JSC "RUSSIAN RAILWAYS"
ON THE APPROVAL OF THE PROCEDURE FOR PREPARATION FOR TRANSPORTATION, CONTROL IN THE ROAD AND MAINTENANCE AT STATIONS OF CONTAINER TRAINS N 727-2014 PKB TsV
In order to provide measures to improve the efficiency of the organization of the transportation process and the safe passage of container trains through the guaranteed sections:
1. Approve and put into effect from January 1, 2015 the Procedure for preparation for transportation, control along the route and maintenance at the stations of container trains N 727-2014 PKB TsV (hereinafter referred to as the Procedure).
2. To the director of the Design Bureau of the Carriage Economy - a branch of JSC "Russian Railways" Ivanov A.O. to ensure the storage of the original, replication and distribution of the Procedure at the request of the Central Directorate of Infrastructure - a branch of Russian Railways.
3. To the heads of infrastructure directorates and branches of Russian Railways:
ensure that this order is communicated to the involved structural units and enterprises;
organize a study of the Procedure with the employees involved;
ensure compliance with the requirements of the Procedure in subordinate structural units;
make the necessary changes and additions to the current normative-technical and technological documentation.
4. Recognize as invalid from January 1, 2015 Regulations for the preparation for flight and maintenance en route of container trains N 727-2009 PKB TsV.
Brake shoe of railway rolling stock contains at least a single-layer composite friction element and at least one friction abrasive insert recessed into the composite friction element from the side of the pad working surface. The depth value of the insert (inserts) is from 0.2 to 1.2% of the value of the nominal radius of the working surface of the block. The insert or inserts can be made of ductile or ductile iron, and the ratio of the working surface area of the insert to the total area of the working surface of the shoe is from 4 to 20%. Between the working surface of the friction layer and the working end of the insert, a running-in layer can be located, the material of which has properties close to the friction properties of the pad with the insert, and the wear resistance is lower than that of the composite friction element. The proposed pad design will ensure stable braking efficiency, including the period of pad-to-wheel running-in, and increase the efficiency of using the insert and pad.
1 n. p.f. 1 fig.
The claimed utility model relates to shoe brake devices, namely, to brake devices of railway vehicles, as well as, for example, subway cars.
Under the action of the pneumatic cylinder, through a lever transmission, the brake shoe, which is in contact with its rear surface with the surface of the brake shoe and connected to it, is pressed with a set force by its working surface against the wheel tread surface, resulting in braking. Thus, the design of the shoe brake is based on the use of the wheel tread in a pair of friction with the brake shoe, which has a cleaning and polishing effect on the wheel tread, but also causes wear.
Known cast-iron brake pads, manufactured in accordance with GOST 1205-73 “Cast-iron brake pads for railway cars and tenders. Design and main dimensions.
However, cast-iron blocks have a short service life, high weight, low coefficient of friction, require a large pressing force to the wheel during braking - up to 30 kN and are practically not used at the speed of the cars above 120 km/h.
The most widely used high-friction composite brake pads, used mostly for cars, provide higher braking efficiency, longer service life and higher speeds of cars than cast-iron shoes. The friction coefficient of these pads is 2-2.5 times higher than that of cast iron pads, so the force of pressing them to the wheel during braking does not exceed 20 kN, which is 1.5 times less than that of cast iron pads.
In the book B.A. Shiryaev “Production of brake pads from composite materials for railway cars” (M. Chemistry, 1982, pp. 8-14; 67-76), various designs of brake pads with a steel frame (stamped from strip and mesh-wire), their main dimensions and manufacturing technology.
Known brake shoe of a railway vehicle (options) according to RF patent 76881 for a utility model. The prototype of this pad is a solution known from the prior art, namely, composite brake pads with a mesh-wire frame for railway cars 25130-N, 25610-N, mass-produced according to the specifications of manufacturers TU 2571-028-00149386-2000, TU 38 114166-75 and according to the drawings of the Design Bureau of the Carriage Economy - a branch of JSC Russian Railways (PKB TsV JSC Russian Railways), Moscow, developed in 1975.
Composite brake pads with a mesh-wire frame according to the above drawings have been manufactured since 1976 by several factories in Russia and Ukraine for all freight cars operated on the railways of Russia, Ukraine, Kazakhstan, as well as other countries that were previously part of the Soviet Union, and technical documentation for brake pads, including drawings, is used by all pad manufacturers, as well as by all wagon and depot services involved in brake operation.
The annual output of composite brake pads with a mesh-wire frame is several million pieces, and at present more than one hundred million pieces have been manufactured. In the process of operation, several million pads with a mesh-wire frame wear out annually, and sometimes with complete destruction and exposure of the frame, and therefore their simple design is publicly available and well known.
Known composite brake pads are manufactured with a working surface radius of 510 mm for freight cars, with new wheel diameters of 1020 and 957 mm.
The radius of the working surface of a new brake composite pad is usually equal to the radius of the tread surface of the new wheel, which is the counterbody for the brake pad, or exceeds the radius of the tread surface of the wheel, if the pads do not form cracks and are not destroyed under the action of a set pressing force against the wheel, since their radius of the working surface , unlike cast iron pads, can also decrease due to the bending of the pad, due to its elasticity, elasticity.
In Russia, for wagons, for example, solid-rolled wheels according to the specifications of GOST 10791-2004, having a design and dimensions in accordance with GOST 9036-88, can be used. The rolling surface of the wheels wears out during their operation, and also receives various defects, for example, dents, sliders, welds and others, in connection with which the wheels of the wheel pairs are repaired several times in the form of wheel turning.
In railway transport, instructions have been developed and are being used for the inspection, examination, repair and formation of wagon wheelsets. These instructions establish the procedure, terms for the inspection, examination and repair of wheel sets, as well as the standards and requirements that they must satisfy. According to, for example, this instruction in Russia, the thickness of the rim of a solid-rolled wheel of an eight-, six-, and four-axle freight car circulating in trains at speeds up to 120 km/h inclusive should not be less than 22 mm.
Thus, a change in the nominal diameter of the wheel tread surface in operation is allowed, for example, from 957 mm (new solid-rolled wheel with a diameter of 957 mm in the tread circle according to GOST 9036-88) to 854 mm, (810 + 22 × 2) mm (according to GOST 9036 -88, p.2).
According to the instructions for repairing the brake equipment of railcars in Russia, only new brake pads (cast iron or composite) are installed, regardless of wheel wear.
Thus, the nominal radius of the working surface of a new brake composite block, mass-produced in Russia for freight cars, can exceed the nominal radius of the rolling surface of a worn solid-rolled wheel of a freight car by 83 mm, 
Where:
510 mm - nominal radius of the working surface of a mass-produced composite brake shoe for freight cars in Russia;
854 mm - the minimum diameter of a worn solid-rolled wheel of a freight car according to the data above in the text of the application.
The cost and service life of a wheel is several times greater than the cost and service life of brake pads.
In the process of running in a new brake pad to a worn wheel, their contact area is much smaller, since the radius of the worn wheel rolling surface is less than the radius of the working rolling surface of the new wheel.
