At the first departure station, the locomotive crew is obliged to check the operation of the automatic (without a 5-minute holding in the braked state) and auxiliary brakes in the manner prescribed in clause 3.2 of this Instruction, and at intermediate stations - auxiliary brake.
MAINTENANCE AND CONTROL OF BRAKES ON TRAINS WITH LOCOMOTIVE POWER
10.1.1. When traveling with a train or a separate locomotive, the driver and the assistant driver must:
When leaving the station with a train, make sure that there are no sparks or any other signs that threaten safe following, as well as that stop signals are not given by the train crew, station workers or employees of other services;
Ensure the operation mode of the compressors (or steam-air pumps) in accordance with paragraph 3.1.1 of this Instruction, and prevent the pressure drop in the main tanks below the established rate;
Prepare the brakes for action, and move the operator's crane handle to the train position, at which the charging pressure in the brake network should be maintained in accordance with Table. 3.2 or clause 3.2.6 of this Instruction;
When driving a passenger train with electro-pneumatic brakes, have the power supply turned on; the voltage in the electric circuit of the passenger train must correspond to that specified in clause 3.2.9 of these Instructions, and the signal lamp on the control panel must be on;
Make sure that the train brakes work reliably by checking their operation along the route.
10.1.2. Check the action of auto brakes along the route by reducing the pressure in the equalizing tank of a loaded cargo train and a single locomotive by 0.7-0.8 kgf / cm 2, in empty cargo, cargo-passenger and passenger trains by 0.5-0.6 kgf / cm 2 set for testing the brakes. In this case, release the locomotive automatic brake in freight trains with a length of more than 100 axles (except for locomotives equipped with a 4VK crane).
If the passenger train contains more than half of the VL-RITs cars with TVZ-TsNII "M" bogies and KE air distributors, check the operation of automatic brakes along the route by reducing the pressure in the surge tank by 0.7-0.8 kgf / cm 2.
When checking the action of the brakes, it is prohibited to use the auxiliary and electric brakes on the locomotive on all trains.
After the appearance of a braking effect and a decrease in speed by 10 km / h in a loaded cargo, cargo-passenger, passenger train and a single locomotive and by 4-6 km / h in an empty cargo train, release the brakes. The specified speed reductions must occur at a distance not exceeding the distance specified by local regulations.
Release the brakes after checking along the route only after the driver is convinced of their normal operation.
If, after the first stage of braking, the initial effect is not obtained in a passenger train within 10 s, in an unladen cargo train with a length of up to 400 axles and a cargo-passenger train for 20 s, in other freight trains within 30 s, immediately apply emergency braking and take all measures to the train stop.
10.1.3. Depending on the result of checking the action of automatic brakes and on the basis of the experience of driving trains on the section, the driver, when driving the train further, selects the places where braking starts and the amount of pressure drop in the highway so as to prevent the signal with a prohibitory indication from passing, and the speed reduction signal and the place of warning follow with set speed.
10.1.4. The places and speeds of movement of trains and single locomotives, as well as the distance at which the speed should be reduced when checking the action of the brakes along the route, are determined by a commission, approved by the head of the road and indicated in local instructions. These distances are indicated on the tracks with the signal signs "Start of braking" and "End of braking" and are determined on the basis of traction calculations and experimental trips for each type of train, provided they are provided with properly functioning brakes and a single lowest braking pressure per 100 then the weight of the train (composition), approved MPS.
10.1.5. Checking the action of automatic brakes along the route of the train is carried out:
After full or reduced testing of the brakes, turning on and off the automatic brakes for individual cars or a group of cars, when switching from electro-pneumatic brakes to automatic brakes, if the travel time on electro-pneumatic brakes was 20 minutes or more, as well as in the cases provided for in clause 9.4.1 of this Instructions;
Before entering dead-end stations, as well as in front of the station, where the train stops according to the schedule, if there is a descent to this station with a steepness of 0.008 or more and a length of at least 3 km. In some cases, based on local conditions and traffic safety, a lower slope may be adopted by the order of the road manager. Before the indicated stations, check the operation of the automatic brakes in such a way that when entering the station, the automatic brakes are completely released and the brake network is charged to the set pressure. If the brakes cannot be released according to the conditions of running the train, then when the train is moving in a braked state, the driver must calculate his actions so that he can stop the train after increasing the braking at the designated place;
On a single locomotive after checking its auto brakes at the first departure station.
If the driver of the lead locomotive does not perform the check when following the train at the place established to check the operation of the automatic brakes, then the driver of the second locomotive must contact the driver of the head locomotive by radio and send a vigilance signal - a requirement to check.
10.1.6. If it is necessary to check the action of automatic brakes in non-established places, it is allowed to perform it, as a rule, on the station tracks or when leaving the station on the first stretch, which has a platform or a descent, taking into account local conditions. In these cases, the effect of automatic brakes is allowed to be assessed by the time of speed reduction by 4 - 6 km / h in an empty freight train and by 10 km / h in other freight trains and single locomotives. This time is set in the local instructions on the basis of experimental trips in accordance with clause 10.1.4.
If an unsatisfactory operation of the automatic brakes is detected, when assessing their action by the time of speed reduction, apply emergency braking and take all measures to stop the train.
10.1.7. On passenger trains, first check the function of the automatic brake and then the electro-pneumatic brake. To check the action of the electro-pneumatic brake along the route, perform a braking stage until the pressure is reached brake cylinders locomotive 1.0 - 1.5 kgf / cm 2.
10.1.8. It is imperative to check the operation of the electro-pneumatic brakes after full testing brakes, changing locomotives, locomotive crews or control cabs, hitching wagons to the train.
10.1.9. Before the train departs from an intermediate station or haul, the driver must check the density of the braking network freight train at the II position of the crane handle of the driver with a mark of its value and the place of check on the back of the certificate of the VU-45 form. If, when checking the density of the brake network, the driver detects its change by more than 20% towards an increase or decrease from the previous value indicated in the certificate of the VU-45 form, make a short test of the automatic brakes.
10.1.10. The driver and the assistant driver are obliged to observe the operation of the brakes on the train during the entire journey.
If sparking is detected in the train with the brakes released, stop the train with service braking to check the train composition and eliminate the malfunction that caused the sparking.
If necessary, manually release the brake and turn off the air distributor; at the passenger carriage, make sure that the air is completely released from the storage tank (for a carriage with a Western European type brake, additionally let air out of the working chamber).
To detect sliders (potholes), carefully inspect the rolling surfaces of the wheels, if necessary, broach the composition.
The driver must make an appropriate note on the release of the brake in the certificate of the VU-45 form.
10.1.11. If found along the route by a passenger or freight car(except for a motor car of a motor-car rolling stock (MVPS) or a tender with axleboxes with roller bearings) of a slider (potholes) with a depth of more than 1 mm, but not more than 2 mm, it is allowed to bring such a car (tender) without uncoupling from the train to the nearest point Maintenance, having means for changing wheel sets, at a speed not exceeding 100 km / h in a passenger train and not exceeding 70 km / h in a freight train.
With a slider depth of 2 to 6 mm for cars, except for the MVPS motor car and from 1 to 2 mm for a locomotive and a motor car of the MVPS, the train is allowed to travel to the nearest station at a speed of 15 km / h, and with a slider size, 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, for a locomotive and a motor car of the MVPS, it is allowed to follow 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 traction motor(engine group) of the damaged wheelset are disabled.
Measure the slider depth with an absolute gauge. In the absence of a template, it is allowed at stops along the way to determine the depth of the slider by its length using the data specified in table. 10.1.
Table 10.1.
10.1.12. If, when a freight train is following, its speed does not decrease without the driver activating the brakes, but there are signs of a possible rupture of the brake line (frequent switching on of compressors or a rapid decrease in pressure in the main tanks after switching off the compressors when sandboxes and typhons are not working, the brake line rupture indicator with a sensor No. 418) turn off the traction, move the operator's crane handle to the overlap position without power by 5-7 s, and observe the pressure of the brake line.
If after that there is a rapid and continuous decrease in the pressure in the brake line or a sharp deceleration of the train movement, which does not correspond to the influence of the track profile, perform service braking, then move the operator's crane handle to position 3 and stop the train without applying the auxiliary locomotive brake, find out and eliminate the cause ...
If there is no rapid and continuous decrease in the pressure of the brake line and a sharp deceleration of the train movement, perform service braking with the discharge of the brake line by the value of the first stage, then release the autobrakes in the prescribed manner, while turning on the traction mode is allowed only after the complete release of the autobrakes.
In case of repeated braking of the train due to the spontaneous operation of the auto brakes in the train, brake and release the auto brakes in the prescribed manner, declare a control check of the auto brakes in accordance with clause 19.1.4 of this Instruction and bring the train to the station where this check will be carried out. Without identifying and eliminating the causes of spontaneous operation of automatic brakes, it is not allowed to send a train from this station for further travel.
10.1.13. In the event that the hitchhiking EIC is triggered, as well as the braking of a passenger, post-baggage and cargo-passenger train with a stop crane or as a result of the disconnection of their brake line, perform emergency braking in the manner specified in clause 10.1.21 of this Instruction.
