Brake equipment of wagons. Freight car mechanical brake equipment Freight car brake line diameter
Introduction
Auto-brake equipment is one of the most important elements of railway transport; the carrying capacity of roads and the safety of train traffic largely depend on the level of development and condition of this equipment.
The braking equipment of the rolling stock must work normally under the conditions of complex processes occurring in a moving train (dry friction of brake shoes with the conversion of mechanical energy into heat, gas-dynamic processes in the brake line, rolling of wheels on rails under conditions of maximum use of adhesion forces, interaction of cars with each other with the appearance of significant longitudinal forces, etc.).
To ensure the uninterrupted operation of the automatic braking equipment of rolling stock in difficult meteorological conditions and with high traffic density, employees of control points of automatic brakes and automatic departments of locomotive and car depots do a lot, constantly improving the technology of repairing braking equipment, providing high reliability and stability of its action in trains.
In order to ensure the safe operation of the brake equipment, the following types of repair and inspection of the brake equipment of cars have been established: factory, depot, revision and current.
In modern operating conditions and in the near future, automation of maintenance of various components of the brake system, its adaptation to remote control with the driver and other devices.
Purpose and design of the brake linkage of a freight car
A lever brake transmission is a system of rods and levers, through which the human effort (during manual braking) or the force developed by compressed air is transmitted along the brake cylinder rod (during pneumatic and electro-pneumatic braking) to the brake pads, which are pressed against the wheels. According to the effect on the wheel, lever gears with one-sided and two-sided pressing of the pads are distinguished.
A lever brake gear with double-sided pressing of the pads has the following advantages compared to a single-sided one: the wheelset is subjected to an eversion action in the axle boxes in the direction of the pressing force of the pads; the pressure on each pad is less, therefore, the wear of the pads is less; the coefficient of friction between the block and the wheel is greater. However, leverage with double-sided pressing is much more complicated in design and heavier than with one-sided, and the heating temperature of the pads during braking is 10-15% higher. With the use of composite pads, the disadvantages of one-sided pressing become less noticeable due to less pressure on each pad and a higher coefficient of friction.
Basically, all freight cars have one-sided pressing of the pads, and passenger cars have two-sided, with vertical levers located on both sides of the wheels. Therefore, triangels are used on freight cars, and beams (traverses) on passenger cars.
The device of the brake linkage of a four-axle freight car is shown in Figure 1.
Figure 1 - The device of the brake linkage of a four-axle freight car
The piston rod 6 of the brake cylinder and the dead center bracket 7 are connected by rollers with horizontal levers 10 and 4, which are interconnected in the middle part by a puff 5. Puff 5 is installed in holes 8 with composite shoes, and with cast-iron shoes in hole 9. From opposite ends levers 4 and 10 are articulated by rollers with a rod 11 and an auto-regulator 3. The lower ends of the vertical levers 1 and 14 are connected to each other by a spacer 15, and the upper ends of the levers 1 are connected to the rods 2, the upper ends of the extreme vertical levers 14 are fixed to the cart frames with the help of earrings 13 and brackets. Triangels 17, on which shoes 12 with brake shoes are installed, are connected by rollers 18 with vertical levers 1 and 14.
To prevent the triangles and spacers from falling onto the track in case of their separation or breakage, safety angles 19 and brackets are provided. Brake shoes and triangles 17 are suspended from the bogie frame on suspensions 16. The traction rod of the regulator 3 is connected to the lower end of the left horizontal lever 4, and the adjusting screw is connected to the rod 2. When braking, the body of the regulator 3 rests against the lever connected to the horizontal lever 4 by tightening .
A similar linkage, differing only in the size of the horizontal levers, have gondola cars, platforms, tanks, etc.
The action of the lever transmission of a four-axle car is similar to the action of the lever transmission discussed above. For manual adjustment of the linkage in the rods 2, earrings 13 and puffs 15 there are spare holes.
The hand brake drive is connected by means of a rod to the horizontal lever 4 at the point of connection with the rod 6 of the brake cylinder, so the action of the leverage will be the same as with automatic braking, but the process is slower.
The most critical parts of the lever transmission of freight cars are triangles with a blind fit of brake shoes 3 (Figure 2).
brake lever car repair
Figure- 2 Triangel with a blind fit of the brake shoes
Bookmark 2 is installed with inside shoe. The tip 5 placed behind the shoe lies on the shelf of the side beam of the bogie in the event of a break in the suspension 4 and protects the triangle from falling onto the track. The parts mounted on the trunnions are fixed with castellated nuts 8 and fixed with cotter pins 9. The blocks 7 are fastened in the shoes with checks 6. The triangel is pivotally connected to the side beams of the bogie by means of hangers 4. All freight cars must have shoe hangers with rubber bushings in the holes (Figure 3). This allows you to remove loads from the suspension that cause fatigue cracks, prevents breaks and parts from falling onto the track.
Figure-3 Suspension with rubber bushings in holes
To increase the reliability of the linkage and prevent the fall of puffs and rods, both strips 1 of each vertical and horizontal lever are welded together with strips 2. When placed in the holes of such levers, the connecting rollers are fastened as usual with a washer and cotter pin with a diameter of 8 mm.
The rods and horizontal levers near the cylinder are equipped with safety and support brackets.
To improve the reliability of the linkage and prevent the fall of puffs and rods, both strips 1 of each vertical and horizontal lever are welded together with strips 2 (Figure 4). The connecting shafts, when inserted into the holes of such levers, are fastened as usual with a washer and a cotter pin with a diameter of 8 mm.
Figure 4 - Welded strips to improve the reliability of the linkage
Additionally, from the side of the roller head, a safety cotter pin of the same diameter is inserted into specially welded cheeks 3 to prevent the roller from falling out if the main cotter pin is lost.
Figure 5 - Cheeks to prevent the roller from falling out
The design feature of the lever transmission of eight-axle cars is the presence of a balancer that ensures the distribution of the braking force on both bogies (Figure 6). Many freight cars are equipped with a hand or parking brake with a steering wheel located on the side of the car.
Figure 6 - Features of the design of the brake linkage of 8-axle cars
The braking equipment of each section of the locomotive includes pneumatic system and linkage.
COMPRESSORS
Compressors designed to provide compressed air to the brake network of the train and the pneumatic network of auxiliary devices: electro-pneumatic contactors, sandboxes, signals, windshield wipers, etc.
Compressors KT-6, KT-7 and KT-6 El are widely used on diesel locomotives and electric locomotives. Compressors KT-6 and KT-7 are driven either from crankshaft diesel, or from an electric motor, such as, for example, on diesel locomotives 2TE116. KT-6 El compressors are powered by an electric motor.
Used on rolling stock railways compressors share:
1. according to the number of cylinders:
single-cylinder, two-cylinder, three-cylinder;
2. according to the location of the cylinders:
horizontal, vertical, W-shaped, V-shaped;
3. by the number of compression stages:
single-stage, two-stage;
4. by drive type:
driven by electric motor, driven by diesel.
PRESSURE REGULATORS
Compressors on locomotives operate intermittently. When the air pressure in the main tanks drops below the set limit, they turn on, and, having pumped air to the upper limit, they turn off. For automatic switching on and off of compressors are designed pressure regulators .
CRANE ENGINEER
Crane driver- a device designed to control the brakes of the train, installed in the driver's cab. The driver's valve is located on the path of air movement from the main reservoir to the brake line.
The driver's crane can be either a purely mechanical device, where the driver, using a handle, turns the spool that blocks certain air channels, or a remote one - the driver, using an electrical controller or an auto-guidance system, controls the valves that open the desired channels. On most types of rolling stock of railways and subways of the former USSR, spool valves of types 334, 394, 395 and diaphragm 013 are installed.
The faucet handle is put on a rod, the lower end of which is engaged with the spool. Therefore, when the handle is turned, the spool rotates relative to the mirror, connecting or separating different channels, recesses and holes. As a result, various pneumatic circuits are created or interrupted.
As you can see in the photo, recesses are made on the body of the upper part of the faucet for a spring-loaded cam installed inside the handle, so that the handle can occupy seven fixed positions.
· 
· I - charging and vacation for communication of the feed line with the brake channel with a cross section of about 200mm 2;
· II - train to maintain the charging pressure in the brake line, set by adjusting the gearbox. The communication of the supply line with the brake line occurs through channels with a minimum cross section of about 80 mm 2;
· III - overlap without power brake line, used when controlling indirect brakes;
· IV - overlap with food brake line and maintaining the pressure established in the line;
· VA - service braking at a slow pace, used for braking long freight trains to slow down filling brake cylinders at the head of the train, and as a result, to reduce reactions in the train;
· V - service braking with discharging the brake line at a rate of 1 kg / cm 2 for 4-6 seconds;
· VI - emergency braking for quick discharge of the brake line in an emergency.
AIR DISTRIBUTOR
Air distributors designed to fill the brake cylinders with compressed air during braking; release of air from the brake cylinder into the atmosphere when the brakes are released, as well as charging a reserve tank from the brake line. Air distributors are divided according to appointment for cargo , passenger , special and air distributors for high-speed trains , which differ in the filling and emptying time of the brake cylinders.
Crane driver
2 - tap shutoff valves
3 - brake switches
4 - electric air distributors
5 - brake release indicators
6 - inter-car connections
7 - block relay
LINK GEARS
Linkage serves to transfer the force created by compressed air to the brake cylinder piston (during pneumatic braking), or the human effort (during manual braking) to the brake pads, which are pressed against the wheels.
Lever brake transmission is a system of levers, triangles (for diesel locomotives), shoes with pads connected by rods and puffs. These gears come with one-way and two-way brake pad pressure on the wheels.
With double-sided pressing, the pads are located on both sides of the wheel, and with one-sided pressing, on one side.
For all 1520 mm gauge freight cars, a characteristic feature of the design of the brake linkage is the one-sided pressing of the brake shoes on the wheels and the possibility of using cast iron and composite shoes.
The adjustment of the linkage to a certain type of brake pads is carried out by rearranging the tightening rollers 1-2 into the corresponding holes of the horizontal levers of the brake cylinder (Fig. 8.1). Holes closest to the brake cylinder To are used with composite pads, and the far holes h- with cast-iron pads.
The device of the brake linkage of a four-axle freight car is shown in rice. 8.2. Stock 6 brake piston and dead center bracket 7 connected by rollers with horizontal levers 10 and 4 , which in the middle part are interconnected by a puff5 . puff 5 installed in holes 8 with composite pads, and with cast-iron pads in the hole 9 . From opposite ends of the levers 4 and 10 articulated rollers with traction 11 and auto-regulator 3 . Lower ends of vertical arms 1 and 14 interconnected by a strut 15 , and the upper ends of the levers 1 connected with rods 2 , the upper ends of the extreme vertical levers 14 fastened to cart frames with shackles 13 and brackets. Triangels 17 on which the shoes are installed 12 with brake pads, connected by rollers 18 with vertical arms 1 and 14 .
To prevent the triangles and struts from falling onto the track in case of their separation or breakage, safety angles are provided. 19 and staples. Brake shoes and triangles 17 suspended from the frame of a trolley on suspension 16 .
Regulator drawbar 3 connected to the lower end of the left horizontal arm 4 , and the adjusting screw - with traction 2 .
When braking, the governor housing 3 rests against a lever connected to a horizontal lever 4 puff.
A similar linkage, differing only in the size of the horizontal levers, have gondola cars, platforms, tanks, etc.
