411. When maintaining the brake equipment of cars, it is necessary to check:
1) wear and condition of components and parts, compliance with their established dimensions.
Parts whose dimensions are outside the tolerances or do not ensure normal brake operation should be replaced;
2) the correct connection of the hoses of the brake and supply lines, the opening of the end valves between the cars and the disconnect valves on the supply air ducts from the main to the air distributors, as well as their condition and reliability of fastening, the condition of the surfaces of the electrical contacts of the heads of hoses No. 369A (if necessary, clean the contact surfaces with emery cloth );
3) the correct activation of the air distributor modes on each car, taking into account the presence of auto mode, including in accordance with the loading of the car and the type of brake pads;
4) the density of the train’s brake network, which must comply with established standards;
5) the effect of automatic brakes on sensitivity to braking and release, the effect of EPT on the integrity of the electrical circuit in wires No. 1 and 2 of the train, the absence of short circuits of these wires among themselves and on the car body, voltage in the circuit of the tail car in braking mode.
The operation of the EPT is checked from a power source with a stabilized output voltage of 40 V, while the voltage drop in the electrical circuit of wires No. 1 and 2 in braking mode, in terms of one car of the train being tested, should be no more than 0.5 V for trains of up to 20 cars inclusive and no more than 0.3 V - for longer trains.
Air distributors and electric air distributors that operate unsatisfactorily must be replaced with serviceable ones;
6) the operation of anti-skid and speed regulators on passenger cars with Western European type brakes in accordance with paragraph 417 of this Instruction;
7) on cars with auto mode, compliance of the output of the auto mode fork with the loading of the car, reliability of fastening of the contact strip, support beam on the bogie, auto mode, damper part and pressure switch on the bracket (tighten loose bolts);
8) correct regulation of the brake lever transmission and the operation of automatic regulators, the output of the TC rods, which must be within the limits specified in Table 7 of this Instruction.
The lever transmission must be adjusted so that the distance from the end of the coupling to the end of the protective pipe of the auto-regulator is at least 150 mm for freight cars and 250 mm for passenger cars. The angles of inclination of the horizontal and vertical levers must ensure normal operation of the lever transmission until the brake pads wear out to the limit;
9) the thickness of the brake pads and their location on the rolling surface of the wheels.
It is not allowed to leave brake pads on freight cars if they extend beyond the outer edge of the wheel tread by more than 10 mm. On passenger and refrigerator cars, the pads are not allowed to extend beyond the outer edge of the wheel tread. The thickness of cast iron brake pads is established on the basis of experimental data, taking into account ensuring their normal operation between PHEs.
The thickness of cast iron brake pads must be at least 12 mm. The minimum thickness of composite brake pads with a metal back is 14 mm, with a mesh-wire frame - 10 mm (the thickness of a pad with a mesh-wire frame is determined by the eyelet filled with friction mass).
The thickness of the brake pad must be checked from the outside, and in case of wedge-shaped wear - at a distance of 50 mm from the thin end.
If there is obvious wear on the brake pad on the inside (wheel flange side), the pad must be replaced if this wear could cause damage to the shoe.
10) provision of the train with the required pressure of the brake pads in accordance with the brake standards (Appendix 2 to these Instructions).
Car type
When departing from
technical points
service
Maximum up to
valid for
full braking
Freight:
with cast iron pads 75-125 / 40–100 175
with composite pads 50-100 / 40-80 130
Passenger:
with cast iron and composite
pads
130-160 / 80-120 180
dimensions RIC with air distribution
KE liters and cast iron brakes
new pads
105-115 / 50-70 125
VL-RITS on TVZ-TsNII trolleys
"M" with composite block -
25-40 / 15-30 75
Notes. 1. In the numerator - at full service braking, in the denominator - at the first stage
braking.
2. The output of the brake cylinder rod with composite pads on passenger cars is indicated with
taking into account the length of the clamp (70 mm) installed on the rod.
