13. The action of the driver in the event of a forced stop of the train
13.1. The driver, when the train is forced to stop, must be guided by paragraphs. 17.45-17.53 PTE, local technical instructions and the requirements of this instruction.
13.2. In the event of a forced stop of the train when the pressure in the main tanks drops below 6.0 kgf / cm 2 due to the stop of the compressors due to the removal of voltage in the contact network, damage to the diesel locomotive and for other reasons The locomotive driver must:
13.2.1. On any track profile (platform, slope), activate the automatic brakes in the train by reducing the pressure by 1.5 kgf / cm 2 and perform full braking with the auxiliary brake of the locomotive. Activate the hand brakes of the locomotive or electric locomotive to control the traction unit.
13.2.2. On a slope (ascent, descent), demand from the compiler, conductor, plow driver, railway crane driver, rocket launcher driver, head of the recovery or utility train to activate the hand brakes of the rolling stock or place brake shoes under the wheels. On specialized and other trains, where these persons are absent, this work is performed by an assistant driver, and when servicing a locomotive without an assistant, the driver. In this case, the driver first of all activates all the hand brakes of the locomotive, and then fixes the wagons with brakes and, if necessary, places brake shoes under the wheels. The required number of brake shoes to hold the train in place is determined in accordance with clause 10.9 of this instruction.
The person who secures the train (rolling stock) with hand brakes must check the reliability of holding each wagon (locomotive) by them in accordance with the requirements of clauses 11.3 and 10.9 of these instructions and personally (if the fixing was not carried out by the driver) notify the driver about securing the train with manual brakes or brake shoes.
After restoring normal operation of the compressors, before setting the train in motion, the driver must release and charge the automatic brakes with the set pressure.
Before setting the train in motion, if hand brakes were applied or brake shoes were placed, it is necessary to reinsert the train from the shoes, perform a braking stage by reducing the pressure in the surge tank by 1.5 kgf / cm 2, apply full braking with the locomotive auxiliary brake, remove all previously installed brake shoes , release the hand brakes of the wagons, and then the locomotive, and then release the automatic brakes of the train and, in steps, the auxiliary brake of the locomotive.
13.3. As an exception, when servicing a locomotive without an assistant, the driver is allowed to leave an electric locomotive with a raised pantograph, and a diesel locomotive with a running diesel engine and switched on compressors for a period of no more than 20 minutes for maintenance of the train brakes, releasing hand brakes, setting and removing brake shoes, finding out the reason for the forced stops. In this case, the locomotive driver must:
to brake the pressure drop in the surge tank by 1.5 kgf / cm 2,
apply full braking with the auxiliary brake of the locomotive,
to inform, using the available means of communication, the duty officer of the separate point at which the train is stopped or the point limiting the haul, about the reason for the stop of the locomotive and for how long it leaves it,
check the action of the pneumatic brakes of the cars by the output of the rods of the brake cylinders and the fit of the brake shoes to the wheel pairs.
Stopping and starting the movement of the train on the descent
13.5. To stop the train on the descent, it is necessary to turn off the controller and activate the brakes by reducing the pressure by at least 0.7-0.8 kgf/cm 2 . 50-60 meters before the stop, apply sand (if necessary) to clutch the wheels of the locomotive with the rails. After stopping the train, brake the auxiliary brake of the locomotive, release the auto brakes and keep them charged for the entire period of parking. If the train, braked by the auxiliary brake, starts to move, make a step of braking the pressure in the brake line by 0.7-0.8 kgf / cm 2 and keep it in the braked state during the entire stop.
13.6. Before setting the train in motion after parking, it is necessary to release the automatic brakes of the train (if they were used) and in stages the auxiliary brake of the locomotive. If at the same time the train itself did not start moving, smoothly turn on the controller.
Train stop at the site
13.7. To stop the train on the platform when moving with the controller turned on, it is necessary to turn off the controller and activate the automatic brakes, not releasing them until the train comes to a complete stop.
Stopping and starting a train on a rise
13.8. To stop the train on the rise, move the handle of the controller to the lowest running position, as the speed decreases, activate the automatic brakes, and then turn off the controller and then proceed according to clause 13.5 of this instruction.
If, after turning on the traction mode, it is not possible to set the train in motion, then carefully compress (stretch if the cars are ahead) the train and perform a braking step to reduce the pressure in the surge tank by 0.7-0.8 kgf / cm 2.
After the train stops, the autobrakes in the train are released, wait the required time for them to release, and then set the train in motion.
13.9. When upsetting a train that has stopped on the rise, on a lighter profile, be guided by p.p. 17.50-17.51 PTE railway transport.
14. Actions of the driver during the delivery of the train to the station after its break.
14.1. When a train breaks on a stage, its delivery, be guided by clause 17.52 of the PTE and the Instruction on the movement of trains for shunting work.
14.2. When a train breaks, the locomotive driver must direct all actions to prevent or mitigate a collision with the detached part of the train.
The detached part, before joining the train or before requesting help, must, at the instruction of the driver, be secured from leaving with hand brakes and the brake shoes available on the locomotive in accordance with the requirements of clause 13.2 of this instruction. When servicing the locomotive by one driver, before requesting help, the driver performs the securing of the detached part from leaving.
If the detached part cannot be retained, the driver must immediately inform the train dispatcher on duty at the station (post) to which the cars are leaving, by radio or other means.
Before hitching the locomotive to the detached part of the train, the person making the hitch must make sure that the detached part is securely fastened with brakes.
The withdrawal of the broken train at the temporary coupling is carried out under the guidance of the person of the technical supervision of the wagon service.
Before the departure of the train from the haul, a reduction in the testing of autobrakes established in Ch. 9 of this manual.
14.3. The withdrawal of the exploded train in parts or in full must be carried out by a locomotive team consisting of two people (driver and assistant).
15. Brake control when following double or multiple thrust.
15.1. When hitching two or more operating locomotives to the train, automatic brakes of all locomotives were required. included in the common brake line. The brakes in the train are controlled by the driver of the first locomotive from the head of the train.
15.2. When hitching two or more operating locomotives to the train, locomotive drivers (except for the first leader) are required to move the handle of the combined crane, regardless of the presence of a blocking device conv. No. 367 in the position of double thrust and the handle of the driver's crane, conditional Nos. No. 222, 394, 395, put in the V position.
15.3. Maintain the pressure in the main tanks, on the locomotives, within the limits established by clause 2.2.4. of this manual.
15.4. With double thrust, it is forbidden to transfer the handle of the combined crane from the double thrust position and to release or charge the auto brakes in order to accelerate.