The action of the linkage of a four-axle wagon is similar to the action of the linkage discussed above (Fig. 8.1). For manual linkage adjustment (Fig. 8.2) in pulls 2 , earrings 13 and puffs 15 there are spare holes.
The hand brake drive is connected to the horizontal lever by means of a rod. 4 at the point of connection with the stem 6 brake cylinder, so the action of the linkage will be the same as in automatic braking, but the process is slower.
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FEDERAL RAILWAY TRANSPORT AGENCY
UDC 629.4.077
METHODOLOGICAL INSTRUCTIONS
to laboratory work No. 11
GENERAL DEVICE OF BRAKING EQUIPMENT OF FREIGHT AND PASSENGER CARS
in the discipline "Wagons (general course)"
Compiled by: A.V. Pargachevsky,
G.V. Efimova, Art. teacher;
M.N. Yakushkina, assistant
Irkutsk 2005
Laboratory work No. 11. General arrangement of brake equipment for freight and passenger cars
Purpose of work: To study: the general arrangement of the brake system vag she; location of the main devices of auto-brake equipment on freight and passenger cars; types of pneumatic brakes, their modes of braking.
Brief information from the theory
Brake equipment of wagons is designed to create and increase the resistance forces to a moving train. Forces that create artificial resistance are called braking forces.
Braking and resistance forces dampen the kinetic energy of a moving train. The most common means of obtaining braking forces is the shoe brake, in which braking is carried out by pressing the shoes against the rotating wheels, which creates frictional forces between the shoe and the wheel.
On the rolling stock of railways, 5 types of brakes are used: parking (manual), pneumatic, electro-pneumatic, electric and magnetic rail. Pneumatic brakes are used on freight cars of the general network of the Ministry of Railways. The pneumatic brake system includes: a brake line (M), which is located relative to the longitudinal axis of symmetry of the car (Fig. 1). The brake line is attached to the car body in several places and at the end beam of the car frame it has end valves, connecting sleeves with heads (Fig. 2). The brake line of each car included in the formed train must be connected to each other with the help of connecting sleeves, and the end valves are open.
From the brake line on each car there are outlets through tees to the air distributor (VR) and, in some cases, to stop valves (Fig. 1). The air distributor (VR) and the spare tank (SR) are attached to the brackets mounted on the car frame with bolts. In the main types of cars, the air distributor and the reserve tank are located in the middle part of the frame. For some types of specialized freight cars, the air distributor and spare tank are installed in the cantilever part of the car frame.
The air distributor is connected to the brake line (M), the reserve tank and the brake cylinder by means of pipes (Fig. 3).
An uncoupling valve is installed on the pipe between the brake line (M) and the air distributor (VR), which must be closed in case of a faulty auto brake of the car - the valve handle is located across the pipe.
The brake cylinder is bolted to the brackets mounted on the car frame and connected to the air distributor using a pipe (Fig. 4).
When braking, the force from the rod of the brake cylinder (TC) is transmitted through the horizontal levers and the tightening of the horizontal levers to the rods connected to the brake linkage of the bogie.
On one of the links of the brake linkage, a rod output regulator is installed, which, as the brake pads wear out, reduces the length of this rod and thereby compensates for the increase in gaps between the pads and the wheel rolling surfaces. A schematic diagram of the brake linkage of a two-axle freight car bogie is shown in fig. 5.
To secure a single-standing freight car from spontaneous departure, it has a parking (manual) brake, the main elements of which are shown in Fig. 6. A similar device has a parking brake passenger cars. These brakes are operated manually by turning a handwheel or crank.
In addition to these units, the brake equipment of some types of freight cars has an auto mode - this is a device that automatically regulates the air pressure in the brake cylinder, depending on the load of the car. It is installed between the air distributor and the brake cylinder.
Some types of passenger cars are equipped with an anti-skid device that provides automatic pressure reduction in the brake cylinder to stop the wheelset from slipping when the car is in motion.
Pneumatic brakes have a single-pass line (air duct) laid along each locomotive and car for remote control of air distributors in order to charge spare tanks, fill the brake cylinders with compressed air during braking and communicate them with the atmosphere during vacation. Pneumatic brakes used on rolling stock are divided into automatic and non-automatic, as well as passenger (with fast braking processes) and freight (with slow processes).
Automatic brakes are called, which, when a train or a brake line breaks, as well as when a stop valve is opened from any car, automatically come into action due to a decrease in air pressure in the line (when the pressure rises, the brakes are released). Non-automatic brakes, on the contrary, come into action when the pressure in the pipeline rises, and when the air is released, the brake is released.
The work of automatic brakes is divided into the following processes:
Charging - the air pipeline (main) and spare tanks under each unit of the rolling stock are filled with compressed air;
Braking - air pressure is reduced in the rail car or the entire train to actuate the air distributors, and air from the reserve tanks enters the brake cylinders; the latter actuate the lever brake transmission, which presses the pads to the wheels;
Overlapping - after braking, the pressure in the line and the brake cylinder does not change;
Vacation - the pressure in the line rises, as a result of which the air distributors release air from the brake cylinders into the atmosphere, at the same time the reserve tanks are recharged by communicating them with the brake line.
Consider circuit diagrams three groups of brakes.
Direct acting non-automatic brake (Fig. 7). Such a brake is used on locomotives. The air is pumped by the compressor into the main reservoir 2, from where it flows through the supply line 3 to the valve 4, which in its simplest form is a three-way plug valve. Each position of the tap handle 4 corresponds to a certain process.
Braking - the supply line 3 communicates with the brake line 5, and air enters the brake cylinders, moving the piston 7 with the rod 8 to the right, as a result of which the vertical lever rotates around a fixed point 9 and presses the brake shoe 10 against the wheel with its lower end;
Overlapping - the brake line 5 is disconnected from the supply line 3, the air pressure in the brake cylinders 6 remains unchanged.
Non-direct acting automatic brake (fig. 8). A brake of this type differs from a direct non-automatic one in that on each unit of rolling stock between the brake line 5 and the brake cylinder 7, a device 6, called an air distributor, and a spare tank 8 are installed. All passenger cars, electric and diesel trains are equipped according to this scheme. Compressor 1, main tank 2 and driver's crane are mounted on the locomotive.
Before the train departs, the brake is charged, for which the handle of the driver's valve 4 is put in the release position I (Fig. 8, a), in which the air from the main tank 2 through the supply line 3 through the driver's valve 4 enters the brake line 5 and then through the air distributor 6 - into the reserve tank 8. In this case, the brake cylinder 7 through the air distributor 6 is connected with the atmosphere At.
To brake the train, the handle of the driver's crane 4 is transferred to the braking position III (Fig. 8, b), the supply line 3 is turned off, and the brake line 5 through the valve 4 communicates with the atmosphere At. When the pressure in the line 5 is reduced, the air distributor 6 comes into action, disconnects the brake cylinder 7 from the atmosphere and communicates it with the reserve tank 8 filled with compressed air. Under the action of compressed air, the piston of the brake cylinder moves and, with the help of a system of rods and levers, presses the brake pads to the wheels. To release the brake, the driver's crane handle 4 is set to position I. The supply line 3 communicates with the brake line 5, as a result of which the pressure in it rises and the air distributor 6 communicates the brake cylinder 7 with the atmosphere, and the line 5 communicates with the reserve tank 8. In case of opening in crane wagon for emergency braking(stop tap) 9 brakes are automatically applied.
Rice. 8. Scheme of an indirect automatic brake: a - charging and release; b - braking
Shown in fig. 8, the brake is called indirect, or depleted, because during the braking process, the air distributor 6 separates the brake line from the reserve tank 8 and brake cylinder 7, and when air leaks from the reserve tank or brake cylinder, the pressure in them is not restored.
Direct-acting automatic brake (Fig. 9). This brake consists of the same basic parts as the indirect brake. According to this scheme, the brakes of freight cars and locomotives with air distributors 5 No. 135, 270-002, 270-005-1 and 483-000 with flat and mountain release modes are made. Leaks from the reserve tank and the brake cylinder are replenished automatically during service braking or the supply shutdown of the driver's crane. The fundamental difference between a direct-acting automatic brake and an indirect-acting one lies in the device of the air distributor 5.
Depending on the position of the tap 3, the following occurs:
Charging and vacation - the brake line 8 (Fig. 9, a) communicates with the supply line 2 and the main reservoir, the brake cylinder 6 through the air distributor 5 - with the At atmosphere, and the reserve tank 4 through the check valve 7 - with the brake line;
Braking - the pressure in the brake line 8 (Fig. 9, b) is reduced by releasing air with valve 3 into the atmosphere. At. The air distributor 5 comes into action, which disconnects
During braking, as well as in the process of stepped release, the air distributor 5 through the check valve 7 replenishes air leaks in the reserve tank 4 and the brake cylinder 6 directly (directly) from the line, therefore such brakes are called direct acting.
By changing the valve 5 air pressure in the brake line 8 is step braking and step or stepless release.
3. Location and fastening of braking equipment
air brake freight wagon
Passenger carriages. The air distributor No. 292-001 and the electric air distributor 12 No. 305-000 are installed on the bracket of the rear cover of the brake cylinder 13. Under the car there is also a main pipe with a diameter of 3, end valves with inter-car connecting sleeves 7 and a tee or dust collector 9. The uncoupling valve 10 serves to turn on and switch off the air distributor 11.
Each passenger car has at least three cranes 5 for emergency braking (stop cranes). The spare tank 15 is connected by a pipe with a diameter to the bracket of the back cover of the brake cylinder 13. An exhaust valve 14 is installed on the pipe from the spare tank or on the spare tank. On some types of cars, the devices 10 and 12 are installed on a separate bracket, and the brake cylinder has a conventional cover.
Fig.10. Scheme of the brake equipment of a passenger car
Freight wagons (Fig. 11). The two-chamber tank 7 is attached to the frame of the car with four bolts and is connected by pipes to a tee or a dust collector 2, a spare tank 4 and a brake cylinder 10 with a diameter through auto mode 9. The main 6 and the main 8 parts of the air distributor are attached to the tank 7.
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Rice. 11. Scheme of the brake equipment of a freight car
Disconnect valve 5 diameter is used to turn on and off the air distributor. End valves 3 and connecting sleeves are located on the main pipe. The end valves are installed with a rotation of 60° relative to the horizontal axis. This improves the operation of the sleeves in curved sections of the track and eliminates the impact of the heads of the sleeves when following hump retarders.
Stop cock 1 with the handle removed is installed only on wagons with a brake platform.
4. Brake linkages
The lever transmission of a four-axle freight car (Fig. 12) has the following device.
The piston rod of the brake cylinder 10 and the dead center bracket 11 are connected by rollers with horizontal levers 15, which are connected in the middle part by a puff 16, and at opposite ends are articulated by rollers with rods 6. The upper ends of the vertical levers 19 of both carts are connected to rods 6, and the lower ends of the levers 3 and 19 are interconnected by a spacer 24.
Fig.12. Freight car linkage
The upper ends of the extreme vertical levers 3 are fixed on the frames of the carts with the help of earrings 4 and brackets.
Triangels 5, on which shoes 2 with brake shoes are installed, are connected by rollers 18 with vertical levers 3 and 19.
The holes 12 in the levers 15 are designed to install the tightening rollers 16 with composite pads, and the holes 13 - with cast iron.
To protect against falling onto the path of triangels and struts in the event of their separation or breakage, safety angles 22 and brackets 23 are provided. Shoes 2 and triangels 5 are suspended from the bogie frame on suspensions 21 and rollers 20. The rods and horizontal levers near the brake cylinder are equipped with safety and supporting staples.