The linkage must be adjusted so that the distance
from the end of the coupling to the end of the automatic regulation protective pipe
the torus was at least 150 mm for freight cars and 250 mm for passenger cars
skikh; the angles of inclination of the horizontal and vertical levers must ensure
ensure normal operation of the linkage until wear reaches its limit
brake pads;
– the thickness of the brake pads and their location on the surface
rolling wheels. It is not allowed to be left on freight cars
brake pads, if they come out of the rolling surface beyond
outer wheel by more than 10 mm. On passenger and refrigerated
gator cars, the exit of the pads from the rolling surface is
the outer edge of the wheel is not allowed.
The thickness of cast iron brake pads is established by order
the head of the road based on experimental data, taking into account the provision of norms
their work between maintenance points is limited.
The thickness of cast iron brake pads must be at least 12 mm.
The minimum thickness of composite brake pads with metal
with a mesh-wire frame – 10 mm (pads with
mesh-wire frame is determined by the filled friction
no weight of the ear).
Check the thickness of the brake pad from the outside, and when
wedge-shaped wear - at a distance of 50 mm from the thin end.
In case of obvious wear of the brake pad on the inside (from
side of the wheel flange) the pad must be replaced if this wear may
cause damage to the shoe;
– provision of the train with the required pressure of the brake pads in
in accordance with the brake standards approved by the Ministry of Railways
(Appendix 2).
6.2.2. When adjusting the lever transmission on cars, equipped
maintaining the output of the brake cylinder rod at the lower limit of the setting
established standards, and on passenger cars - at the average value established
new standards for rod output.
At the same time, on passenger cars at the points of formation of regulatory
The drive should be aligned at a charging pressure of 5.2 kgf/cm2 and full
adjust the dacha to maintain the rod output not exceeding the average
understanding the meaning of established standards.
6.2.3. Standards for the output of brake cylinder rods in freight cars
new before steep long descents are set by the boss
we, the lever transmission of which is rearranged for cast iron pads (i.e.
the tightening rollers of the horizontal levers are located in the holes located
install cast iron blocks on cars whose lever transmission is
mounted on composite pads, with the exception of wheel pairs
passenger cars with gearboxes, where cast iron wheels can be used
boats up to a speed of 120 km/h.
Six- and eight-axle freight cars are allowed to operate
Only use composite pads.
6.2.5. When inspecting a train at a station where there is a technical
service, all faults must be identified in the cars
brake equipment, and parts or devices with defects are replaced
serviceable.
6.2.6. At freight train formation points and at formation points
regulation _______and turnover of passenger trains, carriage inspectors are obliged
check the serviceability and operation of the hand brakes, paying attention to
ease of actuation and pressing of the pads to the wheels.
Car inspectors must perform the same check of hand brakes.
carried out at stations with maintenance points, before
those facing steep, protracted descents.
The brain equipment has at least one of the following malfunctions:
– faulty air distributor, electric air distribution
tel, electrical circuit of the electro-pneumatic brake (in the past-
tap, release valve, brake cylinder, reservoir, working
– damage to air ducts – cracks, breaks, abrasions
and delamination of connecting sleeves; cracks, breaks and dented
dirt on the air ducts, looseness of their connections, weakening
pipelines at fastening points;
– malfunction of the mechanical part – traverse, triangels, lever
cracks or breaks in parts, chipping of pad lugs. Non-
fork fastening of the block in the shoe; faulty or missing
warping safety devices and beams of automatic modes, non-
standard fastening, non-standard parts and cotter pins in assemblies;
– faulty handbrake;
– loosening of parts;
– unadjusted lever transmission;
– the thickness of the pads is less than specified in paragraph 6.2.1 of this Instruction;
6.2.8. Check the effect of pneumomechanical anti-skid and
speed regulators on RIC cars in passenger mode are switched on
brake pressure during full service braking.
On each car, check the operation of the anti-skid regulator for
each axis. To do this, turn the inertial
load, in this case air must be released from the brake fluid
linder of the trolley being tested through the relief valve. After the
After impact on the load, it must return to its original position on its own.
pressure, and the brake cylinder is filled with compressed air until the first
initial pressure, which is controlled by a pressure gauge on the side wall
carriage body.
Press the speed regulator button on the side wall of the car.
