Brake system any car consists of pneumatic and mechanical parts. The pneumatic part of the cargo car brake system includes: air distributor, brake cylinder, spare tank and automatic pressure regulator in the brake cylinder (authorshot). The mechanical part includes: brake cylinder, brake lever gear (horizontal levers, tightening horizontal levers, traction), automatic brake lever transmission control and manual parking brake.
Fig. Pneumatic part of a cargo car brake.
The figure figures indicates: 1 - connecting sleeves, 2 - a tee brake brake brake, 3 - end cranes, 4 - spare tank, 5 - dismissal crane, 6,7,8 - air distributor (two-chamber reservoir 7 with main 8 and trunk 6 parts), 9 - autorem, 10 - brake cylinder.
Fig. Brake system of the car.
The figure shows the brake system of the car, location brake equipment On the frame, and the numbers are indicated: 1 - head thrust, 2 - automatic brake lever transmission regulator, 3 - head horizontal lever, 4 - Horizontal lever tightening, 5 - brake line, 6 - rear horizontal lever, 7 - Tee Bracket, 8 - Spare tank, 9 - vestment area, 10 - rear traction, 11 - leash of the vacation valve, 12 - air distributor, 13 - brake cylinder, 14 - brake cylinder rod, 15 - drive of automatic controller TRP, 16 - Safety brackets.
The principle of operation of the brake system: when the brake line is discharged, the air distributor works for braking, connecting the spare tank with the brake cylinder. Under the action of compressed air, the brake cylinder rod exits, turning the horizontal lever with a relatively dead point. The tightening of horizontal levers moves to the same side as the rod, and pulls the rear horizontal lever. The automatic brake lever transmission regulator runs on the drive, the brake lever gear is reduced. The thrust pull to the center of the car Vertical levers of brake lever transmission of carts and press the brake pads attached in the shoes of the triangels to the surface of the wheel riding.
Upon increasing pressure in the brake highway, the air distributor works on vacation, connects the spare tank with the brake trunk, and the brake cylinder with the atmosphere. Under the action of a return spring, the piston with a rod moves to the brake cylinder cover, the horizontal levers move the thrust towards the carts, the brake pads are departed from the surface of the wheel riding.
To secure wagons at stations or cool descents It is used manual parking brake.
Fig. Scheme of manual parking brake.
The handmade parking brake consists of a drive 2 with steering wheel 1, worm gear, a mechanism with an eccentric 4 and thrust 5. To bring the brake into the working position, the steering wheel with the drive is deviated away from the initial position) so that it is perpendicular to the longitudinal axis of the car. Then the worm gear enters the engagement with the swivel mechanism, which, turning, pulls the craving. The second end is fastened with a roller to the head horizontal lever. When it moves towards the drive of the manual parking brake, the head horizontal lever turns relative to the dead point and removes the piston rod from the brake cylinder, thereby leading the brake lever transmission to the braking position. The second end of the hand-held parking brake thrust, connected to the head horizontal lever, is made in the form of eye-shaped, that is, it has an elliptical hole, the length of which provides free movement of the attitious roller when the brake cylinder rod outputs during the operation of the brake system.
Mechanical brake equipment is called brake lever transmission, which is designed to transmit an effort developed on the brake cylinder rod, on brake pads. The composition of the lever gear includes triangels or traverses with shoes and brake pads, thrusts, levers, suspension, safety devices, connecting and fastening parts, as well as an automatic brake cylinder rod output regulator.
Disasters lever transmissions with single and double-sided pushing pads on the wheel. The selection of the design of the lever transmission depends on the number brake shoeswhich is determined by the necessary brake pressing and allowable pressure on the block.
Brake lever transmission with double-sided Pressing pads on the wheel has advantages compared to brake lever transmission with one-sided click. When bilaterally pressing the pad, the wheel pair is not subjected to a turning point in the boxes in the direction of pressing the pad; The pressure on each block is less, therefore, less wear pads; The friction coefficient between the shoe and the wheel is greater. However, the lever transmission during bilateral pressing is much more complicated by the design and heavier than with one-sided, and the temperature of heating the pads when braking above. With the use of composite pads, disadvantages of one-sided pressing become less noticeable due to smaller pressing on each block and higher friction coefficient.