When braking, the body of the regulator 17 rests against the lever 8, connected to the horizontal lever 15 by tightening 9. The screw 7 serves to adjust the size A. Similar leverage, which differs only in the size of the horizontal levers, have gondola cars, platforms and tanks. The action of the lever transmission of a four-axle car is similar to the action of the lever transmission discussed above. When braking, the rod (see Fig. 12) with a horizontal lever 15 and tightening 16 moves to the left (according to the figure). At the same time, the other end of the lever 15, which has a roller fulcrum inserted into the hole 12 or 13, moves together with the regulator 17, the rod 6 and the upper end of the vertical lever 19 to the right. The vertical lever 19, having a support at the junction of the lower end with the puff 24, will press the brake shoe to the wheel and the shoe will become the fulcrum, and the puff 24 will move to the left, pressing the shoe of the second axle. After pressing the pads of the left bogie of the car, the puff 16, having a fulcrum in the bracket 11, will move the horizontal lever 15, the rod 14 and the upper end of the vertical arm of the right bogie to the left, pressing the pad to the wheel of the third axle, and then to the fourth.
The lever transmission of a passenger car differs from the gears of freight cars in that instead of triangels, traverses 17 are used, on the pins of which shoes 15 with brake shoes 21 are installed. Vertical levers 24 and puffs 23 are suspended from the frame on hangers 22.
Pressing of brake pads is bilateral; vertical levers are located in two rows on the sides near the wheels.
Rice. 13. Details of a traverse (beam) on a passenger car bogie: * traverses; 2 -- washer; 3 --- cotter pin; 4 - nut; 5 -- spring; "6 - shoe suspension; 7 - leash pin; 8 - leash; 9 - shoe with bushings; 10 - check; 11 - composite block.
Rice. Fig. 14. Details of a triangel with a blind fit of the shoe (GOST 4686--74) of a freight car bogie (the suspension assembly is shown in the left corner): 1 -- triangel; 2--bookmark; 3 - shoe; 4 - suspension; 5 - safety, tip; 6 - check; 7 - cast iron block; 8 -- castellated nut; 9 - cotter pin; 10 -- sleeve; 11 -- suspension roller; 12 --rubber bushing
Date of the lesson; topic; goal of the work; description and sketches of the main parts and assemblies of auto-brake equipment; schemes of action of pneumatic brakes; answers to control questions.
Control questions
1. What is the purpose of auto braking equipment?
2. Location and fastening of the main devices of brake equipment on freight and passenger cars.
3. The principle of operation of a direct non-automatic brake.
4. The principle of operation of the indirect non-automatic brake, the main difference from the direct non-automatic.
5. The principle of operation of a direct-acting automatic brake. The main difference from direct non-automatic.
6. The principle of operation of the electro-pneumatic brake. How it works in case of failure of the electrical part of the brake.
7. The design of the lever transmission of freight and passenger cars.
8. Name the power devices in the brake system of the train, their purpose.
9. Name the control devices, their purpose.
10. Name the braking devices, their purpose.
11. What ensures automaticity in pneumatic brakes?
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AUTO BRAKING EQUIPMENT OF MOVABLE
COMPOSITION.
1. Classification of brakes and their main properties.
brake called a device on rolling stock, with the help of which artificial resistance to movement is created, resulting in a decrease in speed or a stop of the train.
Braking distances- the distance traveled by the train during the time from the moment the handle of the driver's crane or the emergency braking crane is moved to the braking position until it comes to a complete stop.
brakes classified on how to generate braking force and properties control part. According to the methods of generating braking force, friction and dynamic brakes are distinguished. According to the properties of the control part, automatic and non-automatic brakes are distinguished.
Five types of brakes are used on the rolling stock of Russian railways:
1. Parking (manual)- they are equipped with locomotives, passenger cars and about 15% of freight cars;
2. Pneumatic- they are equipped with all rolling stock using compressed air;
3. Electropneumatic- they are equipped with passenger locomotives and wagons, electric trains and diesel trains;
4. Electrical(dynamic or reversible) - they are equipped with separate series of locomotives and electric trains;
5. Magnetic rail- they are equipped with high-speed trains. Are applied as additional to EPT and electric.
Parking, pneumatic and electro-pneumatic brakes are classified as friction brakes, which the friction force is created directly on the surface of the wheel or on special disks rigidly connected to the wheel pairs.
Main brake on rolling stock is pneumatic.
Each type of brake, in turn, is divided into groups, subgroups and by purpose - passenger, cargo and high-speed.
2. Pneumatic brakes.
Pneumatic brakes have a single-wire line (air duct) laid along each locomotive and car for remote control of air distributors in order to charge spare tanks, fill the brake cylinders with compressed air during braking and communicate them with the atmosphere during vacation.
Pneumatic brakes used on rolling stock are divided into automatic and non-automatic, as well as for passenger (with fast braking processes) for cargo (with slow processes).
Automatic brakes are called, which, when a train or a brake line breaks, as well as when a stop valve is opened from any car, automatically come into action due to a decrease in air pressure in the line (with an increase in pressure, the brakes are released),
Non-automatic the brakes, on the contrary, come into action when the pressure in the pipeline rises, and when the air is released, the brake is released.
The work of automatic brakes is divided into the following processes:
Charger- the air pipeline (main) and the reserve tank under each unit of the rolling stock are filled with compressed air;
Braking- is performed by reducing the air pressure in the rail car or the entire train to actuate the air distributor and the air from the reserve tank enters the brake cylinder, where the compressed air energy is converted into mechanical energy, actuating the brake linkage, which presses the pads to the wheels;
overlapping- after braking, the pressure in the line and the brake cylinder does not change;
Vacation- the pressure in the line rises, as a result of which the air distributor releases air from the brake cylinders into the atmosphere, at the same time the reserve tank is recharged by communicating it with the brake line.
Pneumatic brakes used on railway rolling stock according to the principle of operation can be divided into 3 groups:
Direct acting non-automatic;
Indirect automatic;
Direct acting automatic.
direct acting non-automatic the brake is called because during the braking process the brake cylinders communicate with the power source, and when the train breaks, the connecting sleeves are disconnected, it does not come into action. If there was compressed air in the brake cylinders at that moment, it will immediately come out and braking will occur. In addition, this brake is inexhaustible, since with the help of the driver's crane it is always possible to increase the pressure in the cylinders, which has decreased due to air leaks.
indirect automatic the brake differs from the non-automatic direct-acting one in that on each unit of rolling stock an air distributor is installed between the brake line and the brake cylinder, connected to a reserve tank that contains a supply of compressed air. According to this scheme, all passenger cars are equipped with an air distributor conv. number No. 000. The brake is called non-direct acting because during the braking process, the brake cylinders do not communicate with the power source (main reservoirs). During prolonged braking, due to the impossibility of replenishing the reserve tanks with air through the line, the air pressure in the brake cylinders and reserve tanks decreases and therefore the brake is depleted.
direct acting automatic the brake consists of the same components as the indirect brake. According to this scheme, the brakes of freight cars with air distributors are made. number no. 000. Thanks
a special device of the driver's crane and the air distributor automatically maintains pressure in the brake line and it is possible to adjust the braking force in the train in the direction of increase and decrease within the required limits. If during braking the pressure in the brake cylinders decreases due to leaks, it will quickly be restored due to the supply of compressed air from the reserve tanks. In this case, when the air flow from the reserve tank is so high that the pressure in it becomes less than in the line, the supply check valve opens and the air from the line enters the reserve tank and then into the brake cylinder. The brake line, in turn, will be automatically replenished through the driver's tap from the main reservoir. Thus, the pressure in the brake cylinder can be maintained for a long time. This is the difference between an automatic direct acting brake and an automatic non-direct acting brake.
3. Location and purpose of braking equipment on a mobilecomposition.
The braking equipment of the rolling stock is divided into:
Pneumatic - these are devices operating under the pressure of compressed air;
Mechanical is a brake linkage.
Pneumatic brake equipment according to its purpose is divided into 4 main groups:
Group 1 - braking network power devices:
The compressor - is intended for receiving compressed air;
Main tanks - designed to store compressed air;
Pressure regulator - designed to automatically control the operation of the compressor, depending on the change in pressure in the main tanks;
Safety valves - designed to release excess air from the main tanks in case of exceeding the set pressure;
Check valves - designed to unload the compressor valves during its shutdown from the action of compressed air pressure from the main tanks.
Group 2 - automatic brake control devices:
The driver's crane is the main device designed to control the pneumatic brakes of the rolling stock. The reliability of the brakes in the train largely depends on the driver's crane;
Tap auxiliary brake- designed to control only the brake of the locomotive;
Double thrust crane (uncoupling);
Combined crane - designed to turn on (off) the brake line of the train;
Pressure gauges.
Group 3 - braking devices:
Available for each unit of rolling stock. These include: Air distributor - designed to automatically distribute compressed air between the brake line, reserve tank and brake cylinder
The air distributor is the main part of the automatic pneumatic brake, it consists of:
1. two-chamber tank No. 000 or No. 000M;
2. main part No. 000M, 438A with a switch for lowland and mountain modes;
3. cargo mode switch;
4. main part no. 000-023 with outlet valve 5 .
Photo layout. Two-chamber tank, main and main part
sectional view of the air distributor
The air distributor provides for charging the reserve tank and special chambers with compressed air from the brake line, filling the brake cylinders from the reserve tank when the pressure in the TM is reduced, and air is released from the brake cylinders into the atmosphere when the pressure in the TM is increased.
Double chamber tank attached to the car frame with four M20 bolts with spring washers and slotted or castle nuts fixed with cotter pins entering the bolt hole and the nut slot.
Dual chamber reservoir with air distributor, connection to brake cylinder, spare reservoir, brake line
The two-chamber tank is connected by a supply pipe through a disconnecting valve and a tee with a line, pipes - with a reserve tank, volume of liters and a brake cylinder, with a diameter of 14 "(16") through auto mode (if available by design). The main and main parts of the air distributor are attached to the two-chamber tank
When charging and releasing the brake, compressed air from the brake line enters the two-chamber reservoir. The spool and working chambers of the two-chamber tank and the reserve tank are being charged. The brake cylinder is connected to the atmosphere through the auto mode (if available by design) and the main part.
When the pressure in the line decreases, the air distributor connects the reserve tank to the brake cylinder through the automatic mode, which regulates the pressure in the brake cylinder depending on the car load. The pressure of compressed air moves the piston of the brake cylinder, the rod exits and braking occurs. On cars without auto mode, the required pressure in the brake cylinder is set by a manual mode switch, depending on the load of the car.
Main part controls the main part and provides stepless and stepped brake release (flat and mountain mode).
The main part of the air distributor conv. No. 000M
main part serves as a repeater that communicates the brake cylinder with a reserve reservoir during braking and the brake cylinder with the atmosphere during release, depending on the change in pressure in the brake line.
The main part of the air distributor cond. No. 000-005
Air distributor conv. No. 000 has the following technical characteristics:
Brake cylinder pressure: 2
P - empty mode 1.4-1.8 kgf / cm;
C - medium mode 3.0-3.4 kgf/cm;
G - loaded mode 4.0-4.5 kgf / cm Fixing the main and main parts of the air distributor
produced with the obligatory installation of appropriate gaskets,
nuts should be tightened diagonally.