The contact area of a new pad with a worn wheel during running-in can be determined experimentally, by obtaining a colored imprint of the contact spot when the pad is pressed against the wheel with a set force, using, for example, special paint, and then determining the contact area by calculation. The contact area can also be determined using a graphical method, according to the drawings, without taking into account the bending of the pad, based on the above radii of the working surface of the new brake pad and the radius of the tread surface of the worn wheel. The pressing force of the pad to the wheel during braking (contact force) has a constant value and therefore, in the case of braking the wheel with an unworked brake pad, the specific pressing force (for example, by 1 cm 2) increases in direct proportion to the decrease in the area of contact between the pad and the wheel compared to the worn-in pad , if we assume that the pad does not bend, but since bending also takes place, the increase in the specific force of pressing the pad to the wheel causes only partial compensation for the lost braking efficiency due to the reduced area of contact between the pad and the wheel.
According to the existing operating experience for mass-produced homogeneous cast iron and composite brake pads, a corresponding reduced contact area of the brake pad is allowed when it is run in to a worn wheel, since in this case the required braking efficiency is ensured, and, consequently, operation safety in accordance with the requirements of safety standards.
In recent years, in some countries, for example, in the USA and Russia, the production of wheel-saving brake composite pads with a thickness of 40 to 65 mm and a length of 400 to 250 mm has been mastered, the design of which additionally has one or more friction inserts made of a harder and more abrasive material. than the main composite friction element, such as cast iron.
So known composite brake pads used in railway transport to restore the wheel tread during normal braking of such a vehicle according to patent EP 1074755 (F16D65/06, publ. 07.02.2001).
One, two or three hard abrasive insulated inserts made of a friction material of the second type, for example, cast iron, are initially completely surrounded by a composite friction material of the first type (composite) from all sides.
According to the description of the invention, "it is very important that the insulated insert(s) be submerged in and not protrude from the surface of the composite friction material so that the composite friction material can properly position (spread) around the insulated insert during the manufacturing process." The surface of the insulated insert(s) is constantly exposed during operation as the friction composite is abraded during normal braking. The friction material of the insert, such as cast iron, improves the frictional characteristics of the pad under adverse weather conditions (rain, snow, ice) and during normal braking ensures that wheel defects are eliminated due to the aggressive abrasive effect of wheel tread surface treatment, such as grinding.
Unfortunately, these pads cannot meet the requirements of railway safety standards, since their braking efficiency will differ significantly when the pad is worn to the wheel, as well as when installed on a new wheel or a worn wheel. Differences in braking efficiency are due to the fact that when developing the pad design, the differences in the values of the friction coefficient of the composite and the insert, for example, from cast iron, were not taken into account, and the depth of the insert was chosen without taking into account the difference in the diameters of the new and worn wheels, on which the pad can be installed.
The well-known technical solution is used for the same purpose as the claimed one and has essential features in common with it: "brake pad", "composite friction element", and "at least one friction abrasive insert".
The closest analogue is the brake shoe of a railway vehicle according to the RF patent for the invention 2309072.
Known brake shoe contains a metal frame, a composite friction element and one solid insert connected to the frame and made of ductile or ductile iron, and the ratio of the area of the working surface of the insert to the total area of the working surface of the shoe is from 4 to 20%. In the design of the shoe, the ratio of the area of the working surface of the solid insert to the total area of the working surface of the shoe is determined on the basis of design and technological considerations, as well as the physical-mechanical and friction-wear properties of the composite friction element and the insert made of high-strength or malleable cast iron. According to the drawing and description, the insert is recessed in the composite friction element from the side of the pad working surface.
This block also has a stable braking efficiency, including under adverse weather conditions (rain, snow, ice) and ensures the elimination of wheel defects (sliders, welds), due to the aggressive abrasive effect of treating the wheel rolling surface with an abrasive insert made of cast iron, and restores the surface rolling the wheel by turning and grinding it.
In addition, during normal braking at high temperature, microcracks on the wheel tread surface are filled with cast iron inserts, and therefore they do not develop further, and the wheel tread surface is lubricated with graphite contained in the insert.
The use of ductile iron with nodular graphite and high relative elongation as the insert material most significantly increases the life of the wheel and pad.
However, the depth of the solid insert in the friction composite element from the side of the working surface of the shoe is determined based on the requirements of the technology and production process, i.e. exclusion of damage to the surface of the mold, regardless of the diameter of the tread surface of the worn wheel on which the block can be installed. Thus, the ratio of the area of the working surface of the insert to the total area of the working surface of the block from 4 to 20%, indicated in the claims, is valid if these blocks are installed on new wheels, for example, on assembly lines of car-building plants, since the radius of the working surface of the blocks is equal to the radius of the surface rolling wheel or slightly different from it.
When running-in a known pad to a worn wheel having a smaller diameter of the tread surface, the contact area of the pad with the worn wheel may be several times smaller. At the same time, in case of insufficient deepening of the insert in the pad composite from the side of its working surface, the ratio of the area of the working surface of the insert to the contact area of the pad with the wheel can be several times higher than that established above, which can lead to a change in the braking efficiency. For example, in the case of using a high-friction composite material with an insert made of cast iron, this will lead to a decrease in braking efficiency up to its non-compliance with the requirements of safety standards in railway transport. Too much deepening of the insert in the pad composite from the side of its working surface leads to its short-term, and, consequently, inefficient use.
The well-known brake pad is used for the same purpose as the claimed one and has essential features in common with it: “brake pad”, “composite friction element”, “at least one friction abrasive insert buried in the composite friction element from the side of the working surface pads".
The task to be solved by the inventive brake shoe of a railway rolling stock, containing a composite friction element and at least one friction abrasive insert embedded in the composite friction element from the side of the working surface of the shoe, is to provide mechanical and friction-wear properties of the shoe in accordance with with the requirements of safety standards in railway transport in the process of running in a brake shoe to a worn wheel in operation.
EFFECT: ensuring stable braking efficiency during the entire period of operation of a brake shoe with friction abrasive inserts in accordance with the safety standards for railway transport "Composite brake shoes of railway rolling stock". Also, the efficiency of using these brake pads will increase due to the use of the maximum possible thickness of the insert in the thickness of the pad, based on the implementation of the minimum value of its penetration in the composite friction element to ensure the required friction properties, and therefore the service life of the wheels will increase.
The claimed technical result is achieved in the inventive brake shoe of railway rolling stock as follows.
The inventive brake shoe of a railway rolling stock is a composite brake shoe containing a metal frame, at least a single-layer composite friction element and at least one friction abrasive insert embedded in the composite friction element from the side of the working surface of the shoe.
Figure 1 shows the inventive brake pad of railway rolling stock, where:
1 - metal frame;
2 - composite friction element, which may consist, for example, of two longitudinal layers;
3 - central friction abrasive insert located in the middle of the block;
4 - run-in layer, which may be the third longitudinal layer of wearable composite friction element;
5 - two lateral friction abrasive inserts located on both sides of the middle of the block.
Friction abrasive inserts can be connected to the metal frame by known methods, for example by welding, pinching or others.
Figure 1 has the following notation.
R 1 - radius of the working surface of the brake pad;
R 2 - the radius of the surface of the worn wheel;
L - chord length equal to the length of the brake shoe;
S is the thickness of the brake pad;
S 1 is the distance measured along the axis of the central insert, between arcs of circles lying on the same chord with the radius of the working surface of the pad and with the radius of the tread surface of the worn wheel, the chord length being equal to the length of the pad;
S 2 is the distance measured along the axis of the central insert, between arcs of circles lying on the same chord with the radius of the working surface of the pad and with the radius of the tread surface of the worn wheel, and the length of the chord is equal to the length of the pad.