15.5. Drivers of all locomotives before departure must personally familiarize themselves with the actual brake pressure in the train, indicated in the certificate VU-45.
15.6. In the event of an emergency requiring an immediate stop of the train when traveling on dual and multiple traction, the driver of the lead locomotive must apply emergency braking, turn off the controller, activate the sandboxes, the full auxiliary brake of the locomotive and give a stop signal. Operators of other locomotives must turn off the controller, apply emergency braking, apply the full auxiliary brake of the locomotive, activate the sandboxes and repeat the stop signal.
If one of the drivers notices the danger before the lead locomotive, then, without waiting for signals from the lead locomotive, he must brake with the simultaneous use of the sandbox and the auxiliary brake of the locomotive, turn off the controller, give a stop signal. Operators of the remaining locomotives must apply emergency braking, turn off the controller, activate the sandboxes and apply the auxiliary brake of the locomotive.
15.7. When a train follows a double (multiple) traction and a malfunction of the compressors or the driver’s crane on the leading locomotive is detected, the driver is obliged to give a stop signal (and, if necessary, a general alarm signal) and, after the train stops, if possible on the site, transfer control of the brakes to the driver of the second locomotive. Having transferred control of the brakes to the driver of the second locomotive, the driver of the first locomotive is obliged to put the handle of the double thrust or the combined crane in the double thrust position, the handle of the driver's crane conv. Nos. 222, 394, 395 in the V position.
The driver of the second locomotive is obliged to carry out a reduced test of the brakes in accordance with this instruction and, while driving the train, follow the signals "and continue to obey the signals given by the driver of the first locomotive. If the compressors on one of the locomotives fail, the driver of the leading locomotive continues to control the automatic brakes, having previously connected supply lines of locomotives, where their outputs are, if they were not connected before the departure of the train.
15.8. After uncoupling the first locomotive, the driver of the second locomotive is obliged to restore the position of the cranes, as for the head locomotive, charge the brake line and test the automatic brakes in the train, guided by Ch. 9 of this manual.
15.9. When hitching the pusher locomotive to the tail of the train and including its autobrakes in the common brake line, the driver of the pusher locomotive is obliged to transfer the handle of the double traction crane or the combined crane to the double traction position, and the handle of the driver’s crane to the V position, connect the sleeves of the brake line of the tail car and locomotive and open end valves between them. After that, the driver of the leading locomotive is obliged to charge the brake line of the entire train and perform an abbreviated test of the autobrakes, the operation of which is checked by the driver of the pusher locomotive by the operation of the autobrake of his locomotive.
15.10. If, while traveling with the train, the driver of the leading locomotive did not check the effect of the brakes for effectiveness, then the driver of the second locomotive must contact him by radio or give a vigilance signal as a requirement to carry out this check.
16. Uncoupling the locomotive from the train
16.1. The driver, before uncoupling the locomotive from the train, must activate the automatic brakes by reducing the pressure in the line by 0.8-1.0 kgf / cm 2.
16.2. After that, the driver's assistant or the person acting as the drafter closes the end valves at the locomotive and the first car, disconnects the brake line sleeves between the locomotive and the first car, hangs them on hangers.
16.3. The fixing of the rolling stock at the station on slopes less than 5 thousandths is carried out in accordance with Appendix 2 of the Instructions for the movement of trains and shunting work on the railway. e. transport of enterprises of the USSR MChM system.
17. The procedure for switching on automatic brakes for inactive
locomotives sent in trains and rafts and their management
17.1. Locomotives can be sent in rafts (2-3) and in single order.
In this case, the hoses of the brake line of the locomotives are connected into a common brake line.
17.2. For forwarded locomotives in an inactive state, the uncoupling and combined valves on the supply and brake lines must be closed, the valves to the ECP and the valve conv. No. 254 should also be covered.
On locomotives, in which the action of the automatic brake occurs through the cock conv. No. 254, it is necessary to open all the disconnecting valves on the air ducts going to the valve No. 254 on one of the panels.
The air distributors on the forwarded locomotives must be turned on in accordance with the requirements of clause 2.2.6 of this instruction.
In the presence of a blocking device conv. No. 367, it must be turned on on the same console, while the handle of the combined crane must be moved to the double thrust position.
The inactive locomotive valve on the air line connecting the brake line with the supply line through the check valve must be open when one main tank or group of tanks is turned on.
17.3. Rafts with disengaged brakes can be sent only in cases where it is impossible to bring the automatic brakes into operation. In these cases, a wagon or a locomotive with active auto-brakes must be attached to the tail of the raft and brake pressure per 100 tons of train weight should be provided, taking into account the brakes of the leading locomotive (follow this instruction, Chapter 4).
17.4. Testing of brakes on locomotives included in the raft should be carried out in accordance with p. 8.2. of this manual.
17.5. The control of the automatic brakes in the raft is carried out by the driver of the leading locomotive in the same way as when driving the train.
18. Single locomotive brake control
18.1. When following a single locomotive, the compressors must be turned on, the position of the handles of all cranes in the working and non-working cabins must be the same as when driving the train. Locomotive air distributors are switched on in accordance with paragraph 2.2.6 of this instructions.
18.2. After departure, it is necessary to check the effectiveness of the automatic brake and the operation of the brakes from the cock conv. No. 254 according to this instruction.
18.3. On the way, the speed of the locomotive and its stop should be carried out mainly by the auxiliary brake valve. In this case, apply stepwise braking, up to placing the crane in the extreme braking position, and then, to control the speed, release the brakes in steps.
Before stopping the locomotive, it is necessary to weaken the braking, make the release step of such a value that the remaining force of pressing the brake shoes on the axle could not cause the wheel sets to jam before stopping.
If the distance to the moment of stopping does not allow to make a stepped release, then, without weakening the braking, put the sandboxes into action and do not stop their work until the locomotive stops completely. This will increase the adhesion of the wheels to the rails and prevent the wheels from skidding. When following a single locomotive, it is strictly forbidden to use rheostatic braking of the traction unit if the pneumatic brakes are working properly.
17.
ACTIONS OF THE ENGINEER WHEN DELIVERY OF THE TRAIN TO THE STATION AFTER THE BREAK
17.1 . When a freight train is broken on the haul and delivered to the station, be guided by clause 16.48 of the PTE and the Instructions for the movement of trains and shunting work.
Upon delivery of the ruptured train from the haul, replace the damaged connecting brake hoses with spare ones or removed from the tail car and locomotive.
