6.2.1. During maintenance of wagons, check:

wear and condition of components and parts, compliance with their established dimensions. Parts whose dimensions are out of tolerance or do not ensure normal operation of the brake - replace;

correct connection of sleeves brake line, opening of limit valves between cars and disconnect valves on the supply air ducts from the main to the air distributors, as well as their condition and reliability of fastening, the state of electrical contacts of the heads of sleeves No. 369A, the presence of handles of limit and disconnect valves;

the correctness of switching on the modes of the air distributors on each car, taking into account the presence of an automatic mode, including in accordance with the load and type of blocks;

the density of the braking network of the composition, which must comply with the established standards;

The effect of autobrakes on the sensitivity to braking and release.

Air distributors and electric air distributors that work unsatisfactorily - replace them with serviceable ones. At the same time, the operation of electro-pneumatic brakes should be checked from a power source with a voltage during braking of not more than 40 V (the voltage of the tail car must be at least 30 V);

The operation of the gas mask and speed regulators on passenger cars with brakes of the Western European type in accordance with separate instructions of the UZ, as well as clause 6.2.8 of this Instruction;

on cars with auto mode, correspondence of the output of the auto mode fork to the loading of the car, reliability of fastening of the contact strip, support beam on the bogie and auto mode, damper part and pressure switch on the bracket, tighten the loose bolts;

correct adjustment of the brake linkage and the operation of automatic regulators, the output of the rods of the brake cylinders, which must be within the limits indicated in table 6.1. this instruction.

The lever transmission must be adjusted so that the distance from the end of the coupling to the end of the protective tube of the autoregulator is at least 150 mm for freight cars and 250 mm for passenger cars; the angles of inclination of the horizontal and vertical levers must ensure the normal operation of the linkage up to the limit wear of the brake pads;

The thickness of the brake pads and their location on the wheel tread. It is not allowed to leave brake pads on freight cars if they protrude from the tread surface beyond the outer edge of the wheel by more than 10 mm. On passenger and refrigerated cars, it is not allowed to let the pads out of the tread surface beyond the outer edge of the wheel.

The thickness of cast-iron brake pads is established by order of the head of the road on the basis of experimental data, taking into account the provision of their normal operation between points Maintenance.

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

Check the thickness of the brake pad from the outside, and in case of wedge-shaped wear - at a distance of 50 mm from the thin end.

In case of obvious wear of the brake pad with inside(on the side of the wheel flange) the block must be replaced if this wear could cause damage to the shoe;

Provision of the train with the required pressing of the brake shoes in accordance with the brake standards approved by Ukrzaliznytsia (Appendix 2).

Table 6.1

Exits of rods of brake cylinders of cars

Notes:

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

2. Stem outlet brake cylinder for composite pads on passenger cars, it is indicated taking into account the length of the clamp (70 mm) installed on the rod.

6.2.2. When adjusting lever gears on freight and passenger cars equipped with an automatic linkage regulator, its drive is adjusted to maintain the output of the rod at the lower limit of the established standards. On passenger cars at the points of formation, adjust the drive at a charging pressure in the line of 5.2 kgf / cm 2 and full service braking. On wagons without auto-adjusters, adjust the leverage to the output of the rod, which does not exceed the average value of the established standards.

6.2.3. The norms for the output of the rods of the brake cylinders for freight cars before steep long descents are set by the head of the road.

6.2.4. It is forbidden to install composite blocks on cars, the linkage of which is rearranged for cast-iron blocks (i.e. the tightening rollers of the horizontal levers are located in the holes located farther from the brake cylinder), and, conversely, it is not allowed to install cast-iron blocks on cars, the linkage of which is rearranged for composite pads, except for wheel pairs of passenger cars with gearboxes, where cast-iron pads can be used up to a speed of 120 km/h.

Six and eight-axle freight wagons, as well as freight wagons with containers over 27 tf, may only be operated with composite chocks.

6.2.5. When inspecting the train at a station where there is no PTO, KPTO, PPV, all faults must be identified for the cars brake equipment, and parts or devices with defects are replaced with serviceable ones.

6.2.6. At the points of formation of freight trains and at the points of formation and turnover passenger trains wagon inspectors are required to check the serviceability and operation hand brakes, paying attention to the ease of actuation and pressing of the pads to the wheels.

The same check of hand brakes must be carried out by inspectors at stations with maintenance points (PTO, KPTO, PPV) preceding steep long descents.

6.2.7. It is forbidden to put into the train wagons whose brake equipment has at least one of the following faults:

Faulty air distributors, electric air distributors, EPT electrical circuit (in a passenger train), auto mode, limit or disconnect valve, exhaust valve, brake cylinder, reservoir, working chamber;

Damage to air ducts - cracks, breaks, abrasions and delamination of connecting sleeves, cracks, breaks and dents in air ducts, lack of tightness of their connections, weakening of the pipeline in the places of their fastening;

Malfunctions of the mechanical part - traverses, triangles, levers, rods, suspensions, linkage auto-regulator, shoes, cracks or kinks in parts, splitting of the eye of the shoe, faulty fastening of the shoe to the shoe, malfunction or absence of safety parts and auto-mode beams, non-standard fastening, non-standard parts and cotter pins in knots;

Faulty hand brake;

Loose fastening of parts;

Unadjusted linkage;

The thickness of the pads is less than that specified in clause 6.2.1. this Instruction;

The absence of a handle for the end or disconnection valves.

6.2.8. Check the operation of the pneumo-mechanical gas mask and high-speed regulators on the RIC cars in the passenger mode, turning on the brake during full service braking.

On each car, check the operation of the gas mask regulator on each axle. To do this, rotate the inertial weight through the window in the sensor housing, and air must be released from the brake cylinder of the tested bogie through the relief valve. After the impact on the load stops, it should return to its original position, and the brake cylinder should be filled with compressed air to the initial pressure, which is controlled by a pressure gauge on the side wall of the car body.