The claimed technical result is achieved by the fact that the insert or inserts are deepened in the composite friction element from the side of the working surface of the pad by an amount that ensures the output of the working surface of the solid insert to the working surface of the pad after the pad has completely run in to the worn wheel. It is possible to achieve the desired technical result with partial (incomplete) running-in of the pad to the worn wheel and deepening of the insert to a lesser depth, if the given contact area of the pad with the worn wheel corresponding to this deepening will ensure the frictional properties of the pad within the permissible limits, according to safety standards in railway transport. For a brake shoe, the radius of the working surface of which is equal to the radius of the tread surface of the new wheel, or slightly exceeds it, the depth of the insert, which ensures that the working surface of the insert reaches the working surface of the shoe after the shoe has completely run in to the worn wheel on which it is installed, is equal to the distance measured along the axis of the insert between arcs of circles lying on the same chord with the radius of the working surface of the pad and with the radius of the tread surface of the worn wheel, provided that the length of the chord is equal to the length of the pad. Due to the fact that the radius of the working surface of the pads sometimes exceeds the radius of the rolling surface of the individual wheels used, for example, as indicated above for mass-produced pads in Russia, and also taking into account operation, it has been experimentally established that, depending on the design of the pad, quantity, location and area of the inserts, frictional-mechanical properties of the composite friction element and the insert, elasticity, flexibility of the pad and others, the depth of the insert can be from 0.2 to 1.2 of the radius of the working surface of the pad. That is, with a nominal radius of the working surface of the block of 510 mm, the depth is 1.02-6.12 mm.
In this case, as can be seen from the drawing, the depth of the central insert must be greater than that of the side inserts S 1 >S 2 .
Friction abrasive inserts can have a friction coefficient less or greater than that of a composite friction element, and their main task is not to provide the required efficiency and resource of the pad, but to restore the wheel rolling surface during normal braking. The composite friction element is the main friction element that determines the braking efficiency and pad life. With a decrease in the area of the friction composite element of the shoe, which occurs after the friction abrasive inserts reach the working surface of the shoe, the braking efficiency must remain within the permissible limits for safety standards in railway transport. The fulfillment of these properties and the values of their indicators is ensured when designing the block. The inserts should wear faster than the composite friction material. In order to speed up the start of operation of the friction abrasive insert (inserts), the block can be provided on the side of its working surface with a wear-in layer, which should have friction properties close to the composite friction element, taking into account the operation of the insert (inserts). As a running-in layer, a special composite friction wear-resistant (less wear-resistant) material can be used.
The inventive brake shoe of railway rolling stock may contain a composite friction element and a friction abrasive insert made of high-strength or malleable cast iron, and the ratio of the working surface area of the insert to the total area of the shoe is from 4 to 20%.
In this case, the block may contain a mesh-wire frame, which can be connected to the insert, for example, by a pinching method known from the prior art. This design of the pads will significantly increase the technical and economic efficiency of their use and the service life of the wheels and pads.
The production of the proposed pads can be carried out on the existing equipment of manufacturers of brake composite pads without a fundamental change in existing technologies, that is, as described above in the patents-analogues of the claimed utility model.
Brake composite pads for railway transport of the proposed design will allow, without increasing the cost of the pads, to ensure stable braking efficiency throughout the entire period of operation of the brake pad, including the period of running in to worn wheels that are in operation. The efficiency of using pads will increase due to the use of the maximum possible thickness of the insert in the thickness of the pad, and, consequently, the service life of the wheels will further increase.
1. A brake shoe of a railway rolling stock, containing at least a single-layer composite friction element and at least one friction abrasive insert recessed into the composite friction element from the side of the working surface of the shoe, characterized in that the depth of the insert is from 0 .2 to 1.2% of the value of the nominal radius of the working surface of the block.
A useful model of a coupling device relates to railway transport, in particular, to traction coupling devices used on railway rolling stock units that provide mechanical connection of cars, as well as protection of cars and passengers from longitudinal force effects transmitted through automatic couplers.
Air pressure in the brake line of a passenger car. Exit of the TC rod when testing the brakes and during full service braking (emergency braking). Permissible wear dimensions for cast-iron brake pads.
In what cases is the stop crane activated in a passenger train car.
Appointment and operation of the handbrake of the car. Stop valve in the carriage of a passenger train. Air pressure in the brake line of a passenger carriage. Exit of the TC rod when testing the brakes and during full service braking (emergency braking). Permissible wear dimensions for cast-iron brake pads. Procedure for turning off the brakes at the car.
The hand brakes are back-up in case of failure of the pneumatic brakes, and are also designed to hold the wagons in place while parked.
The handbrake steering wheel is located in the working vestibule, on a rod that has a screw thread (thread stock 7.5-8 turns). This rod is connected with the TRP of both bogies by means of a system of vertical and horizontal levers, and when the thread is tightened, the brake pads are pressed against the wheel rim.
Handbrake applied:
In case of giving (during the course of the train) by the machinist of the signal "Brake" (– – –);
In case of self-uncoupling of the train between the cars;
In the event that the driver gives the “General alarm” signal ( – );
With a slider over 12 mm;
When fencing the train by the conductor of the tail car;
If it is possible to leave the train to the stage in the presence of a slope.
"Stop tap" - a special device consisting of pipes and disconnecting valves located in the passenger compartment (from 3 to 5), in vestibules, in the service compartment and 2 in the passenger room.
"Stop tap" is used in cases that threaten the safety of traffic or the life of passengers, by moving the handle from the top position to the stop down at arm's length (to prevent injury to the face and eyes), after the train stops, the handle is smoothly returned to its original position.
"Stop tap" is used in the following cases:
Fire in a carriage or train (if the train is not on a bridge or in a tunnel);
Jamming of wheel pairs (we stop the train anywhere);
When SKNB / SKNB-P is triggered (we stop the train anywhere);
Threat to human life or traffic safety (we stop the train anywhere);
If the driver gives a sound signal "General alarm" ( – ).
Charging set pressure in the brake cylinder should be 5.0-5.2 atm.
Testing of the brakes is carried out with a reduced pressure in the brake cylinder by 0.3-0.6 atm.
Full service braking is carried out by lowering the pressure in the brake cylinder by 1.2-1.5 atm in one step.
During emergency braking, the pressure in the brake cylinder decreases from 5.0-5.2 atm to 0.
The pressure in the brake cylinder depends on the braking stage. With full service and emergency, it will be 3.8 atm.
The output of the rod of the brake cylinder depends on the pressure in the brake cylinder: when testing the brakes - 80-120 mm, with full and emergency braking - 130-160 mm.
To create a braking effect, brake pads of 3 types are used:
Composite with a metal back (thickness not less than 14 mm);
Composite with a mesh frame (thickness not less than 10 mm);
Cast iron (thickness not less than 12 mm).
All passenger cars are mainly equipped with cast-iron brake pads. It is forbidden to include in trains and following them, wagons if it is found:
The brake pad is broken;
The block has slipped from the wheel tread surface by more than 10 mm;
Brake pads have a thickness less than that set in the middle part;
There is no locking cotter pin holding the brake shoe pin in the shoe;
Through crack on the entire surface of the brake pad.