17.2. When a burst train is taken out of the haul, the absence of compressed air in the TM of the last cars can be allowed only if it is impossible to restore the integrity of the TM and, for this reason, it is necessary to close the end valves. At the same time, the driver of a train on the rise must declare the need to provide an auxiliary locomotive at the tail of the train (or take the train out in parts) to move to the nearest station. Where the fault must be repaired or the faulty wagon uncoupled.
The procedure for the withdrawal of such trains from the stage, the speed of their movement, taking into account the provision of brake pressure and track profile, is established by order of the head of the road and indicated in local instructions.
Before the train leaves the haul, perform a short test of the autobrakes of the serviceable part of the train.
18. FEATURES OF SERVICING AND CONTROL OF BRAKES IN WINTER CONDITIONS
For normal and uninterrupted operation of auto-brake equipment on locomotives, MVPS and wagons in winter conditions, it is necessary to prepare it for work in these conditions in a timely and thorough manner and ensure proper care for it during operation.
18.1. Measures to ensure proper operation of the brake equipment of locomotives and multiple unit trains in winter conditions
18.1.1. To ensure proper operation of the braking equipment in winter conditions, the locomotive crew must:
- on locomotives that are in the sludge, at an air temperature below -30 0 C, do not allow compressors to start without preheating the oil in the crankcases;
- during the start-up of the steam-air pump, open the steam valve constantly, turn on the pump at a slow speed, with the outlet cocks of the steam and air cylinders open. Only after the condensate has been removed from the cylinders and the pump has warmed up sufficiently, close the outlet cocks, and then increase the opening of the steam valve;
- during long stops of the train, the compressors (steam-air pump on a steam locomotive) should not be turned off.
18.1.2. After the arrival of the locomotive or MVPS from the voyage to the depot, the locomotive crew is obliged to drain the condensate from the main tanks and collectors, blow out the brake line at the I position of the driver’s valve handle by successively opening the end valves on both sides, perform other work according to local instructions.
18.1.3. The locomotive crew is obliged during the operation of the locomotive and the MVPS to prevent freezing of brake parts. Ice that appears on the brake parts and linkage of the locomotive and MVPS, the locomotive crew must remove as soon as possible (when parking at the station, at the turnaround point).
18.1.4. At sub-zero ambient temperatures, the locomotive crew that receives the locomotive without uncoupling it from the train is obliged to disconnect the TM sleeves. Blow out the brake lines of the locomotive and train, reconnect them and open the end valves.
18.2. Measures to ensure proper operation of the brake equipment of wagons
18.2.1. The circulating stock of VR intended for replacement of faulty ones on railcars shall be kept on closed racks at ambient temperature, but not more than 6 months.
18.2.2. In winter, when preparing the brakes in the composition, pay attention to the tightness of the flange connections of the brake devices and the cuffs of the brake cylinders.
18.2.3. Wagon inspectors and rolling stock repairmen are required to do the following:
- before connecting the TM hoses, blow it out with compressed air, clean the heads of the connecting hoses from dirt, ice and snow, clean the surfaces of the electrical contacts of the heads of the hoses No. 369A, and also check the condition of the sealing rings. Replace bad rings. It is forbidden to apply oil to the rings;
- when purging the TM in the process of connecting the hoses and charging the brakes, make sure that the air passes freely;
- open the frozen brake cylinder, remove the piston, clean the working surface of the cylinder, wipe it with a dry technical cloth and lubricate. Change bad cuff. After assembly, check the cylinder for tightness;
- before testing the automatic brakes as part of a stationary compressor unit at a temperature of –40 0 C and below, after fully charging the brake network, perform full braking and release at least 2 times;
- before testing the automatic brakes and detecting VR that did not work for braking and release, as well as those that had a slow release, fix the flanges, inspect and clean the dust-catching mesh and filter, and then repeat the test of the brakes; in case of an unsatisfactory test result, replace the BP;
- in case of poor mobility of the linkage parts, lubricate their hinged joints with axle oil with the addition of kerosene, remove the formed ice.
On passenger cars at the points of formation and turnover of the train, the conductors are obliged to clear the ice from the brake linkage. It is not allowed to send to the train wagons with brake pads that do not move away from the wheels due to freezing of the leverage;
- while the train is moving through the station, it is imperative to monitor the condition of the entire train. In case of detection of wagons with wheels that are skidding, have potholes (sliders) or other malfunctions that threaten traffic safety, and take measures to stop the train.
18.3. The procedure for warming frozen places of brake equipment
18.3.1. It is allowed to heat the main reservoirs, injection, feed pipes and the main air pipeline with an open fire (torch) on steam locomotives that run on solid fuel, electric locomotives and electric trains, subject to fire safety rules that exclude the possibility of ignition of structural elements of locomotives and electric trains.
18.3.2. On diesel locomotives, diesel trains, railcars and steam locomotives running on liquid fuel, the use of a torch is only allowed to warm up those frozen places in the brake system that are at least 2 meters away from the fuel tanks, and oil supply fittings, oil and fuel lines.
18.3.3. It is forbidden to use an open fire to warm up the braking equipment on locomotives and MVPS in their parking areas in the presence of flammable and combustible liquids spilled on the tracks at the points of equipping locomotives with liquid fuel, in the vicinity of loading and unloading devices, parks with tanks for petroleum products, warehouses of flammable materials and other fire hazardous places, as well as in the presence of wagons with discharge, flammable and liquid cargoes on adjacent tracks.
18.3.4. In case of freezing of the main air duct, first of all, tap it with light blows of a hammer - a dull sound indicates the presence of a water plug. Such a place in the air duct must be warmed up, and then the line must be blown through the end valves until the ice plug is completely removed.
18.3.5. It is possible to heat the main reservoirs, injection, feed and bypass pipes with fire only after the compressed air has been released from them and with the inlet valves closed. It is allowed to open the taps only after the fire has been removed.
18.3.6. On steam locomotives, when the tube of the stroke regulator of the steam-air pump freezes, the pressure rises above the set value. In this case, it is necessary to turn off the pump, reduce the pressure to normal, and then warm the frozen place.
18.3.7. Frozen connecting hoses of the air ducts should be removed, warmed up and reinstalled or replaced with spare ones.
18.3.8. When the BP freezes, turn it off and release air from the working volumes with the exhaust valve until the TC rod completely leaves, after arriving at the BP depot, replace it.
18.3.9. It is forbidden to thaw frozen brake devices and their components with an open fire.
18.3.10. If one of the brake cylinders freezes, it is necessary to leave the VR switched on and continue working with the rest of the TC. After arriving at the depot, eliminate the malfunction of the brake cylinder.