10.1.14. In case of failure of automatic brakes on the train, perform emergency braking and take measures to stop the train. If the attempt to stop the train is unsuccessful, give a general alarm signal and, via the train radio communication, located on the locomotive, additionally inform the duty officer of the station in front or the dispatcher about the incident so that they can take measures to freely accept the train at the station or pass the train through the station. The conductor or the carriage conductor, having heard the general alarm signal or seeing the stop signals given from the track, must open the emergency brake valve and activate the hand brake on the serviced cars.
After the train stops, find out the reason for the unsatisfactory operation of the brakes. If it is impossible to eliminate the malfunction or restore the action of the brakes on the spot, then the further running of the train should be carried out in accordance with the PTE and the Instruction on the movement of trains and shunting work on the railways.
10.1.15. In the case of using electric braking on electric locomotives and diesel locomotives and counter-steam on steam locomotives, release the locomotive brake. It is not allowed to simultaneously apply pneumatic and electric braking on electric locomotives and diesel locomotives in cases not provided for by the locomotive diagram, as well as counterpairs on steam locomotives.
10.1.16. If an emergency braking of the train was applied by the driver from the locomotive on the route, the driver must, before setting the train in motion, wait for the time required for full release and charging of the auto brakes, specified in paragraphs. 10.2.1.5, 10.2.1.8, 10.3.13 of these Instructions. If there is a vacation alarm in high-speed trains, the driver checks the release of the brakes after emergency braking by the control lamp of the vacation alarm located in the cab. A train equipped with a vacation warning lamp can only be set in motion after the warning lamp goes out.
If emergency braking is performed from the car or due to a violation of the integrity of the brake line, then after finding out the reasons for the stop, eliminating them and receiving the possibility of departure, the driver releases and charges the auto brakes and sets the train in motion. In a passenger train, the release of the brake of each carriage must be checked by the conductors and the head (mechanic-foreman) of the train. On a freight train, the brake release on the train is not checked. If, when determining the reason for stopping the train, an open end valve is found on the tail car, it is necessary to close the valve, check the car number with the data on the full-scale sheet and certificate of the VU-45 form.
After the train departs, the workers of the locomotive brigade must from the windows of the locomotive cabin, and the conductors passenger cars observe the movement of the train from the vestibules; in case of detection of non-release of brakes, sparking or other malfunctions, take measures to eliminate them or, if necessary, to stop the train.
10.1.17. It is forbidden in the working cabins of the locomotive during stops at the station, as well as on the way to shut off the isolation valve or double-traction valve on the supply line and the combined or isolation valve on the brake line, except for the following cases: when using multiple traction and a pushing locomotive included in the brake network trains, when on locomotives other than the head one, the handle of the double-haul crane or the combined crane is moved to the double-haul position; in non-working cabins in the absence of blocking device No. 367; when checking the density of the braking network of passenger trains; when repairing a crane operator (in the parking lot); when releasing automatic brakes in a short-piece passenger train after emergency braking in accordance with clause 10.2.1.3.
10.1.18. For all types of service braking with automatic brakes, the pressure in the surge tank should be reduced by the driver's crane from the set charging pressure by at least the value of the first stage set for all passenger and freight trains, pp. 10.2.1.1, 10.3.1 of these Instructions. With step braking, the subsequent braking steps should be performed by reducing the pressure in the surge tank in the range from 0.3 to 1.0 kgf / cm 2, depending on the need. When the train moves to the planned stop, start braking with the first step, after reducing the speed by 25-50% of the initial one, if necessary, increase the braking.
The best smoothness of train braking is ensured by discharging the brake line at the beginning of service braking by the value of the first stage.
10.1.19. When braking from a speed of 40 km / h or less in trains with 50% or more cars equipped with composite pads or disc brakes, the brakes must be applied a little earlier than with cast iron pads.
10.1.20. When performing full service braking in one step, reduce the pressure in the surge tank by 1.5-1.7 kgf / cm 2. This type of braking should be used in exceptional cases when it is necessary to stop the train or reduce its speed at a shorter distance than when performing step braking.
10.1.21. Apply emergency braking on all trains and on any track profile only when an immediate stop of the train is required. It is carried out by the operator's crane, and, if necessary, by a combined crane from the leading or driven (with double or multiple traction) locomotives. After moving the handle of the driver's crane or combination crane to the emergency braking position, activate the sandbox and the auxiliary brake of the locomotive and turn off the traction, leave the handle of the driver's crane or combined crane in the emergency braking position, and the auxiliary brake handle - in the extreme braking position until it stops completely.
10.1.22. In order to avoid a sharp slowdown in the movement of the locomotive when using the auxiliary brake crane and the occurrence of large longitudinal-dynamic reactions in the train at speeds of 50 km / h or less, it is necessary to brake with this crane when driving the train with steps, except in the case of an emergency stop.
When actuating the auxiliary brakes of passenger and freight locomotives (except for shunting locomotives), avoid systematic effective braking with an increase in pressure in the brake cylinder at a time of more than 1.5 kgf / cm 2. As a rule, service braking with an auxiliary brake with a pressure of more than 1.5 kgf / cm 2 in the brake cylinders of a locomotive with ridge brake pads should be repeated in a step after holding the pressure in the cylinders up to 1.5 kgf / cm 2 for 0.5-1.0 min.
Do not use the auxiliary brake to prevent skidding of the locomotive.
10.1.23. Release the auxiliary brake of the locomotive in case of its application after the release of the automatic brakes of the train.
10.1.24. Before braking, by lowering the pressure in the equalizing tank by more than 1 kgf / cm 2 with automatic brakes or with a pressure in the brake cylinders of locomotives of more than 2.5 kgf / cm 2 with electro-pneumatic brakes, first activate the sandbox.
10.1.25. When stopping braking with the use of sand on the locomotive, stop the supply of sand when a speed of 10 km / h is reached before stopping. If a single locomotive is stopped using sand on a section with automatic blocking or at a station equipped with electrical interlocking, then it is necessary to set the locomotive in motion and move onto clean rails.
10.1.26. When approaching the station, prohibiting signals and signals of speed reduction, it is necessary to activate the automatic brakes in advance and reduce the speed of the train so as not to allow the passage of the set stopping point at the station, the prohibiting signal, the limit column, and the speed reduction signal and the warning point must proceed at a speed, installed for a given location. The speed of movement should not exceed 20 km / h at a distance of at least 400-500 m before the prohibition signal.
When approaching a prohibitory signal or limit column, complete release of the brakes only after the train stops.
10.1.27. If, after the release of the automatic brakes, it becomes necessary to re-brake, this release, both in passenger and freight trains, should be carried out in advance at such a speed in order to ensure the necessary charging of the brakes for re-braking.
10.1.28. In order to avoid the train breaking or the occurrence of large longitudinal-dynamic reactions in it when starting off after stopping with the use of automatic brakes, it is allowed to set the locomotive in motion only after all the automatic brakes on the train have been released.
10.1.29. When two or more operating locomotives are coupled to a train, the driver of the first locomotive controls the brakes on the train.
10.1.30. The control of automatic brakes of a raft of inoperative locomotives and multi-unit rolling stock shall be carried out in the manner established by this Instruction for the corresponding type of train with locomotive traction.
10.1.31. Trains with locomotives equipped with an electric brake must be operated with this brake mandatory. Braking modes and places of application of the electric brake are set in local instructions and regime maps, which are developed on the basis of calculations, the results of experimental trips and taking into account the requirements of the factory operating instructions for this series of locomotives. In this case, the braking force should not exceed the maximum permissible value for the stability conditions of the rolling stock in the track, for its strength and impact on the track.
On approval of the procedure for maintenance, operation of rolling stock brakes, safety devices
In order to ensure the safety of train traffic in accordance with the requirements of the "Rules technical operation railways of the Russian Federation ", approved by order of the Ministry of Transport of the Russian Federation dated December 21, 2010 No. 286," Rules for the maintenance of brake equipment and brake control of railway rolling stock ", approved by the Council for railway transport states - members of the Commonwealth (protocol of May 6 - 7, 2014 No. 60), taking into account the changes approved by the Council on Railway Transport of the Commonwealth member states (protocol of November 4 - 5, 2015 No. 63) for workers of locomotive crews, train drivers, instructors - inspectors, train driver instructors (column leaders), train driver trainers for auto brakes, train train drivers train drivers, heat engineering train drivers, I order:
1. Establish the procedure for checking the operation of brakes along the route, the procedure for servicing and operating the brakes of the rolling stock, in accordance with Appendix No. 1.
2. Set the places and speeds for checking the action of the brakes along the route, according to Appendix No. 2.
3. Establish the places and speeds for checking the operation of automatic brakes along the route, where the train stops according to the schedule, if there is a descent to it with a steepness of 0.008 or more and a length of at least 3 km, according to Appendix No. 3.
4. Establish a unified procedure for registering the elements of complete, reduced and technological testing of brakes on the speed meter tape and electronic media, in accordance with Appendix No. 4.
5. Establish the procedure for controlling the brakes when approaching a red traffic light, according to Appendix No. 5.
6. Establish the procedure for controlling the brakes and the locomotive when performing shunting movements in hump parks and when working with utility trains, in accordance with Appendix No. 6.
7. Establish the features of controlling the train brakes when switching to backup control of the driver's electronic crane, according to Appendix No. 7.