6.2.1. During maintenance of wagons, check:
wear and condition of components and parts, compliance with their established dimensions. Parts whose dimensions are out of tolerance or do not ensure normal operation of the brake - replace;
the correct connection of the brake line hoses, the opening of the limit valves between the cars and the disconnect valves on the supply air ducts from the line to the air distributors, as well as their condition and reliability of fastening, the condition of the electrical contacts of the heads of sleeves No. 369A, the presence of handles of the limit and disconnect valves;
the correctness of switching on the modes of the air distributors on each car, taking into account the presence of an automatic mode, including in accordance with the load and type of blocks;
the density of the brake network of the composition, which must comply with the established standards;
The effect of autobrakes on the sensitivity to braking and release.
Air distributors and electric air distributors that work unsatisfactorily - replace them with serviceable ones. At the same time, the operation of electro-pneumatic brakes should be checked from a power source with a voltage during braking of not more than 40 V (the voltage of the tail car must be at least 30 V);
The operation of the gas mask and speed regulators on passenger cars with brakes of the Western European type in accordance with separate instructions of the UZ, as well as clause 6.2.8 of this Instruction;
on cars with auto mode, correspondence of the output of the auto mode fork to the loading of the car, reliability of fastening of the contact strip, support beam on the bogie and auto mode, damper part and pressure switch on the bracket, tighten the loose bolts;
correct adjustment of the brake leverage and the operation of automatic regulators, the output of the rods of the brake cylinders, which must be within the limits indicated in table 6.1. this instruction.
The lever transmission must be adjusted so that the distance from the end of the coupling to the end of the protective tube of the auto-regulator is at least 150 mm for freight cars and 250 mm for passenger cars; the angles of inclination of the horizontal and vertical levers must ensure the normal operation of the linkage up to the limit wear of the brake pads;
The thickness of the brake pads and their location on the wheel tread. It is not allowed to leave brake pads on freight cars if they protrude from the tread surface beyond the outer edge of the wheel by more than 10 mm. On passenger and refrigerated cars, it is not allowed to let the blocks out from the tread surface beyond the outer edge of the wheel.
The thickness of the cast-iron brake pads is established by order of the head of the road on the basis of experimental data, taking into account the provision of their normal operation between maintenance points.
The thickness of cast-iron brake pads must be at least 12 mm. The minimum thickness of composite brake pads with a metal back is 14 mm, with a mesh-wire frame 10 mm (pads with a mesh-wire frame are determined by the ear filled with friction mass).
Check the thickness of the brake pad from the outside, and in case of wedge-shaped wear - at a distance of 50 mm from the thin end.
In the case of obvious wear of the brake pad on the inside (on the side of the wheel flange), the pad must be replaced if this wear can cause damage to the shoe;
The provision of the train with the required pressing of the brake shoes in accordance with the brake standards approved by Ukrzaliznytsia (Appendix 2).
Table 6.1
Exits of rods of brake cylinders of cars
Notes:
1. In the numerator - with full service braking, in the denominator - with the first stage of braking.
2. The output of the brake cylinder rod with composite pads on passenger cars is indicated taking into account the length of the clamp (70 mm) installed on the rod.
6.2.2. When adjusting lever gears on freight and passenger cars equipped with an automatic linkage regulator, its drive is adjusted to maintain the output of the rod at the lower limit of the established standards. On passenger cars at the points of formation, adjust the drive at a charging pressure in the line of 5.2 kgf / cm 2 and full service braking. On wagons without automatic regulators, adjust the leverage to the rod output, which does not exceed the average value of the established standards.
6.2.3. The norms for the output of the rods of the brake cylinders for freight cars before steep long descents are set by the head of the road.
6.2.4. It is forbidden to install composite blocks on cars, the linkage of which is rearranged for cast-iron blocks (i.e. the tightening rollers of the horizontal levers are located in the holes located farther from the brake cylinder), and, conversely, it is not allowed to install cast-iron blocks on cars, the linkage of which is rearranged for composite pads, except for wheel pairs of passenger cars with gearboxes, where cast-iron pads can be used up to a speed of 120 km/h.
Six and eight-axle freight wagons, as well as freight wagons with containers over 27 tf, may only be operated with composite chocks.
6.2.5. When inspecting the train at a station where there is no PTO, KPTO, PPV, all malfunctions of the brake equipment must be identified for the cars, and parts or devices with defects should be replaced with serviceable ones.
6.2.6. At the points of formation of freight trains and at the points of formation and turnover of passenger trains, car inspectors are obliged to check the serviceability and operation of the hand brakes, paying attention to the ease of actuation and pressing of the blocks to the wheels.
The inspectors should carry out the same check of hand brakes at stations with maintenance points (PTO, KPTO, PPV) preceding steep long descents.
6.2.7. It is forbidden to put into the train wagons whose brake equipment has at least one of the following faults:
Faulty air distributors, electric air distributors, EPT electrical circuit (in a passenger train), auto mode, limit or disconnect valve, exhaust valve, brake cylinder, reservoir, working chamber;
Damage to air ducts - cracks, breaks, abrasions and delamination of connecting sleeves, cracks, breaks and dents in air ducts, lack of tightness of their connections, weakening of the pipeline in the places of their fastening;
Malfunctions of the mechanical part - traverses, triangles, levers, rods, suspensions, linkage auto-regulator, shoes, cracks or kinks in parts, splitting of the eye of the shoe, faulty fastening of the shoe to the shoe, malfunction or absence of safety parts and auto mode beams, non-standard fastening, non-standard parts and cotter pins in knots;
Faulty hand brake;
Loose fastening of parts;
Unadjusted linkage;
The thickness of the pads is less than that specified in clause 6.2.1. this Instruction;
The absence of a handle for the end or disconnection valves.
6.2.8. Check the operation of the pneumomechanical gas mask and high-speed regulators on the RIC cars in the passenger mode, turning on the brake during full service braking.
On each car, check the operation of the gas mask regulator on each axle. To do this, rotate the inertial weight through the window in the sensor housing, and air must be released from the brake cylinder of the tested bogie through the relief valve. After the impact on the load has ceased, it should return to its original position, and the brake cylinder should be filled with compressed air to the initial pressure, which is controlled by a pressure gauge on the side wall of the car body.
Press the speed control button on the side wall of the car. The pressure in the brake cylinders should increase to the set value, and after the button is pressed, the pressure in the cylinders should decrease to the original one.
After checking, turn on the brakes of the wagons to a mode corresponding to the upcoming maximum speed of the train.
6.2.9. Check the distance between the heads of the connecting sleeves No. 369A and the plug connectors between the car electrical connection of the lighting circuit of the cars when they are connected. This distance must be at least 100 mm.
6.1. General provisions
6.1.1. The technical condition of the brake equipment of wagons should be checked during their maintenance by employees of maintenance points (PTO) and maintenance checkpoints (MPTO) and wagon preparation points (PPV). The execution of work is controlled by a shift supervisor or a senior car inspector, who must ensure: the technical readiness of the brake equipment and the activation of all brakes in the train, the connections of the end sleeves, the opening of the end valves, the established rate of brake pressure in the train, as well as the reliable operation of the brakes when testing them on station and along the way.