In this case, turn off the VR on MVPS cars, and after arriving at the depot, open the brake cylinder, remove the piston, clear the cylinder and piston of ice, and lubricate their working surfaces. After assembling the shopping center, check its density.
Other malfunctions of brake equipment that are associated with their freezing and methods for their temporary operation are indicated in local instructions.
18.3.11. In all cases of malfunction of the brakes on locomotives and wagons of the MVPS and if it is impossible to eliminate it, the driver must personally turn off the brake, completely bleed the air with the exhaust valve and check the brake pads from the wheels.
The malfunction of the brake equipment must be eliminated at the nearest station where the depot or PTO is located.
18.4. Features of brake control in winter
18.4.1. At zero and sub-zero ambient temperatures, braking when checking the operation of automatic brakes is carried out by reducing the pressure in the surge tank:
- in freight loaded trains by 0.8-0.9 kgf/cm 2 ;
- in empty freight trains by 0.5-0.6 kgf / cm 2;
- in passenger trains and MVPS by 0.5-0.6 kgf / cm 2. (To check the EPT, the pressure in the TC should be 1.5-2.0 kgf / cm 2);
- in passenger trains and MVPS with composite brake pads or disc brakes by 0.6-0.7 kgf / cm 2 (for EPT, the pressure in the TC should be 2.0-2.5 kgf / cm 2).
In case of snowfalls, snowdrifts, blizzards, before checking the operation of the brakes of a train with composite pads or disc brakes, perform service braking to remove snow and ice from the friction surface of the pads or linings. If such braking (before checking the brakes) is impossible, then counting the distance traveled by the train in the process of reducing the speed by 10 km / h should be done first by reducing the speed, but not later than the train passes a distance of 200-250 meters after the start of braking. In this case, the locomotive crew is guided not by the signal signs "End of braking", but by the distance indicated in tables 10.1., 10.2. this instruction. Depending on local conditions, local regulations may set two brakes: initial (to clear the pads from snow and ice) and to check the operation of the brakes.
18.4.2. For all types of testing of automatic brakes, the first stage of braking should be performed by reducing the pressure in the UR in accordance with paragraphs 9.2.3., 9.2.4. of this Instruction, and at temperatures below - 30 0 C - by 0.8-0.9 kgf / cm 2 in freight trains and by 0.5-0.6 kgf / cm 2 in passenger trains of normal length.
18.4.3. At air temperatures below -40 0 C, as well as at higher temperatures in conditions of snowfalls, snow drifts, blizzards, the first stage of braking should be carried out by reducing the pressure in empty freight trains by 0.6-0.7 kgf / cm 2, and in the rest cases according to clause 18.4.1. Strengthen braking in a freight train to produce a step of 0.5-1.0 kgf/cm 2 .
18.4.4. On steep long descents during snowfalls, snowdrifts and blizzards, the first stage of braking at the beginning of the descent on freight trains is performed by reducing the pressure of the brake line by 1.0-1.2 kgf / cm 2, and if necessary, the discharge is increased to full service braking.
18.4.5. The time from the moment the driver’s crane handle is moved to the vacation position until the train (except for MVPS) is set in motion after it stops increases by 1.5 times in comparison with the values \u200b\u200bspecified in clause 10.3.13. this instruction.
18.4.6. Taking into account the experience of operating the brakes, it is allowed on long descents with snow drifts, or when the snow level covers the rail heads, to switch on the air distributors of freight cars equipped with composite brake pads in the loaded mode with a net load of more than 10 tf per axle within the road. This procedure is introduced by the instruction (order) of the head of the railway. After passing the section with steep long descents before the transfer of cars to another railway, the VR braking modes must be switched in accordance with clause 7.1.12. this instruction.
Taking into account the experience of operating brakes on steep long descents, the heads of railways are allowed by their order to establish a procedure in which, in the event of snow drifts, snowfall, blizzard or snow level exceeding the level of rail heads, temporarily close such sections to traffic until the tracks and rails are cleared of snow .
18.4.7. Frequently check the operation of the automatic brakes on the way, performing a braking stage to clear the blocks from snow and ice. Subject to the same check and EPT when driving passenger trains and multiple unit trains.
The time after which the brake test must be carried out is specified in the local instructions. It also indicates additional places to use the brakes before following the slopes.
During snowfall, blizzard, snowdrift and freshly fallen snow, the level of which exceeds the level of the rail heads, before braking before entering the station where the train will stop, or before following the descent, brake to check the brakes, if the train travel time without braking before exceeds 20 min.
18.4.8. With a degree of braking of more than 1.0 kgf / cm 2 (more than 2.5 kgf / cm 2 in the shopping center), sand is first supplied to the rails 50-100 meters before the start of braking until the end of braking (except for the single next locomotive - see paragraph 10.1.25.).
18.4.9. If, when approaching the stations, with a prohibition signal and a signal to reduce speed, when following the descent after the first stage of braking, the initial braking effect is not obtained within 20-30 seconds or the necessary braking effect in the train is absent during further movement, perform emergency braking; in case of an unsuccessful attempt to stop the train, act in accordance with clause 10.1.14. this instruction.
18.1 When a freight train breaks down on a stretch and delivers it to the station, be guided by the procedure for the actions of employees in the event of a forced stop of a train on a stretch of the Rules for the Technical Operation of Railways of the Russian Federation and the Instructions for Train Traffic and Shunting Operation on Railways of the Russian Federation.
Upon delivery of the ruptured train from the haul, replace the damaged connecting brake hoses with spare ones or removed from the tail car and locomotive.
18.2 During the withdrawal of a burst train, the absence of compressed air in the brake network of the last cars can be allowed only if it is impossible to restore the integrity of the brake line and it is necessary to close the end valves for this reason. At the same time, in a train that is on the rise, the driver must declare the need to put an auxiliary locomotive at the tail of the train to go to the nearest station, where the malfunction must be eliminated or the faulty car uncoupled. The procedure for the withdrawal of such trains from the haul, their speed, taking into account the availability of brake pressure, are established by the owner of the infrastructure or the owner of the non-public tracks and are indicated in the local instructions of the owner of the infrastructure or the owner of the non-public tracks.
Before the train leaves the haul, perform an abbreviated test of the autobrakes.
19 FEATURES OF THE BRAKES MAINTENANCE AND MANAGEMENT IN WINTER CONDITIONS
For normal and uninterrupted operation of auto-brake equipment on locomotives, multiple unit rolling stock and wagons in winter conditions, it is necessary to prepare it in advance and thoroughly for operation in these conditions and ensure proper care for it during operation.