Press the speed control button on the side wall of the car. The pressure in the brake cylinders should increase to the set value, and after the button is pressed, the pressure in the cylinders should decrease to the original one.

After checking, turn on the brakes of the wagons to the mode corresponding to the upcoming top speed train movements.

6.2.9. Check the distance between the heads of the connecting sleeves No. 369A and the plug connectors between the car electrical connection of the lighting circuit of the cars when they are connected. This distance must be at least 100 mm.

7.1 During maintenance of wagons, check:

– the condition of the units and parts of the braking equipment for compliance with their established standards. Parts that do not ensure normal operation of the brake - replace;

- correct connection of the brake line hoses, opening of the end valves between the cars and disconnecting valves on the supply air ducts, as well as their condition and reliability of fastening, the state of the electrical contact surfaces of the heads of sleeves No. 369A (if necessary, clean the contact surfaces). The correct suspension of the sleeve and the reliability of closing the end valve. When coupling passenger cars equipped with two brake lines, hoses located on one side of the automatic coupler axle in the direction of travel should be connected;

– the correctness of switching on the modes of the air distributors on each car, taking into account the presence of an automatic mode, including in accordance with the axle load and the type of pads;

- the density of the brake network of the composition, which must comply with the established standards;

- the effect of autobrakes on sensitivity to braking and release, the effect of an electro-pneumatic brake with checking the integrity of the electrical circuit in wires No. 1 and 2 of the train, the absence of a short circuit of these wires between themselves and on the car body, voltage in the circuit of the tail car in the braking mode. The operation of the electro-pneumatic brake should be checked from a power source with a stabilized output voltage of 40 V, while the voltage drop in the electrical circuit of wires No. 1 and 2 in the braking mode, in terms of one car of the tested train, should be no more than 0.5 V for trains up to 20 cars inclusive and not more than 0.3 V for compositions of greater length. Air distributors and electric air distributors that work unsatisfactorily should be replaced with serviceable ones;

- the operation of the anti-skid and high-speed regulators on passenger cars with brakes of the Western European type in accordance with separate instructions from the owner of the infrastructure, as well as clause 7.8 of these Rules;

– on cars with auto mode, the output of the auto mode fork should correspond to the load on the axle of the car, the reliability of fastening the contact strip, the support beam on the bogie and auto mode, the damper part and the pressure switch on the bracket, tighten the loose bolts;

- the correct regulation of the brake linkage and the operation of automatic regulators, the output of the rods of the brake cylinders, which should be within the limits indicated in Table. 7.1.

Table 7.1 Exit of a rod of brake cylinders of cars, mm

Wagon type	Departure from service points	Maximum allowable at full braking in operation (without automatic control)
Truck with pads:
cast iron		75–125
40–100
compositional	50–100
40–80
Truck with separate trolley braking with pads:		–
cast iron		30-70		-
-
compositional		25-65		-
-
Passenger
with cast iron and composite pads		130–160
	80–120
size RIC with KE air distributors and cast-iron blocks		105–115
	50–70
VL-RITS on TVZ-TsNII M bogies with composite pads		25–40
	15–30

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

2 The output of the brake cylinder rod with composite pads on passenger cars is indicated taking into account the length of the clamp (70 mm) installed on the rod.

The lever transmission must be adjusted so that the distance from the end face of the protective tube coupling to the connecting thread on the auto-adjuster screw is at least 150 mm for freight cars and 250 mm for passenger cars, and for freight cars with separate trolley braking 50 mm for auto-adjusters RTRP-300 and RTRP-675-M; the angles of inclination of the horizontal and vertical levers must ensure the normal operation of the linkage until the brake pads wear out. (With a symmetrical arrangement of the brake cylinder on the car and on cars with separate bogie braking with full service braking and new brake shoes, the horizontal lever on the side of the brake cylinder rod should be perpendicular to the axis of the brake cylinder or have an inclination from its perpendicular position up to 10 degrees away from In case of an asymmetric arrangement of the brake cylinder on cars and on cars with separate bogie braking and new brake shoes, the intermediate levers must have an inclination of at least 20 degrees towards the bogies)

- the thickness of the brake pads and their location on the tread surface of the wheels. It is not allowed to leave brake pads on freight cars if they protrude from the tread surface beyond the outer edge of the wheel rim by more than 10 mm. On passenger and refrigerated cars, it is not allowed to let the blocks out from the tread surface beyond the outer edge of the wheel.

The thickness of the brake pads for passenger trains must ensure the passage from the formation point to the turnaround point and back and is established by local instructions based on experimental data.

The minimum thickness of the pads at which they are to be replaced: cast iron - 12 mm; composite with a metal back - 14 mm, with a mesh-wire frame - 10 mm (blocks with a mesh-wire frame are determined by the ear filled with friction mass).

Check the thickness of the brake pad from the outside, and in case of wedge-shaped wear - at a distance of 50 mm from the thin end.

In case of wear of the side surface of the pad on the side of the wheel flange, check the condition of the triangle or traverse, brake shoe and brake shoe suspension, eliminate the identified shortcomings, replace the shoe;

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

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

On passenger cars at the points of formation, the drive adjustment should be carried out at a charging pressure of 5.2 kgf / cm 2 and full service braking. On cars without automatic regulators, adjust the lever transmission to maintain the rod output not exceeding the average values ​​of the established norms, and on cars with automatic regulators - at the average values ​​of the established rod output norms.

7.3 The norms for the output of the rods of the brake cylinders for freight cars that are not equipped with auto-adjusters, before steep long descents, are established by local instructions.

