Home Heating Brake equipment wagons. General Device of brake equipment of freight and passenger cars The design of the brake equipment of the freight car

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Brake equipment wagons. General Device of brake equipment of freight and passenger cars The design of the brake equipment of the freight car

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MPS of Russia

Russian state open

Technical University of Communications (RGOTUPZ)

Test

under the discipline of the Basics of Technical Diagnostics

"Brake equipment of freight cars"

Student Nesterov S.V.

Saratov - 2007.

The brake equipment is used to reduce the speed of the carriage and stop it in a specified location.

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

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Fig.1. Structuralschemebrakeequipment

The operation of the brake system is as follows. The control unit 1 provides charging the brake system with compressed air through the brake line (Vzci 2 block) and, if necessary, gives a signal about the start of braking or vacation. The control signal perceives the air discreditment 3, which, using authornet 4, includes a brake cylinder 5 with a lever transmission and the autorentulator 6. The power exposure from the brake cylinder is transmitted to the friction pair 7, which ensures the absorption of the kinetic motion energy, i.e. Braking car. The braking process of the wheel pair 9 is monitored and regulated by an anti-free device 8. Consequently, the efficiency of the brake system is ensured by the quality functioning of all blocks. Moreover, mainly the 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 work of the brake equipment requires a clear organization of the diagnostic and maintenance system.

The functional diagnosis of the efficiency of the autolikes is carried out during the movement of the train (after departure to the station) mainly on the plain direct portion of the path at a speed of 40-60 km / h. For this, the driver performs a test braking of the train, usually a decrease in pressure in the brake line by 0.03-0.04 MPa. If the sufficient braking effect is not received for 20-30C in cargo trains, then emergency braking and take other measures to stop the train, as the brakes function incorrectly. Experienced machinists on the pace of deceleration of the train can determine its braking coefficient.

For example, in the United States, the following system of diagnosing braking trains brake systems began to be used. On the last train car and in the cabin cabin, electronic blocks with microprocessors are installed, which interact with each other by radio communications. According to the relevant program, pressure and leaks are conducted from the brake line in the head and tail of the train, the braking and vacation process. At the request of the machine, this information is displayed on the display located in the cabin cabin.

In the carriage farm at the maintenance points, the quasi-functional diagnosis of brake equipment according to the structural parameters was widely used, which was called the name of the complete and abbreviation of the brakes. The entity of testing is as follows.

After charging the brake network of the train to the pressed pressure, the density of the air pipe is checked. For this, for example, in cargo trains, the driver's faucet is set to position II. and the time of pressure drop is measured in the main tanks when compressors are turned off by 0.05 MPa. The rate of time is established depending on the volume of the main tanks and the lengths of the composition in the axes.

After checking the density of the train line, the operation of the brakes is performed. To do this, the braking stage is performed by a decrease in pressure in the highway by 0.06-0.07 MPa and installed the handle of the driver's crane to the position of the blocks with power. All air distributors must work on braking and spontaneously not release during the entire check time. Control of brakes produce inspections of wagons, which, according to structural diagnostic parameters, estimate the technical condition of the brake equipment. The diagnostic parameters in this case are: the output of the brake cylinder stem, pressing the pads to the wheels, the correct location of the transmission levers, the absence of intense air leaks in the brake equipment elements. If it is established that the brake system has been working normally on braking, then the signal is allowed to release the brakes and the driver's crane is translated into position II.. The brake leave is controlled. The correctness of the leave is checked to return the rods into cylinders, the waste of the brake pads from the wheels, the absence of intense leaks, in the event of the air distributors.

Fig. 2. Schemespointscentralizedtestingbrakes

Upon completion of the complete testing of the brakes, they fill in a certificate of brakes of the VU-45 form. On large PTOs for diagnosing brakes there are points of centralized testing (Fig. 2). The two schemes of points were distributed. In the scheme and all diagnostic equipment is placed in the point of the point, and pipelines with end cranes 1, 2, 3, 4 are displayed onto the pit for connecting the brake network of compositions and a two-sided speakerphone column. The testing of the trains is operated by the operator of the centralized point, which performs it according to the algorithm described above.