8. Establish a procedure for actions in emergency and non-standard situations due to disruption of the normal operation of the automatic brakes, according to Appendix No. 8.
9. Establish the form of the control check of the brakes, according to Appendix No. 9.
10. Establish the procedure for applying the electric (regenerative and rheostatic) braking circuit in accordance with, Appendix No. 10.
11. Establish the procedure for the departure and movement of trains on sections equipped with automatic blocking, in case of violations of the normal operation of ALSN, CLUB-U, SAUT-TsM devices for monitoring driver's vigilance, means for collecting and registering controlled movement parameters (efficiency), in accordance with Appendix No. 11.
12. Set the design forces of pressing the brake pads on the axle of the locomotive, motor-car rolling stock and tenders, according to Appendix No. 12.
13. Establish data on the weight of locomotives, multi-unit rolling stock, the presence of the actual number of brake axles, according to Appendix No. 13.
14. Establish data on the filling time of the main tanks of locomotives and motor-car rolling stock, in accordance with Appendix No. 14.
15. Establish the places for the traffic lights located on slopes, with a distance less than or equal to the braking distance, according to Appendix No. 15.
16. Establish the procedure for purging the pneumatic circuits of the locomotive,
according to Appendix No. 16.
17. Establish the stretches where the quality of the records on the speed meter tape is inspected in the driven section No. 1 in cases of following the head section No. 2, according to Appendix No. 17.
18. Establish the stretches where the inspection of the engine room, diesel rooms is carried out to ensure fire safety, in accordance with Appendix No. 18.
19. Engineer of the Operations Department Afonin A.S. until 08.11.2017, include in the plan of technical classes with locomotive crews and technicians on decoding the study of this order.
20. To the driver-instructors on automatic brakes Shubkarin A.S., Shirshov A.M. by 20.11.2017, to acquaint against signature, with this order of technicians for decoding speed measuring tapes with acceptance of the test.
21. The driver-instructors, by 20.11.2017, shall acquaint the workers of the locomotive brigades of the fixed columns with the acceptance of the test against signature with this order.
22. Order No. 1757 / ТЧ-3 dated December 30, 2016, shall be considered invalid from November 20, 2017.
23. The effect of this order shall be established from 20.11.2017.
24. Control over the execution of this order shall be entrusted to the deputy chiefs for operation: A.Yu. Ovchinnikov. on the workshop for the operation of electric locomotives, Kabatskova A.V. on the workshop for the operation of diesel locomotives at the Penza-1 station, A.V. Zebreva on the workshop for the operation of diesel locomotives at the Morshansk station. In the absence of the above deputies at the workplace, the responsibility for the execution of this order rests with the persons replacing them.
Head of Operations
locomotive depot Penza E.V. Zakharov
Approval sheet
to the order of the head of the operational locomotive depot Penza
« On approval of the procedure for maintenance, operation of rolling stock brakes, safety devices "
Isp. TChMI on automatic brakes Shubkarin A.S.
The procedure for checking the action of the brakes along the route
1. In order to ensure the safety of train traffic, the drivers of freight, utility, passenger and single locomotives en route to check the operation of automatic brakes:
After full, reduced and technological testing of the brakes, turning on and off the automatic brakes for individual cars or a group of cars, hitching or uncoupling cars at stations in accordance with the schedule, when switching from electro-pneumatic brakes to automatic ones;
On a single next locomotive after testing auto brakes at the first departure station;
Before the entrance to the dead-end tracks of the station, as well as in front of the stations where the train stops according to the schedule, if there is a descent to this station with a steepness of 0.008 or more and a length of at least 3 km.
Before the indicated stations, check the operation of the automatic brakes in such a way that when entering the station, the automatic brakes are completely released and the brake network is charged to the set pressure. If the brakes cannot be released according to the conditions of running the train, then when the train is moving in a braked state, the driver must calculate his actions so that he can stop the train after increasing the braking at the designated place.
2. The locations and speeds of trains and single locomotives, as well as the distances at which the speed should be reduced when checking the action of the brakes along the route are indicated in Appendix 2. These distances are indicated on the tracks with the signal signs "Start of braking" and "End of braking" ...
3. On passenger trains, first check the action of the automatic brakes, and then the electro-pneumatic brakes, at the specified location.
4. Check the operation of electro-pneumatic brakes along the train route after full or reduced testing of electro-pneumatic brakes.
5. If it is necessary to check the action of automatic brakes in unidentified places, it is allowed to perform it, as a rule, on the station tracks or when leaving the station on the first stretch, which has a platform or a descent, taking into account local conditions. In these cases, the effect of automatic brakes can be assessed by the time the speed decreases by 4-6 km / h in an empty freight train and by 10 km / h in other freight trains and single locomotives. This time is set in Appendix # 2.
6. The driver of a single locomotive, before leaving the starting station, before setting the locomotive in motion, must switch the air distributor on the locomotives cargo type for laden mode, check the operation of the automatic and auxiliary brakes according to the indication of the air pressure gauge in the brake cylinders, in accordance with the requirements of paragraph 1 of Chapter I of Appendix No. 1 of the Rules for Brakes No. 151 (without a 5-minute exposure). After completing the check, it is necessary to set the driver's crane control to the train position, in which the brake must be released, and the pads (linings) must move away from the wheels (disks). After setting the locomotive in motion, the driver must check the action of the automatic brakes along the route on the station tracks or when leaving the station on the first stretch, which has a platform or a descent, taking into account local conditions, upon reaching a speed of at least 40 km / h in accordance with the requirement of paragraph No. 2 Chapter I of Appendix No. 3 of the Rules for Brakes No. 151. Check the action of the automatic brakes of a single freight locomotive by reducing the pressure in the surge tank by 0.06-0.08 MPa (0.6-0.8 kgf / cm 2), and for a single passenger locomotive by 0.05-0.06 MPa (0.5-0.6 kgf / cm 2). The action of the automatic brakes is to be evaluated by the time the speed decreases by 10 km / h.
7. With the predominance of empty wagons in a freight train (more than 50%), automatic brakes are controlled as with an empty freight train, with checking the brakes along the route, with a decrease in speed by 4-6 km / h.
In a passenger-and-freight train, service and brake control is carried out as in a passenger train with pneumatic brake control.
8. To the place of checking the action of automatic brakes, the driver must develop the speed specified in Appendix No. 2. If the speed has not reached the set value, due to the presence of a speed limitation in the acceleration or deceleration zone, following "on distance", undervoltage in the contact network, following the emergency scheme, as well as increased length or weight of the train, then the check of the action of the automatic brakes is considered completed when provided that the speed of the start of the test was at least 40 km / h. In other cases, check the action of the automatic brakes on the next haul, keeping the check parameters specified in Appendix No. 2. A violation of the technology for checking the action of brakes is checking of automatic, electro-pneumatic brakes, expressed in a violation of the speed of the beginning of braking from the set by more or less than 5 km / h when checking the brakes along the route.
9. The speed of the traffic light with yellow indication before checking the action of the automatic brakes should not exceed 40 km / h.
10. The speed of a traffic light with a yellow indication for freight trains is no more than 60 km / h, with insufficient braking pressure of 100 t / weight, no more than 50 km / h.
11. Set the permissible speed of 70 km / h for loaded freight, refrigerated and utility trains with an estimated pressure of 33 tf per 100 tf of train weight on a stretch with a steep slope from 0.010 to 0.015 inclusive Arbekovo-Penza-1 for even trains.
12. Each stop of a train, a single locomotive following a train order, should be performed with the use of automatic brakes, and for a passenger train with the use of electro-pneumatic brakes. After stopping, the auxiliary brake control must be set to the extreme braking position, to the latch.
13. Approaching the train, the driver is obliged to stop the locomotive with an auxiliary brake at a distance of at least 10 m from the first carriage. The inspector of carriages or an employee who is entrusted with this duty by the owner of the infrastructure is obliged to make sure that the automatic coupler is working properly and that the lever of the uncoupling mechanism of the automatic coupler of the first car is in the normal position.
At the command of a wagon inspector or an employee who is entrusted with this duty by the owner of the infrastructure, the driver must release the auxiliary brake and set the locomotive in motion, drive up to the train at a speed of no more than 3 km / h, ensuring smooth coupling of automatic couplers.
After coupling the locomotive with the freight train, the driver must check the reliability of the coupling with a short movement from the train.
After the locomotive is coupled to the freight train, secured by special mechanical stops, the car inspector or the employee who is assigned this responsibility by the infrastructure owner checks the reliability of the coupling by the signal branches of the automatic coupler locks.
After the locomotive is coupled with passenger, postage and baggage, cargo-passenger trains, the inspector of the wagons or an employee who is entrusted with this duty by the owner of the infrastructure checks the reliability of the coupling by the signal branches of the automatic coupler locks.
After attaching the locomotive to the train and the driver's transition to the working cabin with the power supply of the electro-pneumatic brake (if any) is off, at the driver's command, the driver's assistant is obliged to open the end valve three times to blow through the brake line of the locomotive from the side of the train, connect the brake hoses and, if necessary, the supply lines between the locomotive and the first car, open the end valve first at the locomotive and then at the car.