The pressure in the brake cylinders must increase to the specified level.
values, and after stopping pressing the button, the pressure in the cylinders
should be reduced to the original level.
After checking, turn on the brakes of the cars to the appropriate mode
the upcoming maximum speed of the train.
6.2.9. Check the distance between the connecting heads
VOV No. 369A and plug connectors of the inter-car electric
connections of the lighting circuit of cars when they are connected.
This distance must be at least 100 mm.
ORDER OF PLACEMENT AND ENGAGEMENT OF BRAKES
Air pressure in the brake line of a passenger car. Exit of the TC rod during brake testing and during full service braking (emergency braking). Acceptable wear dimensions for cast iron brake pads.
In what cases is the stop valve activated in a passenger train carriage?
Purpose and operation of the car hand brake. Stop valve in a passenger train car. Air pressure in the brake line of a passenger car. Exit of the TC rod when testing the brakes and during full service braking (emergency braking). Acceptable wear dimensions for cast iron brake pads. The procedure for turning off the brake on the car.
Hand brakes are a backup in case of failure of the air brakes, and are also designed to hold the cars in place while parked.
The handbrake steering wheel is located in the working vestibule, on a rod that has a screw thread (thread reserve 7.5-8 turns). This rod is connected to the TRP of both bogies using a system of vertical and horizontal levers, and when the thread is tightened, the brake pads are pressed against the wheel rim.
The hand brake is used:
If the driver gives the “Brake” signal (while the train is moving) (– – –);
In case of self-uncoupling of the train between cars;
If the driver gives a “General alarm” signal ( – );
With a slider over 12 mm;
When fencing the train by the conductor of the tail car;
If it is possible for the train to move to the stage if there is a slope.
“Stop valve” is a special device consisting of pipes diverting from the brake line and disconnect valves located in the car interior (from 3 to 5), in vestibules, in the service compartment and 2 in the passenger room.
The “stop valve” is used in cases that threaten traffic safety or the lives of passengers, by moving the handle from the top position all the way down at arm’s length (to prevent injury to the face and eyes); after stopping the train, the handle is smoothly returned to its original position.
“Stop tap” is used in the following cases:
Fire in a carriage or train (if the train is not on a bridge or in a tunnel);
Jamming of wheelsets (we stop the train at any place);
When SKNB/SKNB-P is triggered (we stop the train at any place);
Threat to human life or traffic safety (we stop the train anywhere);
If the driver gives a sound signal “General alarm” ( – ).
The charging set pressure in the brake cylinder should be 5.0-5.2 atm.
Brake testing is carried out with reduced pressure in the brake cylinder of 0.3-0.6 atm.
Full service braking is carried out by reducing the pressure in the brake cylinder by 1.2-1.5 atm in one step.
During emergency braking, the pressure in the brake cylinder decreases from 5.0-5.2 atm to 0.
The pressure in the brake cylinder depends on the braking stage. At full service and emergency it will be 3.8 atm.
The output of the brake cylinder rod depends on the pressure in the brake cylinder: when testing the brakes - 80-120 mm, during full and emergency braking - 130-160 mm.
To create a braking effect, 3 types of brake pads are used:
Composite with a metal back (thickness not less than 14 mm);
Composite with a mesh frame (thickness not less than 10 mm);
Cast iron (thickness not less than 12 mm).
All passenger cars are generally equipped with cast iron brake pads. It is prohibited to include wagons in or on trains if:
The brake pad is broken;
The block has slipped from the wheel tread surface by more than 10 mm;
The brake pads are thinner than the specified thickness in the middle;
There is no locking pin holding the brake pad pin in the shoe;
A through crack across the entire surface of the brake pad.