In the B scheme, there are autonomous semi-automatic seasons 5, 6, 7, 8 to diagnose autotractoros on the relevant program. The compressed air and cable lines are centralized, according to which the diagnostic results are fixed on the equipment of item B. Point operator actually monitors the actions of semi-automatic and inspection of wagons, and also decides on the volume of repair work and leads the appropriate accounting. As can be seen from the described procedure for the complete testing of the brakes, the process is quite long, which makes it difficult for the maintenance of trains, especially long-term, increases their downtime on PTO. To reduce the process of diagnosing brakes, two methods are proposed by the VNIIZHT researchers. The essence of the first method is that monitoring density control is recommended to measure compressed air flow in the process of charging the brake network. Indeed, as the experience of operation shows, air leaks in the composition are focused mainly in places where end cranes are located, connecting sleeves, tees, dustlelovka, couplings. Therefore, the state of the brake line is essentially characterized by a transit flow caused by leaks concentrated in the specified places. Consequently, producing air flow measurement when charging the braking network, you can first observe a large consumption that is charging for spare tanks, and then gradual stabilization of compressed air consumption. This stabilized air flow rate actually goes to replenish leaks. Assessing it depending on the length of the train, it is possible to determine the correspondence of the density of the brake line by the established standards.

The second method is that the density of the brake line is checked after the braking stage. In this case, the air distributors of the wagons are triggered and disconnected from the brake line. Therefore, if after 15-20s after braking, check the leaks, then they will characterize the density of the brake line of the train. So, in this case, you can combine two procedures for testing the brakes and reduce the time of the entire diagnostic cycle.

With abbreviated testing of the brakes, the diagnostic algorithm is significantly simplified. After charging the brake network, the braking stage is performed and the triggering of the brakes of only tail wagons is controlled. If the brakes of the tail wagons worked, then the brakes are released and control the quality of the vacation of the brakes of the tailings. Consequently, with an abbreviated sample of autotractors, they actually check the integrity and serviceability of the train braking line and with some probability the action of all brakes on the triggering of the brakes of the tail wagons.

Air distributors and authira

The method of diagnosing air distributors can be considered on the example of testing cargo wagons. On the test bench, four parameters of the functioning of the main part of the air distributor and the three are the main part.

Moreover, the tests are diagnosed, for example, the main part are carried out together with the reference part of the same type of air distributor. Subcomplets used as standards must meet the requirements of factory instructions in all respects. When tested, check the operation of the main part on flat load mode according to the following parameters: charging time of the spool chamber; softness; Functional definition with degree of braking and vacation. The main part of the air distributor is checked on mountainwise empty and loaded modes. At the same time, the focus is on controlling the charging time of the spare tank, the operation of the inverse nutrient valve, filling and leave the brake cylinder (time and pressure). Currently, a test stand with automatic software control of the STRG-PU type (ST - Stand, VRG - air distributors of freight, PU - with software control) is introduced at auto-braking control points.

The stand works as follows. The test and reference part of the air distributor is installed on the bench strut flanges and fastened with pneumatic clamps. Scharge the stand and include a software control unit. Stepper Framers of the Software Block, which are in its original position include the corresponding electropneumatic, measuring instruments and begin the test of the air distributor at an unconditional diagnostic algorithm. Electro-contact pressure gauges measure pressure in tanks and air distributor chambers, and temporary interval counters fix the time (in seconds) filling or emptying of tanks. The memory block remembers both information and stores it until the end of the check.

If at any stage of diagnostics, the measured parameters go beyond the limits set norms, the tests automatically stop and the red warning lamp lights up. The indication block indicates how the operation is identified. This allows you to quickly determine which unit of the air distributor is faulty.

brake Equipment Cargo Car

Authorem.

Diagnosing the authorships are carried out on the stand (Fig. 3). The stand consists of a pneumatic clamp in which the authorship 1 is installed and is connected to the tank 6 and through the crane 2 with the reservoir 3. Reducer 4, having powered by a compressed air highway, supports a given pressure in the reservoir 3. In turn, the tank 6 is equipped with a crane 5 with a calibrated hole. Imitation of the work of authorlet 1 With different loading of the car, is carried out with a cylinder 9 with a crane 8.

