brakes of the car of the head part of the train are checked.
9.1.2. Full testing is carried out from the station compressor unit or locomotive, shortened - only from the locomotive.
9.1.3 . When testing automatic brakes in a train, the brakes are controlled from the locomotive by the driver, and from the station compressor unit - by the wagon inspector or operator. The operation of the brakes in the train and the correctness of their inclusion are checked by the inspectors of the cars.
9.1.4. Based on the results of a full testing, the wagon inspector draws up and issues a certificate f. VU-45 on providing the train with brakes and their proper operation (Appendix 3).
Help f. VU-45 is compiled as a carbon copy in 2 copies. The original certificate is handed over to the locomotive driver, and a copy is kept in the book of these certificates for seven days by the official who tested the brakes.
The driver must keep the VU-45 certificate until the end of the trip and, upon arrival at the depot, hand it over along with the speedometer tape.
If a change of locomotive crews is made without uncoupling the locomotive from the train, then the shifting driver is obliged to transfer the certificate he has about the brakes to the driver who receives the locomotive, and make an entry on the removed speed tape: “Reference f. VU-45 was handed over to the depot driver ______ (depot name and surname).
9.1.5. The tightness of the brake line from the locomotive must be checked by the driver and the wagon inspector (or a worker specially assigned by order of the head of the road) during a full test of the auto brakes or a shortened test (if it is performed after a second test from the station installation).
With a reduced testing of automatic brakes in other cases, the presence of a wagon inspector or a worker specially assigned by order of the head of the road when checking the tightness is not required.
When compiling and issuing a certificate VU-45 to the driver, the result of checking the tightness of the brake network of the train from the locomotive is recorded by the worker of the wagon economy who tested the automatic brakes; in other cases, the result of checking the density of the brake network after testing the brakes is recorded in the certificate VU-45 by the driver.
9.1.6. At intermediate stations and sidings where there are no full-time wagon inspectors, full testing of automatic brakes in trains is carried out by inspectors sent from the nearest PTO, KPTO, PPV, or employees specially assigned by order of the head of the road, trained to perform brake testing operations in accordance with this Instruction after delivery they test in the knowledge of PTE, ISI and this Instruction.
At stations where wagon inspectors are not provided, wagon conductors are involved in checking the operation of autobrakes of tail wagons during a reduced test in passenger trains, and workers trained in these operations are involved in freight trains (the list of positions is established by the head of the road).
In passenger trains, the head (foreman-mechanic) of the train and the conductors of the car are involved in testing the brakes on the hauls, and in freight trains on the hauls, the locomotive crew is testing the brakes. The head (foreman-mechanic) of a passenger train and the conductor of the tail car are involved in a reduced testing of the brakes at stations where car inspectors are not provided and on hauls at the direction of the driver, which is transmitted by radio.
9.1.7. When hitching at a station that has a PTO, KPTO, PPV, to a single next locomotive of a group of cars, regardless of their number, the inspection of the attached cars and the complete testing of the automatic brakes are carried out by the inspectors of the cars in full accordance with the requirements of the PTE and this Instruction.
At stations where there are no points for the preparation of carriages for transportation or PTO, each wagon must be inspected before being placed on the train and prepared for proceeding to the nearest station with PTO.
The procedure for presenting trains for maintenance and registration of their readiness, as well as the procedure for inspecting and repairing cars before putting them on a train at stations where there are no points for preparing cars for transportation or maintenance, is established by the head of the road. At such stations, when trailing no more than 5 cars to a single following locomotive, inspection and full testing of automatic brakes is carried out without handing the VU-45 certificate to the locomotive driver, and data on the weight of the train, brake pressure, taking into account the weight and brakes of the locomotive, the date and time of the complete testing the brakes, the density of the brake network, the driver of the locomotive writes in the journal f. TU-152, stored on the locomotive, and signed together with an assistant. At the same time, serviceable brakes must be switched on to the appropriate braking mode, with the exception of cases provided for the transportation of special cargo. The last two cars in the train must be with the included and properly functioning auto brakes. The maximum speed of the train is determined by the actual presence of brake pressure, taking into account the weight and brakes of the locomotive. Upon arrival at the depot, the driver must copy the entry in the journal f. Hand over TU-152 together with a speedometer tape.
The train follows without a certificate f. VU-45 to the first station with PTO, where a complete testing of auto brakes should be carried out, and a certificate f. VU-45.
9.1.8. Testing of automatic brakes before train departure should be carried out after charging the brake network with the pressure indicated in Table 3.2. or clause 3.2.6. this instruction. The time from the start of the release of the brakes during testing to the departure for a long descent of a passenger train should be at least 2 minutes, for a freight train - at least 4 minutes.
9.1.9. Testing of brakes in rafts of locomotives or MVPS is carried out by car inspectors together with raft conductors. After a complete testing of the brakes, the driver of the leading locomotive is issued a certificate f. VU-45.
When switching the air distributor to the loaded mode, as well as in passenger trains, the weight and braking means of locomotives are taken into account in the certificate f. VU-45.
9.1.10. In a passenger train at the station, first test the electro-pneumatic brakes, and then the automatic ones.
9.1.11. At the first station, the departure of a single next locomotive, the locomotive crew must check the operation of the brakes (without a five-minute hold in the inhibited state) and the auxiliary brake in the manner prescribed by clause 3.2.3. of this Instruction and, at intermediate stations, the auxiliary brake.
9.1.12. Responsibility for the correct testing of brakes in trains and the reliability of the certificate data f. VU-45 or magazine f. TU-152 in terms of their duties are the wagon inspector, the driver, and where there is no wagon inspector, the workers who carried out the testing.
