At the first station of departure, the locomotive crew is obliged to check the operation of the automatic (without a 5-minute hold in the inhibited state) and auxiliary brakes in the manner established in clause 3.2 of this Instruction, and at intermediate stations - the auxiliary brake.
SERVICE AND CONTROL OF THE BRAKES IN LOCOMOTIVE TRAFFIC TRAINS
General provisions
10.1.1. When traveling with a train or a separate locomotive, the driver and assistant driver must:
When leaving the station with a train, make sure that there are no sparks or any other signs that threaten safe passage, and also that stop signals are not given by the train crew, station workers or employees of other services;
Ensure the operation of compressors (or steam-air pumps) in accordance with paragraph 3.1.1 of this Instruction, and prevent pressure drops in the main tanks below the established norm;
Prepare the brakes for action, and move the driver's crane handle to the train position, at which the charging pressure in the brake network must be maintained in accordance with Table. 3.2 or clause 3.2.6 of this Instruction;
When driving a passenger train on electro-pneumatic brakes, have the power source turned on; the voltage in the electrical circuit of the passenger train must correspond to that specified in paragraph 3.2.9 of this Instruction, and the signal lamp on the remote control must be lit;
Make sure that the train brakes work reliably by checking their operation along the route.
10.1.2. Checking the operation of automatic brakes along the route is carried out by reducing the pressure in the equalization tank of a loaded freight train and a single following locomotive by 0.7-0.8 kgf / cm 2, in empty freight, cargo-passenger and passenger trains by 0.5-0.6 kgf / cm 2 installed for testing the brakes. At the same time, release the locomotive automatic brake in freight trains with a length of more than 100 axles (except for locomotives equipped with a 4VK crane).
If there are more than half of the VL-RITS cars with TVZ-TsNII "M" bogies and KE air distributors in the passenger train, check the operation of automatic brakes along the route by reducing the pressure in the surge tank by 0.7-0.8 kgf / cm 2.
When checking the operation of the brakes, it is prohibited to use auxiliary and electric brakes on the locomotive in all trains.
After the appearance of a braking effect and a decrease in speed by 10 km / h in a loaded freight, passenger, passenger train and a single locomotive and by 4-6 km / h in an empty freight train, release the brakes. The specified speed reductions must occur at a distance not exceeding that established by local regulations.
Release the brakes after checking along the route only after the driver is convinced of their normal operation.
If, after the first stage of braking, the initial effect is not obtained in a passenger train within 10 s, in an empty freight train up to 400 axles long and a passenger-and-freight train within 20 s, in other freight trains within 30 s, immediately perform emergency braking and take all measures to the train stop.
10.1.3. Depending on the result of checking the operation of the automatic brakes and based on the experience of driving trains along the section, the driver, during the further driving of the train, selects the places where the braking starts and the amount of pressure reduction in the line so as to prevent the passage of a signal with a prohibition indication, and the speed reduction signal and the warning place should be followed from set speed.
10.1.4. The places and speeds of movement of trains and single locomotives, as well as the distances at which speed reduction should occur when checking the operation of the brakes along the route, are determined by a commission, approved by the head of the road and indicated in local instructions. These distances are marked on the hauls with signal signs "Start of braking" and "End of braking" and are determined on the basis of traction calculations and experimental trips for each type of train, provided they are provided with properly functioning brakes and the single smallest brake pressure per 100 tones of the weight of the train (composition), approved MPS.
10.1.5. To check the operation of automatic brakes along the train route:
After a complete or shortened test of the brakes, turning on and off the automatic brakes for individual cars or a group of cars, when switching from electro-pneumatic brakes to automatic ones, if the travel time on electro-pneumatic brakes was 20 minutes or more, as well as in the cases provided for in clause 9.4.1 of this Instructions;
Before entering dead-end stations, as well as in front of a station where a scheduled train stop is provided, if there is a descent to this station with a steepness of 0.008 or more and a length of at least 3 km. In some cases, based on local conditions and ensuring traffic safety, a lower steepness of the descent may be accepted by order of the head of the road. In front of the indicated stations, check the operation of the autobrakes in such a way that when entering the station, the autobrakes are fully released and the brake network is charged to the set pressure. If the brakes cannot be released under the conditions of the train, then when the train is moving in a braked state, the driver must calculate his actions so that he can stop the train after braking in the designated place;
On a single following locomotive after checking its autobrakes at the first station of departure.
If, when traveling with the train at the place established to check the operation of the automatic brakes, the driver of the leading locomotive does not check, then the driver of the second locomotive is obliged to contact the driver of the head locomotive by radio and give a vigilance signal - a requirement to check.
10.1.6. If it is necessary to check the operation of automatic brakes in unspecified places, it is allowed to perform it, as a rule, on the station tracks or when leaving the station on the first stage, which has a platform or descent, taking into account local conditions. In these cases, the effect of automatic brakes may be assessed by the time of speed reduction by 4–6 km/h in an empty freight train and by 10 km/h in other freight trains and single locomotives. This time is set in the local regulations on the basis of trial trips in accordance with paragraph 10.1.4.
In case of detection of unsatisfactory operation of the automatic brakes, when assessing their action in terms of the speed reduction time, apply emergency braking and take all measures to stop the train.
10.1.7. In passenger trains, first check the operation of the automatic brake, and then the electro-pneumatic one. To check the operation of the electro-pneumatic brake on the way, perform a braking stage until the pressure in the brake cylinders of the locomotive reaches 1.0 - 1.5 kgf/cm 2 .
10.1.8. It is obligatory to check the operation of electro-pneumatic brakes after a complete test of the brakes, change of locomotives, locomotive crews or control cab, trailering cars to the train.
10.1.9. Before the train departs from an intermediate station or haul, the driver is obliged to check the tightness of the brake network of the freight train at position II of the driver’s crane handle with a mark of its value and the place of verification on the reverse side of the VU-45 certificate. If, when checking the tightness of the brake network, the driver detects its change by more than 20% upwards or downwards from the previous value specified in the VU-45 form certificate, carry out a short test of the automatic brakes.
10.1.10. The driver and assistant driver are required to monitor the operation of the brakes on the train during the entire trip.
If a spark is detected in the train with the brakes released, stop the train with a service brake to check the train and eliminate the fault that caused the spark.
If necessary, manually release the brake and turn off the air distributor; for a passenger car, make sure that air is completely bled from the reserve tank (for a car with a brake of the Western European type, additionally bleed air from the working chamber).