On the devices coming from the automatic transmission to the PHE, tags must be installed without fail indicating the brand of the automatic transmission and the date of testing, and protective gaskets must be installed on each set of devices without which the devices can be immediately sent for re-repair (without gaskets, the device must be installed on wagon is not allowed). Repaired devices, the shelf life of which is more than 6 months, are sent to the automatic transmission for testing.
Storage conditions for air diffusers are allowed only at ambient temperature.
It is forbidden to install expired devices on the cartests with obscure stamps on the tags!
Truck Brake Switch
A - empty mode B - medium mode C - loaded mode
For freight cars equipped with cast-iron brake pads, the air distributors must be switched on:
To the laden mode when loading the car more than 6 tf per axle,
On the average mode when loading from 3 to 6 tf per axle (inclusive),
Empty - less than 3tf per axle.
The handle of the mode switch 2 of the cargo modes, brought out to the other side of the car, is fixed with a bracket 1 with a mode indicator.
For freight cars equipped with composite brake pads, air distributors must be switched on:
On empty mode when loading per axle up to 6 tf inclusive,
On the average - when loading more than 6 tf per axle.
The use on other freight cars with composite pads of the laden mode is allowed in the case of a separate indication for specific types of cars or an order from the head of the road on the basis of experimental trips on specific sections of the road with an axial load of cars of at least 20 tf.
With cast-iron pads - for loaded mode,
With composite pads - to medium mode or loaded in the cases listed above. The inclusion of air distributors on these cars in the empty mode is prohibited.
For air distributors of refrigerated cars, the modes are switched on in the following order:
Auto brakes of all wagons with cast-iron pads, including freight wagons with a service compartment in a 5-car section, are switched on in an empty state to an empty mode,
When loading up to 6 tf per axle (inclusive) in medium mode,
When loading more than 6 tf per axle - to the loaded braking mode.
Auto brakes for 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 wagons with a linkage, the design of which allows the operation of the wagon, both with cast-iron blocks and with composite blocks (horizontal levers have two holes for installing tightening rollers), when equipped with composite blocks, the braking modes are switched on:
On freight refrigerated wagons - to empty mode when the wagon is loaded up to 6 tf per axle inclusive, to medium mode - when loaded more than 6 tf per axle, to loaded - on a separate instruction or in accordance with the order of the head of the road;
On service, diesel and engine cars, including cars with a diesel compartment of the 5-car section - to the medium mode with the switch fixed.
Autobrakes of service, diesel and machine cars, including cars with a diesel compartment of a 5-car section with a lever transmission designed for operation only with cast-iron blocks (the horizontal lever has one hole for installing a tightening roller) when equipped with composite blocks, they are switched on to the empty mode with fixing the mode switch.
determined according to the train documents, it is allowed to determine it by the drawdown of the spring set and the position of the shock absorber wedge of the TsNII-KhZ bogie relative to the friction bar:If the upper plane of the shock absorber wedge is higher than the end face of the friction
slats - empty car;
If they are on the same level, the wagon load is 3-6 tf per axle.
If the upper plane of the wedge, below the end face of the friction bar is more than 6 tf per axle.
SPARE TANK
The reserve tank is designed to store compressed air used to fill the brake cylinder during braking. Issued various volumes. A spare tank is installed on freight 4-axle wagons models R7-78, and on 8-axle and on some new models of 4-axle cars - model P7-135. 2 spare tanks, model R7-78, of platform car model 13-2118 (new model with separate bogie braking)
The spare tank model P7-78 has the following technical characteristics:
Working maximum pressure - 7 kgf/cm2;
The volume of the tank is 78 liters;
Connecting thread size - 3/4 inch;
Tank diameter - 300 mm; Length -1210 mm.
The spare tank is firmly attached to the car frame brackets through welded gaskets with clamps, lock washers, two M 16 nuts or M 16 castle nuts with their fixation with cotter pins entering the slots of the nuts. The rigid fastening of the reserve tank must not be disturbed by the installation of any wooden spacers.
Fastening of 2 spare tanks of the model R7-78 of the platform car model 13-2118 (new model with separate bogie braking)
Spare tank failures:
Loose fastening of the spare tank, non-standard fastening of the spare tank, corrosion damage, breakage of the inlet pipe, dents in the body leading to a decrease in the volume of the spare tank, abrasion, holes, cracks and air leaks, wear of the fitting thread, absence of a spare tank plug, the presence of moisture, ice. With these malfunctions, it is prohibited to place wagons in organized trains.
BRAKE CYLINDER
The brake cylinder is designed to convert the energy of compressed air into the translational movement of the brake cylinder rod, which, through a lever transmission, ensures that the brake pads are pressed against the wheel tread surface, while braking.
14-inch brake cylinders are mainly used on wagons, 16-inch brake cylinders are used on 8-axle cars.
The brake cylinder is attached to the car frame bracket with six M16 bolts with spring washers and slotted or castle nuts fixed with cotter pins entering the bolt hole and slots of the nuts and separated at an angle of 90 °. It is allowed to mount the brake cylinder with M16 bolts with lock washers, nuts and locknuts.
■^■^"^■■^
Brake cylinder in section.
The brake cylinder consists of a body (steel or cast iron), front and rear covers, cast iron. The TC piston, sealed with a cuff and having a felt lubricating ring, is rigidly connected to the rod by means of a ring fixed with a spring ring. A spring serves to return the piston and the brake linkage to its original position after braking.
The shopping center is designed for operating pressure- 6.0 MPa.
TC diameter: 14" - 356 + 0.58 mm; 16" -400 mm.
An external examination reveals: the presence of cracks, spalls, kinks - which are not permissible.
An internal inspection reveals: the presence of scratches and corrosion, which are not acceptable. Control power characteristics, in an exceptional case - drawdown control. Spring drawdown, more than 30 mm, marriage.
Tested for density - pressure - 4.0 ±0.1 kg/cm, stem output - 100 ±10 mm. pressure drop, no more– 0.1 kg/cm.
Placement and fastening of brake equipment under the tank car
Placement and fastening of braking equipment under the gondola car
Placement and fastening of the brake cylinder on the car, built by Altai-
wagon plant (long-base platform).
Brake cylinder malfunctions:
rod bend,
Rupture and inversion of the collar (cuffs),
Spring sag or break
Rupture of the rear cover gasket,
Lack of tightness of the plug, lack of a brake cylinder plug,
Accumulation of moisture or ice in the brake cylinder, etc.
Signs of such malfunctions are:
no movement of the piston rod during braking and release due to the presence of ice in the cylinder or when the brake is released; .
DESCRIPTION OF THE BRAKING SYSTEMWITH SEPARATE BRAKING OF THE TROLLEYS AND NEW BRAKING EQUIPMENT.
Schematic diagrams brake systems with separate braking of bogies with standard and new braking equipment for freight cars are shown in Figures 1-7.
1- air distributor; 2- brake cylinder; 3- regulator of brake lever gears; 4-auto mode. Picture 1- Schematic diagram of the brake system with trolley braking and new brake equipment for bunker-type cars
The new brake system provides for the use of separate trolley braking with the installation of two brake cylinders with a diameter of 356 mm or two small-sized brake cylinders with a diameter of 254 mm No. 000 and two brake leverage regulators No. RTRP-675-M or two small-sized brake leverage regulators RTRP-300 the length of the adjusting screw is 300 mm, autonomously acting on the linkage of each trolley from the air distributor type No. 000.
To regulate the pressure in the brake cylinders, depending on the load of the car, an automatic mode is installed in the brake system. The brake cylinders are fed through the air distributor from the R7-135 reserve tank when using brake cylinders with a diameter of 356 mm or from the R7-78 reserve tank when using brake cylinders with a diameter of 254 mm.
Placement and fastening of brake cylinders on a mineral wagon built by Bryansk machine-building plant(new model)
In the brake system with new brake equipment, the following was used: 1. Small-sized brake cylinder No. 000 and auto-regulator of brake linkages RTRP-300.
Small size 10" (254mm) No. 000 Brake Cylinder has a maximum stroke of 125mm and a release spring preload of 80kgf.
2. Small-sized regulator of brake linkage RTRP-300 single-acting. Full stroke of the adjusting screw up to 300 mm. Reducing the length of the regulator for the cycle "braking-release" is from 5 to 10 mm.
The regulator (See photo, figure 2) consists of a rod 24, in which an eye 26 is screwed on one side for connection with a lever transmission, on the other hand, the rod with its conical surface is connected through a cover 16 with a glass 15, in which nuts 14 and 13 are located , which are in connection with the screw 1. The tail of the screw, through a threaded coupling, is connected to the longitudinal rod of the linkage. The lug 26 is locked with the traction rod 24 by a rivet 25, to prevent complete unscrewing of the nuts 14 and 13, a nut 20 is screwed on the end of the adjusting screw 1, which is locked through the pin 21 by the locking ring 22.
Nuts 14 and 13, located on the screw 1, have a conical friction connection between them. A ring 28 is screwed onto the nut 13 and locked with a screw 9. A ring 27 is screwed into the head 6 and locked with a screw 7 together with the body 18. In the initial position, the return spring 17 through the cover 19 and the body 18 on one side; cover 16, rod 24, sleeve 32 bearing 12, nuts 14 and 13 on the other side; presses the nut to the head, which have a cam engagement through the rings 28 and 27.
To protect the screw 1 from mechanical damage, a protective pipe 3 is built into the head 6 with a seal 4 that prevents the ingress of dirt and moisture and is fixed through the sleeve with a ring 27.
Thus, in the initial position, the regulator is a rigid system and does not respond to short-term forces arising from the movement of the train. The operation of the regulator RTRP-300 is similar to the operation of the regulator No. RTRP-675-M.
Auto mode No. 000A-4 increased sensitivity to vacation and an increased characteristic of regulating the force of pressing the brake pads from the loading of the car (see Figure 3). Auto mode No. 000A-4 regulates the pressure in
brake cylinder up to 75-80% of the full load of the car on bogies 18-100. Has increased sensitivity to vacation.
The auto mode consists of two main parts: a damper part 1 and a pneumatic relay 2. The connection between the damper part and the pneumatic relay is sealed with a gasket 3. In addition, a bracket (plate) 5 is connected to the pneumatic relay 2 through a gasket 4.
The damper part (see Figure 4) is assembled in housing 1, which has two cylindrical cavities - upper and lower. In the upper cavity there is a damper piston 2 with a hollow rod 3. The piston is equipped with two cuffs 4. A nipple 5 with a calibration hole with a diameter of 0.4 mm is pressed into the piston disk.
The cavity above the piston is sealed
gasket 6 and closed with a cover 7, fastened to the housing flange 1 with six bolts 29 and nuts 30. The cavity under the piston is sealed with a cuff 8 and gasket 9, which are installed in the stuffing box 10. A spring 11 with a guide 12 is inserted into the cavity of the rod 3 ,
anti-twist spring.
Slider 14 and fork 13 are placed in the lower cylindrical cavity of the body. Nut 15 is screwed onto the shank of fork 13, locked with locknut 16 and cotter pin 17. Stop 18 is rolled into nut 15, which is in contact with the base plate of the car. Inside the fork 13 there are springs 19 and 20 with guides 21 and 22, a cup 24 and a latch 25. The shank of the guide 22 enters the axial hole of the rod 3. The fork has the form of a rod with a slot into which the slider enters.
