Auto brake equipment of rolling stock. Freight wagon mechanical brake equipment Freight wagon brake equipment

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Ministry of Railways of Russia

RUSSIAN STATE OPEN

TECHNICAL UNIVERSITY OF COMMUNICATIONS (RGOTUPS)

Test

discipline Fundamentals of technical diagnostics

"Brake equipment of freight cars"

Student Nesterov S.V.

Saratov - 2007

Brake equipment is used to reduce the speed of the car and stop it in a given place.

The most important parameter of the efficiency of the braking system is its braking coefficient or the length of the path that a car moving at a given speed will cover from the moment the braking starts to a complete stop. The design of the brake equipment is very diverse. However, if we consider it as an automated system, then we can select a number of blocks combined into a single block diagram (Fig. 1).

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Rice.1. Structuralschemebrakeequipment

The brake system works as follows. The control unit 1 ensures that the brake system is charged with compressed air through the brake line (link unit 2) and, if necessary, gives a signal to start braking or releasing. The control signal is received by the air distributor 3, which, using the auto mode 4, activates the brake cylinder 5 with a lever transmission and an automatic regulator 6. The force from the brake cylinder is transmitted to the friction pair 7, which ensures the absorption of the kinetic energy of motion, i.e. wagon braking. The braking process of the wheelset 9 is controlled and regulated by the anti-skid device 8. Therefore, the efficiency of the braking system is ensured by the high-quality functioning of all units. Moreover, the predominantly serial connection of blocks makes such a system very vulnerable, since the failure of one of the blocks leads to the failure of the entire system. This feature of the operation of braking equipment requires a clear organization of the system for diagnosing and Maintenance.

Functional diagnostics of the effectiveness of the automatic brakes is carried out during the movement of the train (after departure to the station) mainly on a flat straight section of the track at a speed of 40-60 km/h. To do this, the driver performs trial braking of the train, usually by reducing the pressure in the brake line by 0.03-0.04 MPa. If a sufficient braking effect is not obtained within 20-30 seconds in freight trains, then emergency braking is performed and other measures are taken to stop the train, since the brakes do not function correctly. Experienced drivers can determine the braking coefficient by the train deceleration rate.

For example, in the United States, the following system for diagnosing train brake systems began to be applied on an experimental basis. On the last car of the train and in the driver's cab, electronic units with microprocessors are installed, which interact with each other via radio communication. According to the corresponding program, pressure and leaks from the brake line in the head and tail of the train, the process of braking and release are monitored. At the request of the driver, this information is displayed on the display located in the driver's cab.

AT wagon economy At service points, quasi-functional diagnostics of brake equipment by structural parameters is widely used, which is called full and reduced testing of brakes. The essence of testing is as follows.

After charging the brake network of the train to the set pressure, the tightness of the air line is checked. To do this, for example, in freight trains, the driver's crane is set to the position II and measure the time of pressure drop in the main tanks with the compressors off by 0.05 MPa. The time rate is set depending on the volume of the main tanks and the length of the train in the axes.

After checking the tightness of the train line, the brakes are monitored. To do this, the stage of braking is performed by reducing the pressure in the line by 0.06-0.07 MPa and the handle of the driver's crane is set to the position of shutting off with power. All air distributors of the train must act on braking and not spontaneously release during the entire time of the test. The control of the action of the brakes is carried out by the inspectors of the cars, who, according to the structural diagnostic parameters, evaluate the technical condition of the brake equipment. The diagnostic parameters in this case are: the output of the brake cylinder rod, the pressing of the pads to the wheels, the correct location of the gear levers, the absence of intense air leaks in the elements of the brake equipment. If it is established that the brake system has worked normally for braking, then a signal is given to release the brakes and the driver's crane is moved to the position II. The release of the brakes is monitored. The correctness of the vacation is checked by the return of the rods to the cylinders, brake pads from the wheels, the absence of intense leaks, in that case from the air distributors.

Rice. 2. Schemepointscentralizedtestingbrakes

At the end full testing brakes fill out a certificate of brakes form VU-45. At large PTOs, there are centralized testing points for diagnosing brakes (Fig. 2). Two point schemes have become widespread. In Scheme A, all diagnostic equipment is located in the room of the checkpoint, and pipelines with end valves 1, 2, 3, 4 are connected to the Pit to connect the brake network of the trains and a two-way loudspeaker. The testing of the train brakes is controlled by the operator of the centralized point, who performs it according to the algorithm described above.

In Scheme B, autonomous semi-automatic devices 5, 6, 7, 8 are installed at each intertrack for diagnosing automatic brakes according to the corresponding program. The compressed air supply and cable lines are centralized, through which the diagnostic results are recorded on the equipment of point B. The point operator actually controls the actions of semiautomatic devices and car inspectors, and also decides on the volume repair work and maintain appropriate records. As can be seen from the described procedure for the complete testing of the brakes, this process is quite lengthy, which makes it difficult to service trains, especially long trains, and increases their downtime at the maintenance station. To reduce the process of diagnosing brakes, VNIIZhT researchers have proposed two methods. The essence of the first method is that it is recommended to control the density of the line by measuring the flow of compressed air in the process of charging the brake network. Indeed, as operating experience shows, air leaks in the composition are concentrated mainly in places where end valves, connecting sleeves, tees, dust collectors, couplings are located. Therefore, the state of the brake line is essentially characterized by a transit flow caused by leaks concentrated in the indicated places. Therefore, by measuring the air flow when charging the brake network, you can first observe high flow, going to charge spare tanks, and then gradual stabilization of compressed air consumption. This stabilized level of air flow actually goes to replenish the leaks. Evaluating it depending on the length of the train, it is possible to determine whether the density of the brake line meets the established standards.

The second way is that the tightness of the brake line is checked after the braking stage. In this case, the wagon air distributors are activated and disconnected from the brake line. Therefore, if 15-20 seconds after braking, leaks are checked, they will characterize the density of the brake line of the train. This means that in this case it is also possible to combine two procedures for testing the brakes and reduce the time of the entire diagnostic cycle.

With reduced testing of the brakes, the diagnostic algorithm is greatly simplified. After charging the brake network, a braking stage is performed and the operation of the brakes of only the tail cars is controlled. If the brakes of the tail cars have worked, then the brakes are released and the quality of the release of the brakes of the tail cars is controlled. Consequently, with a reduced test of autobrakes, the actual integrity and serviceability of the brake line of the train and, with a certain probability, the operation of all brakes are checked when the brakes of the tail cars are activated.

Air distributors and auto modes

The method for diagnosing air distributors can be considered using the example of testing freight car devices. On the test stand, four parameters of the functioning of the main part of the air distributor and three parameters of the main part are controlled.