7.1 When performing maintenance on wagons, check:
– condition of components and parts of brake equipment for compliance with their established standards. Parts that do not ensure normal operation of the brake - replace;
– the correct connection of the brake line hoses, the opening of the end valves between cars and the disconnect valves on the air supply lines, as well as their condition and reliability of fastening, the condition of the surfaces of the electrical contacts of the heads of hoses No. 369A (if necessary, clean the contact surfaces). Correct hose hanging and reliable closing of the end valve. When coupling passenger cars equipped with two brake lines, hoses located on one side of the automatic coupler axis in the direction of travel must be connected;
– the correct activation of air distributor modes on each car, taking into account the presence of auto mode, including in accordance with the axle load and type of pads;
– the density of the brake network of the train, which must comply with established standards;
– the effect of auto brakes on the sensitivity to braking and release, the effect of the electro-pneumatic brake with checking the integrity of the electrical circuit in wires No. 1 and 2 of the train, the absence of short circuits of these wires to each other and to the car body, voltage in the circuit of the tail car in braking mode. The operation of the electro-pneumatic brake is checked from a power source with a stabilized output voltage of 40 V, while the voltage drop in the electrical circuit of wires No. 1 and 2 in braking mode, in terms of one car of the train being tested, should be no more than 0.5 V for trains of up to 20 cars. inclusive and not more than 0.3 V for longer trains. Replace air distributors and electric air distributors that are operating unsatisfactorily with serviceable ones;
– the operation of anti-skid and speed regulators on passenger cars with Western European type brakes in accordance with individual instructions of the infrastructure owner, as well as clause 7.8 of these Rules;
– on cars with auto mode, the output of the auto mode fork corresponds to the load on the axle of the car, the reliability of fastening the contact strip, the support beam on the bogie and auto mode, the damper part and the pressure switch on the bracket, tighten any loose bolts;
– correct regulation of the brake lever transmission and the operation of automatic regulators, the output of the brake cylinder rods, which must be within the limits specified in the table. 7.1.
Table 7.1 Car brake cylinder rod output, mm
| Car type | When leaving from service points | Maximum permissible at full braking in operation (without auto-regulator) | ||||
| Truck with chocks: | ||||||
| cast iron | 75–125 | |||||
| 40–100 | ||||||
| compositional | 50–100 | |||||
| 40–80 | ||||||
| Truck with separate trolley braking with pads: | – | |||||
| cast iron | 30-70 | - | ||||
| - | ||||||
| compositional | 25-65 | - | ||||
| - | ||||||
| Passenger | ||||||
| with cast iron and composite blocks | 130–160 | |||||
| 80–120 | ||||||
| RIC size with KE air distributors and cast iron pads | 105–115 | |||||
| 50–70 | ||||||
| VL-RITS on TVZ-TsNII M trolleys with composite blocks | 25–40 | |||||
| 15–30 | ||||||
Notes. 1 In the numerator - at full service braking, in the denominator - at the first stage of braking.
2 The output of the brake cylinder rod with composite pads on passenger cars is indicated taking into account the length of the clamp (70 mm) installed on the rod.
The lever transmission must be adjusted so that the distance from the end of the protective tube coupling to the connecting thread on the auto-regulator screw is at least 150 mm for freight cars and 250 mm for passenger cars, and for freight cars with separate bogie braking 50 mm for auto-regulators RTRP-300 and RTRP-675-M; The angles of inclination of the horizontal and vertical levers must ensure normal operation of the lever transmission until the brake pads wear out to the limit. (With a symmetrical arrangement of the brake cylinder on the car and on cars with separate bogie braking with full service braking and new brake pads, the horizontal lever on the side of the brake cylinder rod should be located perpendicular to the axis of the brake cylinder or tilted from its perpendicular position to 10 o away from bogies. With an asymmetrical arrangement of the brake cylinder on cars and on cars with separate per-bogie braking and new brake pads, the intermediate levers must have an inclination of at least 20 o towards the bogies)
– the thickness of the brake pads and their location on the rolling surface of the wheels. It is not allowed to leave brake pads on freight cars if they extend from the rolling surface beyond the outer edge of the wheel rim by more than 10 mm. On passenger and refrigerator cars, pads leaving the rolling surface beyond the outer edge of the wheel are not allowed.
The thickness of brake pads for passenger trains must ensure travel from the formation point to the turnaround point and back and is established by local instructions based on experimental data.