A cracker 23 is installed in the groove of the slider 14, fixed with a bolt 26 and a lock washer 27. In the hole on the mating flange of the housing
Pressed two pins 28, necessary for precise connection with the pneumatic relay mounting flange
The pneumatic relay is shown in Figure 5. The details of the pneumatic relay are assembled in a housing 1 with two mounting flanges - for attaching to the damper part 1 and the bracket (plate) 5 of the auto mode.
In the housing of the pneumatic relay 1 there are two cylindrical cavities "A" and "B". In the upper cavity "A" there is a piston 2 with a cuff 14.
Seat 8 is pressed into the piston with a hole 4 mm in diameter, connected to the atmosphere through an atmospheric hole in the piston shank 2, which serves to reduce the release time of compressed air from the brake cylinder when releasing.
A spring 15 is installed under the piston, which with its opposite end rests in the sleeve 7, which at the same time is a guide for the piston shank 2. A pin 19 is pressed into the shank of the piston 2 and a cotter pin 20 is installed. The spring 15 holds the piston 2 in the extreme right position until it stops against the end plane of the housing 1 pneumatic relay when the brake is released.
Sleeve 5 is screwed into housing 1 of the pneumatic relay through seal 13. Sleeve 5 simultaneously serves as a seat and guide for valve 9 pressed by spring 12. The opposite end of spring 12 rests on plate 10, which is held in sleeve 5 by retaining ring 11.
In the lower cavity "B" are placed: a piston 3 with a rubber cuff 14 and a spring 17, which is installed under the piston and a sleeve 6, which is also a guide for the piston rod 3.
A pin 19 is pressed into the piston shank 3 and a cotter pin 20 is installed. The piston shank rests on the lever 16, which is installed in the grooves,
available in the shanks of pistons 2 and 3. Pins 19 are supports for the ends of the lever 16, cotter pins 20 prevent the lever 16 from falling out.
On the flange on the right of the pneumatic relay, cavities "A" and "B" are connected by a groove. flange with right side The pneumatic relay is sealed with a gasket 4 and connected to the bracket 5 (plate) with four bolts 6 and nuts 7. The flange on the left side of the pneumatic relay is sealed with a gasket 3.
Bracket 5 has three holes for mounting bolts to the car frame and two G-3/4" threaded connecting holes for connecting the pipeline from the air distributor (upper) and to the brake cylinder (lower).
The damper part 1 and the pneumatic relay 2 are fastened together through a gasket 3 with spike bolts, lock washers and nuts.
When releasing the brake the air pressure in the cavity "A" and "B" is reduced by the air distributor. Under the action of the spring 17, the piston 3 moves to the right until it stops against the end of the housing 1 of the pneumatic relay. Piston 2 at the initial moment remains in place, since its movement is prevented by air pressure from the brake cylinder, the atmospheric channel in the seat 8, pressed into piston 2, is torn off, and compressed air is discharged from the brake cylinder into the atmosphere.
When the balance of forces acting on pistons 2 and 3 is reached, the spring 15 moves the piston 2 with the seat 8 pressed into it to the right, the surface of the seat 8 comes into contact with the surface of the valve 9, closing the atmospheric channel in the seat 8, and opens the seat of the sleeve 5. The rest of the compressed air from the brake cylinder is discharged through the open valve 9 and the air distributor into the atmosphere.
Then the piston 2 under the action of the spring 15 moves to the right until it stops against the end of the housing 1 of the pneumatic relay. Between the lever 16 and the biscuit 23 again formed a gap.
Figure 6- Schematic diagrams of the brake system with trolley braking and new brake equipment for container platforms
1- air distributor; 2- brake cylinder; 3- regulator of brake lever gears; 4-auto mode.
Figure 7- Schematic diagrams of the braking system with trolley braking and new braking equipment for gondola cars, covered and other types of cars
AUTOMATIC CONTROL OF BRAKING MODES No. 000A -1, No. 000A. (AUTO)
The auto mode bracket must be in good working order and firmly fixed to the car frame. The auto mode must be attached to a bracket above one of the carts equipped with a support beam. Fastening is made through a rubber gasket with bolts, nuts and locknuts, tightened in a diagonal sequence.
The use of auto modes on rolling stock increases its braking efficiency, reduces the level of longitudinal dynamic forces in trains, eliminates manual labor when switching cargo modes to VR and cases of wheel jamming due to their incorrect activation.
damper part- designed to reduce the influence of vertical oscillations of the car on the process of pressure regulation in the shopping center and is made of a body in which a fork, a cup with a spring, a slider with a cracker and a fungus are installed, connected to the piston and loaded with a spring, which rests against the cover with the second end. The full stroke of the damper piston corresponding to the maximum measurable static deflection of the spring suspension is - 40mm. The movement of this piston from the force of the springs from one extreme position to another should be slow due to air compression through a calibrated hole with a diameter of - 0.4mm per 20-40 sec. Pressure switch provides pressure control in the TC and has a housing in which two pistons are placed, resting on the ends of the lever and closed with a lid. In this case, the upper piston acts on a two-seat valve designed to regulate the pressure in the brake cylinder.
When setting the auto mode, on a car with cast-iron pads, the VR mode switch is moved to the “laden” position, and with composite pads, to the “medium” braking mode position and fixed. At the same time, the gap between the stop and the plate at the empty car should not exceed 3 mm.
The auto-mode stop should be located above the middle zone of the contact bar and not have signs of leaving it (bending of the stop rod, tearing of the edge of the adjusting bar, etc.). The area in contact with the auto-press stop must be at least 200 cm2, and the auto-press stop must be at least 5 cm from the edge of the contact plate.
In this case, cotter pins in the bolt holes should be installed after adjusting the position of the auto mode stop.
With a correctly adjusted gap, the annular recess on the auto-rod rod must protrude from the body by at least 2 mm.
If the relative position of the thrust rod and the annular groove does not meet the specified requirements, it is necessary to adjust the gap by removing or installing metal gaskets (but not more than 5 pieces with a thickness of 1.5 to 5 mm). Adjusting straps should be placed under con-
clock bar and attached to the support beam through the holes in them with bolts, along with the contact bar.
Weld adjusting strips on top of the contact strip
FORBIDDEN!
The gap must be adjusted by removing or placing metal adjusting strips under the contact strip.
It is forbidden to adjust the dimension “a” by changing the dimension “b” using the auto mode nut cottered into the automatic transmission.
The mode roller of the air distributor must be fixed in medium or loaded mode in accordance with the requirements of the Instruction for the operation of the brakes of the rolling stock of railways.
correct - roundabout installed incorrectly -
the groove on the fork is visible, the annular groove on
the distance between the stop fork is not visible, the distance
and the contact strip is not between the stop and the contact
exceeds 3 mm with a bar over 3 mm
Empty wagon
(container up to 27t.) loaded wagon
B - visible Annular groove Auto mode correct:
Gap A- no more than 3 mm.B - not visible Annular groove
Gap And there is B - it is not visible.
If there is a passage of air into the atmosphere during braking,
Increased air pressure in the brake cylinder in empty mode and reduced in loaded mode.
If, with partial or full loading of the car, the gap between the stop and the contact strip remains, the auto mode must be replaced.
4 group- air duct and brake fittings:
The main part of the air pipeline is designed to transfer compressed air from the source to the consumer. It consists of a main pipe with a diameter of 1 1/4 ", the wall thickness of the brake line at the place of thread rolling must be at least 4 mm, valve-type end valves, connecting sleeves, an uncoupling valve, a supply pipe with a diameter of 3/4", while the wall thickness is the place of thread rolling must be at least 3.2 mm, and connecting parts (couplings, tees, nuts). Thread cutting with a cutter is not allowed.
brake line- pipeline - 1, designed to supply brake devices with compressed air and connect them to each other in the train;
end valves- 2, designed to cover the brake
lines in the tail and head of the train, as well as to separate one part
trains from another;
connecting sleeves-3 are designed to connect the line between the brake units of the train;
uncoupling tap- 4 is designed to turn off individual brake devices;
supply tube- 6 is designed to connect the main air duct to the air distributor, it is attached to a two-chamber tank through a coupling connection.
Uncoupling tap, rubber-textile inlet main tube,
main part of the air diffuser
tee- 5 is designed to connect the supply pipe from the brake line to the two-chamber tank (working chamber).
Tee (kink in the supply pipe)
On freight cars, all pneumatic equipment is fixed rigidly without wooden spacers, the main air duct must be fixed in at least 7 places (not counting the fastening of the end valves), including its obligatory fastening at a distance of 280 to 300 mm. on both sides of the lock nuts of the tee and couplings of additional intermediate threaded connections (if any).
The strength of the fastening of the brake equipment on the frame of the car is checked by light blows of the hammer on the bolts, if necessary, to strengthen.
Fastening is carried out with a bracket, which is fixed with a locking bar, with two M12 nuts. The locking bar is bent on the verge of the nuts. Malfunctions in the air line:
Loose air duct
Cracks, kinks, broken pipes and dents on them,
Violation of the density of pipe joints,
Freezing moisture in the pipes and clogging them, passing air in the taps.
Fastening of the main Retaining bar to the fastening bracket
main air duct
The weakening of the fastening of the air duct is usually observed on the end beams and is detected by traces of bolt shifting.
19.1.2006 19.1.2006
Cracks, dents and fistulas are observed more often in places where pipes are bent and
connecting them with couplings, fittings and tees.
The places most likely to freeze or clog the air duct are the heads and tips of the sleeves, end valves, adapters and tees.
Air line and brake fittings may have malfunctions that cause air leaks or create an obstruction to its passage.
In the brake hoses, a delamination of rubber appears that prevents the passage of air, there is a passage of air in the connection of the heads when the sealing ring is faulty, in the joints of the rubber tube with the head or tip, or along cracks, breaks and rubbing in the rubber tube.
Air leakage or loose fastening is also found in brake cylinders, spare tanks, working chambers, uncoupling valves, air distributors, auto modes.
The density of the brake network is checked at full testing brakes. Leaks are detected by the noise of air escaping through leaks, by dark spots on pipes, accumulation of dust and dirt with a characteristic rough surface, in winter period in places of formation of leaks, a roller in the form of frost is observed.
End valves with conv. No. 000 and No. 000.
Designed to communicate the brake lines of wagons
between themselves and the locomotives.
1. case;
2. fitting;
3. valve;
4. crank;
5. sleeve;
7. O-rings.
External examination consists in determining the absence of cracks, splits, breaks, thread damage.
The end valve consists of a body in which is placed
the switching part driven by the handle. When she
occupies a vertical position - the valve is open, and its process,
connected with the connecting sleeve, communicated with the atmosphere through
hole" At» diameter - 10 mm. With a handle located along the process, the tap is open, and the connecting sleeve is isolated from the atmospheric opening.
The fastening of the handle is tight, it is allowed to eliminate the gap (between the handle and the square) - with a plate thick - 1 mm. Total wear of the eccentric mechanism, not more than - 2 mm. Distance to the end valve, from the vertical beam, with the length of the outlet:
- 185mm - 160 + 7-4 mm,
- 130mm- 200 +10-10 mm.
The distance from the longitudinal axis of the car to the axis of the crane body of freight cars must be 280 - 320 mm, and on refrigerated wagons, not
over 350 mm. The handles of the end valves must be in good condition, cottered and move freely, without jamming.
The end valve is installed at an angle of 60° to the vertical, which eliminates the impact of the head of the connecting sleeve on the turnouts, and also ensures their automatic separation when passing the hump hump. The end valve is attached to the elbow with a bracket through the locking bar with a washer-lock, two M12 nuts with strict fixation of the position of the bracket in the groove of the bracket. Nuts are fixed with a locking plate.