Moreover, tests of the diagnosed, for example, main part are carried out together with the reference main part of the same type of air distributor. Subsets used as references must comply in all respects with the requirements of the manufacturer's instructions. When testing, the operation of the main part is checked in a flat loaded mode according to the following parameters: charging time of the spool chamber; softness of action; the clarity of functioning at the degree of braking and vacation. The main part of the air distributor is checked in the mountain empty and loaded modes. In this case, the main attention is paid to the control of the charging time of the reserve tank, the correct operation of the non-return supply valve, filling and dispensing of the brake cylinder (time and pressure). At present, a test bench with automatic program control of the StVRG-PU type is being introduced at auto-brake checkpoints (St - stand, VRG - cargo air distributors, PU - with program control).

The stand works as follows. The test and reference parts of the air distributor are installed on the counter flanges of the stand and fixed with pneumatic clamps. The stand is charged and the software control unit is switched on. The step searchers of the program block, which are in the initial position, turn on the corresponding electro-pneumatic measuring instruments and start testing the air distributor according to the unconditional diagnostic algorithm. Electrocontact pressure gauges measure the pressure in the tanks and air distributor chambers, and time interval counters record the time (in seconds) of filling or emptying the tanks. The memory block also remembers the information and stores it until the end of the check.

If at any stage of diagnostics the measured parameters go beyond the established norms, then the tests automatically stop and the red signal lamp lights up. The indication block indicates on which operation a defect was detected. This allows you to quickly determine which air distributor assembly is faulty.

freight car braking equipment

auto modes.

Diagnosis of auto modes is carried out on the stand (Fig. 3). The stand consists of a pneumatic clamp, in which auto mode 1 is set and connected to tank 6 and through valve 2 to tank 3. Reducer 4, receiving power from compressed air line 7, maintains the specified pressure in tank 3. In turn, the tank 6 is equipped with a valve 5 with a calibrated hole. Imitation of the operation of auto mode 1 at different loadings of the car is carried out by cylinder 9 using crane 8.

Rice. 3. Schemeboothfordiagnosingauto modes.

Diagnosis of auto mode is performed in the following sequence. First, the reducer 4 sets the pressure in the tank 3 to 0.3 - + 0.005 MPa, i.e. tank 3 will simulate the operation of the car brake air distributor. Auto mode 1 is set to work in empty mode, i.e. with a gap between the head and the cylinder rod 9 in the released state d? 1 mm. Valve 2 is opened, and compressed air from reservoir 3 through auto mode 1 enters reservoir 6, which plays the role of a brake cylinder. In the brake reservoir 6, a pressure of 0.125 - 0.135 MPa should be established. This concludes the first stage of testing. At the second stage, valve 2 is closed, and compressed air is released from tank 6 into the atmosphere. Cylinder 9 is supplied with compressed air from line 7 by means of valve 8. Cylinder 9 is triggered and lowers the head of auto mode 1 by 24 - + 1 mm, i.e. switches it to medium mode. Next, the reducer 4 sets the initial pressure in the tank 3, open the valve 2 and measure the pressure in the brake tank 6, which should be 0.3 MPa. The time of movement of the damper piston of the auto mode down when air is released from the cylinder 9 should be within 13-25 seconds. In the same order, the operation of the auto mode is controlled at other loadings of the car, as well as when simulating a leak from the brake cylinder by opening a calibrated hole in the valve 5 of the tank 6.

Leverage auto-adjusters

The effectiveness of the brake system depends largely on the correct operation of the brake cylinder and linkage. The output of the rod of the brake cylinder must be within the limits provided for by the instructions of the MPS. An increase in the output of the rod in excess of the established norm leads to a decrease in the efficiency of the brake, since the pressure in the brake cylinder will be lower than the calculated value. Small rod extensions with non-direct acting brakes cause an overpressure in the brake cylinder, which can cause wheel seizure.

The output of the brake cylinder rod depends not only on the wear of the brake pads, but also on the correct adjustment of the linkage and its rigidity. The brake linkage must be adjusted so that, when braked, the horizontal levers occupy a position close to the perpendicular rod of the brake cylinder and rods. The vertical arms on the bogie should have approximately the same slope, and the suspension and chocks would form approximately a right angle between the suspension axle and the direction of the radius of the wheel passing through the center of the lower suspension pivot.

The rigidity of the transmission should not be below the norm. For example, on a freight car with a brake cylinder with a diameter of 14 and a gear ratio n rp = 11.3, the rod output in the empty mode is 110 mm, in the middle mode - ? 120 mm, and loaded -? 135 mm. To ensure automatic control of the linkage, auto-regulators are used, for example, 536 M, 574 B, and a pneumatic regulator RB 3. The leverage regulators are checked on the stand (Fig. 4). The stand consists of a brake cylinder 1 connected to a lever transmission, consisting of a horizontal lever 2, a tested regulator 4, a limiter 3, a simulator of the elasticity of the brake gear 5, a vertical lever 6 with a brake shoe, a wheel simulator 7 with an adjusting screw 8. Brake cylinder rod output 1 is measured by the device 9. By adjusting the position of the wheel simulator 7 with the screw 8, it is possible to reduce the gap between the wheel and the block. Therefore, the stand simulates the operation of a lever transmission on a car. The regulator is tested on the stand according to the algorithm.

Rice. 4. Schemeboothfordiagnosingautoregulatorslevertransmission.

From the beginning, set the regulator to its original position, i.e. when the linkage is adjusted correctly and the regulator should not act on either the dissolution or the contraction of the gear. In this position, the dimension a from the protective tube to the control mark on the screw shank must be between 75 and 125 mm. After that, the positional stability of the regulator is checked. For this, a longitudinal line is applied with chalk on the pipe and the thrust of the regulator screw and a number of successive braking cycles - vacation are simulated on the stand. For a working regulator, the protective tube in this position should not rotate relative to the screw, i.e. the size of a should not change. Next, check the action of the regulator for dissolution. To do this, by turning the control pipe, screw the regulator nut onto the screw by 1-2 turns and thereby reduce the size a. The braking process is simulated on the stand and the regulator must restore the initial size a, and during subsequent braking it should not change. At the next stage, the action of the regulator for contraction is checked. To do this, the adjusting nut is turned 1-2 turns to increase the dimension a, i.e. "dissolve" the transfer. After each braking, the dimension a must decrease, which is observed on the chalk line "measured by the device" marked on the protective tube and rod.

Anti-skid devices

The main function of these devices is to prevent jamming of wheel sets during braking. The anti-skid device consists of an axial sensor mounted on the axle box of the wheelset; a safety valve located on the car body and connected to the axial sensor by a flexible hose; exhaust valve located next to the brake cylinder. The devices work as follows. The axle sensor, when the wheelset is jammed, sends a signal to the safety valve, which acts as an amplifier and actuates the exhaust valve. Through the exhaust valve, the compressed air from the brake cylinder is released into the atmosphere and the brake is released for a short time. As soon as the speed of the wheelset is restored, the braking process resumes, and so on.

Three types of anti-skid devices have been used on wagons: inertial type, improved for international wagons, and electronic. Anti-skid devices of the inertial type are triggered when the rotational movement of the wheel tread is slowed down by 3-4 mm per second. Included with advanced anti-skid device type MWX includes 4 axial sensors MWX2, two actuating valves MWA15 and four safety valves. Thus, the devices control the speed of rotation of all four wheelsets of the car.