To detect sliders (potholes), carefully inspect the rolling surfaces of the wheels, if necessary, broach the composition.
On turning off the brake, the driver must make a corresponding note in the certificate of form VU-45.
10.1.11. If a crawler (pothole) with a depth of more than 1 mm, but not more than 2 mm, is found on the route of a passenger or freight car (except for a motor car of a multi-unit rolling stock (MVPS) or a tender with axle boxes with roller bearings), it is allowed to bring such a car (tender ) without uncoupling from the train to the nearest maintenance point, which has the means to replace wheel sets, at a speed of not more than 100 km/h in a passenger train and not more than 70 km/h in a freight train.
If the slider depth is from 2 to 6 mm for cars, except for the MVPS motor car, and from 1 to 2 mm for the MVPS locomotive and motor car, the train is allowed to run to the nearest station at a speed of 15 km/h, and if the slider is more than 6 to 12 mm, respectively and over 2 to 4 mm - at a speed of 10 km / h. At the nearest station, the wheelset must be replaced. With a slider depth of more than 12 mm for a car and a tender, more than 4 mm for an MVPS locomotive and motor car, it is allowed to move at a speed of 10 km/h, provided that the wheelset is hung out or the possibility of rotation of the wheelset is excluded. In this case, the locomotive must be uncoupled from the train, the brake cylinders and the traction motor (engine group) of the damaged wheelset must be switched off.
The slider depth is measured with an absolute gauge. In the absence of a template, it is allowed at stops along the route to determine the depth of the slider by its length using the data indicated in Table. 10.1.
Table 10.1.
10.1.12. If, when a freight train is moving, its speed does not decrease without the driver activating the brakes, but there are signs of a possible rupture of the brake line (frequent switching on of compressors or a rapid decrease in pressure in the main tanks after turning off the compressors when the sandboxes and typhons are not working, the brake line rupture alarm with a sensor No. 418) turn off the traction, move the driver’s crane handle to the shut-off position without power by 5-7 s and monitor the pressure of the brake line.
If after that there is a rapid and continuous decrease in pressure in the brake line or a sharp deceleration of the train, which does not correspond to the influence of the track profile, perform a service brake, after which the driver’s crane handle should be moved to position 3 and stop the train without applying the auxiliary brake of the locomotive, find out and eliminate the cause .
In the case when there is no rapid and continuous decrease in the pressure of the brake line and a sharp deceleration of the movement of the train, perform service braking with the discharge of the brake line by the value of the first stage, then release the automatic brakes in the prescribed manner, while switching on the traction mode is allowed only after the complete release of the automatic brakes.
In the event of repeated braking of the train due to spontaneous operation of the automatic brakes in the composition, brake and release the automatic brakes in accordance with the established procedure, declare a control check of the automatic brakes in accordance with clause 19.1.4 of this Instruction and bring the train to the station at which this check will be carried out. Without identifying and eliminating the causes of spontaneous operation of autobrakes, it is not allowed to send a train from this station for further travel.
10.1.13. In case of activation of the hitchhiking EPK, as well as braking of a passenger, mail-luggage and cargo-passenger train by a stop crane or due to separation of their brake line, perform emergency braking in the manner specified in paragraph 10.1.21 of this Instruction.
10.1.14. In case of detecting a failure of the automatic brakes in the train, perform emergency braking and take measures to stop the train. If the attempt to stop the train is unsuccessful, give a general alarm signal and, via the train radio communication located on the locomotive, additionally inform the person on duty in front of the station located in front or the dispatcher about what happened so that they can take measures to freely receive the train to the station or let the train through the station. The conductor or conductor of the car, having heard the general alarm or seeing the stop signals given from the track, is obliged to open the emergency braking valve and activate the hand brake on the cars being serviced.
After stopping the train, find out the reason for the poor performance of the brakes. If it is impossible to eliminate the malfunction or restore the action of the brakes on the spot, then the further driving of the train is carried out in accordance with the PTE and the Instructions for the movement of trains and shunting work on railways.
10.1.15. In the case of using electric braking on electric locomotives and diesel locomotives and counter-steam on steam locomotives, release the locomotive brake. It is not allowed to simultaneously apply pneumatic and electric braking on electric locomotives and diesel locomotives in cases not provided for by the locomotive scheme, as well as counter-steams on steam locomotives.
10.1.16. If an emergency braking of the train by the driver from the locomotive was applied along the route, the driver is obliged to wait until the time required for the full release and charging of the autobrakes, specified in paragraphs. 10.2.1.5, 10.2.1.8, 10.3.13 of this Instruction. If there is a release signaling device in high-speed trains, the driver checks the release of the brakes after emergency braking by the control lamp of the release signaling device located in the cab. A train equipped with a leave signaling device can only be set in motion after the control lamp goes out.
If emergency braking is made from the car or occurred due to a violation of the integrity of the brake line, then after finding out the reasons for the stop, eliminating them and getting the opportunity to depart, the driver releases and charges the automatic brakes and sets the train in motion. In a passenger train, the release of the brakes of each car must be checked by the conductors and the head (mechanic-foreman) of the train. In a freight train, the train brake release is not checked. If, when determining the reason for the stop of the train, an open end valve is found on the tail car, it is necessary to close the valve, check the car number with the data of the full-scale sheet and the certificate of form VU-45.
After the departure of the train, the employees of the locomotive crew should observe the movement of the train from the windows of the locomotive cab, and the conductors of the passenger cars from the vestibules; in case of detection of non-release of the brakes, sparking or other malfunctions, take measures to eliminate them or, if necessary, to stop the train.
10.1.17. It is prohibited in the working cabins of the locomotive during stops at the station, as well as on the way to close the disconnecting valve or the double traction valve on the supply line and the combined or disconnecting valve on the brake line, except for the following cases: when using multiple traction and a pushing locomotive included in the brake network trains, when on other locomotives other than the head locomotive, the handle of the double-thrust crane or the combined crane is switched to the double-thrust position; in non-working cabins in the absence of blocking device No. 367; when checking the density of the brake network of passenger trains; when repairing the driver's crane (in the parking lot); when releasing the autobrakes in a short multiplex passenger train after emergency braking in accordance with clause 10.2.1.3.
10.1.18. For all types of service braking with automatic brakes, reduce the pressure in the surge tank by the driver’s crane from the set charging pressure by at least the first stage value established for all passenger and freight trains of paragraphs. 10.2.1.1, 10.3.1 of this Instruction. In case of stepped braking, the subsequent braking stages should be performed by reducing the pressure in the surge tank in the range from 0.3 to 1.0 kgf / cm 2, depending on the need. When the train moves to the planned stop, start braking with the first stage, after reducing the speed by 25-50% of the initial one, if necessary, increase the braking.