7.4 It is forbidden to install composite blocks on cars, the linkage of which is rearranged for cast-iron blocks (i.e., the tightening rollers of the horizontal levers are located in the holes located farther from the brake cylinder), and, conversely, it is not allowed to install cast-iron blocks on cars, the linkage of which rearranged for composite pads, with the exception of wheel pairs of passenger cars with gearboxes, where cast-iron pads can be used up to a speed of 120 km / h.

Six- and eight-axle freight wagons may only be operated with composite chocks.

Table 7.2 Approximate installation dimensions of the brake linkage regulator drive

Wagon type	Type of brake pads	Size "A", mm
lever drive	rod drive
Freight 4-axle	Composite	35–50	140–200
Cast iron	40–60	130–150
Truck 8-axle	Composite	30–50	–
Truck with separate trolley braking	Composite	15–25	–
Refrigerated 5-car section built by BMZ and GDR	Composite	25–60	55–145
Cast iron	40–75	60–100
Autonomous refrigerated wagon (ARV)	Composite	–	140–200
Cast iron	–	130–150
Passenger car (wagon packaging):
From 42 to 47 tons	Composite	25–45	140–200
Cast iron	50–70	130–150
From 48 to 52 tons	Composite	25–45	120–160
Cast iron	50–70	90–135
From 53 to 65 tons	Composite	25–45	100–130
Cast iron	50–70	90–110

7.5 When inspecting the train at a station where there is a maintenance point, the wagons must have all malfunctions of the brake equipment, and defective parts or devices should be replaced with serviceable ones.

If a malfunction of the brake equipment of cars is detected at stations where there is no maintenance point, it is allowed to follow this car with the brake off, provided that it is safe to move to the nearest maintenance station.

7.6 At the points of formation of freight trains and at the points of formation and turnover of passenger trains, car inspectors are obliged to check the serviceability and operation of the hand brakes, paying attention to the ease of actuation and pressing of the blocks to the wheels.

The same check of hand brakes must be carried out by wagon inspectors at stations with maintenance points preceding steep long descents.

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

- faulty air distributor, electric air distributor, electrical circuit of the electro-pneumatic brake (in a passenger train), auto mode, limit or disconnect valve, exhaust valve, brake cylinder, reservoir, working chamber;

- damage to air ducts - cracks, breaks, wear and delamination of connecting sleeves; cracks, breaks and dents in air ducts, looseness of their connections, weakening of the pipeline at the attachment points;

- malfunction of the mechanical part - traverses, triangles, levers, rods, suspensions, linkage auto-regulator, shoes; cracks or kinks in parts, spallation of shoe lugs, improper fastening of the shoe in the shoe; defective or missing safety devices and beams of auto modes, non-standard fastening, non-standard parts and cotter pins in assemblies;

– Faulty handbrake;

- weakening of fastening parts;

– unadjusted leverage;

- the thickness of the blocks is less than that specified in clause 7.1 of these Rules.

7.8 Check the operation of the pneumo-mechanical anti-skid and high-speed regulators on the RIC cars in the passenger mode of applying the brake with full service braking.

On each wagon, check the operation of the anti-skid regulator on each axle. To do this, rotate the inertial weight through the window in the sensor housing, and air must be released from the brake cylinder of the tested bogie through the relief valve. After the impact on the load has ceased, it should return to its original position by itself, and the brake cylinder should be filled with compressed air to the initial pressure, which is controlled by a pressure gauge on the side wall of the car body.

Press the speed control button on the side wall of the car. The pressure in the brake cylinders should increase to the set value, and after the button is pressed, the pressure in the cylinders should decrease to the original one.

After checking, turn on the brakes of the wagons to a mode corresponding to the upcoming maximum speed of the train.

7.9 Check the distance between the heads of the connecting sleeves No. 369A and the plug connectors of the inter-car electrical connection of the lighting circuit of the cars when they are connected. This distance must be at least 100 mm.

Similar information.

Brake shoe of railway rolling stock contains at least a single-layer composite friction element and at least one friction abrasive insert recessed into the composite friction element from the side of the pad working surface. The depth value of the insert (inserts) is from 0.2 to 1.2% of the value of the nominal radius of the working surface of the block. The insert or inserts can be made of ductile or ductile iron, and the ratio of the working surface area of ​​the insert to the total working surface area of ​​the block is from 4 to 20%. Between the working surface of the friction layer and the working end of the insert, a running-in layer can be located, the material of which has properties close to the friction properties of the pad with the insert, and the wear resistance is lower than that of the composite friction element. The proposed pad design will ensure stable braking efficiency, including the period of pad-to-wheel running-in, and increase the efficiency of using the insert and pad.

1 n. p.f. 1 fig.

The claimed utility model relates to shoe braking devices, namely, to the brake devices of railway vehicles, as well as, for example, subway cars.

Under the action of the pneumatic cylinder, through a lever transmission, the brake shoe, which is in contact with its rear surface with the surface of the brake shoe and connected to it, is pressed with a set force by its working surface against the wheel tread surface, resulting in braking. Thus, the design of the shoe brake is based on the use of the wheel tread in a pair of friction with the brake shoe, which has a cleaning and polishing effect on the wheel tread, but also causes wear.

Known cast-iron brake pads, manufactured in accordance with GOST 1205-73 "Cast-iron brake pads for cars and tenders railways. Design and main dimensions.

However, cast-iron blocks have a short service life, high weight, low coefficient of friction, require a large pressing force to the wheel during braking - up to 30 kN and are practically not used at the speed of the cars above 120 km/h.

The most widely used high-friction composite brake pads, used mostly for cars, provide higher braking efficiency, longer service life and higher speeds of cars than cast-iron shoes. The friction coefficient of these pads is 2-2.5 times greater than that of cast iron pads, so the force of pressing them to the wheel during braking does not exceed 20 kN, which is 1.5 times less than that of cast iron pads.