Electronic anti-skid kit includes the electronic unit, four tachogenerators installed on each axle of the wheelset, and four reset electro-pneumatic valves.

Rice. 5. schemeboothfordiagnosingantiskiddevices.

Power is supplied from a rechargeable battery. Despite the design differences, all types of anti-skid devices actually have similar structural schemes and they are controlled on the stand (Fig. 5). The stand for checking the anti-skid device includes: base 1, on which the axle box 2 with the sensor 3 of the anti-skid device is fixed; brake shoe 4 with cylinder 6, which is mounted on frame 5; rotator 7 with V-belt transmission; relief valve 8; air distributor 9; brake line 10; spare tank 11; brake cylinder 12, and simulator 13 linkage, in the form of an elastic element. The diagnostic technique is as follows. The stand is turned on and with the help of the rotator 7 with V-belt transmission, the specified frequency of rotation of the axle neck of the wheelset with the flywheel is reproduced. Compressed air is supplied to the cylinder 6, which receives the brake shoe 4 to the flywheel. The braking process begins. The anti-skid test is carried out from the beginning under normal braking, i.e. deceleration of the wheelset speed less than 3 m/s 2 . In this case, the anti-skid device should not work. Next, the jamming of the wheelset is simulated, i.e. the process of stopping the flywheel occurs with a deceleration of more than 3-4 m/s 2 . In this case, the sensor 3 of the anti-skid device should work to turn off the brake system, turn on the relief valve 8, which connects the brake cylinder 12 to the atmosphere. The pressure is released from the cylinder 6 and the process of rotation of the wheelset axle is resumed. At this time, the valve 8 closes and the air distributor 9 connects the reserve tank 11 with the brake cylinder 12, simulating the braking process. Then, the operation of the anti-skid sensor 3 is reproduced again, and so on.

It should be noted that the described stand consists, as it were, of two parts: the first, which simulates the jamming of the wheelset and the operation of the sensor, and the second, which reproduces the operation of conventional elements of braking equipment - an air distributor, a spare tank, a brake cylinder and a lever transmission.

Diagnosis is carried out according to the parameters of the deceleration at which the sensor is triggered, the time of emptying and filling the brake cylinder, the flow of compressed air from the reserve tank during repeated operation of the anti-skid device, and others. The anti-skid device is adjusted so that it ensures the prevention of jamming of the wheelset with a minimum decrease in the braking efficiency of the entire system.

Magnetic rail brake

Such brakes are mainly used as additional brakes for emergency braking of high-speed trains. Electromagnetic shoes are located on both sides of the cart in the space between the wheels. Each such shoe, when the brake is released, is held above the rails by springs mounted in vertical pneumatic cylinders with guides. The shoes are also equipped with shock absorbers and cross links.

During emergency braking, compressed air is supplied to the cylinders that lower the shoes onto the rails, and at the same time, current from the batteries is supplied to the windings of the solenoids of the shoes. Electromagnets are attracted, and there is friction of the shoes on the rails, which ensures the braking of the cars.

Rice. 6. Schemeboothfordiagnosingmagnetic railbrakes.

Checking the efficiency of the magnetic rail brakes is carried out on the stand (Fig. 6). For testing, the magnetic rail brake unit 1 is mounted on rotating metal circles 2, which imitate a moving rail track, and fixed with ties 3 to fixed supports. Perform a series of cycles braking - release. Braking efficiency is measured by the power consumption of electric motors rotating circles 2. When checking, they also measure the response time of the shoes for braking and release, control the efficiency of the lifting devices, dampers and connections.

Occupational safety requirements for the repair of brake equipment of freight cars

1. Repair of brake equipment must be carried out in accordance with the repair and technological documentation, the requirements of the Instruction for the Repair of Brake Equipment of Cars by specially trained locksmiths under the supervision and guidance of a foreman or foreman.

2. Before changing air distributors, exhaust valves, parts of brake equipment, reservoirs, supply pipes to the air distributor, before opening the brake cylinders and adjusting the leverage, the air distributor must be turned off, and the air from the spare two-chamber reservoir must be released.

3. Contraction of the brake linkage, when adjusting it, should be done using a special tool. To align the holes in the heads of the rods and the levers of the brake linkage, it is necessary to use a barb and a hammer. It is forbidden to check the coincidence of the holes with your fingers.

4. When purging the brake line, in order to avoid hitting the connecting sleeve, hold it with your hand near the connecting head.

5. Before disconnecting the connecting sleeves, the end valves of adjacent cars must be closed.

6. To disassemble the piston after removing it from the brake cylinder, it is necessary to compress the spring with the brake cylinder cover so much that it is possible to knock out the rod head pin and remove the cover, gradually releasing it until the spring is fully decompressed.

7. Before separating the piston rod head of the brake cylinder and the horizontal arm, the air distributor must be turned off, and the air from the spare and two-chamber reservoir must be released. Removal and installation of the piston of the brake cylinder must be carried out using a special tool.

8. Before changing the end valve, it is necessary to disconnect the brake line of the freight car from the power source.

9. When repairing brake equipment under a freight car, it is forbidden to be at the head of the piston rod of the brake cylinder on the side of the rod outlet and touch the head of the rod.

10. It is forbidden to tap the reservoirs of the working chamber and the air distributor during their cleaning, as well as to unscrew the plugs of brake devices and reservoirs under pressure.

11. Special installations and air columns for testing auto brakes and other purposes must be equipped with connecting heads. When testing auto brakes, it is forbidden to carry out repair work running gear frame, auto-brake device for brakes of freight cars.

12. When repairing equipment under a freight car, it is prohibited to sit on the rail.

Literature

1. Sokolov M.M. Wagon diagnostics.

2. Sergeev K.A., Gotaulin V.V. Fundamentals of technical diagnostics.

3. Birger I.A. Technical diagnostics. M: Mechanical engineering.

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Lever transmission of passenger cars.

The main part of the all-metal passenger cars it is equipped with a lever transmission of a shoe brake with a cylinder with a diameter of 35 mm and double-sided pressing of the shoes. The characteristics of such linkages are given in table. 8.2.

Table 8.2

Characteristics of lever gears of passenger cars

Note. In the numerator there are values in the presence of cast-iron blocks, in the denominator - composite ones.

The lever transmission of a passenger car differs from the transmission of freight cars in that instead of triangels, traverses are used, on the trunnions of which shoes with brake shoes are installed . Vertical levers and puffs are suspended from the frame on hangers.

Pressing of brake pads is bilateral; vertical levers are located in two rows on the sides near the wheels.

Traverses with shoes and blocks are suspended on single hangers , the ears of which pass between the sides of the shoes. In addition to horizontal levers, there are intermediate levers , connected with vertical levers by rods.