The minimum thickness of the pads at which they must be replaced: cast iron - 12 mm; composite with a metal back - 14 mm, with a mesh-wire frame - 10 mm (pads with a mesh-wire frame are determined by the ear filled with friction mass).
Check the thickness of the brake pad from the outside, and in case of wedge-shaped wear - at a distance of 50 mm from the thin end.
In case of wear of the side surface of the shoe on the side of the wheel flange, check the condition of the triangular or yoke, brake shoe and brake shoe suspension, eliminate any identified deficiencies, replace the shoe;
– provision of the train with the required pressure of the brake pads in accordance with the brake standards approved by the infrastructure owner (Appendix 2).
7.2 When adjusting the lever transmission on cars equipped with an auto-regulator, its drive is adjusted on freight cars to maintain the brake cylinder rod output at the lower limit of the established standards (Table 7.2.).
On passenger cars at formation points, drive adjustments should be made at a charging pressure of 5.2 kgf/cm 2 and full service braking. On cars without auto-regulators, the lever transmission should be adjusted to maintain the rod output not exceeding the average values of the established standards, and on cars with auto-regulators - at the average values of the established standards of rod output.
7.3 Standards for the extension of brake cylinder rods in freight cars not equipped with automatic regulators before steep, long descents are established by local instructions.
7.4 It is prohibited to install composite pads on cars, the lever transmission of which is rearranged under cast iron pads (i.e., the tightening rollers of the horizontal levers are located in the holes located further from the brake cylinder), and, conversely, it is not allowed to install cast iron pads on cars, the lever transmission of which rearranged for composite blocks, with the exception of wheel pairs of passenger cars with gearboxes, where cast iron blocks can be used up to a speed of 120 km/h.
Six- and eight-axle freight cars are allowed to be operated only with composite blocks.
Table 7.2 Approximate installation dimensions of the brake linkage regulator drive
| Car type | Brake pad type | Dimension “A”, mm | |
| lever drive | rod drive | ||
| Truck 4-axle | Compositional | 35–50 | 140–200 |
| Cast iron | 40–60 | 130–150 | |
| Truck 8-axle | Compositional | 30–50 | – |
| Truck with separate bogie braking | Compositional | 15–25 | – |
| Refrigerated 5-car section built by BMZ and GDR | Compositional | 25–60 | 55–145 |
| Cast iron | 40–75 | 60–100 | |
| Autonomous refrigerated wagon (ARV) | Compositional | – | 140–200 |
| Cast iron | – | 130–150 | |
| Passenger carriage (car container): | |||
| From 42 to 47 t | Compositional | 25–45 | 140–200 |
| Cast iron | 50–70 | 130–150 | |
| From 48 to 52 t | Compositional | 25–45 | 120–160 |
| Cast iron | 50–70 | 90–135 | |
| From 53 to 65 t | Compositional | 25–45 | 100–130 |
| Cast iron | 50–70 | 90–110 |
7.5 When inspecting the train at a station where there is a maintenance point, all faults in the brake equipment must be identified in the cars, and parts or devices with defects must be replaced with serviceable ones.
If a malfunction of the brake equipment of cars is detected at stations where there is no maintenance point, it is allowed to proceed with the car with the brake off, subject to traffic safety, to the nearest technical service point.
7.6 At points of formation of freight trains and at points of formation and turnover of passenger trains, car inspectors are required to check the serviceability and operation of hand brakes, paying attention to the ease of actuation and pressing of the blocks to the wheels.
Car inspectors should carry out the same check of hand brakes at stations with maintenance points preceding steep, long descents.
7.7 It is prohibited to place cars on a train whose brake equipment has at least one of the following faults:
– faulty air distributor, electric air distributor, electrical circuit of the electro-pneumatic brake (in a passenger train), auto mode, end or disconnect valve, exhaust valve, brake cylinder, reservoir, working chamber;
– damage to air ducts – cracks, breaks, abrasions and delamination of connecting hoses; cracks, breaks and dents in air pipelines, loose connections, weakening of the pipeline at fastening points;
– malfunction of the mechanical part - traverse, triangular, levers, rods, suspensions, auto-regulator of lever transmission, shoes; cracks or breaks in parts, chipping of the pad eyes, improper fastening of the pad in the shoe; faulty or missing safety devices and automatic mode beams, non-standard fastenings, non-standard parts and cotter pins in assemblies;
– faulty handbrake;
– loosening of parts;
– unadjusted lever transmission;
– the thickness of the pads is less than specified in clause 7.1 of these Rules.