In the book B.A. Shiryaev “Production of brake pads from composite materials for railway cars” (M. Chemistry, 1982, pp. 8-14; 67-76), various designs of brake pads with a steel frame (stamped from strip and mesh-wire), their main dimensions and manufacturing technology.

Known brake shoe railway vehicle(variants) according to RF patent 76881 for utility model. The prototype of this pad is a solution known from the prior art, namely, composite brake pads with a mesh-wire frame for railway cars 25130-N, 25610-N, mass-produced according to the specifications of manufacturers TU 2571-028-00149386-2000, TU 38 114166-75 and according to the drawings of the Design Bureau of the Carriage Economy - a branch of Russian Railways JSC (PKB TsV JSC Russian Railways), Moscow, developed in 1975.

Composite brake pads with a mesh-wire frame according to the above drawings have been manufactured since 1976 by several factories in Russia and Ukraine for all freight cars operated on the railways of Russia, Ukraine, Kazakhstan, as well as other countries that were previously part of Soviet Union, and technical documentation for brake pads, including drawings, is used by all pad manufacturers, as well as by all wagon and depot services involved in the operation of brakes.

The annual output of composite brake pads with a mesh-wire frame is several million pieces, and at present more than one hundred million pieces have been manufactured. In the process of operation, several million pads with a mesh-wire frame wear out annually, and sometimes with complete destruction and exposure of the frame, and therefore their simple design is publicly available and well known.

Known composite brake pads are manufactured with a working surface radius of 510 mm for freight cars, with new wheel diameters of 1020 and 957 mm.

The radius of the working surface of a new brake composite pad is usually equal to the radius of the tread surface of the new wheel, which is the counterbody for the brake pad, or exceeds the radius of the tread surface of the wheel, if the pads do not form cracks and are not destroyed under the action of a set pressing force against the wheel, since their radius of the working surface , unlike cast iron pads, can also decrease due to the bending of the pad, due to its elasticity, elasticity.

In Russia, for wagons, for example, solid-rolled wheels according to the specifications of GOST 10791-2004, having a design and dimensions in accordance with GOST 9036-88, can be used. The rolling surface of the wheels wears out during their operation, and also receives various defects, for example, dents, sliders, welds and others, in connection with which the wheels of the wheel pairs are repaired several times in the form of wheel turning.

In railway transport, instructions have been developed and are being used for the inspection, examination, repair and formation of wagon wheelsets. These instructions establish the procedure, terms for the inspection, examination and repair of wheel sets, as well as the standards and requirements that they must satisfy. According to, for example, this instruction in Russia, the thickness of the rim of a solid-rolled wheel of an eight-, six-, and four-axle freight car circulating in trains at speeds up to 120 km/h inclusive should not be less than 22 mm.

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

According to the instructions for repairing the brake equipment of railcars in Russia, only new brake pads (cast iron or composite) are installed, regardless of wheel wear.

Thus, the nominal radius of the working surface of a new brake composite block, mass-produced in Russia for freight cars, can exceed the nominal radius of the rolling surface of a worn solid-rolled wheel of a freight car by 83 mm, where:

510 mm - nominal radius of the working surface of a mass-produced composite brake shoe for freight cars in Russia;

854 mm - the minimum diameter of a worn solid-rolled wheel of a freight car according to the data above in the text of the application.

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

In the process of running in a new brake pad to a worn wheel, their contact area is much smaller, since the radius of the worn wheel rolling surface is less than the radius of the working rolling surface of the new wheel.

The contact area of ​​a new pad with a worn wheel during running-in can be determined experimentally, by obtaining a colored imprint of the contact spot when pressing the pad to the wheel with a set force, using, for example, special paint and then determining the contact area by calculation. The contact area can also be determined using a graphical method, according to the drawings, without taking into account the bending of the pad, based on the above radii of the working surface of the new brake pad and the radius of the tread surface of the worn wheel. The pressing force of the pad to the wheel during braking (contact force) has a constant value and therefore, in the case of braking the wheel with an unworked brake pad, the specific pressing force (for example, by 1 cm 2) increases in direct proportion to the decrease in the area of ​​contact between the pad and the wheel compared to the worn-in pad , if we assume that the pad does not bend, but since bending also takes place, the increase in the specific force of pressing the pad to the wheel causes only partial compensation for the lost braking efficiency due to the reduced contact area of ​​the pad with the wheel.

According to the available operating experience for mass-produced homogeneous cast iron and composite brake pads, a corresponding reduced contact area of ​​the brake pad is allowed when it is run in to a worn wheel, since in this case the required braking efficiency is ensured, and, consequently, operation safety in accordance with the requirements of safety standards.

In recent years, in some countries, for example, in the USA and Russia, the production of wheel-saving brake composite pads with a thickness of 40 to 65 mm and a length of 400 to 250 mm has been mastered, the design of which additionally has one or more friction inserts made of a harder and more abrasive material. than the main composite friction element, such as cast iron.

So known composite brake pads used in railway transport to restore the wheel tread during normal braking of such a vehicle according to patent EP 1074755 (F16D65/06, publ. 07.02.2001).

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

According to the description of the invention, "it is very important that the insulated insert(s) be submerged in and not protrude from the surface of the composite friction material so that the composite friction material can properly position (spread) around the insulated insert during the manufacturing process." The surface of the insulated insert(s) is constantly exposed during operation as the friction composite is abraded during normal braking. The friction material of the insert, such as cast iron, improves the frictional characteristics of the pad under adverse weather conditions (rain, snow, ice) and during normal braking ensures the elimination of wheel defects due to the aggressive abrasive effect of wheel tread surface treatment, such as grinding.