The following requirements are presented to the mechanical part of the brakes:
· The lever transmission should ensure a uniform distribution of efforts in all brake pads (lining);
· The force almost should not depend on the angles of the levers, the output of the brake cylinder rod (while maintaining the compressed air pressure in it) and the wear of the brake pads (linings) within the established operational standards;
· The lever transmission must be equipped with an automatic regulator that supports the gap between the pads and wheels (linings and discs) in the specified limits regardless of their wear;
· Automatic adjustment of the lever transmission should be provided without manual permutation of rollers to the limit wear of all brake pads. Manual permutation of rollers is allowed to compensate for wheel wear;
· The automatic controller should allow a decrease in the output of the brake cylinder rod without adjusting its drive to highly tightened descents, where reduced rum output standards are installed;
· With the brake brake, the brake pads must evenly move away from the surface of the wheel riding;
· Hinged joints of the brake lever transmission to simplify repair and increasing service life are equipped with wear-resistant bushings;
· The lever transmission should have sufficient strength, rigidity and, if necessary, damping devices (for example, rubber sleeves in the hinges of the suspension of cargo wagons shoes), eliminating the festers of the lever transmission parts under the action of vibrations;
· On the rolling stock should be safety devices that prevent falling on the path and output beyond the dimensions of the lever gear items during their disconnection, breakdown or other faults;
· Safety devices at the normal state of the lever transmission should not be lit by the efforts that can cause them to break.
For all cargo carriages of the gauge 1520 mm, the characteristic features of the design of the brake lever gear are one-sided press of brake pads on the wheels and the possibility of applying pig-iron and composite blocks. The adjustment of the lever transmission to a certain type of brake pads is performed by permuting the tightening rollers into the corresponding holes of the horizontal levers of the brake cylinder. Middle to the brake cylinder of the hole K is used in composite pads, and the distant openings of the C are cast-iron.
Consider the brake lever transmission device of a four-axle freight car (Fig. 10).
Figure 10 - Four-axle brake lever transmission
1, 14 - vertical levers; 2, 11 - traction; 3 - author; 4, 10 - horizontal levers; 5 - tightening; 6 - a brake cylinder piston rod; 7 - Bracket "Dead" point; 8, 9 - holes; 12 - brake shoe; 13 - earring; 75 strut; 16-suspension; 17 - triangel; 18- Roller, 19 - Safety Cornel
The brake cylinder piston 6 and the bracket 7 of the "dead" point are connected by rollers with horizontal levers 4 and 10, which in the middle part are connected with another tightening 5. With composite pads, the tightening 5 is installed in the hole 8, and with cast iron - in the opening 9 in Both levers. From the opposite ends, the levers 4 and 10 are articulated with rollers with a roller 11 and the powerovering agent 3. The lower ends of the vertical levers 1 and 14 are connected to each other strut 75, and the upper ends of the levers 1 are connected to the traction 2. The top ends of the extreme vertical levers 14 are fixed on the labels of the carts With the help of seagh 13 and brackets. The triangles 17, on which brake shoes 12 installed, are connected by rollers 18 with vertical levers 1 and 14.
To protect against falling on the path of the triangels and spacers, in the case of their separation or break, safety golks 19 and brackets are provided. Brake shoes 12 and triangels 77 are suspended with a cart frame on pendants 16.
The traction rod of the automorentor 3 is connected to the lower end of the left horizontal lever 4, and the regulating screw - with a burden 2. When braking, the housing of the automorentor 3 rests on the lever connected to the tightening with the horizontal lever 4.
A similar lever transmission, distinguished only by the dimensions of horizontal levers, have collures, platforms, tanks, etc.