Brake shoes are supplied with a locking device consisting of a leash with a spring, nuts and a cotter pin. With the help of this device, a shoe with a block, when the brake is released, is held at a certain distance from the surface of the wheel

In case of disconnection of rods, levers and traverses or their breakage, safety brackets are provided to prevent parts from falling onto the track.

Leverage adjustment is carried out by an automatic rod-driven regulator . For manual adjustment of the linkage, holes are provided in the heads of the rods and turnbuckles .

Unlike freight cars, each passenger car is equipped with a manual brake, which is located in the tambour on the side of the conductor's compartment. The hand brake drive consists of a handle , which is placed in the vestibule of the car, screw , pairs of bevel gears and thrust , connected to the lever, which is articulated by a rod with a lever and further by a rod with a horizontal lever.

When setting composite pads, the leading arms of the horizontal levers are changed by rearranging the spacer rollers into the holes closest to the brake cylinder. To maintain the gap between the wheel and the block within the established limits, the leverage is adjusted.

Manual adjustment is carried out by moving the rollers into the spare holes of the brake rods for freight cars and with the help of turnbuckles for passenger cars.

Semi-automatic adjustment is carried out using devices in the form of a screw or a gear rack with a dog, mounted on rods or near the dead points of the levers and allowing you to quickly compensate for pad wear. Such adjustment is used on electric locomotives ChS and diesel locomotives 2TE1.

Automatic adjustment is performed by a special regulator as the brake pads wear out.

The brake lever must be adjusted so that:

In the inhibited state, the horizontal levers occupied a position close to the perpendicular rod of the brake cylinder and rods;

The vertical arms on each wheelset had roughly the same slope;

Suspension and pads formed approximately a right angle between the suspension axis and the direction of the radius of the wheel passing through the center of the lower suspension hinge.

This time-consuming process of manual control is eliminated when equipping the rolling stock automatic regulators brake linkage. The regulator provides a constant average clearance between the block and the wheels, therefore, compressed air is more economically consumed during braking, the braking process proceeds more smoothly throughout the train and losses in brake efficiency are eliminated (especially when the piston rests against the brake cylinder cover).

Depending on the drive, regulators are divided into mechanical and pneumatic. Mechanical automatic regulators are equipped with rocker drives, rod or lever . The rod drive is simple in design and easy to maintain, but the compression losses of the autoregulator return spring cause a significant decrease in braking efficiency, especially in empty mode and composite pads.

The use of a lever drive is caused by the desire to reduce the influence of the autoregulator return spring. On passenger cars, it is a small fraction of the braking force and practically does not reduce the brake pressure. On freight cars with composite pads in the empty mode, this force reduces the amount of brake pressure by 30-50%. Therefore, only a lever drive is used on freight cars. The rocker drive has not been widely used in railways ah Russia.

The pneumatic actuator retracts the linkage after the output of the brake cylinder rod exceeds a certain value determined by the design of the regulator.

Pneumatic regulators are usually single-acting, while mechanical regulators are single-acting and double-acting.

The work of the double-acting auto-regulator lies in the fact that it automatically dissolves the linkage by the required amount in the event of a decrease in the gaps between the pads and wheels and automatically tightens it when the gaps increase.

The head is screwed into the body and locked with a bolt. A protective tube is inserted into the head and secured in it with a locking ring and a rubber ring. A sleeve with a nylon ring is installed at the end of the protective tube , protecting the regulator from contamination. In the body of the auto-regulator there is a traction cup, in which the auxiliary and adjusting nuts with thrust bearings and springs are installed.

A cover and a bushing are screwed into the traction cup, which are locked with screws. The conical part of the rod enters the traction sleeve, and at the other end of the rod, an eye is screwed, which is locked with a rivet. The return spring rests on the conical surface of the draft cup sleeve and the housing cover. The adjusting and auxiliary nuts are screwed onto the adjusting screw, which has a three-start non-self-locking thread with a pitch of 30 mm. The adjusting screw ends with a safety nut fixed with a rivet that prevents the screw from completely unscrewing from the mechanism.

The case of the autoregulator conv. No. 574B does not rotate. This reliably protects its mechanism from moisture and dust ingress, makes it possible to install safety devices that exclude bending of the adjusting screw and the tendency to self-dissolve at high speeds and vibrations, which occurred with a double-acting automatic regulator conv. No. 53. With manual adjustment, the outlet of the brake cylinder rod is reduced by simply rotating the body of the auto-regulator conv. No. 574B, without reconfiguring the drive.

For normal operation auto-regulator, it is necessary to observe the distance between the drive stop and the auto-regulator body - size BUT. It determines the amount of output of the rod of the brake cylinder during braking. Size value BUT depends on the type of drive of the auto-regulator, the value of the gear ratio of the leverage, the dimensions of the shoulders of the horizontal levers and the gap between the wheel and the block, with the brake released.

The value of size A is calculated by the formulas:

With a lever drive (Fig. 8.25, a)

With a rod drive (Fig. 8.25, b)

where: A is the distance between the drive stop and the autoregulator housing;

n- gear ratio linkage;

k - clearance between the wheel and block with the brake released;

m - the sum of the gaps in the hinges of the levers;

a, b, c - dimensions of lever arms.

The second controlled dimension is the margin of the working screw (the distance from the control mark on the stem of the adjusting screw to the end of the protective tube). If the screw margin is less than 150 mm for a freight car and 250 mm for a passenger car, it is necessary to replace the brake pads and adjust the leverage.

The size BUT and propeller stock for cargo, refrigerated and passenger are given in Table. 8.5.

Table 8.5

Reference values of the distance "A" between the drive stop and the body of the auto-regulator on freight, refrigerator and passenger cars.

Wagon type	Type of brake pads	Distance "A", mm	Screw stock, mm
Lever drive	Rod drive
cargo 4-axle	composite cast iron	35 - 50 40 - 0	- -	500 - 575 500 - 575
8 axles	compositional	30 -50	-	500 - 575
Refrigerated rolling stock: 5-, - and -car sections built by BMZ and GDR ARV	composite cast iron composite cast iron	-0 40 -75 - -	55 -5 0 -0 0 - 0 130 - 150
Pass. wagons with containers: 5 - 53 t 52 - 48 t 47 -42 t	composite cast iron composite cast iron composite cast iron	- 45 50 - 70 - 45 50 - 70 - 45 50 - 70	0 - 130 90 - - 0 5 - 135 0 - 0 130 - 150	400 - 545 400 - 545 400 - 545 400 - 545 400 - 545 400 - 545

The action of autoregulator No. 574B. In the initial position, the brake is in the released state. The distance "A" between the drive stop and the end face of the regulator housing cover corresponds to the normal clearance between the wheel and the block.

The return spring presses the sleeve against the auxiliary nut. Between the end of the traction rod and the adjusting nut there is a gap "G", between the cup cover and the auxiliary nut - a gap "B".

Braking. With normal clearances between the wheel and the block (Fig. 8.28), the drive stop and the regulator body move towards each other, reducing the size "A". At the moment when a braking force of more than 150 kgf appears on the traction rod, the return spring is compressed, reducing the gap "B", the cone of the traction cup engages with the cone of the adjusting nut. Screwing nuts and thus does not occur.