19.1 Measures to ensure proper operation of the braking equipment of locomotives and multiple unit trains in winter conditions
19.1.1 To ensure the serviceability of the braking equipment in winter conditions, the locomotive crew must:
On locomotives that are in the sludge, at an air temperature below minus 30 ° C, do not allow the start-up of compressors without preheating the oil in the crankcases;
During the start-up of the steam-air pump, open the steam valve gradually, turning on the pump at low speed, with the outlet cocks of the steam and air cylinders open. Only after the condensate has been removed from the cylinders and the pump has warmed up sufficiently, close the outlet cocks, and then gradually increase the opening of the steam valve;
When the train is parked for a long time, the compressors (the steam-air pump on the locomotive) should not be turned off.
19.1.2 Upon the arrival of a locomotive or a multi-unit train from a run, the locomotive crew must release condensate from the main tanks and collectors, blow out the brake line by successively opening end valves on both sides, the pressure line with disconnection of intersection connections, open the outlet valves of the main tanks and collectors, turn off compressors (on a steam locomotive a steam-air pump).
19.1.3 The locomotive crew must remove ice formed on the parts of the brake and brake linkage of the locomotive and multiple unit rolling stock as soon as possible (when parking at the station, at the turnaround point, etc.).
19.1.4 When performing maintenance and current repairs of locomotives and multi-unit rolling stock, heat the main tanks until the moisture is completely drained from them. At the end of the heating process of the main tanks, blow out the pipelines with compressed air and drain the condensate from the moisture collectors.
The frequency of these operations is established by the head of the subdivision of the owner of the infrastructure or the owner of the roads of non-public use according to local conditions based on operating experience in order to ensure the stable operation of the braking equipment and maintain its performance in the winter.
19.1.5 The locomotive crew before leaving the depot is obliged to check the operation of the electric heating devices for the purge valves of the main tanks. In winter, it is prohibited to leave the depot for locomotives with faulty electric heating devices for the main tank purge valves.
19.1.6 At negative temperatures during acceptance of the locomotive, with blocked blocking devices, the driver's assistant must close the end valves between the sections of the locomotive, disconnect the brake line hoses and check for ice in the connecting heads. If there is ice, remove it and make an entry in the log form TU-152.
19.2 Measures to ensure proper operation of the brake equipment of wagons
19.2.1 The circulating supply of air distributors intended for replacement of defective ones on railcars shall be stored on closed racks at ambient temperature.
19.2.2 In winter, when preparing the brakes in the composition, pay attention to the tightness of the flange connections of the brake devices and the cuffs of the brake cylinders.
19.2.3 At the points of formation and turnover of passenger trains at ambient temperatures of minus 25 ° C and below, cars with brake equipment of the Western European and KE type are included in the head part of the train, excluding their placement as a tail or second from the tail when operating at low temperatures .
19.2.4 Wagon inspectors and rolling stock repairmen must do the following:
Before connecting the hoses of the brake line, blow it with compressed air, clean the heads of the connecting sleeves from dirt, ice and snow, check the condition of the sealing rings, if necessary, clean the surfaces of the electrical contacts of the heads of the sleeves No. 369A with sandpaper. Replace bad rings. Do not apply lubricant to the rings;
When purging the brake line in the process of connecting the hoses and charging the brakes, make sure that the air passes freely;
Open the frozen brake cylinder, remove the piston, clean the working surface of the cylinder, wipe it with a dry technical cloth and lubricate. Replace defective cuff. After assembly, the cylinder is tested for tightness;
Before testing the automatic brakes as part of a stationary compressor unit with automatic registration of parameters at a temperature of minus 30 ° C and below, it is allowed to perform full braking and release after the brake network is fully charged;
When testing autobrakes and detecting air distributors that are insensitive to braking and release, as well as with the presence of delayed release, fix the flanges, inspect and clean the dust screen and filter, and then repeat the check of the brake operation; in case of an unsatisfactory test result, replace the air distributor;
In case of poor mobility of parts of the brake linkage, lubricate their pivot joints with axle oil with the addition of kerosene, remove the formed ice.
On passenger cars at the points of formation and turnover of the train, as well as when the train is parked for more than 10 minutes. conductors are obliged to remove ice from the brake linkage and its safety devices. It is not allowed to send wagons with brake pads as part of the train, which do not move away from the wheels due to freezing of the brake linkage and its safety devices;
While the train is moving to the station, it is imperative to monitor the condition of the brakes of the entire train. In case of detection of wagons with wheels that are skidding, have potholes or other malfunctions that threaten traffic safety, take measures to stop the train.
19.3 Procedure for thawing frozen parts of braking equipment
19.3.1 It is allowed to heat the main tanks, pressure, feed, bypass pipes and the main air pipeline with an open fire (torch) on solid fuel steam locomotives, electric locomotives and electric trains, subject to fire safety rules that exclude the possibility of ignition of structural elements of locomotives and electric trains.
19.3.2 On diesel locomotives, diesel trains, railcars, rail buses and steam locomotives running on liquid fuel, the use of open fire (torch) is allowed only for warming those frozen places in the brake system that are at least 2 m away from the fuel tanks , fuel and oil supply fittings, oil and fuel pipelines.
19.3.3 It is prohibited to use an open fire to warm up the brake equipment on locomotives and multiple unit rolling stock in their parking areas in the presence of flammable and combustible liquids spilled on the tracks, at points where locomotives are equipped with liquid fuel, near filling and unloading devices, parks with tanks for petroleum products, warehouses of combustible materials and other fire hazardous places, as well as in the presence of wagons with discharge, flammable and liquid cargoes on adjacent tracks.
19.3.4 In case of freezing of the main air duct, first of all, tap it with light blows of a hammer - a dull sound indicates the presence of an ice plug. Such a place in the air duct must be warmed up, and then the line must be blown through the end valves until the ice plug is completely removed.
19.3.5 It is possible to heat the main tanks, the pressure, feed and bypass pipes with fire only after the compressed air has been released from them and with the outlet cocks closed. It is allowed to open the taps only after the fire has been removed.
19.3.6 On steam locomotives, when the tube of the stroke regulator of the steam-air pump freezes, the pressure rises above the set value. In this case, it is necessary to turn off the pump, reduce the pressure to normal, and then warm the frozen place.
19.3.7 Frozen connecting sleeves of air ducts should be removed, warmed up and reinstalled or replaced with spare ones.
19.3.8 If the air distributor is frozen, turn it off and bleed air from the working volumes with the exhaust valve until the brake cylinder rod completely leaves; upon arrival at the nearest PTO, replace the air distributor.