Unfortunately, these pads cannot meet the requirements of railway safety standards, since their braking performance will differ significantly when the pad is worn to the wheel, as well as when installed on a new wheel or a worn wheel. Differences in braking efficiency are due to the fact that when developing the pad design, the differences in the values ​​of the friction coefficient of the composite and the insert, for example, from cast iron, were not taken into account, and the depth of the insert was chosen without taking into account the difference in the diameters of the new and worn wheels, on which the pad can be installed.

The well-known technical solution is used for the same purpose as the claimed one and has essential features in common with it: "brake shoe", "composite friction element", and "at least one friction abrasive insert".

The closest analogue is the brake shoe of a railway vehicle according to the RF patent for the invention 2309072.

Known brake shoe contains a metal frame, a composite friction element and one solid insert connected to the frame and made of high-strength or ductile iron, and the ratio of the area of ​​the working surface of the insert to the total area of ​​the working surface of the shoe is from 4 to 20%. In the design of the shoe, the ratio of the area of ​​the working surface of the solid insert to the total area of ​​the working surface of the shoe is determined on the basis of design and technological considerations, as well as the physical-mechanical and friction-wear properties of the composite friction element and the insert made of high-strength or malleable cast iron. According to the drawing and description, the insert is recessed in the composite friction element from the side of the pad working surface.

This block also has a stable braking efficiency, including under adverse weather conditions (rain, snow, ice) and ensures the elimination of wheel defects (sliders, welds), due to the aggressive abrasive effect of treating the wheel rolling surface with an abrasive insert made of cast iron, and restores the surface rolling the wheel by turning and grinding it.

In addition, during normal braking at high temperature, microcracks on the wheel tread surface are filled with cast iron inserts, and therefore they do not develop further, and the wheel tread surface is lubricated with graphite contained in the insert.

The use of ductile iron with nodular graphite and high relative elongation as the insert material most significantly increases the resource of the wheel and pad.

However, the depth of the solid insert in the friction composite element from the side of the working surface of the shoe is determined based on the requirements of the technology and production process, i.e. exclusion of damage to the surface of the mold, regardless of the diameter of the tread surface of the worn wheel on which the block can be installed. Thus, the ratio of the area of ​​the working surface of the insert to the total area of ​​the working surface of the block from 4 to 20%, indicated in the claims, is valid if these blocks are installed on new wheels, for example, on assembly lines of car-building plants, since the radius of the working surface of the blocks is equal to the radius of the surface rolling wheel or slightly different from it.

When running-in a known pad to a worn wheel having a smaller diameter of the tread surface, the contact area of ​​the pad with the worn wheel may be several times smaller. At the same time, in case of insufficient deepening of the insert in the pad composite from the side of its working surface, the ratio of the area of ​​the working surface of the insert to the contact area of ​​the pad with the wheel can exceed the above established one by several times, which can lead to a change in the braking efficiency. For example, in the case of using a high-friction composite material with an insert made of cast iron, this will lead to a decrease in braking efficiency up to its non-compliance with the requirements of safety standards in railway transport. Too much deepening of the insert in the pad composite from the side of its working surface leads to its short-term, and, consequently, inefficient use.

Known brake pad is used for the same purpose as the claimed one and has essential features in common with it: “brake pad”, “composite friction element”, “at least one friction abrasive insert embedded in the composite friction element from the side of the working surface pads".

The task to be solved by the inventive brake shoe of railway rolling stock, containing a composite friction element and at least one friction abrasive insert embedded in the composite friction element from the side of the working surface of the shoe, is to provide mechanical and friction-wear properties of the shoe in accordance with with the requirements of safety standards in railway transport in the process of running in a brake shoe to a worn wheel in operation.

EFFECT: ensuring stable braking efficiency during the entire period of operation of a brake shoe with friction abrasive inserts in accordance with the safety standards for railway transport "Composite brake shoes of railway rolling stock". Also, the efficiency of using these brake pads will increase due to the use of the maximum possible thickness of the insert in the thickness of the pad, based on the implementation of the minimum value of its penetration in the composite friction element to ensure the required friction properties, and therefore the service life of the wheels will increase.

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

The inventive brake shoe of a railway rolling stock is a composite brake shoe containing a metal frame, at least a single-layer composite friction element and at least one friction abrasive insert embedded in the composite friction element from the side of the working surface of the shoe.

Figure 1 shows the inventive brake pad of railway rolling stock, where:

1 - metal frame;

2 - composite friction element, which may consist, for example, of two longitudinal layers;

3 - central friction abrasive insert located in the middle of the block;

4 - run-in layer, which may be the third longitudinal layer of wearable composite friction element;

5 - two lateral friction abrasive inserts located on both sides of the middle of the block.

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

Figure 1 has the following notation.

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

R 2 - the radius of the surface of the worn wheel;

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

S is the thickness of the brake pad;

S 1 is the distance measured along the axis of the central insert, between arcs of circles lying on the same chord with the radius of the working surface of the pad and with the radius of the tread surface of the worn wheel, the chord length being equal to the length of the pad;

S 2 is the distance measured along the axis of the central insert, between arcs of circles lying on the same chord with the radius of the working surface of the pad and with the radius of the tread surface of the worn wheel, and the length of the chord is equal to the length of the pad.