The best train braking smoothness is ensured by the discharge of the brake line at the beginning of service braking by the value of the first stage.
10.1.19. When braking from a speed of 40 km / h or less in trains with 50% or more cars equipped with composite blocks or disc brakes, the brakes must be activated somewhat earlier than with cast-iron blocks.
10.1.20. When performing full service braking in one step, reduce the pressure in the surge tank by 1.5-1.7 kgf/cm 2 . This type of braking should be used in exceptional cases when it is necessary to stop the train or reduce its speed at a shorter distance than when performing stepped braking.
10.1.21. Emergency braking in all trains and on any track profile should be used only when an immediate stop of the train is required. It is carried out by the driver's crane, and, if necessary, by a combined crane from the leading or driven (with double or multiple traction) locomotives. After moving the handle of the driver's crane or the combined crane to the emergency braking position, activate the sandbox and the auxiliary brake of the locomotive and turn off the traction, leave the handle of the driver's crane or the combined crane in the emergency braking position, and the auxiliary brake handle - in the extreme braking position until it stops completely.
10.1.22. In order to avoid a sharp deceleration of the movement of the locomotive when the auxiliary brake valve is used and the occurrence of large longitudinal-dynamic reactions in the train at speeds of 50 km / h or less, it is necessary to brake with this crane when driving the train in steps, except in the event of an emergency stop.
When actuating the auxiliary brake of passenger and freight locomotives (except for shunting locomotives), avoid systematic effective braking with an increase in pressure in the brake cylinder at one time to more than 1.5 kgf / cm 2. As a rule, service braking with an auxiliary brake with a pressure of more than 1.5 kgf / cm 2 in the brake cylinders of the locomotive with ridge brake shoes should be performed in a second step after holding the pressure in the cylinders up to 1.5 kgf / cm 2 for 0.5-1.0 min.
It is prohibited to use the auxiliary brake to prevent the locomotive from slipping.
10.1.23. The auxiliary brake of the locomotive, if used, should be released after the autobrakes of the train have been released.
10.1.24. Before braking by reducing the pressure in the surge tank by more than 1 kgf / cm 2 with automatic brakes or with pressure in the brake cylinders of locomotives of more than 2.5 kgf / cm 2 with electro-pneumatic brakes, first activate the sandbox.
10.1.25. When stopping braking using sand on a locomotive, stop the sand supply at a speed of 10 km/h before stopping. If a single following locomotive is stopped with sand in a section with automatic blocking or in a station equipped with electrical interlocking, then it is necessary to set the locomotive in motion and move onto clean rails.
10.1.26. When approaching the station, prohibition signals and speed reduction signals, it is necessary to activate the automatic brakes in advance and reduce the speed of the train so as to prevent the passage of the established stopping place at the station, the prohibition signal, the limit post, and the speed reduction signal and the warning place to proceed at a speed, set for this location. The speed of movement should not exceed 20 km / h at a distance of at least 400-500 m before the prohibition signal.
When approaching a prohibition signal or a limit post, the full release of the brakes should be made only after the train has stopped.
10.1.27. If, after the release of the automatic brakes, it becomes necessary to re-brake, this release, both in passenger and freight trains, should be carried out in advance at such a speed as to ensure the necessary charging of the brakes for repeated braking.
10.1.28. In order to avoid a train rupture or the occurrence of large longitudinal-dynamic reactions in it, when starting from a stop after a stop using automatic brakes, it is allowed to set the locomotive in motion only after all automatic brakes in the train are released.
10.1.29. When hitching two or more operating locomotives to the train, the driver of the first locomotive controls the brakes in the train.
10.1.30. The control of auto brakes of a raft of inactive locomotives and multiple unit rolling stock is carried out in the manner established by this Instruction for the corresponding type of train with locomotive traction.
10.1.31. Trains with locomotives equipped with an electric brake must be operated with the obligatory use of this brake. The braking modes and places of application of the electric brake are set in local instructions and regime maps, which are developed on the basis of calculations, the results of experimental trips and taking into account the requirements of the factory operating instructions for this series of locomotives. At the same time, the braking force should not exceed the maximum allowable value in terms of the stability of the rolling stock in the track, in terms of its strength and impact on the track.
To control the speed of the train and stop it, three main types of braking are used using the pneumatic brakes of the train: stepped, full service and emergency. The pressure drop in this case is estimated from the pressure in the surge tank and is monitored using a brake line pressure gauge. A prerequisite for all types of braking is turning off the locomotive controller. In addition to pneumatic braking, electric (rheostatic and regenerative) braking is used to control the speed and stop the train, if it is present on the traction rolling stock.
Step braking. After turning off the controller, the driver reduces the pressure in the surge tank and the brake line of passenger and electric trains by 0.3-0.5 kgf/cm -0.8 kgf/cm2. In freight trains, during the first stage of braking, the pressure in the brake line decreases by 0.6-0.7 kgf / cm2, in empty trains - by 0.5-0.6 kgf / cm2, and in cases where the train follows long descents, - by 0.7-0.8 kgf/cm2. On a flat path with a descent of up to 8% 0, when following the green light of a traffic light or along a free stage, it is allowed to reduce the pressure by 0.3-0.5 kgf / cm2 in the first stage of braking (except for checking the operation of automatic brakes).
In winter, at low temperatures and snowfalls, the first stage of braking should be carried out by reducing the pressure in freight loaded trains by 0.8-0.9 kgf/cm2, in empty trains by 0.6-0.7 kgf/cm2, in passenger trains of normal length by 0 .5-0.6 kgf / cm2. Strengthening the braking of a freight train is carried out in steps of 0.5-1.0 kgf/cm2.
With electro-pneumatic brakes, the first stage of service braking is performed by moving the handle of the driver's crane to the braking position until the pressure in the brake cylinders of the locomotive or the head car of the electric train reaches 0.8-1.5 kgf / cm2 (depending on the speed and steepness descent). The last stage is carried out as necessary until the full service braking.
The decrease in pressure in the brake line during braking depends on the type of train, its length, the steepness of the slopes, as well as on the conditions of the train on the section. Based on these conditions, the driver has the right to choose a pressure reduction in the line when braking, but not less than that indicated above. The best train braking smoothness is ensured by discharging the brake line in one step at the beginning of braking by the value of the first stage.