The driver, together with the inspector of the cars or the employee, who is entrusted with this responsibility by the owner of the infrastructure, must make sure of the reliability of the coupling by the signal branches of the automatic coupler locks, the serviceability and correctness of the connection of the sleeves and the opening of the end cranes between the locomotive and the first car.
After hitching the locomotive to a freight train, braked or with an uncharged brake network, the driver charges the brake line, in accordance with paragraphs No. 104,105 of Chapter 5.1. Of the Regulation on Brakes No. 151. In freight trains with up to 100 axles, increase the pressure in the surge tank by 0.03 - 0.05 MPa (0.5 - 0.6 kgf / cm 2) above the adjusted charging pressure.
14. When approaching the station, where there is a train stop, prohibiting signals and signals of speed reduction must be activated in advance by the automatic brakes. Reduce the speed of the train so as not to allow the passage of the established stopping point at the station, the prohibiting signal, the limit column, and the speed reduction signal and the warning point to proceed at the speed set for this place.
The speed of following when moving to the prohibitory signal should not exceed 20 km / h at a distance of at least 400 meters before the prohibitory signal. It is allowed to use an electric locomotive brake without using combined braking of a train when following a traffic light with a prohibitive indication, but not closer than 400 meters to a traffic light when following the main tracks of stations and hauls. When approaching a prohibitory signal or limit column, perform a full release of the brakes only after the train has stopped.
15. When driving a train in snowfall conditions, blizzards before entering the station with a stop under a prohibiting indication, perform adjusting braking at the yellow light of a locomotive traffic light. If it is impossible, according to the conditions of the track profile, to make adjusting braking in front of the station, apply the brakes at the beginning of the receiving path to the stop (no closer than 200 meters in front of a traffic light with a prohibiting signal), with further pulling up the train. The depth of discharge of the brake line of a loaded freight train, when approaching a prohibitory signal to a stop, must be at least 0.08-0.12 MPa (0.8-1.2 kgf / cm²).
16. When running a raft of locomotives on the site, after testing the automatic brakes for their effect on the route, to monitor the condition of the raft's brakes, perform repeated checks of the automatic brakes. Check the automatic brakes with a decrease in speed by 5 km / h. The locations and speeds of testing automatic brakes are indicated in Appendix No. 2 or every 50-60 km.
17. Before a freight train departs from an intermediate station or haul, when parked for more than 300 seconds (5 minutes) or more, the driver must check the density of the train's braking network, with the train position of the driver's crane control body. At the same time, mark its values and places of verification on the reverse side of the "Certificate of providing the train with brakes and their serviceable operation." If, when checking the density of the train's braking network, the driver detects its change by more than 20% in the direction of increasing or decreasing from the previous value specified in the "Certificate on the provision of the train with brakes and their good operation", perform a short test of the automatic brakes.
18. In addition, before the departure of a freight train with a length of more than 100 axles from a station or a haul with a stop for more than 300 seconds (5 minutes), check the condition of the brake line by setting the control body of the driver's crane to a position that increases the pressure in the brake line above the charging pressure , with holding in this position for 3-4 seconds at a pressure in the main tanks of 0.80 MPa (8.0 kgf / cm 2). The difference between the pressure readings of the brake and supply lines should not differ by more than 20% downward from the initial one specified in the "Certificate on the provision of the train with brakes and their serviceable operation". If the difference between the pressure readings of the brake and supply lines changes, perform an abbreviated test of the automatic brakes.
Departure of freight trains with a length of more than 100 axles from the starting station with a difference in the pressure readings of the brake and supply lines of less than 0.05 MPa (0.5 kgf / cm 2) is prohibited. The driver records the difference in the pressure readings of the brake and supply lines on the reverse side of the "Certificate on the provision of the train with brakes and their serviceable operation."
19. Check the action of automatic brakes along the route by reducing the pressure in the equalizing tank of a loaded cargo train and a single locomotive equipped with cargo type air distributors by 0.06-0.08 MPa (0.6-0.8 kgf / cm 2), empty cargo - by 0.04-0.06 MPa (0.4-0.6 kgf / cm 2), for a cargo-passenger and separately the next locomotive equipped with passenger air distributors - by 0.05-0.06 MPa (0, 5-0.6 kgf / cm 2), installed for testing the brakes.
When checking the action of the brakes, use the auxiliary brake to increase the pressure in the brake cylinders and the electric brake on the locomotive in all trains is prohibited.
After the appearance of a braking effect and a decrease in speed by 10 km / h in a loaded cargo train, a cargo-passenger train and a single locomotive and by 4-6 km / h in an empty cargo train (if there are more than 50% empty wagons in a cargo train), release the brakes. The indicated speed reductions must occur at a distance not exceeding the one set in Appendix No. 2
Release the brakes after checking along the route only after the driver is convinced of their normal operation.
20. If, after the first stage of braking, the initial effect is not obtained in a passenger train within 10 seconds, in an unladen cargo train with a length of up to 400 axles and a cargo-passenger train within 20 seconds, and in other freight trains within 30 seconds, immediately perform emergency braking and take all measures to stop the train.
21. If it is necessary to check the action of automatic brakes in unidentified places, it is allowed to perform it, as a rule, on the station tracks or when leaving the station on the first stretch, having a platform or a descent, taking into account local conditions. In these cases, the effect of automatic brakes is allowed to be assessed by the time of speed reduction by 4-6 km / h in an empty freight train (when the prevalence of empty wagons in a freight train is more than 50%) and by 10 km / h in other freight trains and single locomotives. This time is indicated in Appendix # 2.
If an unsatisfactory operation of the automatic brakes is detected, when assessing their action by the time of speed reduction, apply emergency braking and take all measures to stop the train.
After stopping the train, the driver must:
Fix the auxiliary brake valve in the extreme braking position and put it on the latch;
In accordance with the established procedure, report to the train dispatcher (hereinafter referred to as the DSC) or the duty officer at the nearest station (hereinafter referred to as the DSP), as well as the drivers of the following trains about the reason for the stop;
To find out the reason for the unsatisfactory operation of the automatic brakes, check the air permeability along the brake line of the train and the action of the brakes on each car;
If, according to the results of this check, the reason for the unsatisfactory operation of the automatic brakes has not been identified, notify the DNTs directly or through the EAF about the need for a control check of the brakes. Taking into account the profile of the track and ensuring traffic safety, the driver and the DSC jointly determine the station at which the control check will be carried out, and the order of the train to this station on the basis of a registered order transmitted to the driver via train radio communication. Control check of brakes is carried out jointly by employees of the locomotive, carriage (or passenger facilities in a passenger train). When following the train to the station, the driver must:
When the traffic light is green, follow at a speed of no more than 40 km / h:
Traffic lights with yellow indication, proceed at a speed of no more than 20 km / h:
When following a traffic light with a prohibiting indication, stop the train at a distance of 400-500 m to the traffic light, followed by pulling up at a speed of no more than 5 km / h. In the event that the identified cause of failure of automatic brakes cannot be eliminated, the locomotive crew is obliged to:
Secure the train from leaving with brake shoes;
Apply the hand brakes (if necessary);
The further procedure for the withdrawal of the train from the haul is determined in conjunction with the DNTs. The train, in order to provide a braking pressure sufficient for safe withdrawal from the haul, can be withdrawn with the help of several locomotives with their attachment to the train, or in parts, with the provision of each part of the train withdrawn from the haul with a braking pressure, ensuring traffic safety.
The procedure for conducting a control check of auto brakes in case of their unsatisfactory operation, as well as in cases of the formation of sliders in the train, is carried out in accordance with Appendix No. 5 "Rules for the maintenance of brake equipment and control of railway rolling stock brakes" approved by the Council for Railway Transport of the Commonwealth Member States (protocol dated May 6-7, 2014 No. 60, in the process of checking, draw up an act of the established form.
22. Before the departure of a passenger train, which consists of 11 or more carriages, from a station or a haul at a stop for more than 300 seconds (5 minutes), check the condition of the brake line by setting the control body of the driver's crane to a position that increases the pressure in the brake line above the charging one. , with a shutter speed in this position for 1-2 seconds (“Charge and Release”).
The difference between the pressure readings of the brake and supply lines must be at least 0.05 MPa (0.5 kgf / cm 2).
23. Checking the action of automatic brakes on the way to carry out by reducing the pressure in the surge tank of the driver's crane by the value of 0.05-0.06 MPa (0.5-0.6 kgf / cm 2), set for testing the brakes.
24. To check the action of electro-pneumatic brakes along the route, brake to a pressure in the brake cylinders of the locomotive of 0.1-0.2 MPa (1.0-2.0 kgf / cm 2) with the setting of the driver's crane control body in the position ensuring the maintenance of the specified pressure in the brake line after braking, the speed must be reduced by 10 km / h.
25. It is prohibited to use electro-pneumatic brakes on passenger trains after an abbreviated or full test, before checking the operation of pneumatic brakes in a specified place in accordance with this order. If on the stretch the place of checking the action of the automatic brakes is not indicated, the driver chooses the place of check independently, taking into account the profile of the path - the slope or the platform, the speed during the check is not less than 50 km / h and not more than 70 km / h.
If sliders (welds) are found on wheelsets of any size as part of a passenger train, it is prohibited to use an electro-pneumatic brake (hereinafter EPT).