Drive unit manual brakes Through the thrust is connected to the horizontal lever 4 at the point of connection with a stem 6 of the brake cylinder piston, so the lever transmission action will be the same as during automatic braking, but the process will occur more slowly.
The most responsible details of the lever transmission of cargo wagons are triangels 7 (Fig. 11) with a deaf landing of brake shoes 3. The bookmark 2 is installed with inner shoe. The safety tip 5 placed behind the shoe lifts on the shelf of the side beam cart in the case of the suspension breakage 4 and protects the triangel from falling on the path. The parts mounted on the pinches are fixed with crown nuts 8 and fix it with glings 9. Cast iron pads 7 are fixed in shoes with checks 6. The triangel is joined with the side beams of the trolley through the suspensions 4.
Figure 11 - Details of the triangel with a deaf landing of a truck carrot cart shoe:
1 - triangel; 2 - tab; 3 - brake shoe; 4 - suspension; 5 - safety tip; 6 - check; 7 - cast iron shoe; 8 - crown nut; 9 - Shplling
All cargo wagons must have brake shoe suspensions with rubber bushings in holes. This allows you to remove loads with suspension, causing fatigue cracks, prevents the breakdowns and drop the parts on the path.
To increase the reliability of the lever gear and warning the drop in the tightenings and the rod of both bands of each vertical and horizontal lever weld one with another placams. Connecting rollers when setting into the holes of such levers are fixed with a washer and a pin with a diameter of 8 mm. Additionally, on the side of the roller head in specially welded cheeks 3 insert the safety pin of the same diameter to prevent the roller loss if the main pin will be lost. Traction and horizontal levers near the cylinder are equipped with safety and supporting brackets.
Types of brake pads used on rolling stock, their advantages and disadvantages?
Brake pads
+ Requirements for brake pads:
The friction coefficient of the pad should depend a little on their press, the speed of movement and temperature of heating;
Friction properties of the pads should not change in various weather conditions, especially from moisture from entering them;
When braking the pads should not cause overheating and damage to the wheels, their increased wear, the formation of cracks.
On the rolling stock, cast iron, compositional and phosphorous (cast-iron with an increased phosphorus content) brake pads are applied.
Cast ironthe pads are well carried out heat, their friction coefficient is not reduced when moisture gets into, but significantly decreases against the growth rate of the movement, and they are not sufficiently wear-resistant.
Compositethe brake pads have more stable from speed and high friction coefficient, have 3-4 times lower wear than cast-iron, but have a number of shortcomings:
Worse heat, as a result of which the temperature of the wheel increases by about 1.6 times, which during long-term braking leads to the formation of Navarov;
Friction properties are reduced at small stages of braking and with moisturizing;
In winter, due to the low thermal conductivity, they are subject to icing, which reduces the friction coefficient, and the efficiency of the brakes may decrease to 30% especially at low speeds.
Phosphorus Cast iron pads have an increased wear resistance and friction coefficient relative to the standard cast iron, but it creates sparking during long-term braking and cannot be applied on rolling stock with wooden structures.
Used mainly on MVPS.
3. List the parts of the pneumatic brake equipment of the wagons, their purpose and location on the car?
Pneumatic brake equipment of the freight car consists of:
1. Air distributor (4, 5, 6);
4. Spare tank (9);
5. Airway with reinforcement (3, 7, 8).
Cargo Car Brake Equipment Devices
Air distributor - the main part of the automatic pneumatic brake, is designed to charge the spare tank and special chambers with compressed air from the brake line; Filling the brake cylinders from a spare tank with a decrease in the pressure in TM and the release of air from the brake cylinders into the atmosphere with an increase in pressure in TM.
Cargo type air distributors used on cars - 483m, Kav-60.
It is attached to the frame of the wagon and is connected by the supply tube through an expulsive tap and a tee with a highway, tubes with a spare tank of 78 (135) liters and a braking cylinder with a diameter of 14 "(16") through the autorem.
Air support with reinforcementdesigned to transmit compressed air from the source (compressor) to consumers (spare tanks, brake cylinders).