19.3.10 If one of the brake cylinders on the locomotive freezes, it is necessary to leave the air distributor switched on and continue to work with the remaining brake cylinders. Upon arrival at the depot, eliminate the malfunction of the brake cylinder.
In multi-unit rolling stock cars, in such cases, turn off the air distributor, and upon arrival at the depot, open the brake cylinder, remove the piston, clean the cylinder and piston from ice, and lubricate their working surfaces. After assembling the brake cylinder, check its tightness.
19.3.11 In all cases of detecting a brake malfunction on a locomotive or wagon of a multi-unit rolling stock and if it is impossible to eliminate it, the driver must personally turn off the brake, completely bleed the air with the exhaust valves and check the brake pads from the wheels.
The malfunction of the braking equipment must be eliminated at the nearest station, where there is a depot or PTO.
98 When a freight train breaks down on a stretch and delivers it to the station, be guided by the procedure for the actions of employees in the event of a forced stop of a train on a stretch in accordance with the Rules for Technical Operation and the Rules for the Movement of Trains and Shunting Work or other regulatory documents in force on the territory of the Commonwealth member countries, Georgia, the Republic of Latvia , the Republic of Lithuania and the Republic of Estonia.
Upon delivery of the ruptured train from the haul, replace the damaged connecting brake hoses with spare ones or removed from the tail car and locomotive.
99 In the process of pulling out a broken train, the absence of compressed air in the brake network of the last cars can be allowed only if it is impossible to restore the integrity of the brake line and it is necessary to close the end valves for this reason. At the same time, in a train that is on the rise, the driver must declare the need to put an auxiliary locomotive at the tail of the train to go to the nearest station, where the malfunction must be eliminated or the faulty car uncoupled. The procedure for the withdrawal of such trains from the haul, the speed of their movement, taking into account the availability of brake pressure, are established by the head of the subdivision of the infrastructure owner, and if there are no railway departments in the railway, by the deputy head of the subdivision of the infrastructure owner and are indicated in the technical and administrative documents of the infrastructure owner.
100 Before the train leaves the haul, perform an abbreviated test of the autobrakes.
Appendix 4
RULES
MAINTENANCE OF BRAKING EQUIPMENT AND BRAKES CONTROL OF MOTOR-CAR ROLLING STOCK
I REQUIREMENTS FOR THE PERFORMANCE OF MAINTENANCE OF BRAKING EQUIPMENT OF MOTOR-CAR ROLLING STOCK
1 When accepting and handing over rolling stock from sludge to a depot without a locomotive crew, TO-1, TO-2, it is necessary:
Check the oil level in the crankcases of the compressors (if any), which should not go beyond the control lines of the oil indicator;
Check the correct position of the handles of the uncoupling valves of the air ducts;
Check the presence of seals: on the security system units, on the safety valves, on the open position lock of the brake line release valve to the electro-pneumatic autostop valves (hereinafter referred to as EPC), on the release valves on the supply air line and on the air line from the air distributor to the auxiliary brake valve, on the release valve air duct from the brake line or brake cylinder to the speedometer, to pressure sensors (if any), on pressure gauges, visual inspection of which is possible without additional work;
Check the presence of seals on stop valves;
Check the presence of a seal on the disconnecting valve to the stall valve, which must be in the open position;
Check the condition of the brake linkage, its safety devices, the outlets of the brake cylinder rods, the thickness of the brake pads (linings) and their location on the rolling surface of the wheels (discs), the operation of the parking brakes;
Check the air permeability through the end valves of the brake and supply lines by opening them at least three times for a long time while the driver's valve control body is in the train position;
Check the switching mode of the passenger type air distributor. With a train length of up to 20 cars, the air distributor with stepless release must be switched on for the short train mode, for more than 20 cars - for the long train mode. The inclusion of air distributors with stepped release must be carried out in accordance with the operating manual for a particular model of rolling stock;
Remove condensate from the main and auxiliary tanks, oil and moisture separators.
The locomotive crew, having previously secured the rolling stock from leaving, from both control cabins when it is installed for each type of rolling stock (except for checking the tightness of the brake and power supply networks and checking the absence of an unacceptable decrease in pressure in the brake cylinders, which are carried out from one control cabin) must check:
Limits for maintaining pressure in the main tanks during automatic resumption of compressor operation and their shutdown by the regulator in accordance with the operating manual for traction rolling stock. Deviation from the standard value of pressure limits is allowed ± 0.02 MPa (± 0.2 kgf / cm 2);
The density of the brake network. The pressure drop measured along the brake line should be no more than 0.05 MPa (0.5 kgf / cm 2) for 150 seconds (2.5 minutes);
Nutrient density. The decrease in pressure measured along the supply line should be no more than 0.05 MPa (0.5 kgf / cm) in 450 seconds (7.5 minutes).
For the RA-1 rail bus, the pressure drop measured along the supply line should be no more than 0.05 MPa (0.5 kgf / cm 2) in 600 seconds (10 minutes).
Checking the density of the brake and power networks is carried out from one control cabin.
The density of the surge tank of the driver's crane. The density of the surge tank when the control element of the driver's crane is in a position that ensures that the specified pressure in the brake line is maintained after braking should be no more than 0.01 MPa (0.1 kgf / cm 2) for 180 seconds (3 minutes). Overpressure in the surge tank is not allowed;
The operation of the auxiliary brake (if any) to the maximum pressure in the brake cylinders during full braking, which must be within the limits established in the operating manual for a particular type of rolling stock, agreed with the owner of the infrastructure;
Charging pressure in the brake line, which must comply with the limits specified in table V.1 of this Regulation;
The work of air distributors for braking and vacation.
The check must be carried out by reducing the pressure in the surge tank from the charging pressure by 0.05-0.06 MPa (0.5-0.6 kgf / cm 2). In this case, the air distributors must work and not give spontaneous release for 300 seconds (5 minutes). After braking, make sure that the pressure in the brake cylinders of the multiple unit rolling stock is at least 0.1 MPa (1.0 kgf / cm 2) and the piston rods have come out of the brake cylinders, and the brake shoes (linings) are pressed against the wheels ( disks). After completing the test, it is necessary to put the control element of the driver's crane in the train position, at which the brake must be released, and the pads (linings) must move away from the wheels (discs).