6.1.2. It is forbidden to submit for loading, boarding passengers and put on the train wagons with faulty brake equipment, as well as without presenting them for maintenance and recording in the log form VU-14 on recognizing the wagons as suitable for traveling on trains and signatures of responsible employees.
6.1.3. At the stations of formation, turnover and along the route, where the train schedule provides for a stop of the train for technical inspection, the brake equipment of each car must be checked for serviceability of its operation with the necessary repairs.
At stations where there is no PTO, KPTO and PPV, the procedure for checking the technical condition and repairing the brake equipment of cars when they are placed on trains and submitted for loading is established by order of the head of the road.
6.1.4 . It is forbidden to start maintenance of the brake equipment of passenger train cars equipped with electric heating until the heating power source is turned off.
6.2. Technical requirements for the maintenance of the brake equipment of wagons
6.2.1 . When servicing wagons, check:
wear and condition of components and parts, compliance with their established dimensions. Parts whose dimensions are out of tolerance or do not ensure normal operation of the brake - replace;
the correct connection of the brake line hoses, the opening of the limit valves between the cars and the disconnect valves on the supply air ducts from the line to the air distributors, as well as their condition and reliability of fastening, the condition of the electrical contacts of the heads of sleeves No. 369A, the presence of handles of the limit and disconnect valves;
the correctness of switching on the modes of the air distributors on each car, taking into account the presence of an automatic mode, including in accordance with the load and type of blocks;
the density of the brake network of the composition, which must comply with the established standards;
Air distributors and electric air distributors that work unsatisfactorily - replace them with serviceable ones. At the same time, the operation of electro-pneumatic brakes should be checked from a power source with a voltage during braking of not more than 40 V (the voltage of the tail car must be at least 30 V);
The operation of the anti-skid and high-speed regulators on passenger cars with brakes of the Western European type in accordance with separate instructions of the UZ, as well as clause 6.2.8. this Instruction;
on cars with auto mode, correspondence of the output of the auto mode fork to the loading of the car, reliability of fastening of the contact strip, support beam on the bogie and auto mode, damper part and pressure switch on the bracket, tighten the loose bolts;
correct adjustment of the brake leverage and the operation of automatic regulators, the output of the rods of the brake cylinders, which must be within the limits indicated in table 6.1. this instruction.
The thickness of the brake pads and their location on the wheel tread. It is not allowed to leave brake pads on freight cars if they protrude from the tread surface beyond the outer edge of the wheel by more than 10 mm. On passenger and refrigerated cars, it is not allowed to let the blocks out from the tread surface beyond the outer edge of the wheel.
The thickness of cast-iron brake pads must be at least 12 mm. The minimum thickness of composite brake pads with a metal back is 14 mm, with a mesh-wire frame 10 mm (pads with a mesh-wire frame are determined by the ear filled with friction mass).
Check the thickness of the brake pad from the outside, and in case of wedge-shaped wear - at a distance of 50 mm from the thin end.
In the case of obvious wear of the brake pad on the inside (on the side of the wheel flange), the pad must be replaced if this wear can cause damage to the shoe;
The provision of the train with the required pressing of the brake shoes in accordance with the brake standards approved by Ukrzaliznytsia (Appendix 2).
6.2.2 . When adjusting lever gears on freight and passenger cars equipped with an automatic linkage regulator, its drive is adjusted to maintain the output of the rod at the lower limit of the established standards. On passenger cars at the points of formation, adjust the drive at a charging pressure in the line of 5.2 kgf / cm 2 and full service braking. On wagons without automatic regulators, adjust the leverage to the rod output, which does not exceed the average value of the established standards.
6.2.3 . The norms for the output of the rods of the brake cylinders for freight cars before steep long descents are set by the head of the road.
Table 6.1
Exits of rods of brake cylinders of cars
Notes:
In the numerator - with full service braking, in the denominator - with the first stage of braking.
The output of the brake cylinder rod with composite pads on passenger cars is indicated taking into account the length of the clamp (70 mm) mounted on the rod.
6.2.4. It is forbidden to install composite blocks on cars, the linkage of which is rearranged for cast-iron blocks (i.e. the tightening rollers of the horizontal levers are located in the holes located farther from the brake cylinder), and, conversely, it is not allowed to install cast-iron blocks on cars, the linkage of which is rearranged for composite pads, except for wheel pairs of passenger cars with gearboxes, where cast-iron pads can be used up to a speed of 120 km/h.
Six and eight-axle freight wagons, as well as freight wagons with containers over 27 tf, may only be operated with composite chocks.
6.2.5. When inspecting the train at a station where there is no PTO, KPTO, PPV, all malfunctions of the brake equipment must be identified for the cars, and parts or devices with defects should be replaced with serviceable ones.
6.2.6. At the points of formation of freight trains and at the points of formation and turnover of passenger trains, car inspectors are obliged to check the serviceability and operation of the hand brakes, paying attention to the ease of actuation and pressing of the blocks to the wheels.
The inspectors should carry out the same check of hand brakes at stations with maintenance points (PTO, KPTO, PPV) preceding steep long descents.
6.2.7. It is forbidden to put into the train wagons whose brake equipment has at least one of the following faults:
Faulty air distributors, electric air distributors, EPT electrical circuit (in a passenger train), auto mode, limit or disconnect valve, exhaust valve, brake cylinder, reservoir, working chamber;
Damage to air ducts - cracks, breaks, abrasions and delamination of connecting sleeves, cracks, breaks and dents on air ducts, lack of tightness of their connections, weakening of the pipeline in the places of their fastening;
Malfunctions of the mechanical part - traverses, triangles, levers, rods, suspensions, linkage auto-regulator, shoes, cracks or kinks in parts, splitting of the lug of the shoe, faulty fastening of the shoe to the shoe, malfunction or absence of safety parts and auto mode beam, non-standard fastening, non-standard parts and cotter pins in knots;
Faulty hand brake;
Loose fastening of parts;
Unadjusted linkage;
The thickness of the pads is less than that specified in clause 6.2.1. this Instruction;
The absence of a handle for the end or disconnection valves.
6.2.8. Check the operation of the pneumo-mechanical anti-skid and high-speed regulators on the RIC cars in the passenger mode, turning on the brake at full service braking.
On each wagon, check the operation of the anti-skid regulator on each axle. To do this, rotate the inertial weight through the window in the sensor housing, and air must be released from the brake cylinder of the tested bogie through the relief valve. After the impact on the load has ceased, it should return to its original position, and the brake cylinder should be filled with compressed air to the initial pressure, which is controlled by a pressure gauge on the side wall of the car body.
Press the speed control button on the side wall of the car. The pressure in the brake cylinders should increase to the set value, and after the button is pressed, the pressure in the cylinders should decrease to the original one.
After checking, turn on the brakes of the wagons to a mode corresponding to the upcoming maximum speed of the train.
6.2.9 . Check the distance between the heads of the connecting sleeves No. 369A and the plug connectors between the car electrical connection of the lighting circuit of the cars when they are connected. This distance must be at least 100 mm.
7. HOW TO PLACE AND ENGAGE THE BRAKES
7.1. On locomotive-hauled trains
7.1.1. It is forbidden to put cars on trains that have not undergone maintenance and without entries in a special journal of form VU - 14 and signatures of responsible employees.