The claimed technical result is achieved by the fact that the insert or inserts are deepened in the composite friction element from the side of the working surface of the pad by an amount that ensures the output of the working surface of the solid insert to the working surface of the pad after the pad has completely run in to the worn wheel. It is possible to achieve the desired technical result with partial (incomplete) running-in of the pad to the worn wheel and deepening of the insert to a lesser depth, if the given contact area of ​​the pad with the worn wheel corresponding to this deepening will ensure the frictional properties of the pad within the permissible limits, according to safety standards in railway transport. For a brake shoe, the radius of the working surface of which is equal to the radius of the tread surface of the new wheel, or slightly exceeds it, the depth of the insert, which ensures that the working surface of the insert reaches the working surface of the shoe after the shoe has completely run in to the worn wheel on which it is installed, is equal to the distance measured along the axis of the insert between arcs of circles lying on the same chord with the radius of the working surface of the pad and with the radius of the tread surface of the worn wheel, provided that the length of the chord is equal to the length of the pad. Due to the fact that the radius of the working surface of the pads sometimes exceeds the radius of the rolling surface of the individual wheels used, for example, as indicated above for mass-produced pads in Russia, and also taking into account operation, it has been experimentally established that, depending on the design of the pad, quantity, location and area of ​​the inserts, frictional-mechanical properties of the composite friction element and the insert, elasticity, flexibility of the shoe and others, the depth of the insert can be from 0.2 to 1.2 of the value of the radius of the working surface of the shoe. That is, with a nominal radius of the working surface of the block of 510 mm, the depth of penetration is 1.02-6.12 mm.

In this case, as can be seen from the drawing, the depth of the Central insert must be greater than that of the side inserts S 1 >S 2 .

Friction abrasive inserts can have a coefficient of friction less or greater than that of a composite friction element, and their main task is not to provide the required efficiency and resource of the pad, but to restore the wheel rolling surface during normal braking. The composite friction element is the main friction element that determines the braking efficiency and pad life. With a decrease in the area of ​​the friction composite element of the shoe, which occurs after the friction abrasive inserts reach the working surface of the shoe, the braking efficiency must remain within the permissible limits for safety standards in railway transport. The fulfillment of these properties and the values ​​of their indicators is ensured when designing the block. The inserts should wear faster than the composite friction material. In order to accelerate the start of operation of the friction abrasive insert (inserts), the block can be provided on the side of its working surface with a wear-in layer, which should have friction properties close to the composite friction element, taking into account the operation of the insert (inserts). As a running-in layer, a special composite friction wear-resistant (less wear-resistant) material can be used.

The inventive brake shoe of railway rolling stock may contain a composite friction element and a friction abrasive insert made of high-strength or malleable cast iron, and the ratio of the working surface area of ​​the insert to the total area of ​​the shoe is from 4 to 20%.

In this case, the block may contain a mesh-wire frame, which can be connected to the insert, for example, by a pinching method known from the prior art. This design of the pads will significantly increase the technical and economic efficiency of their use and the service life of the wheels and pads.

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

Brake composite pads for railway transport of the proposed design will allow, without increasing the cost of the pads, to ensure stable braking efficiency throughout the entire period of operation of the brake pad, including the period of running in to worn wheels that are in operation. The efficiency of the use of pads will increase due to the use of the maximum possible thickness of the insert in the thickness of the pad, and, consequently, the service life of the wheels will further increase.

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

The useful model of the coupling device belongs to railway transport, in particular, to those used on units of railway rolling stock, traction coupling devices, which provides mechanical connection of cars, as well as protection of cars and passengers from longitudinal force effects transmitted through automatic couplers.

19 During maintenance of wagons, check:

Condition of components and parts of braking equipment for compliance with their established standards. Parts that do not ensure normal operation of the brake must be replaced;

The correct connection of the sleeves of the brake and supply lines, the opening of the end valves between the cars and the disconnecting valves on the supply air ducts, as well as their condition and reliability of fastening. The correctness of the suspension of the sleeve and the reliability of the suspension and closing of the end valve on the tail car. When coupling passenger cars equipped with two brake lines, hoses located on one side of the automatic coupler axis in the direction of travel should be connected;

No contact between the heads of the end sleeves of the brake line with electrical inter-car connections, as well as unauthorized contact between the heads of the end sleeves of the brake and supply lines;

The correctness of switching on the modes of air distributors on each car, taking into account the number of cars in the train;

The density of the braking network of the composition, which must comply with the established standards;

The effect of autobrakes on sensitivity to braking and release, the effect of an electro-pneumatic brake with checking the integrity of the electric circuit of the train, the absence of a short circuit of the wires of the electro-pneumatic brake between themselves and on the car body, voltage in the circuit of the tail car in the braking mode. The operation of the electro-pneumatic brake should be checked from a power source with a stabilized output voltage of 50 V, while the voltage drop in the electric circuit of the electro-pneumatic brake wires in the braking mode, calculated per car of the tested train, should be no more than 0.5 V for trains up to 20 cars inclusive and no more than 0.3 V for compositions of greater length. Air distributors and electric air distributors that work unsatisfactorily should be replaced with serviceable ones;

Anti-skid device action (if equipped). To check the mechanical anti-skid device, it is necessary to turn the inertial weight through the window in the sensor housing after complete service braking. In this case, air must be released from the brake cylinder of the tested bogie through the relief valve. After the impact on the load has ceased, it should return to its original position by itself, and the brake cylinder should be filled with compressed air to the initial pressure, which is controlled by a pressure gauge on the side wall of the car body. The test must be carried out for each sensor.

To test the electronic anti-skid device, after a full service brake has been performed, it is necessary to check the operation of the relief valves by running a test program. In this case, there should be a sequential discharge of air on the corresponding wheelset and the operation of the corresponding pressure indicators compressed air this axle on board the car;

Speed ​​governor action (if equipped). To check, it is necessary to press the button for checking the high-speed regulator after a complete service braking. The pressure in the brake cylinders should increase to the set value, and after the button is pressed, the pressure in the cylinders should decrease to its original value.