Faultsend valve
Breakaway of the crane body,
valve jamming,
faucet cracks, kink
handles, no
parts (handles, cotter pin,
bushings, crank),
breakdown, crumpling of the thread.
Breakage of the connecting sleeve, end valve, spallation of the body of the end valve
Connecting sleeve R-17
Connecting brake hose is designed to connect the line between the brake units of the train, consists of a tip 1
, bolt 2
, rubber tube 3
, collar 4
, heads 5
, o-ring 6.
Faults:
Air leakage in the connection between the sleeves;
Air leakage between tip and sleeve;
No clamp;
Fracture, spalling, tip crack;
Deterioration of the comb of the connecting head;
Kink, crack of the head of the sleeve;
The groove for the sealing ring is clogged;
Sleeve swelling;
Sleeve break;
Tears, cracks, delamination of the sleeve;
Incomplete connection of the sleeve heads (connection of the sleeve heads "on the ridges").
Uncoupling crane No. 000.
Designed to turn off individual brake devices, it consists of - a body 3, a conical plug 2, a spring 4, a handle 1 and a plug 5. When the handle is located along the pipe, the valve passes compressed air, it does not pass across the pipe. There is a hole in the faucet body "A" with a diameter - 3/4 for connection of the manometer.
Faults, whenwhich valve should be replaced:
body cracks,
hull breaks,
Breakage and deformation of the handle,
Deformation and thread breakage,
Cork square deformation.
Handle location
Along the pipe
tap open position,
Across the pipe
valve closed position.
When setting the release valve on the car, the arrow on the valve body must be located in the direction of the two-chamber tank or is determined by the marking applied to the valve body "M" - it must be directed towards the main air pipeline.
Uncoupling crane on a hopper car
All rubber parts included in the brake equipment of the car must be installed depending on the condition and taking into account the expiration dates. Expiration dates set:
Sleeves rubber-textile - 6 years;
O-rings - 3 years;
Cuffs of brake cylinders - 5 years;
Cuffs of all types and diaphragms in brake devices - 3 years;
Gaskets (seals) of all types in brake devices - 5 years.
The service life of rubber parts is calculated from the date of manufacture
(embossed print on the part), not counting the year of manufacture. Gaskets and seals that do not have a stamp with the date of manufacture must be installed in brake devices, depending on the condition. Cuts, delaminations are not allowed.
transcript
1 FEDERAL STATE BUDGETARY EDUCATIONAL INSTITUTION OF HIGHER EDUCATION "MOSCOW STATE UNIVERSITY OF COMMUNICATIONS OF EMPEROR NICHOLAS II" Department "Wagons and wagon facilities" Construction of wagon brakes. The principle of their action. Stages of development Teaching aid for laboratory work on the discipline "Rolling stock of railways"
2 FEDERAL STATE BUDGETARY EDUCATIONAL INSTITUTION OF HIGHER EDUCATION "MOSCOW STATE UNIVERSITY OF COMMUNICATIONS OF EMPEROR NICHOLAS II" Department "Wagons and wagon facilities" Construction of wagon brakes. The principle of their action. Stages of development Educational and methodological manual for students of the specialty "Wagons"
3 UDC U 79 Filippov V.N., Kozlov I.V., Kurykina T.G., Podlesnikov Ya.D. Wagon brakes. The principle of their action. Stages of development: Teaching aid. - M.: MGUPS (MIIT), p. The device of car brakes, the principle of their operation and the stages of development are considered. The classification of rolling stock brakes is given. Reviewer: Doctor of Technical Sciences, prof. Department of "Non-traction rolling stock" ROAT Sergeev K. A.
4 Introduction 4 1. Fundamentals of braking and forces acting on the braking wheel 6 2. Manual mechanical brake Pneumatic brakes Features of the pneumatic part of the brake of freight and passenger cars Mechanical brakes Classification of brakes 34 Student task 39
5 A significant place in the study of the course "Rolling stock of railways" is the study of the structure of freight and passenger cars. At the same time, it must be remembered that a wagon is a unit of rolling stock intended for the carriage of goods or passengers, and regardless of the purpose of the wagons, any wagon consists of a body, running gear, shock traction devices and brake equipment. The purpose of this methodological manual is to assist students in studying common device braking equipment of freight and passenger cars and familiarization with the stages of its appearance and development associated with an increase in loads and speeds, as well as identifying general trends in the design and continuity of individual successful design solutions, familiarization with the development prospects with increasing speeds and weight of trains. When studying the device of braking equipment, it must be remembered that the brakes of railway rolling stock are one of the main components of railway technology, depending on the level of development, design, parameters and condition
6 which largely depends on the safety of train traffic. Rolling stock brakes - a set of devices that create artificial resistance to the movement of the train in order to regulate the speed of its movement or stop. To brake the first trains, simple levers were used, which transmitted forces through a system of rods to the pads, which pressed against the wheel rims and stopped their rotation. The conductor, who was on the brake pad, controlled the brake lever. Later, the levers were replaced with a helical geared steering wheel, making it easier to steer. Many designs of various mechanical brakes were created - chain, cable, spring. A patent for the first air brake was issued in Russia in 1859 to engineer O. Martin, who was unable to implement it in practice. In 1869, an American businessman J. Westinghouse received a patent for a direct-acting air brake, who organized the production of brakes and their implementation on rolling stock, including in Russia. In 1872, Westinghouse began manufacturing brakes with automatic control. Subsequently, electro-pneumatic and electric brakes were developed.
7 Modern brake systems are subject to such requirements as: continuity of operation, non-failure operation, automatic operation and inexhaustibility. 1. FUNDAMENTALS OF BRAKING AND FORCES AFFECTING A BRAKING WHEEL Since the appearance of roads where the wheels roll quite easily along some guides, people have thought about the need to create devices that allow, if necessary, to slow down this movement, i.e. on the creation of braking systems or brakes. Back in 1680, in England, from the mines of Newcastle to the port on the River Tyne, the first road with wooden guides (beds) was laid. Carts loaded with coal - cheldrons themselves rolled down the slope to the port. The conductor regulated the speed by sitting on the handle of the lever brake, and the horse trotted behind on a leash (Fig. 1.1). The horse then pulled the empty wagon uphill.
Fig. 8 Delivery of coal to the port by wagons (chaldrons) with a lever brake. In this case, the braking force was created by pressing the brake shoe against the rolling surface of the wheel and thereby preventing it from rotating. This principle of creating a braking force is still used today. In this regard, when studying the operation of the brake, it is extremely important to understand the creation of a braking force that interferes with the movement of the train.
Fig. 9 Forces acting on the braking wheel 1.2 is marked: k - pressing the brake shoe on the wheel; Pk - vertical load from the wheel on the rail, referred to one brake shoe P + T Rk_! > G: V - friction force between the block and the wheel; Zm is the number of linkage brake pads.
10 V \u003d (rk K The friction force B is external with respect to the wheel and at the same time internal with respect to this wheel. Mt \u003d B r, where r is the radius of the wheel. at the point of contact of the wheel with the rail, a force arises that tends to move the rail in the direction of movement of the car VK. Since the rail is fixed, the reaction of the rail W occurs at the point of contact. This reaction is braking force that stops the train. Numerically W =<рк к = В. В то же время, рассматривая вращающееся колесо, мы видим, что сила В = (рк к мешает ему вращаться, а сила Вс = if) Рк заставляет вращаться колесо. Вс - сила сцепления колеса с рельсом; \ / - коэффициент трения покоя между колесом и рельсом (коэффициент сцепления). Чтобы колесо при торможении вращалось, сила сцепления колеса с рельсом Вс должна быть больше, чем сила трения между колодкой и колесом В, т.е. xf) Рк > <рк к. Учитывая обезгруживание задних колесных пар вагона при торможении, мы должны ввести какой-либо коэффициент запаса и тогда
11 k (pk \u003d 0.85 Pk-chr. If this condition is not met, then the wheel will not rotate - a skid will occur. Skid is a harmful phenomenon, because in this case there is intense abrasion of the wheel and heat generation, which leads to the formation of such wheel defects as a slider, weld, dents.When a train moves at a speed of 20 * - 40 km / h with sliders on wheels, shock loads acting on the rail, up to 45 tons, can occur. Yuz leads not only to the formation of defects on the surface 2. MECHANICAL HANDBRAKE As can be seen from Fig. 1.1, at the dawn of the creation of braking systems, the brake was mechanical and was actuated by human hands, i.e. it was also manual. the first wagon brakes were manual, actuated by brake brakes located on the brake pads of the train wagons, according to the corresponding signals from the locomotive driver.The first hand brakes were 10
12 were used in a train of five loaded wagons, which was driven at a speed of about 8 km / h in 1804 in England by the steam locomotive of Richard Trevithick. In the 50s of the 19th century, Russian engineers and technicians used screw-driven hand brakes on freight and passenger cars. In America, hand brakes were built with chain, crank and balance drives, requiring much more effort from the brake lever and were less reliable and efficient than domestic ones. In 1872, A. Matveev and L. Sazonov, workers at the Putilov Locomotive and Carriage Building Plant in St. Petersburg, created a self-acting spring brake, which at that time was the most advanced mechanical brake in the world. Such a mechanical continuous brake, controlled by a cable stretched along the train, was used on the Nikolaev (October) railway. With this system, the brake pads were pressed against the tires by the force of leaf springs through a linkage system. Lever transmissions of cars between themselves and the locomotive were connected by a special chain. If the chain was tensioned, the brakes were released and, conversely, when the chain was released, the brakes were put into action. In the event of a train break or the release of the chain by the conductor in any car, the brakes also immediately came into action, i.e. braking was automatic.
13 Later, in the 60s of the 19th century, cars of domestic construction appeared on Russian roads not only with one-sided, but also with two-sided pressing of the brake pads on the wheels (Fig. 2.1). The result was a balanced braking system that prevented one-sided and premature wear of rolling stock parts and increased braking efficiency. Fig Arrangement of brake pads on the wheel: a - one-sided; b - double-sided As an example of the use of a mechanical hand brake on wagons in fig. 2.2 and 2.3 show cars with one-sided pressing of the brake pads on the wheel, and in figures 2.4 and 2.5 with two-sided.
14 Fig Four-axle gondola of the Fox Abel system I fc ; ^ Fig Two-axle wagon for the transport of alcohol
15 Fig. Three-axle freight car t xtx:g1lg Fig. Three-axle mail and luggage car The mechanical hand brake still exists in the form of a parking brake, which is equipped with all rolling stock.