7.1.2. Before the departure of a train from a station where there is a technical maintenance of wagons, as well as from a train formation station or points of mass loading of goods, the brakes of all wagons must be switched on and operate properly.
Automatic brakes of locomotives and tenders (except for tenders that do not have an empty braking mode and follow in a non-working state) should be included in the braking network.
7.1.3 . Freight trains, which include a special rolling stock with a span highway or wagons with discharge cargo, are allowed to be sent with the automatic brakes of these wagons turned off in accordance with the procedure established by Ukrzaliznytsia. At the same time, in freight trains, the number of cars with disengaged brakes or a span line in one group of cars should not exceed eight axles, and in the tail of the train in front of the last two tail brake cars - no more than four axles. The last two carriages in the train must have active automatic brakes.
In the event of a malfunction of the automatic brake of one or two tail cars along the route and the impossibility of eliminating it, perform shunting work at the first station to ensure the presence of two cars with serviceable automatic brakes in the tail of the train. The procedure for accepting a train, which includes faulty brakes of one or two tail cars, to the first station is established by the head of the road.
7.1.4 . In passenger and mail-luggage trains, all passenger-type air distributors must be turned on, and in freight trains, all cargo-type air distributors.
7.1.5. Passenger trains must be operated on the EPT, and if the passenger train includes passenger cars of RIC size with automatic brakes on and freight cars - on pneumatic braking.
At the speed of passenger trains over 120 km/h, the duplicated power supply of wires No. 1 and No. 2 of the EPT must be turned off. As an exception, it is allowed to attach to passenger trains with electro-pneumatic brakes no more than two passenger cars not equipped with electro-pneumatic brakes, but with serviceable automatic brakes, which is noted in the VU-45 certificate.
If the electro-pneumatic brake fails on no more than two cars, disconnect the electric air distributors of these cars from the electrical circuit in the terminal boxes. These wagons must proceed on automatic brakes to the maintenance point, where faulty instruments must be replaced.
7.1.6 . Compositions of passenger trains are prohibited from placing freight cars, with the exception of cases provided for by the PTE. If freight cars are attached to a passenger train, then the brakes of these cars should be connected to the brake network of the train, while the mode switch of air distributors No. 270, No. 483 should be set to the flat mode position, and the freight switch to the position corresponding to the loading of the car. Freight wagons, the brakes of which do not have a passenger or flat mode, are prohibited from being included in a passenger train.
7.1.7 . In passenger trains with a train of up to 25 cars, inclusive, turn on air distributor No. 292 in the short-range mode “K”, turn on high-speed triple valves with an emergency braking accelerator. When forming passenger trains with a composition of more than 25 cars, switch on the air distributor No. 292 for the long train mode "D".
7.1.8. In the composition of passenger trains with a length of more than 25 cars, the inclusion of cars with high-speed triple valves is not allowed, and in the composition of a shorter length of such cars there should be no more than two.
7.1.9. The brakes of the "KE" system of passenger cars should be switched on to the passenger mode at a speed of up to 120 km / h, at a higher speed, turn on the high-speed mode. It is forbidden to turn on the high-speed braking mode if there is no speed controller sensor or at least one anti-skid device sensor on the car or if there is a malfunction. The transfer of passenger cars equipped with the KE brake in freight trains should be carried out with the brake off, if the train brakes are switched on in the flat mode, and with the inclusion in the freight mode, if the train brakes are switched on in the mountain mode. If there is one wagon with a brake of the Western European type in the composition of a local passenger train, it is allowed to turn off the brake of this wagon, provided that the train is provided with a single lowest rate of brake pressure per 100 tons of weight, excluding the switched off brake.
7.1.10. Locomotives of passenger trains when driving trains of more than 25 cars must be equipped with a device for automatically switching on the EPT when the stop valve is opened in the train. In the event of failure of the EPT in such a train, it is allowed to bring it to the first station on the automatic brakes, where the operation of the EPT is restored. Otherwise, the train must be split into two trains.
7.1.11 . In freight (except for trains with a charging pressure of 6.0–6.2 kgf / cm 2), passenger and freight trains, the joint use of air distributors of cargo and passenger types is allowed, and air distributors of the cargo type can be switched on without restriction. Switch on air distributors No. 292 for long-range mode.
If there are no more than two passenger cars in a freight train, then their VR must be turned off (except for two tail cars).
7.1.12 . For freight cars not equipped with automatic mode, with cast-iron brake pads, turn on the air distributors: for loaded mode when loading cars more than 6 tons per axle, for medium - from 3 tons to 6 tons per axle (inclusive), for empty - less than 3 t. on the axle.
For freight cars not equipped with automatic mode, with composite brake pads, turn on the air distributors to the empty mode when the axle load is up to 6 tons inclusive, to the medium mode when the axle load is more than 6 tons. When loaded, hopper cars for transporting cement equipped with composite pads , BP switch on to the loaded braking mode.
Use on other loaded wagons with composite blocks of laden mode is allowed in the following cases: a separate indication of the UZ for specific types of wagons, by order of the head of the road on the basis of experimental trips on specific sections of the road with an axle load of at least 20 tons, and also in accordance with clause 18.4 .6. this instruction.
It is necessary to turn on the VR in freight trains to the mountain mode before long descents with a steepness of 0.018 or more, and switch to the flat mode after the train passes these descents at the points established by the head of the road. It is allowed in loaded freight trains to use the mountain mode according to local conditions and on slopes of lesser steepness (established by the head of the road). In trains that have trains of empty cars, if there is a properly functioning electric brake on the locomotive, taking into account local conditions after conducting experimental trips and developing instructions, it is allowed to use the flat mode of VR on long descents up to 0.025 with the permission of the UZ.
7.1.13. For cars equipped with auto mode or having a “Single-mode” stencil on the body, turn on the air distributor with cast-iron blocks for loaded mode, for composite blocks - for medium or loaded (in the cases specified in clause 7.1.12 of this Instruction), switching on on these cars VR to empty mode is prohibited.
7.1.14. For BP refrigerated cars, turn on the modes in the following order.
Automatic brakes of all cars with cast-iron brake pads, including freight cars with a service compartment in a 5-car section, turn on in an empty state in the empty mode, with a load of up to 6 tons per axle (inclusive) - on the middle and more than 6 tons per axle - on loaded braking mode. Automatic brakes of service, diesel and machine cars, including freight cars with a diesel compartment of a 5-car section, should be switched on to the medium mode with the switch fixed.
On refrigerated cars with brake linkage, the design of which allows the operation of the car brake with both cast-iron and composite brake shoes (horizontal levers have two holes for installing tightening rollers), when equipped with composite shoes, the braking mode includes:
on freight refrigerated wagons - in accordance with paragraph 7.1.12 of this Instruction;
on service, diesel and machine cars, including cars with a diesel compartment of the 5-car section - to the medium braking mode with the switch fixed.
7.1.15. Switching on the automatic brakes for the appropriate braking mode as part of a train, as well as for individual cars or a group of cars attached to trains, should be carried out:
at stations with PTO, KPTO, PPV - by car inspectors;
at intermediate stations where there are no employees of the carriage economy, - by the persons specified in clause 9.1.16. this Instruction;
on hauls, after unloading the hopper-dosing and dump-car turntables - by the workers serving this turntable.