Fig. 3. Schemestandafordiagnosisauto-Moscow.

The autoretum diagnosis is made in the following sequence. First, the reducer 4 is set in the tank 3 pressure 0.3 - + 0.005 MPa, i.e. The reservoir 3 will simulate the operation of the air distributor of the brake of the car. Customer 1 is set to work in empty mode, i.e. With the gap between the head and the cylinder rod 9 in the released state d? 1 mm. Crane 2 open, and compressed air from the tank 3 through the consignment 1 enters the tank 6, which plays the role of the brake cylinder. In the brake tank 6, the pressure is 0.125 - 0.135 MPa. This is the first stage of testing. At the second stage, the crane 2 is overlapped, and from the tank 6 compressed air produced into the atmosphere. In the cylinder 9, with a crane 8, a compressed air is supplied from the highway 7. The cylinder 9 works and blears the automatine head 1 to 24 - + 1 mm, i.e. Translates its work in the middle mode. Next, the reservoir 3 is installed in the reservoir 4, the tap 2 is opened and the pressure in the brake tank 6 is measured, which should be 0.3 MPa. The movement time of the damper piston of authorship down when the air is released from the cylinder 9 should be within 13-25 seconds. In the same order, you control the work of the authors with other loads of the car, as well as when imitation of leakage from the brake cylinder due to the opening of the calibrated hole in the tank 6 crane.

Armor transmission authorizers

The efficiency of the brake system depends largely on the proper operation of the brake cylinder and lever gear. The output of the brake cylinder stock should be within the limits provided for by the MPS instructions. Increasing the exit of the rod over the mounted norm leads to a decrease in the performance of the brake, since the pressure in the brake cylinder will be below the calculated value. Small outputs of rods with indirect brakes cause overestimation of pressure in the brake cylinder, which can cause the wheel jamming.

The output of the stock of the brake cylinder depends not only on the wear of the brake pads, but also properly adjusting the lever transmission and its rigidity. The brake lever gear must be adjusted so that in the inverted state the horizontal levers occupied the position close to the perpendicular rod of the brake cylinder and traction. Vertical levers on the trolley should have about the same slope, and the suspension and the pads would form about the straight angle between the axis of the suspension by the direction of the wheel radius passing through the center of the lower hinge of the suspension.

Transmission rigidity should not be below the norm. For example, on a cargo car with a braking cylinder with a diameter of 14 and a gear ratio of N RP \u003d 11.3, the output of the stem on the empty mode is 110 mm, on the middle mode -? 120 mm, and on loaded -? 135 mm. To ensure automatic adjustment of the lever gear, appliancers are used, for example, 536 m, 574 b, and the pneumatic regulator RB 3. The lever gear 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, tested by regulator 4, limiter 3, impetor of the braking transmission 5, vertical lever 6 with a brake pad, wheel simulator with an adjusting screw 8. The output of the brake cylinder rod 1 Measure the device 9. Adjusting the screw 8 of the wheel simulator 7, you can reduce the gap between the wheel and the block. Therefore, the stand simulates the lever transmission operation on the car. The regulator is tested on the stand according to the algorithm.

Fig. 4. Schemestandafordiagnosisautoremoretorslevershows.

From the beginning install the regulator to its original position, i.e. When the lever transmission is adjusted correctly and the regulator should not work on a dissolution or to tighten the transfer. In this position, the size of the protective tube to the control risks on the screw shank should be within 75 to 125 mm. After that, check the positional stability of the regulator. To do this, make a chalk longitudinal line on the pipe and thrust of the regulator screw and imitate a number of consecutive braking cycles on the stand - vacation. In a working regulator, the protective tube in this position should not rotate relative to the screw, i.e. Size and should not change. Next check the action of the regulator to the dissolution. For this, the rotation of the control tube is screwed up the knurist nut on the screw to 1-2 turns and thereby reduce the size A. The braking process is simulated and the controller must restore the initial size A, and during subsequent braking it should not change. At the next stage, check the action of the regulator to tightening. For this, the adjusting nut is rotated by 1-2 turns to increase the size A, i.e. "Disband" transmission. After each braking, the size A should decrease, which is observed on the chalk, "measured by the device" applied on a protective pipe and a pull.