In its purpose, air bodies are divided into mainstreamand tapsfrom them.
Migiston for crane driver is called brake. BrakeMagistralSlügdl remote control brakes.
The braking highway pass along the entire car and has an inner diameter of 34.3 mm (1.25 "). Ends of the trunk pipe leaving buffer
Brake highway truck car with reinforcement
1 - Dyelleovka tee, 2 - Main pipe, 3 - coupling, 4 - locknight, 5 - terminal crane, 6 -Contentious sleeve, 7 - coupling head, 8 - suspension, 9 - dismantling crane, 10 - applying pipe.
Brake cylinderfastening to the frame of the wagon is iprednasnal for converting compressed air energy into a mechanical force on the piston rod, which, through the lever system, the brake pads are pressed towards wheels. On the wagons, 14-inch cylinders are mainly used, on eight-axis wagons - 16-inch.
Auto-Moscowdesigned for automatic continuous pressure regulation in the brake cylinder, depending on the loading of the car. The autorem is fastened on the ridge beam of the car. The normally distributor mode switch is installed:
With composite pads - on medium, mode;
With pig-iron - on the laden.
The knob of the switch is removed.
Spare tankdesigned to accumulate compressed air necessary for braking. Available different volumes. R7-78 (MAX. 78 LITRS / CM 2, \\ / \u003d 78 liters) are installed on freight four-axis wagons), on eight-axis P7-135 (MAX. Pressure 7kgs / cm 2, \\ / \u003d 135 liters)
Brake equipment wagons
Cargo car
Air distributor
It consists of a two-chamber reservoir 7, the main part 9 and the main part 6. The two-chamber tank 7 conditions. No. 295, attached to the wagon frame by four bolts, is connected by pipes with a diameter of 3/4 inches (19 mm) with a crane 8 SL. № 372, dusty 5, spare reservoir
SE I. brake cylinder
TCRO auto-Moscow AR SL. № 265.
Main 9 Usl. 483-010 and the main range of the air distributor are attached to the two-chamber reservoir 7. On the trunk tube are located end cranes
2 sleep № 190, connecting sleeves
1 and stop-crane 3 without a handle (on car vents).
When charging and vacating the brake, compressed air from the highway enters a two-chamber reservoir and through the air distributor - in test reservoir . When braking, the air from the spare tank enters through the air distributor in brake cylinder , creating pressure in it in proportion to the loading of the wagon (from 1.4-1.8 to 3.8-4.5 kgf / cm2).
Coach
In passenger cars of the network of Russia, the air distributor of BP SL. № 292 I. elektrolovochoras-offer EVR SL. No. 305 are attached on the bracket 11 or the brake cylinder cover of the shopping center. On the trunk tube there are terminal cranes 2 conditions. No. 190 S. connecting sleeves 1 SL. No. 369A and Põlelovka 8, and on the discharges from it - a dismissal crane 10 and stop cranes 4. For the brake vacation, the valve 15 is provided. №31.
In each passenger car provided for at least three Stop cranes
4, two of which are located in Tambura cars.
When charging and vacationing the brakes, the air from the highway through the air distributor of BP enters the span reservoir, and the TC brake cylinder communicates with the atmosphere.
In the process of braking on pneumatic control, air from the spare tank enters the cylinder through the air distributor of BP, and on the electric - through a pneumatic relay of the electro-turn-turn-fary-divider of the EVR.
Along the Vagon B. metal pipe 6 are laid two linear electrical wires.
They are connected to the terminal two-pipe 3 and medium three-pipe 5 box. From the middle box, the wire in the metal pipe is suitable for the operating chamber of the electric agriculture, and from the end boxes to contacts in the connecting heads of intervagon interval armor.
Brake equipment Wagon is necessary to create artificial resistance forces to the movement required to reduce the speed of the train and stop it.
The passenger car contains the following brake equipment:
The braking highway, passing along the entire body of the car, at the ends of which dismissal cranes and rubber connective sleeves with metal heads are placed to connect the air and electrical brakes control circuits of all matches of the composition in a single integer.