9.1.13. The procedure for testing the brakes of shunting trains is established in the technical and administrative acts of the stations and in the order of the head of the road.
9.2. Full brake test
9.2.1. Full testing of automatic brakes in trains is carried out:
At the station of formation and turnover before the departure of the train;
After changing the locomotive and in the event that the locomotive changes direction;
At stations separating adjacent guaranteed sections of freight train traffic, during maintenance of the train without changing the locomotive;
At stations preceding hauls with long descents; before long descents of 0.018 and steeper, full testing is carried out with holding the auto brakes in a braked state for 10 minutes. The list of such stations is established by the head of the road. When determining long descents, be guided by the following values;
operation of anti-skid and high-speed regulators on passenger cars with brakes of the Western European type in accordance with the instructions of the owner of the infrastructure, the owner of the infrastructure complex, as well as clause 5.8 of this Instruction;
on cars with auto mode, correspondence of the output of the auto mode fork to the load on the axle of the car, reliability of fastening of the contact strip, support beam on the bogie and auto mode, damper part and pressure switch on the bracket, tighten the loose bolts;
correct adjustment of the brake linkage and the operation of automatic regulators, the output of the rods of the brake cylinders, which must be within the limits specified in Table 5.1 of this Instruction.
The lever transmission 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, and for freight cars with separate trolley braking for auto-regulators RTRP-300 and RTRP-675- M - not less than 50 mm; the angles of inclination of the horizontal and vertical levers must ensure the normal operation of the linkage until the brake pads wear out. 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 shoes, the horizontal lever on the side of the brake cylinder rod must be perpendicular to the axis of the brake cylinder or have an inclination from its perpendicular position up to 10o away from the bogie. With an asymmetric arrangement of the brake cylinder on cars and on cars with separate bogie braking and new brake shoes, 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 wheel tread. It is not allowed to leave brake pads on freight cars if they protrude from the tread surface beyond the outer edge of the wheel rim by more than 10 mm. On passenger and refrigerated cars, it is not allowed to let the blocks out from the tread surface beyond the outer edge of the wheel.
The thickness of the brake pads for passenger trains must ensure the passage from the formation point to the turnaround point and back. The thickness of the brake pads for refrigerated and freight cars is established by order of the owner of the infrastructure, the owner of the infrastructure complex in agreement with the territorial bodies of the federal executive body in the field of railway transport on the basis of experimental data, taking into account the provision of their normal operation between maintenance points.
The thickness of 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 (pads with a mesh-wire frame are determined by the ear filled with 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 wear of the side surface of the pad on the side of the wheel flange, check the condition of the triangular or traverse, brake shoe and brake shoe suspension, eliminate the identified shortcomings, replace the shoe;
the provision of the train with the required pressing of the brake shoes in accordance with the approved standards for brakes, given in Appendix 2 to this Instruction.
Table 5.1
Exit of a rod of brake cylinders of cars, mm
Wagon type | Departure from service points | Maximum allowable at full braking in operation (without automatic control) |
||
Truck with pads: | ||||
cast iron | ||||
compositional | ||||
Truck with separate trolley braking with pads: | ||||
cast iron | ||||
compositional | ||||
Passenger | ||||
with cast iron and composite pads | ||||
size RIC with KE air distributors and cast-iron blocks | ||||
VL-RITS on TVZ-TsNII M bogies with composite pads | ||||
Notes. 1. In the numerator - with full service braking, in the denominator - with 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.
5.2. When adjusting the lever transmission on cars equipped with an auto-adjuster, its drive is adjusted on freight cars to maintain the output of the brake cylinder rod at the lower limit of the established norms in accordance with Table 5.2 of this Instruction.
On passenger cars at the formation points, the drive adjustment should be carried out at a charging pressure of 5.2 kgf/cm2 and full service braking. On wagons without automatic regulators, adjust the leverage to maintain the output of the rod, not exceeding the average values of the established norms.
Table 5.2
Approximate installation dimensions of the brake linkage regulator drive
Wagon type | Type of brake pads | Size "A", mm |
|
lever drive | rod drive |
||
Freight 4-axle | Composite | ||
Cast iron | |||
Truck 8-axle | Composite | ||
Truck with separate trolley braking | Composite | ||
Refrigerated 5-car section built by BMZ and GDR | Composite | ||
Cast iron | |||
Autonomous refrigerated wagon (ARV) | Composite | ||
Cast iron | |||
Passenger car (wagon packaging): | |||
From 42 to 47 tons | Composite | ||
Cast iron | |||
From 48 to 52 tons | Composite | ||
Cast iron | |||
From 53 to 65 tons | Composite | ||
Cast iron |
5.3. The standards for the output of brake cylinder rods for freight cars that are not equipped with auto-adjusters before steep long descents are established by the owner of the infrastructure, the owner of the infrastructure complex in agreement with the territorial bodies of the federal executive body in the field of railway transport.
5.4. It is forbidden to install composite blocks on cars, the linkage of which is rearranged for cast-iron blocks (i.e., the tightening rollers of the horizontal levers are located in the holes located farther from the brake cylinder), and, conversely, it is not allowed to install cast-iron blocks on cars, the linkage of which is rearranged for composite pads, with the exception of wheel pairs of passenger cars with gearboxes, where cast-iron pads can be used up to a speed of 120 km / h.
Six - and eight-axle freight cars should only be operated with composite blocks.
5.5. When inspecting the train at a station where there is a maintenance point, the cars must have all the malfunctions of the brake equipment, and the parts or devices with defects should be replaced with serviceable ones.