The pressure in the brake cylinders of the RA-1 rail bus should be 0.11-0.13 MPa (1.1-1.3 kgf / cm 2);
The operation of the tail car brake control circuit. After the train brake system is fully charged, it is necessary to reduce the pressure in the brake
line by 0.05-0.07 MPa (0.5-0.7 kgf / cm 2). In this case, the automatic brakes should come into action, and light signals should be given on the driver’s console to control the operation of the brakes on the train cars and on the tail car. Then release the train brake. Turning off the light signal that controls the inhibition of this tail car on the driver's console will show the serviceability of this system;
Checking the operation of the anti-skid device (if equipped). To check it is necessary to perform a full service braking. After reaching the maximum pressure in the brake cylinders, it is necessary to start the test program, which should not give an error of the system operation at its end;
The voltage of the electro-pneumatic brake power supply, which must be:
a) not lower than 45 V with the train position of the control element of the driver's crane and powered by batteries with the pantographs released or the diesel engine turned off;
b) not lower than 45 V when the control element of the driver's crane is in the position of service braking with an electro-pneumatic brake;
The effect of an electro-pneumatic brake on the possibility of stepwise braking until the brake cylinders are completely filled and subsequent stepwise release until the air is completely bled from the brake cylinders. On multi-unit rolling stock equipped with a push-button control of the electro-pneumatic brake, check its operation with the train position of the control element of the driver's crane;
Work of light indication of work of an electropneumatic brake.
When the control element of the driver's crane is in a position that ensures an increase in pressure in the brake line above the charging pressure and in the train position, the green electro-pneumatic brake circuit integrity indicator should light.
In positions that ensure or do not maintain the specified pressure in the brake line after braking, the green electro-pneumatic brake circuit integrity indicator, the yellow brake cylinder pressure maintenance indicator and the red braking indicator.
In the positions of service braking with discharge of the brake line, or service braking with an electro-pneumatic brake without discharge of the brake line, or emergency braking, the indicator of the integrity of the electro-pneumatic brake circuit is green and the braking indicator is red.
On a multi-unit rolling stock equipped with a push-button control of an electro-pneumatic brake, check its operation with the train position of the driver's crane control body;
The values of the outputs of the rods of the brake cylinders during full service braking. The amount of protrusion of the brake cylinder rod must be within the limits specified in Table I.1 of this Regulation.
Table I.1- Exit of the brake cylinder rod on motor-carriage rolling stock and rail buses during full service braking
| Type of rolling stock | Exit of a rod of the brake cylinder, mm | |
| Norms of the lower and upper limits | Maximum allowable in operation | |
| Electric train cars ER2, ER9, ER9P, EM2, EM2K: - motor cars - head and trailer cars (including ER22) - motor cars ER22 | 50-75 75-100 40-50 | |
| Rail buses RA-1, RA-2 | 25-30 | |
| Head, trailer and motor cars of electric trains ER2T, ER2R, ER29, ET2 of all indices, ED2T, ED9 of all indices, ED4 of all indices, EM2, EM4, ES2, AYa4D | 50-75 | |
| Cars of electric trains of other series: - motor - head and trailer | 75-100 100-125 | |
| Motor and trailer cars of diesel trains: - with disc brakes - with drum brakes - DDB trailer cars | 5-8 125-140 55-65 | 25* |
| Diesel train АЧ2 - motor car - trailer car | 30-50 95-105 |
* In winter 12 mm;
Notes. 1 The output of the rods of the brake cylinders of electric trains at the braking stage should be less than the specified one by 30% when the brake cylinders are located on the car body and by 20% when the brake cylinders are located on the bogie.
2 If there are standards for rod outputs established by the operation manual agreed with the owner of the infrastructure, be guided by these standards. Set the maximum stem output allowed in operation to be 25% higher than the upper limit.
3 When releasing motor-car rolling stock after repair and maintenance (except for TO-1), the leverage must be adjusted to ensure the minimum allowable rod output rate.
The condition and thickness of the brake pads (linings). The minimum thickness of the brake pads at which they must be replaced: cast iron
brake pads - 12 mm, composite - 14 mm, for rail buses - 10 mm (pads with a mesh-wire frame are determined by
eye filled with friction mass).
Exit of brake pads beyond the outer edge of the tread surface of the tire (wheel rim) is not allowed in operation.
Replace the pads when the limit thickness is reached, there are cracks across the entire width of the pad extending to the steel frame, with wedge-shaped wear, if the smallest allowable thickness is from the thin end of the pad at a distance of 50 mm or more.
Ceramic-metal overlays with a thickness of 13 mm or less and composite overlays with a thickness of 5 mm or less along the outer radius of the overlays must be replaced.
The lining thickness should be checked at the top and bottom of the lining in the lining holder. Allowed difference in thickness between the upper and lower parts of the lining in the holder of the lining is not more than 3 mm;
Parking (hand) brake action.
On multiple unit rolling stock equipped with an electric or hydrodynamic brake, additionally check the operation of this brake.
When equipping a multi-unit rolling stock with a system for checking the condition of the electro-pneumatic brake circuits, additionally check the condition of this system.
2 When releasing motor-car rolling stock and rail buses from the depot after repair and maintenance, it is additionally necessary to check the performance of its compressors over time
filling the main tanks from 0.68 to 0.78 MPa (from 7.0 to 8.0 kgf / cm 2), the power supply of automatic doors must be turned off.
3 Carry out work to eliminate the identified malfunctions and adjust equipment components: changing brake pads, adjusting the brake linkage, changing the cotter pins of the mechanical part of the brake, fixing loose threaded connections in accessible places.
STATION AFTER BREAK
17.1. When a freight train breaks down on the haul and delivers it to
station to be guided by clause 16.48 of the PTE and the Instructions for the movement of
rides and shunting work on railways.
When delivering a burst train from a stage, damaged trains
replace the unifying brake hoses with spare ones or those removed from the tail
standing car and locomotive.
17.2. In the process of pulling out a burst train, the absence of a compressed
air in the brake network of the last wagons can only be allowed
if it is impossible to restore the integrity of the brake line -
whether and the need to close the end valves for this reason. At
this in a train that is on the rise, the driver must declare the need
the mileage of placing an auxiliary locomotive at the tail of the train for
following to the nearest station, where the malfunction must be eliminated
nena or the faulty wagon is uncoupled. The procedure for the withdrawal of such trains from
haul, the speed of their following, taking into account the availability of brake
pressing are set by the head of the railway department, and when
the absence of railway departments in the composition of the railway - mixing
by the head of the railway and are indicated in local instructions
Before the train leaves the haul, perform an abbreviated op-
testing of auto brakes.