26. In order to exclude cases of train departure from the station with closed end cranes, faulty auto brakes, the following procedure for preparing a check of the action of brakes is established:
At maintenance points where full and reduced testing of automatic brakes on trains from stationary installations or a train locomotive is carried out, car inspectors must carefully inspect the braking equipment of the cars before testing, adjust the linkage, replace defective devices and parts, and provide the train by pressing in accordance with the standards Russian Railways JSC. On trains departing from train formation stations, the brakes of all carriages must be engaged and in good working order.
When fully testing the automatic brakes of freight and cargo-passenger trains, perform:
Installation of a measuring device for measuring the pressure in the brake line of the tail car;
Measurement of the charging pressure in the brake line of the tail car. Measure the pressure in the brake line of the tail car of the train after fully charging the brake line of the entire train. The pressure readings in the brake line of the tail car with the train position of the driver's crane control body should not differ by more than:
a) by 0.03 MPa (0.3 kgf / cm 2) from the charging pressure in the driver's cab (in the head) with a train length of up to 300 axles;
b) by 0.05 MPa (0.5 kgf / cm 2) with a train length of more than 300 to 400 axles inclusive;
c) by 0.07 MPa (0.7 kgf / cm 2) with a train length of more than 400 axles;
Dismantling of the measuring device for measuring the pressure in the brake line of the tail car;
Checking the free passage of compressed air to the tail car and the integrity of the brake line of the train. The check is carried out after fully charging the brake network of the train by opening the last end valve of the tail car for 8-10 seconds;
Measurement of the release time of the auto brakes for the last two cars in the tail of the train (with a freight train length of more than 100 axles) should be performed after the brake line is fully charged, the braking stage is 0.05-0.06 MPa (0.5-0.6 kgf / cm 2) and obtaining information about the driver's transfer of the driver's crane control body to a position that ensures an increase in the pressure in the brake line above the charging one by 0.03-0.07 MPa (0.3-0.7 kgf / cm 2) until the moment the shoes begin to move away from the wheels ... Braking to measure the vacation time should be performed after charging, but not less than 120 seconds (2 minutes) after the sensor for monitoring the state of the brake line has been triggered or the pressure in the brake line has dropped when checking its integrity.
Checking the tightness of the brake line of the train with the train position of the driver's crane control.
Checking the action of automatic brakes of train carriages for braking. The check is carried out after the pressure in the brake line of the train is reduced by 0.06-0.07 MPa (0.6-0.7 kgf / cm 2) from the charging pressure, followed by the transfer of the driver's crane control body to a position that maintains the specified pressure in the brake lines after braking, after 120 seconds (2 minutes) for freight trains, in which all air distributors are switched on to flat mode, and 600 seconds (10 minutes) - with air distributors switched on to mountain mode.
Checking the density of the train brake line in the position of the driver's crane control element, which ensures the maintenance of the specified pressure in the brake line after braking, is performed by measuring the density of the train brake line, which should not differ from the density at the train position of the driver's crane control element by more than 10% downward.
Checking the operation of the automatic brakes of the train carriages on vacation.
At the end of the complete testing of the brakes, a "Certificate on the provision of the train with brakes and their serviceable operation" is issued.
The "Certificate on the provision of the train with brakes and their serviceable operation" must contain data on the required calculated and actual pressure, the estimated number of parking (hand) brakes in the axles to hold freight, cargo-passenger, passenger and post-baggage, utility trains in place and the actual the presence of serviceable (hand) brake axles in these trains, the number of the tail car, the value of the brake cylinder rod output on the tail car (on cars with separate bogie braking, the amount of the output of the rod of both brake cylinders through a fraction is indicated), the number (in percent) in the train of composite pads , the time of delivery of the certificate and the number of the car, which the inspectors meet when testing the brakes (when testing the brakes by three or more inspectors, the symbol "T" and the number of inspectors are put), data on the density of the brake line of the train, the value of the charging pressure in the brake line of the tail car of a freight train , and in the certificate for cargo f trains with a length of more than 100 axles - the release time of the automatic brakes of the two tail carriages, as well as data on the density of the brake line in the position that ensures the maintenance of the specified pressure in the brake line after braking. After testing with an exposure for 600 seconds (10 minutes) before long descents, make a note in the certificate of the completed testing with a time delay.
When carrying out a full testing of automatic brakes in trains, locomotive rafts, where the braking pressure and weight of the head locomotive are included in the calculation of the required and actual pressure in the "Certificate on providing the train with brakes and their serviceable operation", release the direct locomotive brake before carrying out a full testing of the automatic brakes. The driver controls the actuation and release of the locomotive's automatic brake by the brake cylinder pressure gauge.
With a short test, the condition of the brake line is checked by the action of the brakes of the two tail cars. If an abbreviated brake test is performed on trains at the station where the locomotive crews are changed, the integrity of the brake line of the train is additionally checked, while in freight trains the driver's assistant checks the action of the brakes on the first 5 cars at the head of the train.
After testing the brakes, the driver is prohibited from leaving the locomotive cabin and distracted from observing the readings of the devices that monitor the state of the brake network, except for the cases when the electric heating cable of the passenger train is connected. In the absence of the driver in the cab, the driver's assistant is obliged to monitor the readings of the instruments and control the state of the brake network of the train.
In order to comply with Chapter VIII of the Rules, if after testing the automatic brakes or forced stopping at the station, the parking of a passenger train was more than 20 minutes, a freight train for more than 30 minutes, the station attendant is obliged to notify the employees of the train maintenance point or the train driver about the time of its departure. In the absence of employees of the carriage economy, reduced testing of auto brakes in a passenger train is carried out by the locomotive crew together with employees of the train crew, technological testing of brakes is carried out in freight trains. Technological testing of the brakes is carried out by the action of the brakes of at least 5 cars at the head of the train.
When the train departs from the station, the car inspector is obliged to check the condition of the braking equipment during movement along the entire length, paying particular attention to the running gear, brake hoses and the position of the end valve handles. In the event of a malfunction in the train, the car inspector is obliged to take all measures to stop the train using radio communication, park communication, etc.
27. In trains of increased weight and length, to prevent the break of automatic couplings after the release of automatic brakes on sections with a broken track profile, when forming trains at Kinel station, switch on up to 25% of air distributors of cars to mountain mode from the head of a train of conventional formation weighing more than 6 thousand tons and more than 350 axles in length, as well as from the head of the first set of the connected train weighing from 6 to 10.0 thousand tf.
28. When driving a freight train, simultaneously with the start of the release of automatic brakes, brake the locomotive with the auxiliary brake crane in trains with a length of more than 100 axles up to 350 axles for 30 - 40 seconds, in trains with a length of more than 350 axles for 40 - 60 seconds, but not earlier than the release time of two tail the cars specified in the "Certificate on the provision of the train with brakes and their serviceable operation", with a pressure in the brake cylinders of the locomotive of 0.10 - 0.20 MPa (1.0 - 2.0 kgf / cm 2).
29. In trains with a train length of more than 300 axles, do not release the automatic brakes at a speed of less than 20 km / h until the train stops completely.
If a train of increased weight is driven by locomotives connected according to the CMET system, do not release the automatic brakes at a speed of less than 30 km / h until the train stops completely.
When performing step braking with a total discharge of the TM by 0.12 MPa (1.2 kgf / cm 2) and more, do not release the autobrake at a speed of less than 30 km / h until the train stops completely.
As an exception, when following a downhill, where there is a speed limit of 25 km / h or less, release the automatic brakes with an advance, 15-20 seconds in advance, by braking the locomotive with the auxiliary brake.
10.3.1. For service braking, move the driver's crane handle (RKM) from the train position to the V position and reduce the pressure in the UR from the installed charger by the required amount, after which the RKM is transferred to
IV position. Perform the first stage of braking by reducing the pressure in the UR: in loaded trains - by 0.5-0.9 kgf / cm 2, empty - by 0.5-0.6 kgf / cm 2, on steep long descents - 0.7- 0.9 kgf / cm 2 depending on the steepness of the descent.
On a flat track profile with descents of up to 0.008, when following a green light of a traffic light or along a free track, it is allowed to perform the first stage of braking (except for checking the action of the brakes) by 0.3-0.5 kgf / cm 2.
The second stage, if necessary, is performed after at least 5-7 seconds after the end of the air release from the TM through the driver's valve.
If the driver's crane has the UA position, then after receiving the necessary discharge of the UR V position in order to stabilize the pressure in the UR, in the overlap position and preventing the spontaneous release of the auto brakes, it is allowed to hold the RKM in the UA position for 5-8 seconds before moving it to the IV position.
10.3.2. Repeated braking is performed in the form of a cycle consisting of braking and release, when the required train speed is reached.
If, when the auto brakes were released with an overestimated pressure in the line, the time for recharging the working chambers of the BP in the flat mode was less than 1.5 minutes, then the next stage of braking was performed by reducing the pressure in the SD by 0.3 kgf / cm 2 more than the previous stage.
10.3.3. In order to prevent the depletion of auto brakes in the train when following a descent, on which repeated braking is performed, it is necessary to maintain a time between braking of at least 1.5 minutes to recharge the TM of the train.