The regulator works like a hard link. braking force is transmitted through the rod to the traction sleeve, through the adjusting nut to the screw and then to the brake rod. If the outlet of the brake cylinder rod is reduced, then at any pressure in the brake cylinder, a gap is maintained between the regulator body and the drive stop. The regulator works like a hard link.

When the brake cylinder rod extends more than the norm, the contact of the regulator housing cover with the drive stop occurs earlier than the contact of the brake pads with the wheel tread. Under the action of increasing forces in the brake cylinder, the rod, together with the traction cup, moves to the right relative to the body, nuts, screw and compresses the spring. In this case, the glass moves to the right until it comes into contact with the adjusting nut and the screw begins to move through it.

The auxiliary nut moves away from the regulator body together with the screw and, rotating under the action of a spring on its bearing, is screwed onto the screw until it comes into contact with the cover of the draft cup. The maximum amount of screwing on the auxiliary nut in one braking is 8 mm , which corresponds to wear of the brake pads by 1.0 - 1.5 mm for passenger cars and 0.5 - 0.7 mm for freight cars.

If the output of the rod of the brake cylinder exceeds the norm by more than a mm, then the final adjustment of the brake linkage is made during subsequent braking.

Vacation. The decrease in air pressure in the brake cylinder leads to a decrease in effort in the rods. The stop of the drive with the body of the auto-regulator moves to the right relative to the draft cup under the action of the spring until the head of the body and the auxiliary nut come into contact. Then the drive stop moves away from the housing cover, forming a gap "A", and the traction cup moves under the action of the return spring and opens the friction connection with the adjusting nut, which, under the pressure of its spring, is screwed onto the screw.

The movement of the adjusting nut continues until it rests against the auxiliary nut. The traction cup is shifted to the stop by the bushing into the conical tip of the rod, after which all parts of the auto-regulator return to their original position.

When adjusting the leverage 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, and on passenger cars - at the average value of the established rod output norms.

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Brake system of Russian Railways rolling stock.

To stop the train when it is moving on a straight horizontal section of the track, it is enough to simply turn off the traction motors of the locomotive (transfer the hydraulic transmission to the mode idle move), and after a certain period of time the train will stop due to the natural forces of resistance to the movement of the train. However, in this case, due to the force of inertia, the train will travel a considerable distance before stopping. To reduce this distance, it is necessary to artificially increase the forces of resistance to the movement of the train.
Devices used in trains to artificially increase the forces of resistance to movement are called braking devices(brakes), and the forces that create artificial resistance - 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. When the pads rub against the wheels, the smallest protrusions of the surface are destroyed, as well as the molecular interaction of the microroughnesses of the contacting surfaces. The friction of brake pads can be considered as the process of converting the mechanical work of friction forces into heat.

On the rolling stock of railways it is used five types of brakes: parking (manual), pneumatic, electro-pneumatic, electric and electromagnetic.
1. Parking brakes locomotives, passenger cars and about 10% of freight cars are equipped.
2. Pneumatic brakes all railway rolling stock is equipped with compressed air pressure up to 9 kgf/cm 2 on locomotives and 5-6.5 kgf/cm 2 on wagons.
3. Electropneumatic brakes(EPT) are equipped with passenger locomotives and wagons, electric and diesel trains.
4. Parking, pneumatic and electro-pneumatic brakes belong to the category of friction brakes, in which the friction force is created directly on the surface of the wheel, or on special disks rigidly connected to the wheel pairs
5. Electric brakes, which are often called dynamic, or reversible, due to the transfer of traction motors to the mode of electric generators, separate series of electric locomotives, diesel locomotives and electric trains are equipped.
Electric brakes are:
5.1. Recuperative- produced traction motors energy is fed back into the grid,
5.2. rheostatic- the energy generated by the traction motors is dissipated by braking resistors and
5.3. Recuperative-rheostatic- at high speeds, a regenerative brake is used, and at low speeds, a rheostatic brake.

Brake type	Max Speed (km/h)	Stopping distance on the site at maximum speed (m)	Coeff. efficiency brakes*
1. Passenger rolling stock (except motorcar)
1.1. Pneumatic with cast iron pads	120-160	1000-1600	8,3-10,0
1.2. Electropneumatic with composite pads	160	1300	8,1
1.3. Pneumatic with cast iron pads together with magnetic rail	150	460	3,1
1.4. Electropneumatic disk with composite pads and magnetic rail	200	1600	8,0
2. Freight rolling stock
2.1. Pneumatic with cast iron pads	80	800	10,0
2.2. Pneumatic with composite pads	100	800	8,0
2.3. Electropneumatic with composite pads	100-120	750-1000	7,5-8,3
3. Multi-unit rolling stock
3.1. Electropneumatic with cast iron pads	130	1000	7,7
3.2. Electropneumatic with composite pads	130	800	6,1
3.3. Electropneumatic disk with composite overlays and magnetic rail	200	1500	7,5

* Braking distance (m) per 1km/h top speed trains.

ROLLING STOCK BRAKES CHARACTERISTICS

PNEUMATIC BRAKES
Pneumatic brakes have a single-wire line (air line) laid along each locomotive and wagon for remote control air distributors for the purpose of charging spare tanks, filling the brake cylinders with compressed air during braking and communicating 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).
1. Automatic called such brakes, in which when the brake line breaks or the stop valve of any car is opened, braking occurs. Automatic brakes come into action (brake) due to a decrease in pressure in the line, and when the pressure in the line rises, the brakes are released.
2. Non-automatic called such brakes in which, when the brake line breaks, a release occurs. Non-automatic brakes come into action (brake) when the pressure in the pipeline rises, and when air is released from the pipeline, they release.

The operation of automatic brakes is divided into the following three processes:
1. Charger- the air pipeline (main) and spare tanks under each unit of the rolling stock are filled with compressed air;
2. Braking- the air pressure is reduced in the line of the car or the entire train to actuate the air distributors, and the air from the reserve tanks enters the brake cylinders; the latter actuate the lever brake transmission, which presses the pads to the wheels;
3. 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 recharging the spare tanks, communicating them with the brake line.

There are following types of automatic brakes:
1. Soft with flat tempering- work at different values of charging pressure in the line; at a slow rate of pressure reduction (up to 0.3-0.5 per minute) they do not come into action. (they do not slow down), and after braking, with an increase in pressure in the line by 0.1-0.3, they give a complete vacation (they do not have a stepped vacation);
2. Semi-rigid with mountain tempering- they have the same properties as soft ones, but for complete release it is necessary to restore the pressure in the line by 0.1-0.2 below the charging one (they have a stepped release);
3. Rigid- working at a certain charging pressure in the line; when the pressure in the line drops below the charging one, braking is performed at any pace. With pressure in the line outside the charging brake of the hard type, they do not come into action until the pressure drops below the charging one. The release of hard brakes occurs when the pressure in the line is restored by 0.1-0.2 higher than the charging one. Hard type brakes are used on sections of the Transcaucasian road with slopes steeper than 45 degrees.