Univemic devices

The main function of these devices is to prevent wheelchair during braking. The anti-free device consists of an axial sensor installed on a wheel pair; a safety valve located on the car body and connected to the axial sensor of the flexible hose; The exhaust valve placed next to the brake cylinder. Devices work as follows. The axial sensor when encins the wheel pair, the signal is shown a fuse that works as an amplifier and activates the exhaust valve. Through the exhaust valve, the compressed air from the brake cylinder goes into the atmosphere and briefly discharge brakes. As soon as the speed of rotation of the wheel pair is restored, the braking process is resumed and so on.

On the wagons were used three types of anti-free devices: inertial type, improved for international wagons, electronic. The inertial-type antioused devices are shown when slowing down the rotational movement of the wheel riding surface 3-4 mm per second. In the set of an improved anti-free device type MWX 4 axial sensors MWX2, two triggering valves MW.A15 and four safety valves. Thus, devices control the speed of rotation of all four wheel pairs of the wagon.

The electronic connecting device includes an electronic unit, four tachogenerator installed on each axis of the wheel pair, and four drop-down electropneumatic valves.

Fig. 5. Schemestandafordiagnosisantio-Uniondevices.

Power is carried out from the battery. Despite the structural differences, all types of anti-free devices actually have structural similar schemes and control them on the stand (Fig. 5). The stand for checking the antio-free device includes: base 1, on which the box 2 is fixed with the sensor 3 of the anti-free device; Brake block 4 with cylinder 6, which is mounted on frame 5; rotator 7 with a clinorem transmission; dumping valve 8; Air distributor 9; brake highway 10; Spare tank 11; Brake cylinder 12, and imitator 13 lever gear, as an elastic element. The diagnostic method is as follows. The stand turns on and with the help of a rotator 7 with a clinorem transmission, a specified speed of rotation of the axis of the axis of the wheel pair with flywheel is played. Compressed air is supplied to the cylinder 6, which takes the brake pad 4 to the flywheel. The braking process begins. The test of the anti-free device is carried out from the beginning in conventional braking, i.e. Slow down the frequency of rotation of the wheel pair less than 3 m / s 2. In this case, the emergency device should not work. Next simulates the encoding of the wheel pair, i.e. The process of stopping the flywheel occurs with a slowdown over 3-4 m / s 2. In this case, the exhaust device 3 sensor should work on shutting down the brake system, turn on the dropping valve 8, which connects the brake cylinder 12 with the atmosphere. Pressure is reset from cylinder 6 and the rotation process of the axis of the wheel pair is resumed. At this time, the valve 8 closes and the air distributor 9 connects the spare tank 11 with a braking cylinder 12, simulating the braking process. Then reproduces the response of the anti-free sensor 3 and so on.

It should be noted that the described stand consists of a two-part: the first, which simulates the encoding of the wheel pair and the operation of the sensor, and the second, reproducing the operation of conventional brake equipment elements - the air distributor, the spare tank, brake cylinder and lever transmission.

Diagnostics are carried out by deceleration parameters, in which the sensor is triggered, the emptying time and filling of the brake cylinder, the consumption of compressed air from the spare tank with a repeated response of the anti-free device and others. The emergency device is regulated from the calculation to ensure that it ensures the prevention of the wheelchair, with a minimal reduction in the braking efficiency of the entire system.

Magnetic rail brake

Such brakes are used mainly as additional at emergency braking of high-speed trains. Electromagnetic shoes are located on both sides of the trolley in the space between the wheels. Each such shoe with a brake is retained over the rails with springs, mounted in vertical pneumatic cylinders with guides. Shoes are also equipped with shock absorbers and cross-links.