When the pressure in the brake line is reduced by the required value according to the pressure gauge, the driver's crane handle is moved to the overlap position and kept there until the full braking effect is obtained from this stage of braking. If the braking force from the first stage of braking is insufficient to reduce the speed of the train or stop it at a specified place, a second stage is performed, and if required, then subsequent stages. For passenger and freight trains of all types, the subsequent stages of braking are performed by reducing the pressure in the line by 0.3-1.0 kgf/cm2, depending on the need and conditions for driving the train. If the initial stage of braking is associated with a decrease in pressure in the brake line by more than 1 kgf / cm2 in the case of automatic brakes or with a pressure in the brake cylinders of more than 2.5 kgf / cm2 in the case of electro-pneumatic brakes, the sandbox must first be activated in order to prevent skidding locomotive.
As an example, in fig. Figures 25 and 26 show the pressure curves in the brake line and the speed of movement recorded on the speedometer tape for trains of various masses driven by various traction rolling stock along a track of various profiles. As you know, the pressure curve in the brake line on the speedometer tape is shifted 20 mm to the right relative to the speed curve.
In adverse winter conditions on steep long descents during snowfalls and snow drifts, the first stage of braking at the beginning of the descent in freight trains should be performed by reducing the pressure in the brake line by 1.0-1.2 kgf / cm2 and, if necessary, increase the pressure reduction corresponding to full service brake. With frost and ice, when the adhesion force
wheels with rails is reduced, it is necessary to activate the sandbox 50-100 m before the braking point and feed sand onto the rails until the train stops or braking ends. The first stage of braking is carried out in advance, until the speed has reached the maximum set value on the descent. This is necessary because after the start of braking, the speed may increase for a while until the brakes come into action. If the first stage of braking is insufficient, the second and subsequent stages are used in order not to exceed the maximum allowable speed when driving on a slope or to ensure that the train stops at a specified place. The driver chooses the braking mode depending on the track profile and the actual effectiveness of the brakes in the train; at the same time, it should be remembered that the depletion of the brakes, which is characterized by a line pressure of less than 3.8 kgf/cm2 in a freight train and 3.5 kgf/cm2 in a passenger train, as well as a decrease in braking efficiency, cannot be allowed.
Full service brake. This type of braking is used in exceptional cases when it is necessary to stop the train or reduce its speed at a distance less than that at which stepped braking is carried out. To do this, the driver reduces the pressure in the surge tank (brake line) at one time by 1.5-1.7 kgf/cm2, but not more than 2.0 kgf/cm2. The auxiliary brake of the locomotive is pre-activated and sand is fed under the wheels.
Full service braking (Fig. 27) is used mainly when it is necessary to stop the train or in cases where stepped braking does not provide the required reduction in train speed.
If it is necessary to apply full service braking when driving on steep descents, the brake line must not be discharged to a pressure less than 3.8 kgf/cm2. In the event of such a situation at a pressure in the brake line below 3.8 kgf / cm2, it is necessary to stop the train, activate the auxiliary brake of the locomotive, then release the automatic brakes and charge the brake network in the parking lot before starting to move.
With electro-pneumatic brakes, the driver performs full braking in one step by moving the handle of the driver’s crane No. 334E to position IV, and cranes No. 328 and 395 to position V3 to actuate the electro-pneumatic brakes without discharging the line until pressure is created in the brake cylinders of the traction rolling stock 3, 8-4.0 kgf/cm2; after that, the handle of the crane must be moved to the shut-off position.
Emergency braking. It is used in all trains and on any track profile in cases where further movement is in danger and it is required to stop the train. Perform this braking
driving, moving the driver's crane handle to the emergency braking position; with double traction, if necessary, I use the combined crane of the second locomotive. After moving the handle of the driver's crane or combined crane to the emergency braking position, the driver must activate the sandbox and the auxiliary brake of the locomotive and turn off the traction motors. To ensure the greatest braking efficiency, the handle of the driver's crane or the combined crane must be left in the emergency braking position, and the handle of the auxiliary brake valve - in the extreme braking position until the train comes to a complete stop. The processes occurring during emergency braking are illustrated by curves.
Emergency braking can also be caused by the opening of a brake valve, a break or disconnection of the connecting sleeves of the brake line, as well as the operation of a hitchhiking. In these cases, it is necessary to immediately perform emergency braking by the driver's crane, and then turn off the traction motors, activate the sandbox and the auxiliary brake of the locomotive.
Release of the brakes. Depending on the traffic conditions, full or stepped leave can be applied. The driver makes a full release of the brakes to stop braking. Having set the handle of the driver's crane to the position, keep it in this position (depending on the type of previous braking and the length of the train) either for a certain time or until the required pressure in the surge tank is reached; then the driver's crane handle is moved to the train position.
Full release can be carried out without increasing the pressure in the brake network of the train in excess of the established charge or in excess of it. For example, in freight trains with a charging pressure in the brake line of 5.3-5.5 kgf / cm2, when the automatic brakes are fully released after service braking, it is necessary to keep the driver’s valve handle in position I until the pressure in the surge tank reaches 5.8-6, 0 kgf/cm2. After reducing the pressure to normal charge, if necessary, it is increased again.
The release of autobrakes in a freight train after emergency braking, the driver produces by transferring the handle of the driver's crane to position I and holds it in this position until the pressure in the surge tank reaches 3.0-3.5 kgf / cm2 in the absence of a stabilizer at the driver's crane and 6.5- 6.8 kgf/cm2 if available. In a passenger diesel and electric train, after service braking, the driver maintains the valve handle in position I until the pressure in the surge tank reaches 5.0-5.2 kgf / cm2, and after an emergency - up to 3.0-3.5 kgf / cm2, in short trains - up to 1.5-2.0 kgf/cm2. Then the driver moves the crane handle to the train position.
Full release of electro-pneumatic brakes in one step is performed by moving the driver's crane handle to position I, hold it in this position until the pressure in the surge tank rises to 5.2-5.4 kgf/cm2, after which it is transferred to the train position.
The process of releasing the brakes does not end with the transfer of the driver's crane handle from position I to the train position; it continues for some time, and in the tail part of the train longer than in the head part. This should be borne in mind if, after braking and stopping the train, it must be set in motion again. In this case, you should wait until the brakes are completely released, the duration of which depends on the length of the train and the types of air distributors of the cars. If this is not done, when starting the train with unreleased brakes, significant dynamic forces will arise,
that can lead to rupture of car frames and automatic couplers. The time from the moment the driver's crane handle is moved to position I until the train is set in motion ranges from 15 seconds to 3 minutes for passenger trains and from 1.5 to 6 minutes for freight trains. For long-compound trains with more than 350 axles, when the locomotive is at the head of the train, the specified time increases by 1.5 times. Drivers should keep in mind that when starting a train with not fully released brakes, the force of resistance to movement increases significantly, the process of starting becomes more complicated, current loads and consumption of fuel and energy resources increase.