On the brake highway, there are from 3 to 5 branches inside the brake pipe wagon with stop cranes, designed to actuate the brakes in emergency situations.
From the brake highway, a pipe with a dismissal crane, connecting the brake line with air distributors, with which defective air distributors are disconnected.
Pneumatic air distributor conditioner. №292 - Managing the body of vacation and braking on a passenger car when using pneumatic brakes, having a switcharge handle of modes into three positions: K (short-sized, wagons), d (long-stage), HC (accelerator is turned off, in trains up to 7 cars) .
Electrol agriculture distributor SL. №305 - Managing body of the process of vacation and braking on the passenger car when using electropneumatic brakes
Both air distributors are placed on an intermediate part having a switching device.
The brake cylinder is a cylindrical container, inside which is the piston and spring. In the brake cylinder, air pressure is created, under the influence of which the rod acts on the brake lever gear.
The reserve reservoir of 78 liters, from which, with a decrease in pressure in the brake line, the air enters the brake cylinder and activates the brake lever transmission.
The vacation valve located below the reservoir reservoir and intended for the forced vacation of the brakes in case of their malfunction.
Brake lever transmission is a system of thrust and levers, with which the brake pads are pressed against the wheels when braking and depart from them when the brakes are released.
Special suspensions for hanging the unlocked sleeves from a non-depleted or tail car and the creation of an electrical chain of an electropneumatic brake.
- Brake lever transmission consists of:
1) 8 traversions (4 pcs. On each trolley), on which brake shoes are strengthened and with the help of suspensions are attached to the cart frame;
2) 8 vertical levers (4 pcs. On each trolley);
3) 4 horizontal traction (2 pcs. On each trolley);
4) horizontal thrust under the car body and connecting horizontal pull trucks together;
5) Brake pads pcs. (2 pcs. for each car wheel);
) Safety brackets from the drop of the parts of the brake lever gear on the path;
7) Manual brake drive.
Brake pads can be 3 options (but only one type pads are installed on the carriage):
Cast-iron;
Composite with a metal grid;
Composite with mesh frame.
Limping passenger cars.
The main part of the all-metal passenger cars is accounted for by lever transmission of the brake brake with a cylinder with a diameter of 35 mm and double-sidedly pressing the pads. The characteristic of such lever gears is given in Table. 8.2.
Table 8.2.
Characteristics of lever gears of passenger cars
Note. In the numerator value with the presence of pig-iron pads, in a composite-composite sign.
The lever transfer of the passenger car is different from the gears of cargo cars in that instead of the triangels, traverses are applied, on the triangs of which shoes with brake pads are installed . Vertical levers and tightening are hung to the frame on the pendants.
Pressing brake pads bilateral; Vertical levers are located in two rows on the sides near the wheels.
Traverts with shoes and pads are suspended on single pendants , The ears of which pass between the boards of the shoes. In addition to horizontal levers, there are intermediate levers , connected to vertical levers of traction.
The brake shoes are supplied with a locking device consisting of a leash with a spring, nuts and a pin. Using this device, a shoe with a block, with a separate brake, it holds on a certain distance from the surface of the wheel
In case of separation of the thrust, levers and traverse or their breaks, pre-wounded brackets are provided, the depending drop of parts on the path.
Armchair adjustment is carried out by an automatic rod drive regulator . For manual adjustment of the lever transmission, holes are provided in the heads and coupling heads .
Unlike cargo wagons, each passenger car is equipped with a manual brake-driven, which is placed in a booth side of the conductor's coupe. Manual brake drive consists of handle , which is placed in the venon tambour, screw , Couples of conical gears and thrust , connected to the lever, which is articulated with a lever and further with a horizontal lever.
When performing a compositional pads, the leading shoulders of horizontal levers change the permutation of the strut rollers into the near the brake cylinder of the hole. To maintain the gap between the wheel and the block in the set limits, the lever gear is adjusted.