To fulfill this requirement, do not make frequent braking and do not release the automatic brakes at high speeds. The time of continuous travel of a train with a constant step of braking on the descent on a flat mode of the air distributors should, as a rule, not exceed 2.5 minutes; if a longer braking is required, increase the TM discharge by 0.3-0.5 kgf / cm 2 and, after a sufficient decrease in speed, release the automatic brake.
10.3.4. When controlling automatic brakes on prolonged descents of 0.018 and steeper, where the set charging pressure in TM is 6.0-6.2 kgf / cm 2, perform the first stage of braking at the speed set in local instructions and regime maps by reducing the pressure in the UR by 0.7- 0.8 kgf / cm 2, and on descents steeper than 0.030 by a pressure drop of 0.8-0.9 kgf / cm 2.
Further, the braking force is to be regulated depending on the speed of the train and the profile of the track. At the same time, do not carry out a full release of automatic brakes if, before the end of recharging the TM and performing a second braking, the train speed exceeds the set one.
If it is necessary to use full service braking, as well as in the process of adjusting braking when following the descent, do not allow the pressure in the TM to drop below 3.8 kgf / cm 2. If, for some reason, while following the descent, the pressure in the TM becomes below 3.8 kgf / cm for at least 5 minutes if the train is held by the auxiliary brake of the locomotive). If the pressure in the TM turned out to be lower than 3.8 kgf / cm 2 at the end of the descent, and according to the conditions of the track profile, the speed of further movement will decrease so much that it will be necessary to release the automatic brakes and during the time before the next braking, the TM can be recharged to the set pressure, then the train there is no need to stop to recharge the auto brakes.
After the train has followed a long descent and transferred its brake line at the station to normal charging pressure, the inspectors are obliged to check the release of all auto brakes on the train and switch the BP of the carriages to a flat mode.
10.3.5. When a freight train is traveling at a speed of more than 80 km / h and a yellow light appears at the locomotive traffic light, activate the brakes by reducing the pressure in the SD of the loaded train by 0.8-1.0 kgf / cm 2, empty by 0.5-0 , 6 kgf / cm 2. At a lower speed and a longer block section, start braking taking into account the speed and efficiency of the braking means at an appropriate distance from the traffic light.
10.3.6. In freight trains with a charging pressure in the brake line from 4.8 to 5.5 kgf / cm 2, after service braking on flat areas, carry out a full release of the automatic brakes with the I position of the operator's crane handle until the pressure in the equalizing tank increases by 0.5-0.7 kgf / cm 2 above the charger. After reducing the pressure to the normal charging pressure, if necessary, repeat the indicated pressure increase. It is allowed to release the brakes using the IV position of the RKM in accordance with p.2.6.
The brake release can be performed after 5-7 seconds after stopping the air release from the TM through the driver's valve.
10.3.7. On non-tension slopes, where repeated braking is applied, VR in a freight train must be switched on to a flat mode, the release of automatic brakes between repeated braking is performed by the I position of the RKM up to the charging pressure in the equalizing tank. If there is time between repeated braking to eliminate the overcharge pressure in the line, then the release of the automatic brakes can be carried out in accordance with paragraph 10.3.6. with the subsequent transfer to the train position.
10.3.8. After emergency braking, release the brakes in a freight train with the I position of the RCM until the pressure in the equalizing tank rises to 3.0-3.5 kgf / cm 2 (for driver's cranes without a stabilizer) and 6.5-6.8 kgf / cm 2 if stabilizer.
10.3.9. With the length of the freight train from 100 to 350 axles, simultaneously with the start of the release of the automatic brakes, brake the locomotive with the auxiliary brake valve No. 254 (if it has not been braked earlier) with the addition of 1.5-2.0 kgf / cm 2 to the shopping center and keep the locomotive in the braked condition for 40-60 seconds and then release the locomotive brake steps. It is not allowed to completely release the locomotive brake (direct or electric) until the brakes of the train are fully released.
10.3.10. On loaded trains with a length of more than 300 axles, do not start releasing the automatic brakes at a speed of less than 20 km / h, until the train stops completely. As an exception, you can release the brakes when following a descent, where there is a speed limit of 25 km / h or less, release the auto brakes in advance (15-20 seconds) before the start of the release by the auxiliary crane of locomotive No. 254.
10.3.11. On steep long slopes, where the charging pressure in the TM of the freight train is set at 6.0-6.2 kgf / cm 2, complete the release of the automatic brakes by transferring the RKM to position I until the pressure in the UR is 6.5-6.8 kgf / cm 2 ...
If the brakes are turned on for mountain mode and a full release is not required, then a step release is made by shifting the RKM to position II until the pressure in the UR at each release step is at least 0.3 kgf / cm 2. When the pressure in the TM is 0.4 kgf / cm 2 lower than the pre-brake charger, make only a full vacation.
10.3.12. Turn on traction on locomotives in a moving train no earlier than 1 minute after the RKM is transferred to the vacation position.
10.3.13. After stopping the train with the use of automatic brakes, it is necessary to wait the time from the moment the RKM is transferred to the vacation position until the locomotive is set in motion:
after the braking stage - not less than 1.5 minutes with the air distributors switched on in the flat mode, and not less than 2 minutes - in the mountain mode of the air distributors;
after full service braking - not less than 2 minutes with air distributors switched on on flat and not less than 3.5 minutes - in mountain mode of air distributors;
after emergency braking in trains with up to 100 axles - at least 4 minutes, in trains with more than 100 axles - at least 6 minutes.
238. For service braking, it is necessary to move the train brake handle from the train position to the braking position and reduce the pressure in the UR from the set charging pressure by the required value, after which the train brake handle must be moved to the overlap position with power supply.
The first stage of braking must be performed by reducing the pressure in the UR:
in loaded trains - by 0.6-0.7 kgf / cm 2;
in loaded trains on steep long descents - by 0.7-0.9 kgf / cm 2, depending on the steepness of the descent;
in empty trains - by 0.4-0.5 kgf / cm 2.
On a flat track profile with a descent of up to 0.008 ‰, when following a green light of a traffic light or along a free run, it is allowed to perform the first stage of braking (except for checking the action of automatic brakes) by reducing the pressure in the SD by 0.3-0.5 kgf / cm 2.
If necessary, perform the second stage after at least 5 seconds.
If the train brake handle has the VA position, then after receiving the necessary discharge of the UR in the V position, it is allowed to hold the train brake handle in the VA position for 5-8 seconds before moving to the overlap position with power to stabilize the pressure in the UR in the overlap position.
239. Repeated braking must be performed in the form of a cycle consisting of braking and moving the brake handle to the overlap position to achieve the required train speed, after which it is necessary to release the automatic brakes in accordance with the requirements of paragraphs 243, 244 of these Instructions.
If after the release of the automatic brakes of the train with the flat mode of the air distributors, the time for the transition of the pressure from increased to normal charging was less than 1 minute, then the next stage of braking must be performed by reducing the pressure in the SD by 0.3 kgf / cm 2 more than the first braking.
240. In order to prevent the depletion of automatic brakes in a train when following a descent, on which repeated braking is performed, it is necessary to withstand at least 1 minute between braking to recharge the brake network of the train. To fulfill this requirement, do not allow frequent braking and do not release the automatic brakes at high speed. The time of continuous movement of the train with a constant braking step on the descent, with the air distributors turned on in the flat mode, should not exceed 2.5 minutes. If a longer braking is required, it is necessary to increase the TM discharge by 0.3-0.5 kgf / cm 2 and, after a sufficient decrease in speed, release the train's automatic brakes.
The time of continuous movement of the train with a constant braking step on the descent, with the air distributors turned on in the mountain mode, should not exceed 10 minutes, then the braking force is adjusted upward or downward in steps depending on the speed and profile of the track.
241. On long descents of 0.018 ‰ and steeper, when controlling the automatic brakes of a train with a charging pressure of TM 5.6-5.8 kgf / cm 2, the first stage of braking must be performed at the speed set in local instructions and regime maps by reducing the pressure SD by 0.7-0.8 kgf / cm 2, and on slopes steeper than 0.030 ‰ - by 0.8-0.9 kgf / cm 2.
Further, the braking force must be regulated depending on the speed of the train and the profile of the track. At the same time, do not allow a full release of auto brakes if, before the end of recharging the brake network and performing a second braking, the train speed exceeds the set speed.
If it is necessary to use full service braking, as well as in the process of adjusting braking when following the descent, it is not allowed to discharge the pressure in the TM below 3.8 kgf / cm 2.
If, for any reason, while following the descent, the pressure in the TM is below 3.8 kgf / cm 2, you must stop the train, apply the locomotive brake, then release the automatic brakes and charge the brake network in the parking lot before the train starts moving (or for at least 5 minutes if the train is held by a locomotive brake).
If the pressure in the TM of the train turned out to be below 3.8 kgf / cm 2 at the end of the descent, and according to the conditions of the track profile, the speed of further movement will decrease so much that it will be necessary to release the auto brakes and during the time before the next braking, it is possible to recharge the brake network to the set pressure, then there is no need to stop the train to recharge the auto brakes.
After the train has passed a long descent and transferred its braking network at the station to normal charging pressure, the car inspectors are obliged to check the release of all auto brakes on the train and switch the air distributors in the train to a flat mode.