16 With the development of rail transport, both the weight of the train and the speed of movement increased. In this regard, the manual mechanical brake could no longer provide the required level of efficiency and traffic safety. Therefore, to create the necessary effort (instead of the muscular strength of the brake), it was proposed to use the power of compressed air, and then a pneumatic direct-acting non-automatic brake appeared, the diagram of which is shown in Figure Fig. Scheme of a pneumatic direct-acting non-automatic brake. highways (TM) with connecting sleeves, which were equipped with each mobile unit. On the train after connecting the sleeves
17, a continuous pneumatic channel was created through which it was possible to supply energy in the form of compressed air to the cars from the locomotive directly to the brake cylinders (TC). On fig. 3.2 shows the arrangement of the brake cylinder. Fig The device of the brake cylinder In fig. 3.2 the numbers indicate: 1 - the building of the shopping center; 2 - stock; 3 - return spring; 4 - piston. Compressed air, entering the shopping center, moves the piston with a rod with a force corresponding to the pressure of compressed air, and through the mechanical part (linkage), the pads are pressed against the wheels, and braking occurs. When compressed air is released from the shopping center under the action of a return spring
18, the piston with the rod moves back, and through the linkage, the pads are removed from the wheels, i.e. vacation takes place. However, this brake is non-automatic and when the train breaks, and hence the brake line, the train remains without brakes. In this regard, almost immediately they tried to create a pneumatic automatic brake, which, if the TM broke, would act on braking. Such a brake was developed both in Russia and in other countries. But the most widespread brake was J. Westinghouse. A schematic diagram of a pneumatic automatic brake is shown in fig. 3.3, from which it follows that for its operation under each car, in addition to the brake cylinder, it is necessary to have a supply of compressed air in the reserve tank (SR), and most importantly, a device that must respond to changes in pressure in the brake line - an air distributor (VR).
19 Based on the fact that when the TM breaks, the compressed air pressure in it drops, this should be the command for the VR to brake. In the process of braking, the VR connects the CR with the TC, and in this case, the pressure in the TC can increase until the pressure in the TC and the CR equalizes. Also, the connection with the TM is interrupted. Thus, this brake is indirect and exhaustible, i.e. leaks in the shopping center can only be replenished from the SR. In our country, this scheme is used on passenger rolling stock. Taking into account that freight trains are longer than passenger trains and much heavier, it is not possible to use a depletable brake on this rolling stock. Therefore, an inexhaustible brake is used on freight cars. The diagram of a pneumatic automatic inexhaustible direct-acting brake is shown in Fig. Inexhaustible and direct action is realized due to the design of the VR and the presence of a check valve that constantly connects the SR with the TM.
20 Fig Scheme of a pneumatic automatic direct-acting (inexhaustible) brake 4. FEATURES OF THE PNEUMATIC PART OF THE BRAKES OF FREIGHT AND PASSENGER CARS At present, all rolling stock is equipped with a complex of various devices and devices related to the pneumatic part of the brake. Instruments and devices of pneumatic braking equipment of rolling stock perform all the main working functions of supplying the braking system with compressed air, controlling its operation and directly implementing (together with power mechanical bodies) the braking process. Pneumatic schemes of braking equipment of various types of rolling stock have much in common.
21 The fundamental difference between the schemes of pneumatic brake equipment of locomotives and cars is that on traction units (except for electric trains) all devices and devices of brake equipment for power supply, control and braking are installed, and on cars - only devices and devices that perform braking. These include: air distributors (VR), brake cylinders (TC), spare tanks (ZR), auto modes (ARZh), gas mask devices (SHOW). Each mobile unit is also equipped with an air duct for the brake line (TM) and fittings in the form of taps and valves. On fig. 4.1 shows a diagram of the pneumatic brake equipment of a freight car, and in Fig a passenger car. freight wagon 20
22 In fig. 4.1, the numbers indicate: 1 - connecting sleeves, 2 - tee-bracket of the brake line, 3 - end valves, 4 - spare tank, 5 - uncoupling valve, 6,7,8 - air distributor 483 (two-chamber working tank 7 with main 8 and main 6 parts), 9 - auto mode, 10 - brake cylinder. The two-chamber tank 7 is fixed on the frame of the car and is connected to the TM, ZR and ARZH by taps. Disconnecting tap 5 allows, in case of a break in the branch, to disconnect not only the BP from the TM, but also the faulty branch. At the same time, the VR communicates with the atmosphere, which excludes the possibility of its spontaneous response to braking. passenger car 21
23 In fig. 4.2 the numbers indicate: 1 - connecting sleeves, 2 - end taps, 3 - end terminal boxes, 4 - stop taps, 5 - middle terminal box, 6 - wiring, 7 - insulated sleeve hangers, 8 - crown tee, 9 - branch, 10 - uncoupling valve, 11 - BP working chamber, 12 - electric air distributor, 13 - pneumatic air distributor, 14 - brake cylinder, 15 - exhaust valve, 16 - spare tank. 5. MECHANICAL PART OF THE BRAKES To transfer force from the brake cylinder to the brake shoes, a mechanical system of levers, rods, etc. is used, the condition of which largely determines the operation of the car brake, and hence ensuring traffic safety. The mechanical part of the brake combines the brake linkage, the automatic brake linkage adjuster and the brake friction elements (brake shoes and linings). Brake linkage is a system of levers and their puffs, rods, triangles (freight cars) or traverses (passenger cars), which transmit the force developed by the piston to the friction elements of the brake
24 brake cylinder or hand brake actuator, with a given increase and some loss of this force due to friction in the pivot joints of the brake linkage. Currently, a whole range of requirements is imposed on the mechanical part of the brake, including such as: - leverage must ensure uniform distribution of forces over all brake pads or linings; - the amount of effort should practically not depend on the angles of inclination of the vertical and horizontal levers, the output of the piston rod of the brake cylinder and the wear of the brake pads or linings within the established operational standards; - with the brake released, the brake pads must evenly move away from the wheel rolling surface; - lever transmission must be equipped with an automatic regulator that maintains the gap between the brake pads and the wheel tread within the specified limits, regardless of their wear. The scheme of the brake linkage is determined by the type of rolling stock and the design of the running gear. In this case, such a transfer is carried out taking into account the implementation of the necessary pressing of the brake pads on the wheel. The magnitude of such pressure
25 brake pads for different types of rolling stock are shown in Table 5.1. Table 5.1. Actual pressing force Kd on the brake shoe, kn Car type Brake shoe type cast iron composite Freight four-axle in air distributor mode: loaded middle empty 13 8 Passenger TsMV with tare, t: .4 8.8 10.7 mainly have a brake linkage with one-sided pressing of the brake shoes, and passenger and refrigerator cars with a two-stage
26 spring suspension (central and axle box) - with double-sided pressing. Brake linkage with single-sided pressing of the brake pads is simple in design compared to double-sided, has less weight and higher efficiency. At the same time, a greater one-sided pressing of the brake pad on the wheel can lead to a malfunction of the axle box, increased wear of the pads and a decrease in the coefficient of friction. Schemes of the brake linkage of the shoe brake for the main types of freight, refrigerator and passenger cars are shown in Fig. All main types of freight cars: four-axle gondola cars, covered cars, platforms and tanks, as well as refrigerator and passenger cars are equipped with a symmetrical brake lever transmission, consisting of two kinematic chains - head and rear, placed below on the body frame and bogies. These kinematic brake transmission chains are connected to a brake cylinder located on the body frame in the middle part of the car. The element that unites them is the tightening of the horizontal levers of the brake cylinder.
27 6 Fig Scheme of the brake linkage of a four-axle freight car In fig. 5.1, the numbers indicate: 1 and 3 - triangles, 2 - dead center, 4 - head thrust, 5 - head horizontal lever, 6 - brake cylinder rod, 7 - brake cylinder, 8 - rear horizontal lever, 9 - rear thrust, 10 - tightening the horizontal levers, 11 - spacer of the vertical levers.
Fig. 28 Fig. Scheme of the brake linkage of a bunker-type car for the transportation of grain, cement. 5.2 the numbers indicate: 1 - parking brake lever, 2 - brake cylinder lever, 3 - automatic brake linkage regulator, 4 - brake cylinder, 5 - brake cylinder lever tightening, 6 - vertical levers of the intermediate mechanism, 7 - brake rod to the far bogie , 8 - vertical lever, 9 - eye of the dead center, 10 - spacer of vertical levers, And - tightening of the levers of the intermediate mechanism, 12 - thrust to the near cart, 13 - parking brake handwheel, 14 - worm gear axle, 15 - worm sector of the parking brake .
29 6 Fig Scheme of the brake linkage of a bunker-type gondola car for the transportation of pellets In fig. 5.3 the numbers indicate: 1 - tightening the brake cylinder lever, 2 - brake cylinder, 3 - vertical lever of the brake cylinder, 4 - drive of the automatic regulator of the brake linkage, 5 - parking brake rod, 6 - worm sector of the parking brake, 7 - parking brake handwheel , 8 - automatic regulator of the brake linkage, 9 - thrust, 10 - tightening the levers of the intermediate mechanism, 11 - horizontal lever of the intermediate mechanism, 12 - thrust to the far bogie, 13 - dead point, 14 - spacer of the vertical levers, 15 - thrust to the near trolley, 16 - vertical arm of the trolley.
30 Fig Scheme of brake linkage of passenger and refrigerated cars In fig. 5.4 the numbers indicate: 1 - intermediate rod, 2 - vertical lever, 3 - tightening of vertical levers, 4 - balancer, 5 - rod, 6 - parking brake lever, 7 - head rod, 8 - head horizontal lever, 9 - brake cylinder rod , 10 - brake cylinder, 11 - rear horizontal lever, 12 - rear linkage, 13 - tightening of horizontal levers. On specialized freight cars, due to the presence of bins and mechanisms for their unloading in the lower part of the body frame, asymmetric brake linkages are used with the installation of a brake cylinder, an air distributor and a spare tank on top of one of the 29
31 free cantilever parts of the car frame. Therefore, to connect the brake of two-axle bogies to the brake cylinder in these cars, the brake linkage additionally contains an intermediate lever mechanism (see Fig. 5.2 and 5.3). Suspension of the brake shoes for all cars is carried out so that in the released state of the brake they move away from the rolling surface of the wheels under the action of their own weight and the weight of the brake linkage. Both at the time of the origin of the rolling stock, and at present, the braking force is created due to the friction force when the brake pads are pressed against the wheel tread. In this regard, when creating this frictional force between them, an important factor is the material of the brake pads. The first brake pads were made of wood, namely aspen, because. this type of wood holds moisture better than others and, accordingly, does not catch fire when rubbing against the wheel. In the friction shoe brake, currently, mainly cast-iron standard (on passenger cars at speeds up to 120 km / h), cast-iron with a high phosphorus content (on electric trains) and composite (on freight cars) brake shoes are used.
32 Despite the specific features of the mechanical parts of the brake system, they all have common distinguishing features, which include: - gear ratio of the brake linkage n; - Efficiency of brake linkage d)trp; - the output of the piston rod of the brake cylinder LbX. The ratio of the theoretical (excluding losses in the swivel joints) the sum of the pressing forces of the EKT brake pads, driven by one brake cylinder, to the force developed on its rod Рsht, is called the gear ratio or gear ratio of the brake linkage: where m is the number of brake pads driven by a single brake cylinder. Thus, "p" shows how many times the lever mechanism of the brake increases the force developed by the piston of the brake cylinder when transferred to the friction units (brake shoes). In the world railway practice, “p” is accepted within 6 12, taking into account the possibility of providing normal gaps of 5 10 mm between the brake
33 shoe and wheel when the brake is released and the normally permissible values of the output of the piston rod of the brake cylinder are mm. An important factor in ensuring traffic safety is the presence of a parking brake on the cars (Fig. 5.5), which is activated by human hands in the parking lot. At the same time, the principle of operation of the parking brake is that when the steering wheel is rotated, as a rule, through a worm gear, the force is transmitted to the rod, with which the brake cylinder rod is pulled out, overcoming the force of the return spring. And when the rod of the brake cylinder exits through the existing linkage, the pads are pressed against the wheels.
34 In fig. 5.5 the numbers indicate: 1 - steering wheel, 2 - parking brake drive, 3 - inoperative position of the parking brake, 4 - worm sector, 5 - parking brake rod.