After checking, turn on the brakes of the wagons to the mode corresponding to the upcoming maximum speed of the train;

Magnetic rail brake action (if equipped). To check, after emergency braking, press the magnetic rail brake test button. In this case, the shoes of the magnetic rail brake should fall onto the rails. After stopping pressing the button, all the shoes of the magnetic rail brake should rise to the upper (transport) position;

Correct adjustment of the brake linkage. The leverage must be adjusted so that the distance from the end of the sleeve of the protective tube of the auto-regulator screw 574B, RTRP-675, RTRP-675M, to the connecting thread on the auto-regulator screw is at least 250 mm when leaving the point of formation and turnover and at least 150 mm when checking at waypoints technical inspection.

When using other types of automatic regulators, the minimum length of the regulating element of the automatic regulator when leaving the point of formation and turnover and when checking at intermediate points of technical inspection must be indicated in the operating manual for a specific car model.

The angles of inclination of the horizontal and vertical levers must ensure the normal operation of the linkage up to the limit wear of the brake pads. In the released state of the brake, the leading horizontal lever (horizontal lever on the side of the brake cylinder rod) must be inclined towards the bogie;

Brake cylinder outlets, which must be within the limits specified in Table III.1 of this Regulation.

The thickness of the brake pads (linings) and their location on the wheel tread.

The thickness of the brake pads for passenger trains must be able to proceed without replacement from the point of formation to the point of return and back, and is established by local rules and regulations based on experience.

The output of the pads from the tread surface beyond the outer edge of the wheel is not allowed.

The minimum thickness of the pads at which they are subject to replacement is set depending on the length of the warranty section, but not less than: cast iron - 12 mm; composite with a metal back - 14 mm, with a mesh-wire frame - 10 mm (blocks with a mesh-wire frame are determined by the ear filled with friction mass).

Check the thickness of the brake pad from the outside, and in case of wedge-shaped wear - at a distance of 50 mm from the thin end.

In case of wear of the side surface of the shoe on the side of the wheel flange, check the condition of the traverse, brake shoe and brake shoe suspension, eliminate the identified shortcomings, replace the shoe;

Ceramic-metal overlays with a thickness of 13 mm or less and composite overlays with a thickness of 5 mm or less along the outer radius of the overlays must be replaced. Wedge-shaped wear of linings is not allowed.

Table III.1- Outlet of the rod of the brake cylinders of passenger cars, mm

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

2 The output of the brake cylinder rod with composite pads on passenger cars is indicated taking into account the length of the clamp (70 mm) installed on the rod.

3 The outlets of the brake cylinder rods for other types of cars are installed in accordance with the manual for their operation.

On passenger cars with disc brakes, additionally check:

The total clearance between both linings and the disc on each disc. The gap between both pads and the disc should be no more than 6 mm. On wagons equipped parking brakes, check clearances when releasing after emergency braking;

No air passage check valve on the pipeline between the brake line and the additional feed tank;

The condition of the friction surfaces of the discs (visually with the broach of the cars);

Serviceability of signaling devices for the presence of compressed air pressure on board the car.

20 It is forbidden to install composite blocks on cars, the linkage of which is rearranged for cast-iron blocks (i.e., the tightening axes of the horizontal levers are located in the holes located farther from the brake cylinder), and, conversely, it is not allowed to install cast-iron blocks on cars, the linkage of which rearranged for composite pads, with the exception of wheel pairs of passenger cars with gearboxes, where cast-iron pads can be used up to a speed of 120 km/h.

21 Passenger cars operated on trains with speeds over 120 km/h must be equipped with composite brake pads.

22 When inspecting the train at a station where there is a maintenance point, the wagons must have all malfunctions of the brake equipment, and parts or devices with defects replaced with serviceable ones.

If a malfunction of the brake equipment of cars is detected at stations where there is no maintenance point, it is allowed to follow this car with the brake off, provided that traffic safety is ensured to the nearest maintenance point.

23 At the points of formation and turnover of passenger trains, car inspectors are required to check the serviceability and operation of the parking (hand) brakes, paying attention to the ease of actuation and pressing of the blocks to the wheels.

The same check of the parking (manual) brakes must be carried out by car inspectors at stations with maintenance points preceding steep long descents.

24 Check the distance between the heads of the connecting sleeves of the brake line with electric lugs and the plug connectors of the inter-car electrical connection of the lighting circuit of the cars when they are connected. This distance must be at least 100 mm.

Annex 2

Brake standards for freight and passenger trains. The sequence of trains with missing brake pressure

All trains departing from the station must be provided with a single minimum pressure of the brake shoes (per 100 tf of weight of the train or train) in accordance with the standards for brakes approved by the Ministry of Railways (Appendix 2 of the Instruction for the Operation of Brakes of the Rolling Stock of Railways TsT-TsV-TsL- VNIIZhT \ 277; Appendix 1 to the Directive of the Ministry of Railways of Russia No. E-501u dated 03.27.01):

• freight loaded, freight trains empty with the number of axles more than 400 to 520 (inclusive) and refrigerated trains for speeds up to 90 km/h - 33 tf;
• empty cargo up to 350 axles for speeds up to 100 km/h - 55 tf;
• passenger train for speeds up to 120 km/h - 60 tf;
• refrigerated train for speeds over 90 to 100 km/h - 55 tf;
• refrigerated train for speeds over 100 to 120 km/h - 60 tf;
• freight-passenger train, empty freight train with the number of axles from 350 to 400 (inclusive) for speeds up to 90 km/h - 44 tf.

Passenger trains, in exceptional cases, in case of failure of the EPT along the route and the transition to pneumatic brakes, are allowed to proceed with a decrease in the maximum allowable speed (130, 140, 160 km/h) by 10 km/h.
Freight trains, which include wagons with an axle load of 21 tons and automatic brakes are all on, can run at a set speed:

• with a brake pressure of less than 33 tf, but not less than 31 tf per 100 tf of train weight and if the train contains at least 75% of cars equipped with composite brake pads, with air distributors switched on to the average mode;
• with a brake pressure of less than 31 tf, but not less than 30 tf per 100 tf of train weight and if the train contains at least 100% of cars equipped with composite brake pads, with air distributors switched on to the average mode.