242. When a freight train is traveling at a speed of more than 80 km / h and a yellow light appears at a locomotive traffic light, it is necessary to activate the brakes by reducing the pressure in the UR: in a loaded train - by 0.8-1.0 kgf / cm 2, in an empty one - by 0.6-0.7 kgf / cm 2. At a lower speed of the train and a longer length of block sections, braking should be started taking into account the speed and efficiency of the train braking means at an appropriate distance from the traffic light.
243. In freight trains with a charging pressure in TM from 4.8 to 5.5 kgf / cm 2 with a full release of automatic brakes after service braking, it is necessary to hold the train brake handle in position I until the pressure in the UR increases by 0.5-0.7 kgf / cm 2 is higher than the charger (on locomotives of the CKD series - up to the charger). After reducing the pressure to the normal charging pressure, if necessary, repeat the specified overpressure.
244. On smooth descents, where repeated braking is applied and the flat mode is turned on on the train air distributors, the train brakes must be released between repeated braking by moving the train brake handle to position I and hold it until the charging pressure in the UR.
If between repeated braking there is time for the transition from increased pressure in the line to normal charging pressure, then release of automatic brakes between repeated braking must be performed in accordance with paragraph 243 of this Instruction.
245. After emergency braking to release the train's automatic brakes, it is necessary to move the train brake handle to the I position until the pressure in the UR is obtained: 3.0-3.5 kgf / cm 2 - without a stabilizer, 6.5-6.8 kgf / cm 2 - in the presence of a stabilizer (on locomotives of the TE33A series - up to 6.0-6.2 kgf / cm 2). Then move the train brake handle to the train position.
246. With the length of the freight train from 100 to 350 axles, simultaneously with the start of the release of the train's automatic brakes, it is necessary to brake the locomotive (if it has not been braked earlier) with a pressure in the shopping center of 1.0-1.5 kgf / cm 2 and keep it in a braked state for 20-30 seconds, then release the locomotive brake in steps.
The use of a pneumatic or electric locomotive brake when releasing the train brakes (for compressing the train) is carried out by the driver in necessary cases, when driving a train with wagons of different loads, after determining during the first check of the brakes for efficiency and the available reactions of the train when the brakes are released.
For freight locomotives with cast iron shoes and double-sided pressing on the wheel, the locomotive brake must be applied in advance of releasing the train brakes by smoothly increasing the pressure in the locomotive shopping center to 0.5-0.7 kgf / cm². After transferring the train brake handle to the release position, the pressure in the locomotive shopping center smoothly increase to 1.5-2.0 kgf / cm², depending on the train weight.
The value of the required pressure in the shopping center or the current of the electric brake for locomotives of the TE33A, KZ8A series, depending on the pressure (tf) on the axle and the braking force of the locomotive, is set by local instructions for automatic brakes, based on the results of experimental trips.
It is necessary to use a locomotive brake to compress the train when releasing the brakes on the precipice of sections of the stretch, a broken track profile, when releasing the brakes of a loaded train on the descent, as well as in winter at low temperatures (when the propagation time of the release wave increases and there is a possibility of freezing of TM).
247. In trains with a train length of more than 300 axles, it is not allowed to release the train's automatic brakes at a speed of less than 20 km / h until a complete stop. As an exception, when following a slope with a speed limit of 25 km / h or less, the train should be released in advance (15-20 seconds) by applying the locomotive brake.
248. On steep, protracted descents, in trains with a charging pressure in TM of 5.6-5.8 kgf / cm 2, the full release of the train's automatic brakes should be carried out by moving the train brake handle to position I until the pressure in the UR is 0.5- 0.7 kgf / cm 2 is higher than the charging pressure (on locomotives of the CKD series - up to the charging pressure).
If the train brakes are turned on for mountain mode and a full release is not required, then the step release should be performed by moving the train brake handle to the train position until the pressure in the UR at each release step is at least 0.3 kgf / cm 2.
When the pressure in the TM is 0.4 kgf / cm 2 lower than the pre-brake charging pressure, perform only a full release of the brakes.
249. On locomotives of the СKD series, to apply service braking, it is necessary to move the JZ-7 train brake handle from the train position to the braking position (handle positions from III to V) to reduce the pressure in the UR from the set charging pressure by the required value. Perform the first stage of braking by reducing the pressure in the UR: in empty trains - by 0.5-0.6 kgf / cm 2, in loaded trains - by 0.6-0.7 kgf / cm 2, on steep long slopes - by 0.7-0.9 kgf / cm 2 depending on the steepness of the descent.
On a flat track profile with descents of up to 0.008 ‰, when following a green light of a traffic light or along a free run, the first stage of braking is allowed (except for checking the action of automatic brakes) 0.5 kgf / cm2 with the release of air from the TM. The second stage, if necessary, should be performed after at least 5 seconds.
250. In a moving train with a length of up to 100 axles, it is allowed to turn on the traction on the locomotive no earlier than 30 seconds after the train brake lever is moved to the release position.
In a moving train with a length of more than 100 axles, it is allowed to turn on traction on the locomotive no earlier than after the time specified in the certificate of the VU-45 form, required to release the tail carriage brakes.
251. After stopping the train with the use of automatic brakes, it is necessary to wait from the moment the train brake handle is moved to the release position until the locomotive is set in motion:
after a step, if the flat mode is switched on on the air distributors - at least 1.5 minutes, the mountain mode - at least 2 minutes;
after full service braking, if the flat mode is switched on on the air distributors - at least 2 minutes, the mountain mode - at least 3.5 minutes;
after emergency braking in trains with a length of up to 100 axles, if the flat mode is switched on on the air distributors - not less than 4 minutes, mountain mode - not less than 6 minutes;
after emergency braking in trains with a length of more than 100 axles, if the flat mode is switched on on the air distributors - not less than 6 minutes, mountain mode - not less than 9 minutes.
To regulate the speed of the train and stop it, three main types of braking are used with the use of pneumatic train brakes: step, full service and emergency. The pressure drop in this case is assessed by the pressure in the surge tank and monitored using a brake line pressure gauge. A prerequisite for all types of braking is to switch off the locomotive controller. In addition to pneumatic braking, electric braking (rheostatic and recuperative) is used to control the speed and stop of the train if it is available on the traction rolling stock.
Step braking. After turning off the controller, the driver reduces the pressure in the equalizing tank and brake line of passenger and electric trains by 0.3-0.5 kgf / cm2, and in long-length and double trains, more than half of the cars of which are equipped with high-speed triple valves, by 0.7 -0.8 kgf / cm2. In freight trains, at the first stage of braking, the pressure in the brake line decreases by 0.6-0.7 kgf / cm2, in empty trains - by 0.5-0.6 kgf / cm2, and in cases where the train follows long descents, - by 0.7-0.8 kgf / cm2. On a flat track with a descent of up to 8% 0, when following a green light of a traffic light or along a free lane, it is allowed to reduce the pressure by 0.3-0.5 kgf / cm2 in the first stage of braking (except for checking the action of automatic brakes).
V winter period at low temperatures and snowfalls, the first stage of braking should be carried out by reducing the pressure in loaded freight trains by 0.8-0.9 kgf / cm2, in empty trains by 0.6-0.7 kgf / cm2, in passenger trains of normal length by 0.5- 0.6 kgf / cm2. Strengthening the braking of a freight train is performed with a step of 0.5-1.0 kgf / cm2.
With electro-pneumatic brakes, the first stage of service braking is performed by moving the operator's crane handle to the braking position until the pressure in the brake cylinders of the locomotive or the head carriage of the electric train reaches 0.8-1.5 kgf / cm2 (depending on the speed and steepness descent). The last stage is performed as needed until full service braking.
The decrease in pressure in the brake line during braking depends on the type of train, its length, the steepness of the slopes, as well as on the conditions of the train running on the section. Based on these conditions, the driver has the right to choose a decrease in the pressure in the line when braking, but not less than the above. The best smoothness of train braking is ensured by discharging the brake line in one step at the beginning of braking by the value of the first stage.
When the pressure in the brake line is reduced to the required value according to the pressure gauge, the driver's valve handle is moved to the overlap position and held there until the full braking effect from this stage of braking is obtained. If the braking force from the first stage of braking is insufficient to reduce the speed of the train or stop it at the specified place, the second stage is performed, and if required, then the subsequent stages. For passenger and freight trains of all types, subsequent stages of braking are performed, reducing the pressure in the main line by 0.3-1.0 kgf / cm2, depending on the need and conditions for running the train. If the initial stage of braking is associated with a decrease in the pressure in the brake line by more than 1 kgf / cm2 in the case of automatic brakes or with a pressure in the brake cylinders of more than 2.5 kgf / cm2 in the case of electro-pneumatic brakes, in order to prevent skidding, it is necessary to activate the sandbox beforehand. locomotive.
As an example, Fig. 25 and 26 show the curves of the pressure in the brake line and the speed of movement, recorded on the tape of the speedometer for trains of different weights, driven by different traction rolling stock along the path of different profiles. As you know, the brake line pressure curve on the speedometer tape is displaced 20 mm to the right relative to the speed curve.