The manual adjustment produces permutation of rollers to the spare holes of the brake rails in cargo wagons and with the help of a coupling clutch in passenger cars.
Semi-automatic adjustment is carried out using screws in the form of a screw or toothed rack with a dog installed on traction or near dead levers points and allow you to quickly compensate for wear pads. Such adjustment is used on EFC electrosals and 2TE1 diesel locomotives.
Automatic adjustment is performed by a special regulator as the brake pad wear.
The lever brake gear must be adjusted so that:
In the inhibited state, the horizontal levers occupied a position close to the perpendicular brake cylinder rod and traction;
Vertical levers at each wheel pair had about the same slope;
The suspension and pads have formed a rough angle between the axis of the suspension and the direction of the wheel radius passing through the center of the bottom hinge suspension.
This labor-intensive process of manual regulation is excluded in the equipment of rolling stock automatic brake lever transmission regulators. The regulator provides a permanent medium gap between the block and wheels, therefore, more economically consumed compressed air during braking, more smoothly flows the braking process throughout the train and eliminate the loss of brake efficiency (especially when the piston is stopped into the brake cylinder cover).
Depending on the drive, the regulators are divided into mechanical and pneumatic. Mechanical automoretors are equipped with snack drives, rod or lever . The rod drive is easy to design and easy to maintain, but losses to the compression of the return spring of the autoremor cause a significant reduction in braking efficiency, especially at empty mode and composite pads.
The use of the lever drive is caused by the desire to reduce the effect of the return springs of the automoretor. On passenger cars, it constitutes a small proportion from the brake force and practically does not reduce the brake pressing. On freight cars with composite pads on empty mode, this force reduces the magnitude brake pressing by 30-50%. Therefore, only lever drive is used on freight wagons. The casing drive has not received widespread use on railways Russia.
The pneumatic drive tightens the lever after the output of the brake cylinder stock will exceed a certain amount due to the design of the regulator.
Pneumatic regulators are usually one-sided effects, and mechanical are one-way and double-sided.
The work of the bilateral automation is that it automatically dissolve the lever transmission to the required value in the event of a decrease in the gaps between the pads and wheels and automatically tightens it with increasing gaps.
The head is screwed into the housing and stops the bolt. A protective tube is inserted into the head and mounted in it a locking ring and a rubber ring. At the end of the protective pipe, a coupling with a kapron ring is installed , Protecting authorizer from pollution. In the housing of the automoretor there is a traction glass, in which an auxiliary and control nuts with thrust bearings and springs is installed.
In the traction cup, the lid and sleeve are screwed down, which are shocking with screws. The conical part of the rod is included in the traction glass, and on the other end of the rod, there is a UCH, which will stop the rivet. Returning spring relies on the conical surface of the bushings of the traction glass and the housing cover. The adjusting and auxiliary nuts are screwed onto the adjusting vit, which has a three-way non-emotor-free thread with a step of 30 mm. The adjusting screw ends with a safety nut fixed by a rivet that protects the screw from the full disintegration from the mechanism.
Corpus Cutter Sl. No. 574B does not rotate. This reliably protects its mechanism from moisture and dust, makes it possible to establish safety devices that exclude the bending of the regulating screw and the tendency to a samorem at high speeds and vibrations that have occurred from the automorentor of the bilateral operation. No. 53. With manual adjustment, the output of the brake cylinder stem is reduced by a simple rotation of the CSL autorentor housing. No. 574B, without reconfiguring the drive.
For normal work Autoremoretulator It is necessary to observe the distance between the drive focusing and the hull of the automoretor - the size BUT. It determines the value of the outlet of the brake cylinder string when braking. Size size BUTdepends on the type of drive of the automoretor, the magnitude of the gear ratio of the lever transmission, the sizes of the shoulder of horizontal levers and the gap between the wheel and the block, when the brake is scanned.