In case of emergency braking, compressed air is supplied to the cylinders, which are lowered shoes on the rails, and at the same time the current from the batteries is supplied to the winding of the electromagnets of the shoes. Electromagnets are attracted, and friction of shoes occurs along rails, which provides braking cars.

Fig. 6. Schemestandafordiagnosismagnetic railtorkemose.

Check 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 mimic a moving rail path, and fix with connections 3 with fixed supports. Perform a series of braking cycles - vacation. Brake efficiency is measured by the flow rate of electric motors rotating circles 2. When checking, the time of triggering shoes to braking and vacation is also measured, control the efficiency of the lifting devices, dampers and connections.

Requirements for labor protection when repairing cargo wagon brake equipment

1. Repair of brake equipment should be carried out in accordance with the repair and technological documentation, the requirements of the instructions for repairing the brake equipment of cars specially prepared locksmiths under the control and management of the Master or Brigadier.

2. Before changing the air distributors, exhaust valves, the parts of the brake equipment, the tanks supplying the tubes to the air distributor, before opening the brake cylinders and adjusting the lever gear, the air distributor must be turned off, and the air from the spare two-chamber reservoir is released.

3. Staging the brake lever transmission, when adjusting it should be made using a special device. To combine holes in the heads and brake lever levers, you need to use a beard and a hammer. Check the coincidence of holes fingers is prohibited.

4. When blowing the brake line to avoid hitting the connecting sleeve, you should hold it with your hand near the connective head.

5. Before disconnected of the connecting sleeves, end cranes of adjacent cars must be blocked.

6. To disassemble the piston after removing it from the brake cylinder, it is necessary to cover the brake cylinder with a cover to so much so that you can knock out the pin head pin and remove the lid, gradually releasing it until the spring is gradually released.

7. Before separating the head of the brake cylinder piston and the horizontal lever, the air distributor must be turned off, and the air from the spare and two-chamber reservoir is released. Recess and installing the brake cylinder piston should be made using a special device.

8. Before changing the terminal crane, it is necessary to turn off the brake line of the freight car from the power supply.

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

10. It is forbidden to overtake the reservoirs of the working chamber and the air distributor when cleaning them, as well as renew the brake device plugs and pressure tanks.

11. Special installations and air-sized speakers for testing autotractors and other purposes must be equipped with connected heads. When testing autotractors, it is forbidden to produce work on the repair of the frame parts of the frame, the auto-braking device of the brakes of cargo wagons.

12. When repairing equipment under the cargo wagon, the rail is prohibited.

Literature

1. Sokolov M.M. Diagnosing wagons.

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

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

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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 wagon in the 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.

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 gear depends on the number of brake pads, which 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.

The drive brake drive through the thrust is connected to the horizontal lever 4 at the point of connection with the stem 6 of the piston of the brake cylinder, so the action of the lever gear will be the same as during automatic braking, but the process will occur slower.

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 on the inside of the 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 pendants of brake shoes with rubber bushings in the 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.

Introduction

Auto-braking technique is one of the most important elements of railway transport, on the level of development and condition of this technique, the transport ability of roads and the safety of trains movement largely depends.

The brake equipment of the rolling stock should work normally under the conditions of complex processes occurring in a moving train (dry friction of the brake pads with the transformation of mechanical energy into thermal, gas-dynamic processes in the brake line, combustion wheels along the rails in the limit use of the clutch forces, the interaction of wagons with each other with The emergence of significant longitudinal forces, etc.).

To ensure the uninterrupted action of automotive technology of rolling stock in complex meteorological conditions and with large cargo protection, there are many employees of control points of autotractoros and automatic departments of locomotive and car depots, permanent improvement of brake equipment repair technology, ensuring high reliability and stability of its operations in trains.

In order to ensure the safe operation of the brake equipment, the following types of repair and inspection of car brake equipment are installed: factory, depot, revision and current.

In modern exploitation conditions and on the near future, the automation of the various brake system nodes will be of particular importance, the device for remote control with automatic and other devices will be of particular importance.