FEATURES OF MAINTENANCE OF THE BRAKES AND
THEIR MANAGEMENT IN WINTER CONDITIONS
For normal and uninterrupted operation of auto-brake equipment
niya on locomotives, multiple unit rolling stock and wagons in winter
conditions, it is necessary to prepare it in advance and carefully for
work under these conditions and ensure that it is properly cared for during
operation.
Equipment for locomotives and multi-unit trains
winter conditions
18.1.1. To ensure the proper functioning of the brake equipment in
In winter conditions, the locomotive crew is obliged to:
– on locomotives that are in the sludge, at air temperature
below -30 °С do not allow compressors to start without prior
nogo heating of oil in crankcases;
- during the start-up of the steam-air pump, the steam valve is opened
start gradually, turning on the pump at low speed, with open
outlet cocks of steam and air cylinders. Only on-
after removal of condensate from the cylinders and sufficient warming up
pump, close the outlet cocks, and then gradually increase
to open the steam valve;
- during long stops of the train, compressors (steam-air
pump on the locomotive) do not turn off.
18.1.2. Upon the arrival of a locomotive or multiple unit train from a voyage
in the depot, the locomotive crew must release condensate from the main
tanks and collectors, blow out the brake line at position I
handles of the driver's crane by sequential opening from two sides
end valves, supply line with disconnection of intersectional
connections, open the outlet cocks of the main tanks and collection
nicknames, turn off the compressors (a steam-air pump on a steam locomotive).
18.1.3. The locomotive crew is obliged during the operation of the lo-
commotive and multi-unit trains to prevent icing of parts of the
18.1.4. Formed on the parts of the brake and linkage lo-
locomotive crew and locomotive train ice locomotive team must remove
lyat at the first opportunity (when parking at the station, at the return point
Measures to ensure proper operation of the brake
Wagon equipment
18.2.1. Working stock of air distributors intended for
to replace defective ones on the wagons, store on closed racks when
outside air temperature.
18.2.2. In winter, when preparing the brakes in the composition, apply
attention to the tightness of the flange connections of brake devices and
cuffs of brake cylinders.
18.2.3. Wagon inspectors and rolling stock repairmen
you are required to do the following:
– before connecting the brake line hoses, blow it out
compressed air, clean the heads of the connecting sleeves from
dirt, ice and snow, check the condition of the O-rings,
if necessary, clean the surfaces of electrical contacts
item of sleeve heads No. 369A with an emery cloth. Unfit
replace rings. Do not apply lubricant to the rings;
- when purging the brake line in the process of connecting the hand-
pow and charging the brakes to ensure the free passage of air;
– open the frozen brake cylinder, remove the piston, clean
wash the working surface of the cylinder, wipe it with a dry technical
with a paper towel and grease. Replace defective cuff. After
test the cylinder assembly for tightness;
- before testing the auto brakes as part of a stationary
compressor unit at a temperature of –40 °C and below
after a full charge of the brake network, it is possible to carry out at least
two times full braking and release;
- when testing autobrakes and detecting air distribution
casters insensitive to braking and release, as well as with
the presence of delayed tempering, fasten the flanges, inspect and
clean the dust mesh and filter, then repeat
to check the operation of the brake; in case of unsatisfactory
the result of the check, replace the air distributor;
– in case of poor mobility of the linkage parts, lubricate them
swivel joints with axial oil with the addition of kerosene,
remove the formed ice.
On passenger cars at points of formation and turnover of the train
the conductors are obliged to remove ice from the brake linkage. Not to-
it is allowed to send wagons with brake pads as part of the train,
which do not move away from the wheels due to freezing of the linkage;
- while the train is traveling to the station, it is imperative to monitor the
standing brakes of the entire train. In case of detection of wagons with
wheels that are skidding, have potholes or other irregularities
rights that threaten traffic safety, take measures to
train stop.
Procedure for warming up frozen brake points
Equipment
18.3.1. Warm up the main tanks, injection, feed
nye, bypass pipes and the main air pipeline with an open fire
(torch) on solid fuel locomotives, electric locomotives and
electric trains is allowed subject to the rules of the fire department
safety, excluding the possibility of ignition of structural
elements of locomotives and electric trains.
18.3.2. On diesel locomotives, diesel trains, railcars and steam locomotives,
operating on liquid fuel, the use of a torch is allowed only for
warming up in the brake system those frozen places that are not removed
less than 2 m from fuel tanks, fuel and oil supply fittings,
oil and fuel lines.
brake equipment on locomotives and multiple unit rolling stock
standing in the places of their parking in the presence of flammable spilled on the tracks
flammable and flammable liquids, in the equipment points of locomotives, liquid
fuel, near loading and unloading devices, parks with tanks
for oil products, warehouses of combustible materials and other fire
dangerous places, as well as if there are wagons with discharge
mi, flammable and liquid cargoes.
18.3.4. If the main air duct freezes, before
just knock it with light blows of a hammer - a dull sound indicates
the presence of an ice block. Such a place of the air duct must be warmed up, after
why blow the line through the end valves until the ice is completely removed
noah plugs.
18.3.5. Warm up the main tanks, pressure, feed-
telnuyu and bypass pipes can only be released from them compressed
th air and with closed exhaust cocks. Open taps allowed
only after the fire has been removed.
18.3.6. On steam locomotives, when the tube of the steam stroke regulator freezes,
air pump increases the pressure more than the set value. In that
if necessary, turn off the pump, reduce the pressure to normal,
then warm the frozen place.
18.3.7. Remove frozen connecting sleeves of air ducts,
warm up and reinstall or replace with spares.
18.3.8. If the air distributor freezes, turn it off and turn it off
let air out of the working volumes with the exhaust valve until it is completely gone
brake cylinder rod, upon arrival at the depot, the air distributor
replace.
ny devices and their components.
18.3.10. When one of the brake cylinders on the locomotive freezes,
it is necessary to leave the air distributor switched on and continue
press to work with the remaining brake cylinders. Upon arrival at de
to eliminate the malfunction of the brake cylinder.
On the carriages of multi-unit trains in such cases, turn off the air
diffuser, and upon arrival at the depot, open the brake cylinder,
remove the piston, clean the cylinder and piston from ice, lubricate their working
whose surfaces. After assembling the brake cylinder, check its tightness.
18.3.11. In all cases of detection of a brake malfunction on the lo-
comotive or wagon of a multi-unit train and if it is impossible to install it
injured, the driver must personally turn off the brake, fully release
air outlet valves and check the departure of the brake pads from
The failure of the brake equipment must be repaired at
the nearest station where there is a depot or PTO.