The size of the size A is calculated by the formulas:
With 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 power steering case;
n - ratio lever transmission;
k is the gap between the wheel and the block when the brake is released;
m - the amount of gaps in the hinges of the levers;
a, B, C - the sizes of the arm of the levers.
The second controlled size is the stock of the working screw (the distance from the control risks on the rod of the adjusting screw to the end of the protective pipe). The screw of the screw is less than 150 mm in a cargo and 250 mm in a passenger car, it is necessary to replace the brake pads and adjust the lever gear.
The size BUT And the reserve of the screw for freight, refrigerator and passenger is shown in Table. 8.5.
Table 8.5.
Reference values \u200b\u200bof the distance "A" between the drive stop and the hull of the automorentor on freight, refrigerated and passenger cars.
| Type of Vagon. | Type of brake shoe | Distance "A", mm | Screw stock, mm | |
| Driver lever | Drivestone drive | |||
| trucks 4-axes | composite cast iron | 35 - 50 40 - 0 | - - | 500 - 575 500 - 575 |
| 8-axis | composite | 30 -50 | - | 500 - 575 |
| Refrigerated Moving Composition: 5-, - and -Bagging Sections Building BMZ and GDR ARV | composite cast iron composite cast iron | -0 40 -75 - - | 55 -5 0 -0 0 - 0 130 - 150 | |
| Pass. Wagons with package: 5 - 53 tons 52 - 48 tons 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 |
Action Autorport No. 574B.In the initial position, the brake is in the scheduling state. The distance "A" between the drive stop and the end of the lid of the controller body corresponds to the normal size of the gaps between the wheel and the shoe.
The return spring presses the sleeve to the auxiliary nut. Between the end of the traction rod and the regulating nut there is a gap "G", between the lid of the glass and auxiliary nut - the "B" gap.
Braking. With normal gaps between the wheel and the block (Fig. 8.28), the drive stop and the chassis of the regulator move towards each other, reducing the size "A". At the time of the appearance on the traction rod of the brake force, more than 150 kgf return spring is compressed, reducing the clearance "B", the traction glass cone is engaged with a cone of the control nut. The screwing of the nuts and does not happen.
The regulator works as hard thrust. The braking force is transmitted through the rod into the traction glass, through the adjusting nut on the screw and then on the brake traction. If the outlet of the brake cylinder stock is reduced, then at any pressure in the braking cylinder, the gap between the body of the regulator and the drive stop is preserved. The regulator works as hard thrust.
When the brake cylinder rod outputs, there is greater than the norm to contact the controller body cover with the drive stops earlier than the opposition of the brake pads with the wheel riding surface. Under the action of increasing efforts in the brake cylinder, the rod, together with the traction glass, moves to the right relative to the housing, nuts, screw and compresses the spring. At the same time, the glass moves to the right to contact with the adjusting nut and the screw begins through it through it.
The auxiliary nut is moving together with the screw from the controller housing and, rotating under the action of the spring on its bearing, screws into the screw to contact with the lid of the traction glass. Maximum values \u200b\u200bof screwing the auxiliary nut for one braking of 8 mm , What corresponds to the wear of the brake pads by 1.0 - 1.5 mm for passenger and 0.5 - 0.7 mm for cargo wagons.
If the outlet of the brake cylinder stock exceeds the rate by more mm, then the final adjustment of the brake lever gear is performed during subsequent braking.
Vacation. Reduced air pressure in the brake cylinder leads to a decrease in effort into traction. The stop of the drive with the hull of the motor-regulator moves to the right relative to the traction glass under the action of the spring to contact the head of the body and auxiliary nut. Then the drive stops from the cover of the housing, forming the clearance "A", and the traction glass moves under the influence of the return spring and opens the friction connection with the control nut, which under pressure of its spring is screwed into the screw.
The movement of the adjusting nut continues until it robs into the auxiliary nut. The traction glass is shifted until it stops the bush in the conical tip of the rod, after which all parts of the automoretor are returned to its original position.
When adjusting the lever gear on the wagons equipped with the author-ventilator, 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 - on the average value of the set rum output norms.