Trains with a brake pressure of 100 tf less than the single smallest weight with the automatic brakes of all cars on, as well as when the brakes of individual cars are turned off along the way, are allowed to send and pass:

• freight and refrigerated trains moving at speeds up to 80 km/h, with a pressure of at least 28 tf per 100 tf of train weight;
• freight trains with an empty wagon train of up to 350 axles, moving at speeds of more than 90 to 100 km/h, with a load of at least 50 tf per 100 tf of train weight;
• passenger trains traveling at speeds up to 120 km/h, with a pressure of at least 45 tf per 100 tf of train weight;
• freight-passenger trains circulating at speeds up to 90 km/h, with a pressure of at least 38 tf per 100 tf of train weight;
• refrigerated trains moving at speeds of more than 90 to 120 km/h, with a pressure of at least 50 tf per 100 tf of train weight.

At the same time, the speed of a passenger train must be reduced by 1 km/h for each ton of missing brake pressure per 100 tf of weight on sections with a slope of less than 0.006, by 2 km/h for each ton of missing brake pressure per 100 tf of weight on sections with a slope of 0.006. The speed of other trains must be reduced by 2 km/h for each ton of missing brake pressure per 100 tf of weight. The speed determined in this way, which is not a multiple of 5 km/h, shall be rounded up to a multiple of five, the nearest lower value. By the same amount, reduce the speed of traffic lights with yellow light.
In the event of a decrease in the braking pressure of trains less than the single smallest due to the switching off of faulty automatic brakes for individual cars along the way, it is allowed to let such trains go to the first station where there is a maintenance point (PTO) of cars.
In exceptional cases, due to the failure of automatic brakes for individual cars along the route, the train can be sent from an intermediate station to the first station where there is a maintenance of cars, with a brake pressure less than established by the standards, provided that there are slopes not steeper than 0.010 in this section, with the issuance to the driver speed limit warnings.
The order of departure and following of such trains is established by the order of the head of the road. The speed of movement of freight and refrigerator trains when pressed is less than 28 tf per 100 t of train weight, but not less than 25 t; of a passenger-and-freight train when pressing less than 38 tf per 100 t of train weight, but not less than 33 tf - should be no more than 55 km/h.
Departure of a freight or refrigerated train is prohibited when the brake pressure is less than 25 tf per 100 tf of weight, a freight-passenger train - less than 33 tf per 100 tf, and a passenger train - less than 45 tf per 100 tf. The repair of the brakes in the train is carried out by inspectors who are sent from the nearest maintenance department of the cars.
The calculated pressures of the brake shoes are indicated in the operating instructions for the brakes of the rolling stock of railways for wagons in Table. 1, and for locomotives, multiple unit rolling stock and tenders in Table. 2 applications 2.
The actual weight of freight, mail and baggage cars in trains is determined according to train documents, the accounting weight of locomotives and the number of brake axles - according to Table. 3 apps 2.
The weight of passenger cars is determined according to the data printed on the body or channel of the cars, and the load from passengers, hand luggage and equipment is taken:

• for SV and soft cars for 20 seats- 2.0 tf per wagon;
• other soft - 3.0 tf, compartment - 4.0 tf;
• compartments with seats, non-compartment reserved seats and dining cars - 6.0 tf;
• for interregional carriages in fast and passenger trains - 7.0 tf; non-compartment non-reserved seats - 9.0 tf

The total braking pressure of the pads in a loaded freight train is determined by summing the pressures of the pads on each axle of all cars in the train, and for an empty passenger and freight train, the pressure of the locomotive is taken into account. In freight trains, the weight of the locomotive and its brake pressure are not taken into account, because its weight is no more than 10% of the weight of the train, and the pressing of the blocks is 100 tf of weight more than that of the wagons. However, on slopes of 0.020 or more, the weight and brake pressure of the locomotive are taken into account.
To keep in place after stopping on the stretch in the event of a malfunction of the auto brakes, freight, cargo-passenger and mail-luggage trains must have hand brakes and brake shoes in accordance with the standards specified in Table. 4 applications 2. If there are not enough hand brakes in the train, then they are replaced by brake shoes at the rate of one shoe for three brake axles with an axle load of 10 tf or more, or one shoe per axle when installed under a wagon with a lower axle load.

The order of placement and inclusion of automatic brakes in trains

Automatic brakes of all wagons in a train departing from a station where there is a wagon maintenance point, as well as from a train formation station or a mass loading point, must be switched on.
Disabling a serviceable wagon brake is possible only in cases provided for by the MPS. Moreover, there should be no more than eight axles in the train with the brakes turned off and a flying highway in one group, and in the tail of the train in front of the last two brake cars - no more than four axles.
In case of failure of the auto brakes of one of the two tail cars, shunting work is performed at the nearest station to place two cars with serviceable auto brakes in the tail of the train. If the air distributor of the tail car of the electric train fails, it must be replaced at the nearest station by a serviceable air distributor of the neighboring car.
Passenger trains must be operated on electric pneumatic brakes, and if there are RIC-size cars in the composition - on pneumatic brakes. If a passenger train has one car with an KE air distributor, it can be turned off if the value of a single brake pressure is provided in accordance with the established standard. As an exception, it is allowed to attach no more than two passenger cars to the tail of a passenger train on an EPT that are not equipped with an EPT, but with a serviceable automatic brake.
Freight wagons are not allowed on passenger trains, except as provided for by the PTE. In freight and passenger-and-freight trains, the combined use of air distributors of freight and passenger types is allowed. If in freight train no more than two passenger cars, then their air distributors can be turned off (except for two tail cars).