Stepped release of the brakes is used to regulate the braking force and maintain speed within certain limits when driving downhill on the brakes. To do this, slightly increase the pressure in the brake line, while the braking effect does not disappear, but somewhat decreases. To make a stepped release, the driver moves the handle of the driver's crane to position II and holds it until the pressure in the surge tank rises at each stage of release by at least 0.3 kgf / cm2.
When stepwise release of electro-pneumatic brakes, the pressure in the brake line does not increase; the braking force is partially regulated by releasing air from the brake cylinders with the valves of the electric air distributors. For stepped release of electro-pneumatic brakes, the driver of a passenger or multi-unit train briefly moves the handle of the driver's crane from the overlap position to the train position and again to the overlap position; the last stage of release is performed by keeping the handles of the driver's crane in position I until the pressure in the surge tank rises to 5.2-5.4 kgf/cm2.
Using the auxiliary brake of the locomotive. To give smoothness to the process of movement, an auxiliary brake of the locomotive is used both in conjunction with the brakes of the train, and independently. At the same time, in order to avoid a sharp deceleration of the movement of the locomotive and the occurrence of large longitudinal-dynamic forces in the train at speeds of 50 km/h or less, it is necessary to brake the auxiliary brake valve in steps, except in the case of an emergency stop. When activating the auxiliary brake of passenger and freight locomotives, one should avoid systematic effective braking with an increase in pressure in the brake cylinders at one time to more than 1.5 kgf/cm2. If, according to the conditions of the train, service braking is necessary with an auxiliary brake with a pressure in the brake cylinders of more than 1.5 kgf / cm2, then it is carried out with ridge brake shoes in a second step after maintaining the pressure in the cylinders up to 1.5 kgf / cm 2 for 0, 5-1.0 min.
Ensuring safety requirements. Strict observance of traffic safety rules should be one of the main provisions of national train driving regimes, especially in braking mode.
zheniya. When approaching stations with prohibition signals and speed reduction signals, the driver is obliged to activate the automatic brakes in advance and reduce the speed of the train so as to prevent the passage of the established stopping place at the station, the limit post, and the speed reduction signal and the place of action of the warning proceed at the set speed. In the case of a train moving to a planned stop, braking should be started in the first stage and, after reducing the speed by 25--50% of the initial speed, if necessary, increase braking. When a freight train is traveling at a speed of more than 80 km/h and a yellow light appears at the locomotive traffic light, the driver must activate the brake, reducing the pressure in the surge tank in the loaded train by 0.8-1.0 kgf/cm2, in an empty one - by 0 .5-0.7 kgf / cm2. At lower speeds and long block sections, braking should be started, taking into account the speed and effectiveness of the braking means, at an appropriate distance from the traffic light.
A traffic light with a yellow signal light must be followed, observing the established maximum speed limit, not allowing it to decrease significantly compared to the established one. When approaching a prohibition signal or a limit post, the brakes can be fully released only after the train has stopped. It is necessary to avoid frequent braking without recharging the braking network of the train, since during repeated braking this can lead to exhaustion of the autobrakes with a subsequent decrease in the braking effect. You must not release the brakes at high speed before re-braking, as the speed of the train may exceed the set speed, and the brake network will not have time to charge by this time. In order to prevent depletion of the automatic brakes in the train when following the descent, on which repeated braking is performed, the driver must withstand a time of at least 1 minute between braking to recharge the brake network of the train.
The time of continuous movement of a train with a constant braking stage on the descent when the air distributors are switched on to the flat mode should not, as a rule, exceed 2.5 minutes; if longer braking is necessary, increase the discharge of the brake line by 0.3-0.5 kgf / cm2 and, after a sufficient decrease in speed, release the automatic brakes.
10.1. General provisions
10.1.1. When departing or following a train, the driver and assistant driver must:
before the departure of the train, briefly (for 2-3 seconds) put the handle of the driver's crane in position I. If the pointer of the pressure gauge TM shows a pressure close to the indication of the pressure gauge of the main tanks, then this indicates the closing of the end valves in the head of the train. When the valve handle is moved to position II, there will be a longer than usual release of air from the TM into the atmosphere through the driver's crane. In this case, the driver is prohibited from leaving the train until the integrity of the brake network on the tail car has been checked;
when leaving the station, make sure that there are no sparks in the train or other signs that threaten safe passage, and also that no stop signals are given by the train crew, station workers or workers of other services;
ensure the established mode of operation of compressors (or steam-air pumps) in accordance with and. 3.1.1. of this Instruction and prevent the pressure drop in the main tanks below the established norms;
have the brakes ready for action, and keep the driver's crane handle in the train position, in which the charging pressure in the brake network must be maintained in accordance with Table 3.2, or with and. 3.2.6. this Instruction;
when driving a passenger train on electro-pneumatic brakes, have the power source turned on: the voltage in the electrical circuit of the passenger train must correspond to that specified in and. 3.2.9. of this Instruction, and the signal lamp on the remote control must be lit;
the speed of trains to the place of brake testing, depending on the track profile, is indicated in local instructions. If, before the place of checking the operation of the automatic brakes, the train follows the signals of a decrease in the speed of movement or a stop, then the driver is obliged, taking into account the profile of the track and the data of the train, to apply the brakes in advance and make sure that they are working;
make sure that the train brakes work reliably by checking their operation along the route.
10.1.2. Checking the operation of automatic brakes along the route is carried out by reducing the pressure in the equalizing tank of a loaded freight train and a single-following locomotive - by 0.7-0.8 kgf / cm 2 in empty freight, cargo-passenger and passenger trains by 0.5-0.6 kgf /cm 2 . At the same time, the locomotive automatic brake in freight trains with more than 100 axles is released.
When checking the operation of the brakes, it is prohibited to use auxiliary and electric brakes on the locomotive in all trains.
After the appearance of a braking effect and a decrease in speed by 10 km / h - in a loaded freight, freight-passenger, passenger train and a single locomotive; at 4-6 km / h - release the brakes in an empty truck. The indicated speed reductions must occur at a distance not exceeding the limits established by local regulations in accordance with table. 10.1. and 10.2.