Purpose and design of the brake lever transmission of the freight car

The lever braking transmission is called a system of thrust and levers, through which a person's force (with manual braking) or an effort developed by compressed air, along the brake cylinder bar (for pneumatic and electropneumatic braking) is transmitted to brake pads that are pressed against the wheels. According to the action on the wheel, lever transmissions with one-sided and bilateral pressing of the pads are distinguished.

The lever brake transmission with double-sided Pressing the pad has the following advantages compared with one-sided: The wheel pair is subjected to a turning effect in the boxes in the direction of pressing the pads; 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 is 10-15%. With the use of composite pads, disadvantages of one-sided pressing become less tangible in the result of a smaller press on each block and a higher friction coefficient.

Basically, all cargo wagons have one-sided press of pads, and passenger cars are double-sided, with vertical levers located on two sides of the wheels. Therefore, triangels are used on freight cars, and on passenger cars beams (traverses).

The brake lever transmission device of the four-axle freight car is shown in Figure 1.

Figure 1- The brake lever transmission device of a four-axle freight car

The brake cylinder piston rod 6 and the dead point 7 bracket are connected by rollers with horizontal levers 10 and 4, which in the middle part are associated with a tightening 5. The tightening of 5 is installed in the hole 8 with composite pads, and with cast iron pads in the hole 9. From the opposite ends. The levers 4 and 10 are articulated with rollers with rollers 11 and the powerover 3. The lower ends of the vertical levers 1 and 14 are interconnected between the struts 15, and the top ends of the levers 1 are connected to the traction 2, the top ends of the extreme vertical levers 14 are fixed on the ramps of the carts with the help of seague 13 and brackets. The triangels 17, on which shoes 12 with brake pads are 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 and triangels 17 are suspended to the carriage frame on the suspension 16. The traction rod of the regulator 3 is connected to the lower end of the left horizontal lever 4, and the regulating screw - with a burden 2. When braking the body of the regulator 3 rests on the lever connected to the horizontal lever 4 tightening .

A similar lever transmission, distinguished only by the dimensions of horizontal levers, have collures, platforms, tanks, etc.

The action of the lever transmission of the four-axle car is similar to the action of the lever transmission above. For manual adjustment of the lever gear in traction 2, earring 13 and tightening 15 there are spare holes.

The drive brake drive through the thrust is connected to the horizontal lever 4 at the point of connection with the stem 6 of the brake cylinder, so the action of the lever gear will be the same as with automatic braking, but the process is performed slower.

The most responsible details of the lever transmission of cargo wagons are triangels with a deaf landing of brake shoes 3 (Figure 2).

brake lever car repair

Figure 2 Triagel with deaf fit brake shoes

Bookmark 2 is installed on the inside of the shoe. The tip 5 placed behind the shoe lifts on the shelf of the side beam cart in the event of a suspension cliff 4 and protects the triangel from falling on the path. The parts mounted on the pinches are fixed with the crown nuts 8 and are fixed with hoptes 9. Pads 7 are attached in shoes with checks 6. The triangel is hinged with the side beams of the trolley by means of suspensions 4. All cargo wagons must have suspension shoes with rubber bushings in the holes (Figure 3). This allows you to remove loads with suspension, causing fatigue cracks, prevents the breakdowns and drop the parts on the path.

Figure 3 Suspension with rubber sleeves in holes

To increase the reliability of the lever gear and warning the drops of tightening and the traction of both stripes 1 of each vertical and horizontal lever, they weld together with each other 2. Connecting rollers when setting in holes such levers are fastened as usual with a washer and a pin with a diameter of 8 mm.

Traction and horizontal levers near the cylinder are equipped with safety and supporting brackets.

To increase the reliability of the lever gear and the warning of the drainage of tensions and the rod of both bands 1 of each vertical and horizontal lever are welded with each other 2 (Figure 4). Connecting rollers when setting into holes such levers are attached as usual for a washer and a pin with a diameter of 8 mm.

Figure 4-welded strips to increase the reliability of the lever gear

Additionally, on the side of the roller head in specially welded cheeks 3, a safety pin is inserted into the same diameter to prevent the roller loss if the main pin will be lost.