Electropneumatic brakes.
Electro-pneumatic brakes are pneumatic brakes controlled by electric current.
Direct-acting electro-pneumatic brake with and without discharge of the brake line, used on passenger, electric and diesel trains. In this brake, the filling of the cylinders during braking and the release of air from them during the release are carried out regardless of the change in pressure in the line, i.e., similarly to a direct-acting pneumatic brake.
An electro-pneumatic automatic type brake with a supply and brake lines and with a discharge of the brake line during braking is used on some roads in Western Europe and the USA.
In these brakes, braking is carried out by discharging the brake line of each car through electric valves into the atmosphere, and release - by communicating it through other electric valves with an additional supply line. The processes of filling and emptying the brake cylinder are controlled by a conventional air distributor, as with an automatic pneumatic brake.

Classification of braking equipment.

The braking equipment of the rolling stock is divided into:
1. P neumatic, whose devices operate under compressed air pressure, and
2. M mechanical(brake linkage).
Pneumatic brake equipment according to its purpose is divided into the following groups:
1. Appliances food compressed air brakes;
2. Appliances management brakes;
3. Devices, braking;
4. AT air duct and fittings brakes.

1. Compressed air brake supply devices include:
1.1. Compressors;
1.2. Safety valves;
1.3. Pressure regulators;
1.4. Oil separators;
1.5. Main tanks;
1.6. Air coolers.

2. Brake control devices include:
2.1. Driver's cranes;
2.2. Auxiliary brake valves;
2.3. Brake interlock devices;
2.4. Dual thrust cranes;
2.5. Hitchhiking valves;
2.6. Vacation alarms;
2.7. Sensors for monitoring the state of the brake line;
2.8. Pressure gauges.

3. The group of devices that perform braking includes:
3.1. Air distributors;
3.2. auto modes;
3.3. Spare tanks;
3.4. Brake cylinders.

4. The air duct and fittings include:
4.1. Pipelines of highways;
4.2. Cranes;
4.3. Connecting sleeves;
4.4. Oil and moisture separators;
4.5. Filters and dust collectors.

When equipping the rolling stock with electro-pneumatic brakes, a source of electrical energy is added to the power devices (static converter, rechargeable batteries, electrical control and monitoring circuits, etc.), and to control devices - a controller, a control unit, etc. Accordingly, fittings are added: cheers: terminal boxes, connecting sleeves with electrical contact, signal lamps, etc.
Separate series of locomotives (ChS2, ChS4, ChS2T, ChS4T) and cars (RT200, size RIC, etc.) are additionally equipped with speed control devices and anti-skid devices.
Due to the constant improvement during the operation of braking equipment, its circuits for the same series may have their own characteristics. The fundamental difference between the circuits of the brake equipment of locomotives and cars is that all brake equipment devices (power, control, braking, etc.) are used on locomotives, and only devices that perform braking are used on cars.

Brake equipment for freight cars.
The brake equipment of freight cars can be made with or without auto mode.
The two-chamber tank 7 is attached to the frame of the car and is connected to the dust collector, the reserve tank 4 with a volume of 78 liters and the brake cylinder 10 through auto mode 2 srv. No. 265-002. The main 6 and main 8 parts of the air distributor are attached to the tank 5.

Uncoupling tap 5 srvc. No. 372 is used to switch the air distributor on and off. End valves 3 and connecting sleeves are located on the main pipe. Stop cock 1 with the handle removed is installed only on wagons with a brake platform. Auto mode may not be included in the braking equipment circuit.
When charging and releasing the brake, compressed air from the brake line enters the two-chamber reservoir 5. The spool and working chambers located in the reservoir 5 and the reserve reservoir 4 are charged. The brake cylinder 10 is connected to the atmosphere through auto mode 9 and the main part 8.
When the pressure in the line decreases, the air distributor informs the reserve tank 4 with the brake cylinder 10, and the pressure in it is set in proportion to the loading of the car: on an empty car 1.4-1.8 kgf / cm 2, in the average mode 2.8-3.3 kgf /cm2 and on a fully loaded car 3.9-4.5 kgf/cm2.
Refrigerated rolling stock has braking equipment also according to a similar scheme without auto mode.

Compressed air brake supply devices

The compressors used on the rolling stock of railways are divided into:
1. By number of cylinders:
1.1. single cylinder,
1.2. two-cylinder,
1.3. Three-cylinder;
2. By cylinder arrangement:
2.1. horizontal,
2.2. vertical,
2.3. W-shaped,
2.4. V-shaped;
3. By number of compression stages:
3.1. single stage,
3.2. two-stage;
4. By drive type:
4.1. Driven by electric motor,
4.2. Diesel driven.

Compressor	Compressor type	Application
E-400	Two-cylinder horizontal single-stage	SR, SR3, ER1 up to #68.
E-500	Two-cylinder horizontal two-stage intercooled	VL19, VL22m, VL23, VL60 in / and, TGM1. On VL23 they are replaced by KT6El.
		TEM1, TEM2, TEP60, TE3, TE7, 2TEP60.
	Three-cylinder vertical two-stage intercooled	TE10, TEP10, M62 2TE10, 2TE10L, 2TE10V, 2TE10M, 2TE116, 2TE21
	Three-cylinder vertical two-stage intercooled	VL8, VL10, VL60 in/i, VL80 in/i, VL82, VL82m, VL11, VL15, VL85, 2TE116, 2TE116UP,
PK-35	Two-cylinder, two-stage with intermediate cooling.	.

Passenger carriages. Air distributor No. 292 and electric air distributor No. 305 are installed on the working chamber 11, which is mounted on the bracket of the rear cover of the brake cylinder. Under the car there is also a main pipe 1 1/4 ″, end valves 2 with connecting sleeves 1 and heads, a tee-dust collector 8. The brake line is connected by a branch 9 through a disconnect valve 10 with an air distributor block (Fig. 2.5).

Each passenger car has at least three stop valves 4, two of which are located in the car vestibules. The 78L reserve tank is connected by a 1″ pipe to the brake cylinder rear cover bracket. An exhaust valve 15 is installed on the pipe from the reserve tank or on the reserve tank.

Rice. 2.5. Brake equipment of a passenger car

1 - connecting sleeve R17B with connecting head No. 369A, 2 - end valve No. 190, 3 - two-pipe junction box No. 316, 4 - stop valve No. 163, 5 - three-pipe junction box, 6 - conduit, 7 - insulated suspension, 8 - tee-dust collector, 9 - outlet, 10 - disconnect valve No. 372, 11 - working chamber, 15 - exhaust valve No. 31, VR - air distributor No. 292, EVR - electric air distributor No. 305, TC - brake cylinder 14 "No. 501B, ZR - spare tank 78l

The working and control wires of the electro-pneumatic brake are laid in a steel pipe 6 and connected to the end two-pipe 3 and the middle three-pipe 5 boxes. From the middle box, the wire in a metal pipe goes to the working chamber of the electric air distributor, and from the end boxes to the contacts in the connecting head of the intercarriage hose.