The release of the brakes after checking along the route should be carried out after the driver is convinced of their normal operation.
Table 10.1.
Stopping distance when checking the action of the brakes for loaded freight trains with a braking coefficient
0.33 (in meters)
Table 10.2.
Stopping distance when checking the action of the brakes and EPT for a path profile of 0-0.006 and the corresponding braking coefficient (K)
If after the first stage of braking the initial effect is not obtained: in a passenger train for 10 seconds;
in an empty freight train with a length of up to 400 axles and a freight-passenger train within 20 seconds;
in other freight trains within 30 seconds, immediately perform emergency braking and take all measures to stop the train.
10.1.3. Depending on the result of checking the action of the brakes, their action during subsequent braking and based on the experience of driving trains along the section, the driver, when further driving the train, selects the places where braking starts and the amount of pressure reduction in the line so as to prevent the passage of a signal with a prohibitory indication, and a decrease signal speed and place of warning proceed at the set speed.
10.1.4. The places and speeds of movement of trains and single locomotives, as well as the distances at which speed reduction should occur when checking the operation of the brakes along the route, are determined by a commission, approved by the head of the road and indicated in local instructions. These distances on the hauls are indicated
signal signs "Start of braking" and "End of braking" and are determined on the basis of traction calculations and test runs for each type of train, provided they are provided with properly functioning brakes and the single smallest brake pressure per 100 tf of train (train) weight, approved by UZ. Brake signal signs are installed after train formation stations, junction stations, stations for changing train locomotives and locomotive crews.
10.1.5. To check the operation of the auto brakes along the train route: after a full or shortened testing of the auto brakes;
activation and deactivation of automatic brakes for individual wagons or a group of wagons; when switching from electro-pneumatic brakes to automatic ones; in the cases provided for in clause 9.4.1. this Instruction; before entering dead-end stations;
if the train followed without using the brakes for more than 30 minutes in front of the station where the train is scheduled to stop, if there is a descent to this station with a steepness of 0.008 or more and a length of at least 3 km (according to the list established by order of the head of the road). In exceptional cases, based on local conditions and ensuring traffic safety, a lower steepness of the descent may be accepted by order of the head of the road.
Check the auto brakes in front of the indicated stations in such a way that when entering the station, the auto brakes are fully released, and the brake line is charged to the set pressure.
If the brakes cannot be released according to the conditions of the train, then when it is moving in a braked state, the driver must calculate his actions so that he can stop the train at the designated place after braking is increased:
On a single following locomotive after checking its autobrakes at the first station of departure. At the same time, after traveling at least 200 meters at a speed of 20-40 km/h, the operation of the additional brake is first checked with a decrease in speed by 5-10 km/h, and then, at a speed of 40-60 km/h, the operation of the automatic brakes is checked using a crane driver.
If, when traveling with the train, at the place established to check the operation of the autobrakes, the driver of the leading locomotive does not perform the check, then the driver of the second locomotive is obliged to contact the driver of the lead locomotive by radio and give a vigilance signal - a requirement to check.
10.1.6. If it is necessary to check the operation of the brakes in freight trains in unspecified places, it is allowed to perform it, as a rule, it is necessary when the train or a single locomotive picks up speed on the station tracks or when leaving the station on the first stage, which has a platform or descent, taking into account local conditions and table data 10.1. and 10.2.
To check the operation of the brakes of suburban trains, it is allowed to use braking, which is applied when approaching the first platform from the point of departure, on which a stop is provided according to the traffic schedule.
10.1.7. In passenger trains, first check the operation of the automatic brake, and then the electro-pneumatic one. To check the action of the EPT along the route, perform a braking stage until the pressure in the locomotive TC reaches 1.5-2.0 kgf / cm 2 (hold the RCM in the UE position for 1-2 seconds).
10.1.8. The action of the EPT must be checked after a complete test of the brakes, the change of locomotives, locomotive crews or control cabs, and the attachment of a group of cars to the train.
10.1.9. Before the departure of a freight train from a station or haul after it has been parked for more than 10 minutes, the driver is obliged to check the density of the TM of the train with a note of its value and the place of verification on the back of the certificate VU-45.
If, when checking the density of TM, the driver finds that its change is more than 20% in the direction of increase or decrease from that indicated in the certificate f. VU-45 of the previous value, carry out an abbreviated test of the automatic brakes.
10.1.10. The driver and assistant driver are required to monitor the operation of the brakes on the train throughout the entire journey.
The control of the length of the TM train is carried out by: a decrease or absence of a braking effect, a change in density
TM, activation of signaling device No. 418, non-release of the brakes in the tail section of the train, rapid deceleration of the train when the traction mode is turned off, and in the passenger train, in addition, due to the operation of the driver’s crane when controlling the automatic brakes (with a short TM in the I position of the RKM, a quick equalization of the TM pressure and EP, after moving the RKM handle from position I to position II, air is released from the TM into the atmospheric channel; when braking, the outlet of air from the TM through the driver’s valve into the atmosphere stops earlier than usual).
If you suspect a shortened length of the TM (freezing, shutting off taps, etc.), take all measures to stop the train, find out and eliminate the causes of brake failure.
If the non-release of the brakes of individual cars is detected, take measures to release the brakes of the passenger train by short-term braking by the first stage by setting the RCM in position I with an increase in pressure in the surge tank to 5.0-5.3 kgf / cm 2, and in freight trains - an increase in pressure in the surge tank by 0.8-1.2 kgf / cm 2 above the charging one and setting the RCM to the IV position according to and. 11.2.6.
If after this the release of the car brake does not occur, stop the train on a favorable track profile to check the brake that has not released. If necessary, release the brake manually and turn off the VR, make a note in the certificate f. VU-45. The driver is obliged to inform the conductor of the car about the brake being turned off in a passenger train.
or the head of the train. On the back of the help f. VU-45 note the actual brake pressure and pressure per 100 tf of train weight. Based on this, according to the braking standards, determine the speed of further movement.
To identify sliders (potholes or sagging), carefully inspect the wheel rolling surface, if necessary, perform a broach of the composition.
If the driver has received information about the jamming of wheel sets of wagons or a locomotive, sparking in the train without using brakes, immediately stop the train with full service braking, inspect it and find out the possibility of further movement.