7.8 Check the operation of pneumomechanical anti-skid and speed regulators on RIC cars in the passenger mode of brake activation with full service braking.
On each car, check the operation of the anti-skid regulator on each axle. To do this, rotate the inertial load through the window in the sensor housing, and air should be released from the brake cylinder of the trolley being tested through the release valve. After the impact on the load ceases, it must return to its original position, and the brake cylinder must be filled with compressed air to the initial pressure, which is monitored by a pressure gauge on the side wall of the car body.
Press the speed regulator button on the side wall of the car. The pressure in the brake cylinders should increase to the set value, and after stopping pressing the button, the pressure in the cylinders should decrease to the original value.
After checking, turn on the brakes of the cars to a mode corresponding to the upcoming maximum speed of the train.
7.9 Check the distance between the heads of connecting hoses No. 369A and the plug connectors of the inter-car electrical connection of the lighting circuit of the cars when they are connected. This distance must be at least 100 mm.
Related information.
Locomotives.
The thickness of cast iron brake pads in operation is allowed to be no less than: flangeless on tenders - 12 mm, flanged and sectional on locomotives (including tenders) - 15 mm, on shunting and export locomotives - 10 mm. Extension of the brake pads beyond the outer edge of the tire rolling surface (wheel rim) in operation is allowed no more than 10 mm. Replace the pads when the maximum thickness is reached, there are cracks across the entire width of the pad, extending to the steel frame, with wedge-shaped wear, if the smallest permissible thickness is located at a distance of 50 mm or more from the thin end of the pad.
Cars.
It is not allowed to leave brake pads on freight cars if they extend from the tread surface beyond the outer edge of the wheel by more than 10 mm. On passenger and
In refrigerator cars, pads leaving the rolling surface beyond the outer edge of the wheel are not allowed. The thickness of cast iron brake pads is established by order
road manager based on experimental data, taking into account ensuring their normal operation between maintenance points.
The minimum thickness of cast iron pads is at least 12 mm, composite brake pads with a metal back - 14 mm, with a mesh-wire frame - 10 mm (pads with a mesh-wire frame are determined by the eye filled with friction mass). Check the thickness of the brake pad from the outside, and in case of wedge-shaped wear - at a distance of 50 mm from the thin end. If there is obvious wear on the brake pad on the inside (wheel flange side), the pad must be replaced if this wear could cause damage to the shoe.
If a slider (pothole) with a depth of more than 1 mm, but not more than 2 mm, is discovered along the route of a passenger or freight car (except for a motor car of a multi-unit rolling stock (MMU) or a tender with axle boxes with roller bearings, it is allowed to bring such a car (tender) without uncoupling from the train to the nearest maintenance point that has facilities for replacing wheel sets, at a speed of no more than 100 km/h in a passenger train and no more than 70 km/h in a freight train. When the slider depth is from 2 to 6 mm for cars, except for the MVPS motor car, and from 1 to 2 mm for the locomotive and MVPS motor car, the train is allowed to travel to the nearest station at a speed of 15 km/h, with the slider being respectively over 6 to 12 mm and over 2 to 4 mm - at a speed of 10 km/h. The wheelset must be replaced at the nearest station. With a slider depth of more than 12 mm for a car and a tender, more than 4 mm for a locomotive and a motor car MVPS
It is allowed to travel at a speed of 10 km/h, provided that the wheelset is suspended or the possibility of rotation is excluded. In this case, the locomotive must be uncoupled from the train, the brake cylinders and the traction electric motor (motor group) of the damaged wheel pair must be disconnected. Measure the depth of the slide using an absolute template. In the absence of a template, it is allowed to determine the depth of the slider at stops along the route by its length.