Figure 5-cheek to prevent roller falling

The feature of the design of the lever transmission of eight-axis wagons is the presence of a balancer, which ensures the distribution of the brake force on both trolleys (Figure 6). Many cargo wagons are equipped with a manual or parking brake with the helm, bred on the side of the car.

Figure 6-features of the design of the brake lever transmission of 8-axis cars

for students of the specialty "Wagons"

under the discipline "Wagons (general course)"

to laboratory work number 11

General brake equipment device

Cargo and passenger cars

Irkutsk 2005.

UDC 629.4.077

Compilers: A.V. Pargachevsky, Art. teacher;

G.V. Efimova, Art. teacher;

M.N. Yakushkin, assistant

Department of wagons and car farms

Reviewers: P.A. Halts, Head of the Technical Department of the Service of the Watcher Economy of the JUST - branch of JSC "Russian Railways";

candidate of Technical Sciences GS Pugachev, Associate Professor of the Department of Wagons and Carriage Economy.

Laboratory work number 11

General brake equipment device

Cargo and passenger cars

Purpose of work: Explore: the general device of the brake system of the carriage; the location of the main appliances of auto-brass equipment on freight and passenger cars; Types of pneumatic brakes, their braking modes.

Brief information from theory

The brake equipment of the wagons is intended to create and increase the resistance forces moving train. Forces creating artificial resistance are called brake forces.

The brake forces and resistance forces move the kinetic energy of a moving train. The most common means to obtain brake forces is bold brakein which braking is carried out by pressing the pads to rotating wheels, thereby arising friction force Between the shoe and wheel.

On the rolling stock of railways, 5 types of brakes are used: parking (manual), pneumatic, electropneumatic, electrical and magnetic rails.

Pneumatic brakes are used on the cargo wagons of the general network of MPS. The pneumatic brake system includes: brake line (M), which is located relative to the longitudinal axis of the Wagon symmetry (Fig. 1). The braking highway is attached to the car body in several places and at the end of the frame frame of the car, it has end cranes, connecting sleeves with heads (Fig. 2). The brake line of each car included in the formed train must be connected by means of connecting sleeves, and the end cranes are open. The end faucet of the tail wave of the train must be blocked.

From the brake line on each car there are taps through tees to the air distributor (BP) and, in some cases, to stop valves (Fig. 1). The air distributor (BP) and the reserve reservoir (SP) are attached to the brackets installed on the frame frame, with bolts. In the main types of wagons, the air distributor and the smely reservoir are located in the middle part of the frame. In some types of freight specialized cars, the air distributor and the smely reservoir are installed in the console part of the frame of the wagon.

The air distributor is connected to the brake line (M), a spare tank and a braking cylinder using pipes (Fig. 3).

On the pipe between the brake trill (m) and the air distributor (BP), a dismissal crane is installed, which, with a faulty autormore, the car must be blocked - the crane handle is located across the pipe.

The brake cylinder is attached using bolts to the brackets installed on the car frame, and is connected to the air distributor using a pipe (Fig. 4).

When braking, the effort from the brake cylinder bar (TC) is transmitted through the horizontal levers and the tightening of horizontal levers to the traction connected to the brake lever transmission of the trolley.

On one of the brake lever transmission, the rod output regulator is installed, which, as the brake pads wear reduces the length of this thrust and thereby compensates for the increase in the gaps between the pads and the surfaces of the wheel riding.

The schematic diagram of the brake lever transmission of a two-axle truck cargo car is presented in Fig. five.

To secure a single-standing freight car fleet from spontaneous care, it has a parking (manual) brake, the main elements of which are presented in Fig. 6. A similar device has a parking brake of passenger cars. The actuation of these brakes is carried out manually by turning the steering wheel or handle.

In addition to these nodes, brake equipment of some types of cargo wagons has a stewed - this is a device that provides automatic air pressure regulation in the brake cylinder depending on the loading of the car. It is installed between the air distributor and the brake cylinder.

Some types of passenger cars establishes an emergency device that provides an automatic pressure drop in the brake cylinder to stop slipping the wheel pair when driving the inverted car.