10.1.11. If a crawler (pothole) with a depth of more than 1 mm, but not more than 2 mm, is found on the way in a passenger or freight car (except for an MVPS or a tender with axle boxes that have roller bearings), it is allowed to bring such a car (tender) without uncoupling from the train to the nearest PTO, which has devices for changing wheel sets, at a speed of not more than 100 km/h - in a passenger train and not more than 70 km/h - in a freight train.
If the slider depth is from 2 to 6 mm for cars, except for the MVPS motor car, and from 1 to 2 mm for the MVPS locomotive and motor car, the train is allowed to run to the nearest station at a speed of 15 km/h, and if the slider is over 6 to 12 mm, respectively and over 2 to 4 mm - at a speed of 10 km / h. At the nearest station, the wheelset must be replaced. With a slider depth of more than 12 mm for a car and a tender, more than 4 mm for an MVPS locomotive and motor car, it is allowed to move at a speed of 10 km/h, provided that the wheelset is hung out or the possibility of its rotation is excluded. At the same time, at the station, the locomotive or wagon must be uncoupled from the train, the brake cylinders and the traction motor (engine group) of the damaged locomotive wheelset must be turned off.
After surfacing (with subsequent processing) of the rolling surface of the wheels, the speed of the locomotive (car) to the nearest depot (PTO) should be no more than 25 km/h, where the bandages should be turned.
The slider depth is measured with an absolute gauge. In the absence of a template, it is allowed at stops along the route to determine the depth of the slider by its length using the data in Table 10.3
With a build-up of up to 2 mm, the order of movement of the locomotive and the car is the same as with the slider, up to 2 mm deep. If a weld appears on the wheelset of a locomotive or wagon with a height of more than 2 mm, it must be removed.
Table 10.3.
Determining the depth of the slider along its length depending on the diameter of the wheels_
10.1.12. If during the passage of a freight train there are signs of a possible rupture of the TM (frequent switching on of compressors or a rapid decrease in pressure in the GR after the compressor is turned off, the operation of the TM break signaling device with sensor No. monitor TM pressure.
If after that there is a rapid and unexpected decrease in pressure in the TM or a sharp deceleration of the train, which does not correspond to the influence of the track profile, perform service braking, after which the driver’s crane handle should be moved to position III and stop the train without using the auxiliary brake of the locomotive, find out and establish the cause . If, simultaneously with a decrease in pressure in the TM, the voltage of the contact network decreases, apply emergency braking.
If there is a traction shutdown, and the “TM” lamp goes out after lighting up and the pressure in the brake cylinders rises to 1.0 kgf / cm 2 or more, perform service braking and stop the train.
In the absence of a rapid and continuous decrease in pressure in the TM and a sharp deceleration of the train, then when following the platform or descent, perform service braking with the discharge of the TM by the value of the first stage, and then release the brake in the prescribed manner; when moving uphill, increase the pressure in the UR by 0.5-0.6 kgf / cm 2 above the charging one, and to collect the traction circuit, it is allowed to switch (with a button or switch) the locomotive control circuit.
In the event of repeated braking of the train due to arbitrary operation of the automatic brakes, perform braking and release of the automatic brakes in the prescribed manner, declare a control check of the automatic brakes in accordance with and. 19.1.1. of this Instruction and bring the train to the station where this check will be carried out. Without identifying and eliminating the causes of spontaneous operation of autobrakes, it is not allowed to send a train from this station for further travel.
10.1.13. In case of activation of the hitchhiking EPK, as well as braking of a passenger, mail-luggage and passenger-and-freight train due to a decrease in pressure in the TM, perform emergency braking in accordance with and. 10.1.21. this instruction.
10.1.14. In case of detecting a failure of the automatic brakes in the train (within the time specified in i. 10.1.2. of this Instruction), perform emergency braking and take all measures to stop the train. In case of an unsuccessful attempt to stop the train, give a general alarm and inform the person on duty in front of the station located in front, or the dispatcher, by radio, about what has happened so that they can take measures to freely receive the train to the station or let it pass through the station. The conductor or attendant of the wagon, after hearing the general alarm signal or seeing the stop signals, is obliged to open the stop valve and activate the hand brake on the wagons he serves.
After stopping the train, find out the reason for the poor performance of the brakes. If it is impossible to eliminate malfunctions or resume the action of the brakes on the spot, then the further driving of the train is carried out in accordance with and. 16.43. PTE and Instructions for the movement of trains and shunting work on the railways of Ukraine.
10.1.15. In the case of using electric braking on electric locomotives and diesel locomotives and counter-steam on steam locomotives, release the locomotive brake. Simultaneous application of pneumatic and electric braking on electric locomotives and diesel locomotives in cases not provided for by the locomotive scheme, as well as counter-steam on steam locomotives, is not allowed.
10.1.16. If an emergency braking of the train by the locomotive driver was applied along the route, the driver must, before setting the train in motion, withstand the time required for the full release and charging of the automatic brakes, specified in the i.i. 10.2.1.5., 10.2.1.8., 10.3.13. this instruction. If there is a holiday signaling device in fast trains
the release of the brakes after emergency braking, the driver checks by the control lamp of the signaling device, which is located in the cab. A train that has a leave indicator can only be set in motion after the signal lamp goes out.
If emergency braking is performed from the car or occurred due to a violation of the integrity of the TM, then after determining the reason for the stop, eliminating it and getting the opportunity to depart, the driver charges the auto brakes and sets the train in motion. In a passenger train, the release of the brakes of each car must be checked by the conductor and the head (foreman) of the train. In a freight train, the train brake release is not checked. If, when determining the reason for the stop of the train, it is found that the end valve on the tail car is open, it is necessary to close the valve, check the number of the car with the data of the natural sheet and certificate f. VU-45, and in a passenger train, in addition, by tail signals, through the conductor of the last car, find out if the cars have been left on the haul.
After the departure of the train, the locomotive crew is obliged from the windows of the locomotive cabin, and the conductors of passenger cars from the vestibules, to monitor the movement of the train: if brakes are not released, sparking or other malfunctions are detected, they must take measures to stop the train and eliminate them.
10.1.17. It is forbidden in the working cabins of locomotives during stops at stations, as well as on the way to close the disconnecting valve or double-thrust valve on the supply line and the combined or disconnecting valve on the TM, except for the following cases: when using multiple traction and a pusher locomotive that is included in the brake the train network, if on other than the head locomotives the handle of the double-thrust crane or the combined crane is switched to the double-thrust position; in non-working cabins in the absence of blocking device No. 367; when checking the density of TM passenger trains; when repairing the driver's crane (at the bus stop); when releasing automatic brakes in a short-range passenger train after emergency braking in accordance with clause 10.2.1.3.