35 6. CLASSIFICATION OF BRAKES Before any way to classify the brakes of rolling stock, it should be noted that the main brake in railway transport is a pneumatic brake. However, the pneumatic brake has such a disadvantage as the sequence of the brakes along the length of the composition. This factor leads to the occurrence of significant longitudinal forces during the operation of the brake, which affects the provision of traffic safety. To eliminate such a drawback in our country, all passenger rolling stock is provided with electro-pneumatic brakes, which makes it possible to actuate all the brakes of the train at the same time. Thus, both pneumatic and electro-pneumatic brakes work on the rolling stock in our country. According to the methods of generating braking force, the brakes can be frictional or dynamic. In friction brakes, the creation of a braking force occurs as a result of the interaction of the brake pads with the wheel tread surface for a conventional shoe brake or brake linings with discs rigidly fixed on the axis of the wheel pair at the disc brake. A general view of such a brake is shown in Fig. Both in one and in the other.
In this case, the generated braking force cannot be greater than the adhesion force of the wheel to the rail (otherwise it will be skidding). With a magnetic rail friction brake, a braking force is generated from the adhesion of the brake shoe to the rail, and then an already large braking force can be generated. Such a brake is installed on high-speed passenger bogies (see Fig. 6.2). Rice Disc Brake Passenger Cart
37 Fig Passenger speed bogie with disc and magnetic rail brakes In addition to friction brakes, there can also be reversible brakes, i.e. brakes, in which traction units create resistance forces instead of traction. Such brakes include electric brakes - this is when forces of resistance to movement are created in traction motors by switching the engine to the generator mode or supplying counter-current to them. In the case of transferring traction motors to the generator mode, in addition to creating resistance to movement, an electric current is generated. When the generated current is sent to the rheostats, such a brake is called a rheostatic brake. 36
38 If the generated current is returned through the current collector to the contact wire, then such a brake is called regenerative. When two such methods of directing the generated electrical energy are combined, the brake is called regenerative-rheostatic. The action of such brakes is not associated with wear of friction materials. The most economical is the use of such brakes on long descents, in control braking modes (regenerative, rheostatic, regenerative-rheostatic, etc. brakes). On the rolling stock of the subway, the main working brake is the electrodynamic brake. Reversible brakes, in addition to electric ones, can also be dynamic. Such brakes can be hydraulic when creating a reverse force in the hydraulic transmission of certain types of locomotives, as well as a resistance force to movement can be created when counter-steam is supplied to the piston unit of the locomotive. In general, the classification of brakes can be represented in the form of a diagram shown in Fig. 6.3.
39 shoe rice Classification of brakes Further development of brake technology is directly related to the increase in reliability and speed, which increases the degree of train traffic safety.
40 Task for students To study the main device of the brakes of wagons and the principle of their operation. Enter individual circuits and elements of the brake system into the notebook of laboratory work as instructed by the teacher.
41 List of used sources 1. Lukin V.V., Anisimov P.S., Fedoseev Yu.P. Wagons. General course: Textbook for high schools railway. transp. / Ed. B. V. Lukin. - M.: Route, p. 2. Calculation and design of the pneumatic and mechanical parts of the brakes of wagons: Textbook for high schools railway. transport / P.S. Anisimov, V.A. Yudin, A.N. Shamakov, S. N. Korzhin; Ed. P.S. Anisimova-M.: Route, p. 3. Inozemtsev V.G. etc. Automatic brakes: Proc. - M.: Transport, p.
42 Filippov Viktor Nikolaevich Kozlov Igor Viktorovich Kurykina Tatyana Georgievna Podlesnikov Yaroslav Dmitrievich Installation of wagon brakes. The principle of their action. Stages of development Educational and methodological manual for laboratory work on the discipline "Railway rolling stock" Signed for printing i i6 Ed Format 60x84 / 16. Conv.-print.l- 2.56 Order 282/16 Circulation 100 copies, Yaroslavl, Moskovsky pr-t, 151 printing house of the Yaroslavl branch of MGUPS (MIIT)
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EURO-ASIAN COUNCIL FOR STANDARDIZATION, METROLOGY AND CERTIFICATION (EASC) INTERSTATE STANDARD GOST (draft, RU, first edition)
DEVICE AND REPAIR OF THE AIR DISTRIBUTOR 292-001 HTTP://POMOGALA.RU (The work contains 39 sheets, 9 illustrations, 1 table, references) CONTENTS Introduction. History of brake technology. Objective.
ORGANIZATION FOR COOPERATION OF RAILWAYS (OSJD) I edition Developed by experts of the OSJD Commission on Infrastructure and Rolling Stock September 5-7, 25, Varna, Republic of Bulgaria R 549/2 Approved
DEVICE AND REPAIR OF THE ELECTRIC-PNEUMATIC VALVE HIGH-STOP EPK-150 HTTP://POMOGALA.RU (The work contains 36 sheets, 4 illustrations, references) CONTENTS Introduction. History of brake technology. Target
Brake systems Brake systems are used to slow a moving vehicle down to a stop, and to hold it when stopped or parked on a slope. Each vehicle is equipped
LIST OF WORKS OF SUB-COMMITTEES OF MTC 524 In 2012 (consideration of draft standards and preparation of draft expert opinions of MTC 524) 1 RZD 2 RZD 3 RZD 4 RZD 5 RZD 6 RZD 7 RZD 8 RZD 9 RZD
The concept of the development of braking systems of a rolling stock Sample heading for a high-speed freight train composition Deputy Director of the Scientific Center "NPSAP" JSC "VNIIZhT" Nazarov Igor Viktorovich February 8, 2018 1 Presentation topic
1 GOST 337882016, clause 8.2; GOST 337882016, clause 8.8; ST RK 18462008, p. 7.2 GOST 337882016, p.p. 8.3, 9.3; ST RK 18462008, clause 7.3 calculation according to GOST 332112014 GOST 337882016, clause 8.7 Bunker-type cars Cars
DEPARTMENT OF INTERNAL AND PERSONNEL POLICY OF THE BELGOROD REGION
GAZH "UZBEISTON TEMIR YULLARI" TASHENTSIY INSTITUTE OF ENGINEERS OF RAILWAY TRANSPORT department "Wagons"
APPROVE: Head of the Training and Production Center of EMUP "TTU" Pavlova O.V. 2015 I. WORKING PROGRAMS OF EDUCATIONAL SUBJECTS THEMATIC PLAN of the subject "Arrangement of tram cars and their equipment" Distribution
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DEVICE AND REPAIR OF THE BRAKE LEVERAGE OF ELECTRIC LOCOMOTIVES VL10 Contents Introduction ... 3 1. General information about the brake leverage .... 5
Organization of repair of passenger car bogies (The explanatory note contains 52 sheets of A4 format, typed in 14-point size) Change. 1 Contents Introduction.3 1 Basic information about passenger bogies.. 4
Brake system without warning device 1 front wheel brake pads; 2 front wheel brake cylinders; 3 front wheel brake pipe; 4 brake shoe support pin; 5 brake
Freight Car Bogie Performance North American Industry and Railways Experience in Improving Wheel-Rail Interoperability Novoaltaysk, May 28, 2014 Jay P. Monaco,
REPAIR OF THE BRAKE LEVERAGE OF AN ELECTRIC LOCOMOTIVE (18 sheets, 2 drawings, 1 table, list of references 7 items.) CONTENTS Introduction ... 1. General information about the brake leverage .... 1.1 Purpose ...
Annex 4 to the Price List of additional services related to the carriage of goods, PP LG Fee for the current uncoupling repair of private and equivalent freight wagons Name of new services I. Technical
II edition ORGANIZATION FOR COOPERATION OF RAILWAYS (OSJD) Developed by experts of the OSJD Commission on Infrastructure and Rolling Stock April 1-3, 2008, Chisinau, Republic of Moldova Agreed by the meeting
Design Bureau of the Carriage Economy Branch of Russian Railways JSC Evaluation of the work of threadless connections of brake equipment of long-base platforms Deputy. Director Kazakov A.A. Fleet of freight cars
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MODERN CAR BRAKING SYSTEMS Papeskov A.S., Tamoshkina E.V. Polytechnic Faculty of State Autonomous Educational Institution of Higher Professional Education Nevinnomyssk State Humanitarian and Technical Institute Russia, Nevinnomyssk MODERN
Draft "List of products subject to inspection and acceptance control by factory inspectors" Director General of LLC "ITsPVK" Asriyants Vladimir Vasilyevich LLC "Inspection Center" Acceptance
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UDC 624.4.77-592.3.13 BOX (JSC Kryukov Carriage Works) IMPROVEMENT OF METHODS
Parking brake system. When the parking brake system is activated, a partial or complete discharge of air under pressure in the chamber (B) is carried out through the outlet (12). unclamping force
DEVICE AND REPAIR OF THE FRAME OF THE TROLLEY OF THE ELECTRIC LOCOMOTIVE VL10 Contents Introduction. Purpose and tasks of the work.
Trolley The trolley is an assembly unit that contains: - Wheelsets with axle boxes; - Traction engines; - Details of devices for supporting the body frame on the bogie frame; - Spring suspension; - Brake
FEDERAL AGENCY OF RAILWAY TRANSPORT
It is used in passenger trains with locomotive traction, equipped with electro-pneumatic brakes according to a two-wire electrical circuit. The electric air distributor is installed together with the air distributor
RUSSIAN RAILWAYS OPEN JOINT-STOCK COMPANY BRANCH OF THE DESIGN BUREAU OF THE WAGON FACILITY STATISTICS OF FAULTS OF THE BRAKING EQUIPMENT OF FREIGHT CARS ON THE NETWORK OF RZD JSC FOR 1
Posting document Nomenclature Final balance Quantity Cost Price Price with VAT 115,278.739 35,073,468.86 1,175.43
Brakes. General information Designed to regulate the speed of lowering the load and keep it on weight. In addition, the brake is used to stop the trolley, crane and hold them in a locked position.
Spring suspension Spring suspension is a combination of elastic elements, intermediate and fasteners. Load acting on the mechanical part Static Dynamic Active Occurs
Engineering sciences/4. Transport Bulgariev G. G., Ph.D. Pikmullin G. V. Kazan State Agrarian University, Russia Improving the device of the parking brake system of vehicles
ORGANIZATION FOR COOPERATION OF RAILWAYS (OSJD) III Edition
Heading code OASNTI: 73.29.41.01.79 73.29.01.79 UDC: 629.4:331.36
ORGANIZATION OF THE WORK OF THE CAR SECTION OF THE REPAIR CAR DEPO (Explanatory note on 68 sheets, many figures, tables, list of references) Contents Introduction 3 1 Brief description of freight carts
1021 GROUP 86 RAILWAY LOCOMOTIVES OR TRAMS MOTOR CARS, ROLLING STOCK AND PARTS THEREOF; TRACK EQUIPMENT AND DEVICES FOR RAILWAYS OR TRAMS AND PARTS THEREOF; MECHANICAL (INCLUDING
Department of General and Vocational Education of the Bryansk Region, State Budgetary Educational Institution of Education "Vocational School 6" OPEN LESSON PLAN on the subject: "Arrangement and operation of passenger cars." Topic: "TESTING
SECTION XVII MEANS OF GROUND TRANSPORT, AIRCRAFT, FLOATING VEHICLES AND RELATED VEHICLES AND EQUIPMENT OF TRANSPORT Notes: 1. Articles of the heading are excluded from this Section.