When charging and releasing the brake, air from the line through the air distributor enters the reserve tank, and the brake cylinder is connected to the atmosphere through the air distributor. When braking, the air distributor is activated, disconnects the brake cylinder from the atmosphere and communicates it with the reserve tank. At full braking, the pressure values in the reserve tank and the brake cylinder equalize.

Freight wagons. The two-chamber tank 7 is attached to the frame of the car with four bolts and connected by pipes to the tee-dust collector 5, a spare tank with a volume of 78 liters and a 14″ brake cylinder through auto mode. The main 9 and the main 6 parts of the air distributor are attached to the two-chamber tank (Fig. 2.6).

Disconnect valve 8 is installed in the dust collector tee 5 in front of outlet 10 and is used to turn off the air distributor.

End valves 2 and connecting sleeves 1 are located on the main air duct. End valves are installed with a rotation of 60 ° relative to the horizontal axis. This improves the operation of the hoses in curved sections of the track and eliminates the impact of the heads of the hoses when following hump retarders and turnouts.

Stop cock 3 with the handle removed is installed only on wagons with a brake platform.

Rice. 2.6. Freight car brake equipment

1 - R17B connecting sleeve, 2 - end valve No. 190, 3 - stop valve No. 163, 4 - brake line, 5 - dust collector tee, 6 - main part, 7 - two-chamber tank No. 295, 8 - uncoupling valve No. 372 , 9 - main part, 10 - branch, AR - auto mode No. 265, VR - air distributor No. 483, TC - brake cylinder 14 "No. 188B, ZR - spare tank 78l

When charging and releasing the brake, compressed air from the brake line enters the two-chamber tank and fills the reserve tank, main, spool and working chambers of the air distributor. The brake cylinder communicates with the atmosphere through the auto mode and the main part of the air distributor. When the pressure in the line decreases, the air distributor informs the reserve reservoir with the brake cylinder. On cars without auto mode, the pressure in the brake cylinder is set by the manual switch of the air distributor braking modes, depending on the car load and the type of blocks. On cars with auto mode, the braking mode switch is set to medium mode with composite pads and to loaded mode with cast iron pads, and its handle is removed.

High-speed passenger cars. The high-speed car is equipped with pneumatic, electro-pneumatic, disc, magnetic rail and hand brakes (Fig. 2.7).

Feeding PM and brake TM lines are laid along the entire car, ending in connecting sleeves 18 with end valves 4, as well as line 2, which is designed to connect additional air consumers to electro-pneumatic doors and a vacuum-type toilet (through uncoupling valve 3). Four stop valves 1 are installed on the brake line, and the TM connecting sleeves are equipped with universal heads and fixed on insulated hangers. Working and control electric wires electropneumatic brakes are laid in a steel pipe and connected to the end two-pipe and middle three-pipe terminal boxes. From the middle terminal box 17 there is a working wire outlet to the EVR electric air distributor.

The car is equipped with a VR air distributor, an electric air distributor, three pressure switches RD1, RD2, RD3, pneumatic cylinders ПЦ1-ПЦ8 of a magnetic rail brake, brake cylinders ТЦ1-ТЦ8 with built-in rod output regulators, an anti-skid device (includes impulse sensors, reset valves 10 and a central electronic unit) , a spare tank ZR with a volume of 55 l, as well as a control tank RU with a volume of 100 l and two feed tanks PR1, PR2 with a volume of 170 and 78 liters, respectively. Each of the air tanks is equipped with drain cocks.

The switchgear control reservoir is filled with compressed air from the supply line through the disconnect valve 19, throttle Dr1 with a diameter of 2.5 mm and check valve KO1. Charging of the nutrient reservoirs PR1, PR2 is carried out from the brake line through the uncoupling valve 14, the three-way valve 11 and the throttle Dr2 with a diameter of 2.5 mm: the reservoir PR1 - through the uncoupling valve 12 and the check valve KO2; tank PR2 - through the uncoupling valve 13 and the check valve KO3. From the reservoir PR1, compressed air passes to the pressure switch RD1 and RD2 through which the filling of the brake cylinders ТЦ1-ТЦ8 is carried out, and from the reservoir PR2 to the pressure switch РД3, which controls the filling of the pneumatic cylinders ПЦ1-ПЦ8 of the magnetic rail brake.

The spare tank ZR is charged from the TM brake line through the disconnect valve 5 and the air distributor.

Rice. 2.7. Brake equipment of a high-speed passenger car

1 - stop valve No. 163, 2 - line of additional air consumers, 3 - uncoupling valve No. 372, 5 - uncoupling valve No. 377; 9, 12-16, 19 - disconnection valves No. 379, 4 - end valve No. 4304, VR - air distributor No. 292, EVR - electric air distributor No. 305, 8 - exhaust valve No. 4310, 10 - relief valve, 11 - three-way valve No. E -220, 17 - terminal box, 18 - connecting sleeve No. R17B; МН1, МН2 - manometers; RD1-RD3 - pressure switch No. 404; pressure alarms No. 115; Dr1, Dr2 - throttles 2.5mm, KO1-KO3 - check valves, LTC - "false" brake cylinder 12l, ZR - spare tank 55l, RU - control tank 100l; PR1, PR2 - nutrient tanks with a volume of 170l and 78l, respectively

During pneumatic (or electro-pneumatic) braking, an air distributor or an electric air distributor is activated, which communicates the ZR with the control chambers of the pressure switch RD1, RD2. The pressure switches, in turn, act on braking and pass compressed air from the supply tank PR1 into the brake cylinders ТЦ1-ТЦ8 of both bogies.

An anti-skid device is used to protect the wheel pairs of each bogie from jamming (skidding). In the presence of skidding, the axial sensor of the anti-skid device sends a signal to the corresponding relief valve 10, which disconnects the PR1 supply reservoir from the brake cylinders and simultaneously releases compressed air from the TC of this wheel pair (or wheel pairs of one or both bogies), thereby reducing the amount of pressure on the brake overlays. After reducing the pressure in the TC and equalizing the speeds of the wheel pairs, the relief valve again communicates the reservoir PR1 (through the pressure switch) with the brake cylinders and the braking process continues with the same efficiency. Pressure alarms D3-D6 are installed on the pipelines between the relief valve 10 and the brake cylinders of each wheel pair, signaling the operation of the anti-skid device.

Service braking of the car is carried out only by a disc brake. The magnetic rail brake is used only for emergency braking and acts in conjunction with the disc brake. The duration of the magnetic rail brake is not more than five minutes.

An additional tank is installed on the pipeline between the BP and the pressure switch, with a volume of 12 liters - a “false” LTC brake cylinder and a pressure indicator D2. The presence of a false brake cylinder artificially increases the volume of the control chambers of the pressure switch, which in turn provides a certain limiting pressure that is set in the brake cylinders when the brake line is properly discharged during pneumatic braking or when braking with an electro-pneumatic brake.