To determine the loading of wagons, it is allowed to be guided by the drawdown of the spring set and the position of the wedge of the shock absorber of the TsNII-KZ bogie relative to the friction bar: if the upper plane of the wedge of the shock absorber is higher than the end of the friction bar - the car is empty, if the upper plane of the wedge and the end of the friction bar are at the same level - the wagon load is 3-6 tons per axle.
7.2. On locomotives when following double or multiple traction
7.2.1 . When hitching two or more active locomotives to the train, the automatic brakes of all locomotives must be included in the common brake network. The modes of switching on the air distributors are set in accordance with clause 3.2.7. this instruction.
7.2.2. When hitching two or more operating locomotives to the train, the drivers of the locomotives (except for the first driver) are obliged to switch the handle of the combined crane, regardless of the presence of blocking device No. If the locomotive has an emergency stop device, the handle of the driver's crane in the non-working cab and the working cab of the locomotive (except for the first driver) must be set to the V position.
In addition, when controlling electro-pneumatic brakes, it is necessary to additionally turn off the power source of these brakes in both cabs and disconnect the control unit from the line wire using the double traction switch on attached locomotives.
7.2.3 . In trains that follow with two or more operating locomotives along the entire traction arm, a locomotive with more powerful compressors (steam-air pumps on a steam locomotive) should be installed at the head of the train.
7.2.4. After hitching the pushing locomotive to the tail of the train with its inclusion in the common braking network, the driver of the pushing locomotive must move the handle of the combined crane to the double thrust position, and the handle of the driver's crane to the VI position; the assistant driver is then obliged to connect the sleeves of the brake line of the tail car and the locomotive and open the end valves between them.
On locomotives equipped with an emergency stop device, the driver's crane handle must be set to the V position. After that, the driver of the leading locomotive is obliged to charge the brake network of the train.
7.3. For non-operating locomotives and wagons of multiple unit rolling stock
7.3.1. Locomotives can be sent both singly in trains and in rafts. Motor-car rolling stock is sent in trains, sections and individual wagons. At the same time, the hoses of the brake line of the locomotives and cars of the MVPS are connected to the common brake line of the train: all unconnected end sleeves of the supply air ducts must be removed from the rolling stock, and their end valves are closed.
When moving inactive locomotives and MVPS within the same railway, the order of its head establishes the procedure for preparing such locomotives for shipment.
7.3.2. For MVPS locomotives and wagons sent in a non-operating state, at cranes: No. 222, 328, 394 and 395, shut off the uncoupling and combined cranes; at cranes: No. 334 and 334E double traction cranes - shut off, install the handles of the driver's cranes, as with double traction; EPK hitchhiking taps - shut off.
Disconnect the power supply from the EPT circuits.
On locomotives, in which the brake action occurs through the auxiliary brake valve No. 254, in one of the cabs, open all disconnecting valves on the air ducts leading to this valve. If there is a blocking device No. 367, turn it on in the same cab, while moving the handle of the combined crane to the double thrust position. In the other cab, the locking device must be disengaged and the combination valve handle moved to the dual traction position.
If the action of the automatic brake on the locomotive occurs independently of valve No. 254, then all disconnecting and combined valves on the air ducts from this valve must be closed, the blocking device in the cabs must be turned off.
For an inactive locomotive, the valve on the air line connecting the brake line with the supply line through a check valve must be opened when one main tank or group of tanks is turned on. On MVPS, in which the brake cylinders are filled through a pressure switch, a device must be switched on for sending it in a cold state.
All tap handles on a non-operating locomotive must be sealed in the above positions.
On steam locomotives, turn on autobrakes with cargo-type air distributors to empty mode, and on electric locomotives and diesel locomotives BP No. 270 and 483, turn on medium and flat mode. Switching the cargo-type VR to the mountain mode is carried out depending on the guiding descent at the points established by the order of the head of the road.
In rafts formed from passenger locomotives, switch VR No. 292 to short train mode, and as part of a freight train or in a raft of freight locomotives, to long train mode.
7.3.3. When sending one multi-unit train or a raft formed from the cars of these trains, switch BP No. 292 to the short train mode if there are no more than 25 cars in the raft. If there are more than 25 wagons in the raft, and also regardless of the number of wagons, when placing the raft on a freight train, switch BP No. 292 to the long train mode.
7.3.4. Rafts with disengaged brakes can be sent only if it is impossible to bring the autobrakes into operation. In these cases, two empty four-axle wagons with active and included auto-brakes must be hitched to the tail of the raft.
At the same time, the number of locomotives, MVPS cars and tenders in the raft is set on the basis of providing the necessary brake pressure, which, taking into account the weight of the lead locomotive, cars and their brakes, should be at least 6 tf per 100 tons of raft weight for slopes with a steepness of up to 0.010 inclusive, at least 9 tf for slopes up to 0.015 and not less than 12 tf for slopes up to 0.020 inclusive.
The raft must be provided with hand brakes in accordance with the regulations. The speed of the raft with the automatic brakes of the locomotives turned off in the inactive state should not exceed 25 km/h.
7.3.5. When sending individual tenders, their automatic brakes must be turned on to the empty mode.
7.3.6. At the points of raft formation, the outlet of the TC rods must be adjusted in accordance with clause 3.2.4. this instruction.
7.3.7. Conductors accompanying a raft or a single locomotive must be instructed not only in general provisions regarding the escort of rafts, but also in the rules for the use, if necessary, of brakes on forwarded locomotives, the procedure for testing autobrakes in rafts and switching modes of air distributors.
8. PROVISION OF TRAINS WITH BRAKES
8.1. All trains leaving the station must be provided with brakes with guaranteed pressing of the brake shoes in accordance with the standards for brakes approved by UZ (Appendix 2).
The estimated pressure of the brake pads is indicated for cars in Table D.2.1., and for locomotives, MVPS and tenders - in Table D.2.2.
The calculated forces of pressing composite brake pads on the axles of passenger cars should be taken in terms of cast-iron pads in accordance with clause 9 of Appendix 2.
In exceptional cases, due to the failure of the automatic brakes of individual cars along the route, the train can be sent from an intermediate station with a brake pressure less than that established by the standards to the first station where there is a PTO, KPTO, FPV of cars, with the issuance of a speed limit warning to the driver. The order of departure and following of such trains is established by the head of the road.
8.2. The actual weight of freight, mail and baggage cars in trains is determined according to train documents, the accounting weight of locomotives and the number of brake axles - according to Table 3 of Appendix 2.
The weight of passenger cars is determined according to the data printed on the body or channel of the cars, and the load from passengers, hand luggage and equipment is taken: for SV cars and soft cars for 20 seats - 2.0 tons per car; other soft – 3.0 t; compartment - 4.0 t; non-compartment reserved seats - 6.0 t; non-reserved seat and interregional - 9.0 tons; dining cars - 6.0 tons.
8.3. To keep in place after a stop on the haul in the event of a malfunction of the automatic brakes, freight, passenger-and-freight and mail-luggage trains must have hand brakes and brake shoes in accordance with the standards specified in Table 4 of Appendix 2.
8.4 If the automatic brakes fail along the way in the entire train, it is possible to proceed further only after their operation is restored. Otherwise, the train is taken out of the haul by an auxiliary locomotive in accordance with the procedure established by the instruction on the movement of trains and shunting work on the railway of Ukraine.