In unfavorable winter conditions on steep long descents with snowfalls and snow drifts, the first stage of braking at the beginning of the descent in freight trains should be performed by reducing the pressure in the brake line by 1.0-1.2 kgf / cm2 and, if necessary, increasing the pressure drop corresponding to full service braking. With frost and ice, when the adhesion force
wheels with rails is reduced, it is necessary to activate the sandbox 50-100 m before the start of braking and supply sand to the rails until the train stops or the braking ends. The first stage of braking is carried out in advance, until the speed has reached the maximum set value on the descent. This is necessary because after the start of braking, the speed may increase for a while until the brakes are applied. If the first stage of braking turns out to be insufficient, the second and subsequent stages are used in order not to exceed the maximum permissible speed when moving on an incline or to ensure that the train stops at a specified place. The driver chooses the braking mode depending on the track profile and the actual effectiveness of the brakes on the train; it should be remembered that the depletion of the brakes, which is characterized by a pressure in the main line of less than 3.8 kgf / cm2 in a cargo train and 3.5 kgf / cm2 in a passenger train, as well as a decrease in braking efficiency, must not be allowed.
Full service braking. This type of braking is used in exceptional cases when it is necessary to stop the train or reduce its speed at a distance less than that at which step braking is carried out. For this, the driver reduces the pressure in the equalizing tank (brake line) in one step by 1.5-1.7 kgf / cm2, but not more than 2.0 kgf / cm2. The auxiliary brake of the locomotive is preliminarily activated and sand is fed under the wheels.
Full service braking (Fig. 27) is mainly used when it is necessary to stop the train or in cases where step braking does not provide the required reduction in train speed.
If it is necessary to apply full service braking when driving on steep descents, you must not discharge the brake line to a pressure less than 3.8 kgf / cm2. In the event of such a situation, when the pressure in the brake line is below 3.8 kgf / cm2, it is necessary to stop the train, activate the auxiliary brake of the locomotive, then release the automatic brakes and charge the brake network in the parking lot before starting to move.
With electro-pneumatic brakes, the driver performs full braking in one step by moving the handle of the driver's crane No. 334E to position IV, and cranes No. 328 and 395 to position V3 to activate the electro-pneumatic brakes without discharging the line until pressure is created in the brake cylinders of the traction rolling stock 3, 8-4.0 kgf / cm2; after that, the tap handle must be moved to the overlap position.
Emergency braking. It is used in all trains and on any track profile in cases where further movement is in danger and it is required to stop the train. Do it brakes
feeling, moving the operator's crane handle to the emergency braking position; for double traction, if necessary, I use the combined crane of the second locomotive. After moving the handle of the driver's crane or combination crane to the emergency braking position, the driver must activate the sandbox and the auxiliary brake of the locomotive and turn off the traction motors. To ensure the most effective braking, the handle of the driver's crane or the combined crane must be left in the emergency braking position, and the auxiliary brake valve handle - in the extreme braking position until the train stops completely. The processes occurring during emergency braking are illustrated by curves.
Emergency braking can also be caused by opening the stop valve, breaking or disconnecting the connecting hoses of the brake line, as well as triggering the auto-stop. In these cases, it is necessary to immediately make an emergency braking by the operator's crane, and then turn off the traction motors, activate the sandbox and the auxiliary brake of the locomotive.
Release the brakes. Depending on the driving conditions, full or step vacation can be applied. The driver makes a full release of the brakes to stop braking. Having installed the handle of the crane operator in the position, keep it in this position (depending on the type of previous braking and the length of the train) either for a certain time or until the required pressure in the equalizing tank is reached; then move the operator's crane handle to the train position.
A full vacation can be carried out without increasing the pressure in the brake network of the train in excess of the set charger or in excess of it. For example, in freight trains with a charging pressure in the brake line of 5.3-5.5 kgf / cm2, when the automatic brakes are fully released after service braking, it is necessary to keep the operator's crane handle in position I until the pressure in the equalizing tank reaches 5.8-6, 0 kgf / cm2. After reducing the pressure to the normal charging pressure, if necessary, it is increased again.
The driver releases the automatic brakes in the freight train after emergency braking by moving the crane handle to position I and holds it in this position until the pressure in the equalizing tank is 3.0-3.5 kgf / cm2 in the absence of a stabilizer at the driver's crane and 6.5- 6.8 kgf / cm2 if available. In a passenger diesel and electric train, after service braking, the driver holds the crane handle in position I until the pressure in the surge tank is 5.0-5.2 kgf / cm2, and after an emergency - up to 3.0-3.5 kgf / cm2, in short-train trains - up to 1.5-2.0 kgf / cm2. Then the driver moves the crane handle to the train position.
Full release of electro-pneumatic brakes in one step is performed by moving the operator's crane handle to position I, hold it in this position until the pressure in the equalizing tank rises to 5.2-5.4 kgf / cm2, after which it is transferred to the train position.
The process of releasing the brakes does not end by moving the operator's crane handle from position I to the train position; it continues for some time, moreover, in the tail section of the train longer than in the head one. This should be borne in mind if, after braking and stopping the train, it must be set in motion again. In this case, you should wait until the brakes are fully released, the duration of which depends on the length of the train and the types of car air distributors. If this is not done, when starting the train with unreleased brakes, significant dynamic forces will arise,
capable of rupture of car frames and automatic couplers. The time from the moment the operator's crane handle is moved to position I until the train is set in motion ranges from 15 s to 3 minutes for passenger trains and from 1.5 to 6 minutes for freight trains. For long-section trains with more than 350 axles, when the locomotive is in the head of the train, the specified time increases by 1.5 times. Drivers should bear in mind that when starting a train with not fully released brakes, the resistance to movement increases significantly, the starting process becomes more complicated, current loads and consumption of fuel and energy resources increase.
The step release of the brakes is used to regulate the braking force and maintain the speed within certain limits when drifting down slopes on the brakes. To do this, the pressure in the brake line is somewhat increased, while the braking effect does not disappear, but decreases somewhat. To make a step-by-step release, the driver moves the operator's crane handle to position II and holds it until the pressure in the surge tank increases by at least 0.3 kgf / cm2 at each step of release.
When the electro-pneumatic brakes are released in stages, the pressure in the brake line does not increase; the braking force is partially regulated by venting the air from the brake cylinders with the valves of the electric air distributors. For a step-by-step release of electro-pneumatic brakes, the driver of a passenger or multiple-unit train briefly moves the driver's crane handle from the overlap position to the train one and again to the overlap position; the last stage of the release is performed by keeping the operator's crane handles in position I until the pressure in the surge tank rises to 5.2-5.4 kgf / cm2.
Using the auxiliary brake of the locomotive. To make the movement process smooth, the auxiliary brake of the locomotive is used both in conjunction with the brakes of the train, and independently. At the same time, in order to avoid a sharp slowdown in the movement of the locomotive and the occurrence of large longitudinal-dynamic forces in the train at speeds of 50 km / h or less, it is necessary to brake with the auxiliary brake valve in steps, except in the case of an emergency stop. When activating the auxiliary brake of passenger and freight locomotives, systematic effective braking with an increase in pressure in the brake cylinders at a time of more than 1.5 kgf / cm2 should be avoided. If, according to the conditions of running a train, service braking is necessary with an auxiliary brake with a pressure in the brake cylinders of more than 1.5 kgf / cm2, then it is performed with ridge brake pads by a second stage after holding the pressure in the cylinders up to 1.5 kgf / cm 2 for 0, 5-1.0 minutes
Ensuring safety requirements. Strict adherence to traffic safety rules should be one of the main provisions of national train driving regimes, especially in the braking mode.
zheniya. When approaching stations, prohibiting signals and signals to reduce speed, the driver is obliged to activate the automatic brakes in advance and reduce the speed of the train so as not to allow the passage of the set stop point at the station, the limit column, and the speed reduction signal and the place of warning must proceed at the set speed. In the case of a train moving to a planned stop, braking should be started with the first stage and, after a decrease in speed by 25-50% of the initial one, if necessary, increase braking. When a freight train is traveling at a speed of more than 80 km / h and a yellow light appears at the locomotive traffic light, the driver must activate the brake, reducing the pressure in the equalizing tank in a loaded train by 0.8-1.0 kgf / cm2, in an empty one - by 0 , 5-0.7 kgf / cm2. At a lower speed and long block sections, braking should be started taking into account the speed and efficiency of the braking means at an appropriate distance from the traffic light.
A traffic light with a yellow signal light must be followed, observing the established restriction maximum speed, preventing its significant decrease in comparison with the established one. When approaching a prohibitory signal or a limit column, a full release of the brakes can be performed only after the train has stopped. It is necessary to avoid frequent braking without recharging the brake network of the train, since with repeated braking this can lead to depletion of auto brakes with a subsequent decrease in the braking effect. Do not release the brakes at high speed before braking again, since the train speed may exceed the set speed, and the brake network will not have time to charge by this moment. In order to prevent the depletion of the auto brakes in the train when following the slope, on which repeated braking is performed, the driver must maintain a time of at least 1 min between braking to recharge the train's braking network.
The time of continuous movement of a train with a constant step of braking on the descent when the air distributors are switched on to a flat mode should not, as a rule, exceed 2.5 minutes; if longer braking is required, the brake line discharge should be increased by 0.3-0.5 kgf / cm2 and, after a sufficient decrease in speed, release the autobrake.