The pressure signaling device D2 is used to obtain information about the presence or absence of pressure in the shopping center. In the presence of compressed air in the shopping center, the signaling device closes its contacts in the electrical power circuit of the signal lamps, which are installed on the car frame (one on each side of the car) and in the service room.

When the brake is released, VR or EVR release air into the atmosphere from the control chambers of the pressure switch RD1, RD2, which, in turn, empty the brake cylinders ТЦ1-ТЦ8 into the atmosphere.

An exhaust valve 8 is installed on the pipeline between the ZR and the air distributor, which is designed to release the brake manually. The leashes from the valve 8 are brought to both sides and inside the car (into the passenger compartment).

The operation of the magnetic rail brake is carried out as follows: when the brake line is discharged at the rate of emergency braking, the pressure indicator D1 is turned on, located on the outlet TM between the uncoupling valve 14 and the three-way valve 11. At the same time, the EPV electro-pneumatic valve receives power, which begins to pass compressed air from the supply air through the F3 filter. tank PR2 into the control chamber of the pressure switch RD3. The pressure switch RD3 works as a repeater and informs the tank PR2 with pneumatic cylinders PC1-PC8 of lowering the shoes of the magnetic rail brake.

To turn off the brake system of the car, it is necessary to close the disconnect valve 5 to the air distributor 6 and the disconnect valve 14 to the supply tanks PR1, PR2.

Passenger car with KE-GPR brake. An international passenger car of the Russian Railways is equipped with a KE-GPR brake with an air distributor 4 and a tank 5 with a volume of 9 liters (Fig. 2.8).

Rice. 2.8. Brake equipment of a passenger car with KE-GPR brake

1 - axial sensor, 2 - safety valve, 3 - relief valve, 4 - KE S air distributor; 5, 9 - tanks with a volume of 9 l; 6, 7 - spare tanks, 8 - axial regulator, 10 - air filter, 11 - throttle. 12 - valve, 13 - pressure switch, 14 - handle for switching braking modes, 15 - handle for turning the brake on and off, 16 - leash, 17 - button for checking the auto mode, 18 - box with a pressure gauge and a button for checking the operation of the axial regulator, 19 - sensor, 20 - additional tank

Spare tanks of cars have volumes of 150 liters and are equipped with brake cylinders with a diameter of 16".

Each axle has an axial sensor 1 of the anti-skid device, a safety valve 2 in case of a hose break to the sensor 1 and a relief valve 3 for automatically releasing the wheels when skidding.

The car is equipped with a device for high-speed regulation, which consists of an axial regulator 8, a tank 9 with a volume of 9 liters, air filter 10 and throttles 11 with a hole of 2mm.

To check the operation of the axial regulator 8, there is a pressure gauge and a button in the box 18, and a pressure gauge in the service room. Regulator 8 at a speed of 90-100 km / h provides in the process of braking at high-speed mode PS (R), in the brake cylinders the pressure is 3.6-3.8 kgf / cm 2 (series 15 cars) or 3.8-4.0 kgf / cm 2 (cars of series 17 and 77), and at speeds below 90 km / h - respectively 1.6-1.8 or 2.1-2.3 kgf / cm 2, which is the maximum pressure in the cargo mode T (G) and passenger P (R). The brake line with a diameter of 1" is equipped with four connecting sleeves with end valves.

The brake is turned on and off with the handle 15, and manually released with the leash 16. The handle 14 is designed to switch between the PS, T and P modes. , two pressure switches 13, two additional tanks 20 with valves 12 for shutting down in case of a hose break to the sensor 19. and a button 17 for checking the auto mode.

Freight cars are equipped with a main air duct 6 (fig. 11) with a diameter of 32 mm with end valves 4 valve type No. 190 and connecting sleeves 8 No. R17.

Two-chamber tank 7, mounted on the frame of the car, is connected to the main air duct by a branch 10 with a diameter of 19mm through a disconnecting valve 9 and dust collector-tee 8 (since 1974 crane 9 installed in the tee before the branch 10, so that you can turn off not only the air distributor, but also the outlet in case of a break).

Pipes with a diameter of 19 mm tank 7 connected also to the reserve tank 11 and brake cylinder 1. The main line is attached to tank 7. 12 and main 13 air distributor parts. On new freight cars, only air distributors No. 483 are installed. Freight automatic mode is connected between the air distributor and the brake cylinder 2 No. 265-002 (if installed). If there is an auto mode in the braking equipment of the wagons, the handles of the cargo mode switch are removed from the air distributor. If the car is equipped with composite blocks and auto mode, then the air distributor is fixed to the medium braking mode.

Rice. 11. Scheme of the brake equipment of a freight car.

When the disconnect valve is on 9 the air distributor communicates with the brake line, when turned off - with the atmosphere.

Emergency brake valve 5 with the handle removed, it is installed only on cars with a brake platform.

On four-axle cars, the volume of the reserve tank is 78 liters with a brake cylinder with a diameter of 356 mm. Eight-axle cars have a similar layout of braking equipment, they all have a parking brake; a spare tank is used with a volume of 135 liters (or two tanks of 78 and 55 liters), a brake cylinder with a diameter of 406 mm.

Refrigerated wagons are equipped according to the scheme of fig. 11, but without auto mode.

Charging the spool and working chambers of the air distributor, tank 7 and spare tank 11 carried out from the highway 6. Brake cylinder 1 communicated at this time with atmosphere via auto mode 2 and the main part of the air distributor. When braking, the pressure in the line decreases, the air distributor works, turns off the brake cylinder 1 from the atmosphere and communicates it with a reserve tank 11. At full braking, the pressure in the reserve tank and the brake cylinder equalize.

Passenger cars are equipped with an electro-pneumatic brake with an electric air distributor 17 (Fig. 12) No. 305-000 and air distributor 17 No. 292-001 mounted on camera 10, which is located on the bracket of the brake cylinder 16 with a diameter of 356 mm.

Rice. 12. Scheme of the brake equipment of a passenger car.

brake line 15 with a diameter of 32 mm connected by a branch 8 through a tee 7 and a disconnect valve 9 with air distributor 17, also with a camera 10, brake cylinder 16 and spare tank 13 volume 78 l. Exhaust valve 12, located on the spare tank or on the pipe to it, has a driving drive, brought out on both sides outside and inside the car.

The air lines between the brake line, the air distributor, the spare tank and the brake cylinder are made of pipes with a diameter of 25.4 mm (from the uncoupling valve W to the air distributor with a diameter of 32 mm).

End valves are located on the brake line 2 and connecting sleeves 1 No. 369A with electrical contacts, suspended on insulated hangers 14. Line electric wires of the electro-pneumatic brake are laid in a steel pipe 5 and brought to the connecting sleeves through the end two-pipe boxes 3 No. 316-000-7. From the middle three-pipe box 6 No. 317-000-7 wire to camera 10 electric air distributor 11.

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