9. TESTING AND VERIFICATION OF THE BRAKES ON LOCOMOTIVE TRAFFIC TRAINS
9.1. General provisions
9.1.1 . There are two types of brake testing - full and reduced. In addition, for freight trains, automatic brakes are checked at stations and hauls.
When fully testing the auto brakes, the technical condition of the brake equipment, the density and integrity of the brake line, the operation of the brakes for all cars are checked, the pressure of the brake pads in the train and the number of hand brakes are counted.
With a reduced test, the condition of the brake line is checked by the action of the brakes of two tail cars.
During a reduced brake test, if it is carried out after a complete test performed from the station compressor installation, the driver and the inspector of the cars must check the tightness of the brake circuit of the train from the locomotive.
In freight trains, the density of the brake network must also be checked by the driver when changing locomotive crews.
When checking the automatic brakes of a freight train, the value of a possible change in the density of the brake network and the action of the brakes of the car of the head part of the train are checked.
9.1.2. Full testing is carried out from the station compressor unit or locomotive, shortened - only from the locomotive.
9.1.3 . When testing automatic brakes in a train, the brakes are controlled from the locomotive by the driver, and from the station compressor unit - by the wagon inspector or operator. The operation of the brakes in the train and the correctness of their inclusion are checked by the inspectors of the cars.
9.1.4. Based on the results of a full testing, the wagon inspector draws up and issues a certificate f. VU-45 on providing the train with brakes and their proper operation (Appendix 3).
Help f. VU-45 is compiled as a carbon copy in 2 copies. The original certificate is handed over to the locomotive driver, and a copy is kept in the book of these certificates for seven days by the official who tested the brakes.
The driver must keep the VU-45 certificate until the end of the trip and, upon arrival at the depot, hand it over along with the speedometer tape.
If a change of locomotive crews is made without uncoupling the locomotive from the train, then the shifting driver is obliged to transfer the certificate he has about the brakes to the driver who receives the locomotive, and make an entry on the removed speed tape: “Reference f. VU-45 was handed over to the depot driver ______ (depot name and surname).
9.1.5. The tightness of the brake line from the locomotive must be checked by the driver and the wagon inspector (or a worker specially assigned by order of the head of the road) during a full test of the auto brakes or a shortened test (if it is performed after a second test from the station installation).
With a reduced testing of automatic brakes in other cases, the presence of a wagon inspector or a worker specially assigned by order of the head of the road when checking the tightness is not required.
When compiling and issuing a certificate VU-45 to the driver, the result of checking the tightness of the brake network of the train from the locomotive is recorded by the worker of the wagon economy who tested the automatic brakes; in other cases, the result of checking the density of the brake network after testing the brakes is recorded in the certificate VU-45 by the driver.
9.1.6. At intermediate stations and sidings where there are no full-time wagon inspectors, full testing of automatic brakes in trains is carried out by inspectors sent from the nearest PTO, KPTO, PPV, or employees specially assigned by order of the head of the road, trained to perform brake testing operations in accordance with this Instruction after delivery they test in the knowledge of PTE, ISI and this Instruction.
At stations where wagon inspectors are not provided, wagon conductors are involved in checking the operation of autobrakes of tail wagons during a reduced test in passenger trains, and workers trained in these operations are involved in freight trains (the list of positions is established by the head of the road).
In passenger trains, the head (foreman-mechanic) of the train and the conductors of the car are involved in testing the brakes on the hauls, and in freight trains on the hauls, the locomotive crew is testing the brakes. The head (foreman-mechanic) of a passenger train and the conductor of the tail car are involved in a reduced testing of the brakes at stations where car inspectors are not provided and on hauls at the direction of the driver, which is transmitted by radio.
9.1.7. When hitching at a station that has a PTO, KPTO, PPV, to a single next locomotive of a group of cars, regardless of their number, the inspection of the attached cars and the complete testing of the automatic brakes are carried out by the inspectors of the cars in full accordance with the requirements of the PTE and this Instruction.
At stations where there are no points for the preparation of carriages for transportation or PTO, each wagon must be inspected before being placed on the train and prepared for proceeding to the nearest station with PTO.
The procedure for presenting trains for maintenance and registration of their readiness, as well as the procedure for inspecting and repairing cars before putting them on a train at stations where there are no points for preparing cars for transportation or maintenance, is established by the head of the road. At such stations, when trailing no more than 5 cars to a single following locomotive, inspection and full testing of automatic brakes is carried out without handing the VU-45 certificate to the locomotive driver, and data on the weight of the train, brake pressure, taking into account the weight and brakes of the locomotive, the date and time of the complete testing the brakes, the density of the brake network, the driver of the locomotive writes in the journal f. TU-152, stored on the locomotive, and signed together with an assistant. At the same time, serviceable brakes must be switched on to the appropriate braking mode, with the exception of cases provided for the transportation of special cargo. The last two cars in the train must be with the included and properly functioning auto brakes. The maximum speed of the train is determined by the actual presence of brake pressure, taking into account the weight and brakes of the locomotive. Upon arrival at the depot, the driver must copy the entry in the journal f. Hand over TU-152 together with a speedometer tape.
The train follows without a certificate f. VU-45 to the first station with PTO, where a complete testing of auto brakes should be carried out, and a certificate f. VU-45.
9.1.8. Testing of automatic brakes before train departure should be carried out after charging the brake network with the pressure indicated in Table 3.2. or clause 3.2.6. this instruction. The time from the start of the release of the brakes during testing to the departure for a long descent of a passenger train should be at least 2 minutes, for a freight train - at least 4 minutes.
9.1.9. Testing of brakes in rafts of locomotives or MVPS is carried out by car inspectors together with raft conductors. After a complete testing of the brakes, the driver of the leading locomotive is issued a certificate f. VU-45.
When switching the air distributor to the loaded mode, as well as in passenger trains, the weight and braking means of locomotives are taken into account in the certificate f. VU-45.
9.1.10. In a passenger train at the station, first test the electro-pneumatic brakes, and then the automatic ones.
9.1.11. At the first station, the departure of a single next locomotive, the locomotive crew must check the operation of the brakes (without a five-minute hold in the inhibited state) and the auxiliary brake in the manner prescribed by clause 3.2.3. of this Instruction and, at intermediate stations, the auxiliary brake.
9.1.12. Responsibility for the correct testing of brakes in trains and the reliability of the certificate data f. VU-45 or magazine f. TU-152 in terms of their duties are the wagon inspector, the driver, and where there is no wagon inspector, the workers who carried out the testing.
9.1.13. The procedure for testing the brakes of shunting trains is established in the technical and administrative acts of the stations and in the order of the head of the road.
9.2. Full brake test
9.2.1. Full testing of automatic brakes in trains is carried out:
At the station of formation and turnover before the departure of the train;
After changing the locomotive and in the event that the locomotive changes direction;
At stations separating adjacent guaranteed sections of freight train traffic, during maintenance of the train without changing the locomotive;
At stations preceding hauls with long descents; before long descents of 0.018 and steeper, full testing is carried out with holding the auto brakes in a braked state for 10 minutes. The list of such stations is established by the head of the road. When determining long descents, be guided by the following values;