It is forbidden for the driver and his assistant to leave the locomotive control cabin at the same time if the train is stopped on an unfavorable track profile.
When the locomotive crew or driver (when servicing the locomotive in one person) leaves the control cab, as well as in the parking lot, crane No. 254 must be put in the last braking position, and its handle is fixed with additional devices.
10.1.18. For all types of service braking, reduce the pressure in the surge tank with the driver’s crane from the set charging pressure by at least the value of the first stage in accordance with paragraphs. 10.2.1.1., 10.1.3. this instruction. In case of stepped braking, the subsequent braking stage should be performed by reducing the pressure in the SD in the range from 0.3 to 1.0 kgf / cm 2, depending on the need. If the train is moving to the planned stop, start braking with the first step, after reducing the speed by 25-50% of the initial one, if necessary, increase the braking.
The best train braking smoothness is ensured by the TM discharge from the beginning of service braking by the value of the first stage.
10.1.19. When braking from a speed of 40 km / h or less in trains that have 50% or more cars in the entire composition, which are equipped with composite blocks or disc brakes, the brakes must be activated somewhat earlier than with cast-iron blocks.
10.1.20. When performing full service braking in one step, reduce the pressure in the UR by 1.5-1.7 kgf/cm 2 . This type of braking should be used in exceptional cases when it is necessary to stop the train or reduce its speed at a shorter distance than when performing stepped braking.
10.1.21. Emergency braking in all trains and on any track profile should be used only when an immediate stop of the train is required. It is carried out by the driver's crane, and, if necessary, by a combined crane from the leading or other locomotives (when following double or multiple traction). After moving the handle of the driver's crane or the combined crane to the emergency braking position, activate the sandbox and the auxiliary brake of the locomotive and turn off the traction, leave the handle of the driver's crane or the combined crane in the emergency braking position, and the handle of crane No. 254 - in the extreme braking position, until the train stops .
Emergency braking, if necessary, can also be used on a single locomotive and on a locomotive that performs shunting work, regardless of whether the brakes in the train are on or not. At the end of the trip (shift), the driver must indicate the reason for the full service or emergency braking on the reverse side of the speedometer tape.
10.1.22. In order to avoid a sharp deceleration of the locomotive when using the auxiliary brake valve No. 254 and the occurrence of large longitudinal dynamic reactions in the train at a speed of 50 km / h and below, it is necessary to brake with this crane when driving the train in steps, except in cases of an emergency stop.
When actuating crane No. 254 of passenger and freight locomotives (except for shunting locomotives), avoid effective systematic braking with an increase in pressure in the brake cylinders at a time by more than
1.5 kgf / cm 2. As a rule, service braking with an auxiliary brake with a pressure of more than 1.5 kgf / cm 2 in the brake cylinders of the locomotive with ridge brake shoes should be repeated in a second step after maintaining the pressure in the brake cylinders up to 1.5 kgf / cm 2 for 0.5-1, 0 min.
It is forbidden to use an auxiliary brake to prevent slipping of the locomotive.
10.1.23. The auxiliary brake of the locomotive, if used, should be released after the autobrakes of the train have been released.
10.1.24. Before braking by reducing the pressure in the UR by more than 1 kgf / cm 2 with automatic brakes or with a pressure in the brake cylinders of locomotives of more than 2.5 kgf / cm 2 with EPT, first activate the sandbox.
10.1.25. When braking with a stop using sand on a locomotive, stop the supply of sand at a speed of 10 km/h before stopping. If a single following locomotive is stopped with sand in a section with automatic blocking or in a station equipped with electrical interlocking, then it is necessary to set the locomotive in motion and move onto clean rails.
10.1.26. When approaching the station with a prohibition signal and a speed reduction signal, it is necessary to activate the automatic brakes in advance and reduce the speed of the train so as to prevent the passage of the established stopping place at the station, the prohibition signal, the limit post, and the speed reduction signal and the warning place to proceed at a speed, set for this location. The speed of movement should not exceed 20 km / h at a distance of at least 400-500 meters before the prohibition signal.
When approaching a prohibition signal or a limit post, the brakes should be fully released only after the train has come to a complete stop.
If the train is moving to slow down and stop signals and there is a suspicion that the train has begun spontaneous release of the brakes (the deceleration of the train has decreased, the speed of movement has not decreased, the pressure in the surge tank has risen), apply emergency braking and find out the cause, if it is impossible to eliminate the cause - bring the train with extreme caution to the first station, where to perform a control check of the brakes.
When approaching a prohibition signal, apply the brakes in a timely manner, if necessary, increase the braking effect by discharging the TM by the second or third stage.
10.1.27. If, after the release of the automatic brakes, it becomes necessary to re-brake, this release, both in passenger and freight trains, should be carried out in advance at such a speed as to ensure the necessary charging of the brakes for repeated braking.
When the pressure in the main tanks drops below the charging one, the driver is obliged to stop the train and perform an abbreviated brake test in the passenger train, and in the freight train - in accordance with Section 9.4. of this manual. If the pressure in the main tanks cannot be restored within 20 minutes, then the train must be secured in accordance with the procedure established on the road.
10.1.28. In order to avoid a train rupture when starting off after a stop with the application of brakes, it is allowed to set the locomotive in motion only after all the brakes in the train are released.
10.1.29. When hitching two or more operating locomotives to the train, the driver of the first locomotive controls the brakes in the train.
10.1.30. The control of auto brakes of a raft of inactive locomotives and MVPS is carried out in the manner established by this Instruction for the corresponding type of train.
10.1.31. Trains with locomotives equipped with an electric brake must be operated with the mandatory use of this brake. The braking mode and the place of application of the electric brake are set in local instructions and regime maps, which are developed on the basis of calculations and experimental trips and taking into account the requirements of the factory operating instructions for this locomotive series. At the same time, the braking force should not exceed the maximum allowable value in terms of the stability of the rolling stock in the track, in terms of its strength and impact on the track.
10.1.32. To ensure the set speed of movement when approaching prohibition signals and train stop signals, it is necessary to apply braking by automatic brakes, and in passenger trains - by electro-pneumatic or automatic ones in accordance with pi. YL.26., YL.2., 10.2.2. this instruction.
The stop of the train must be carried out using braking by the driver's crane. After the train stops, set the maximum pressure in the brake cylinders of the locomotive.
On approval of the procedure for maintenance, operation of rolling stock brakes, safety devices
In order to ensure the safety of train traffic in accordance with the requirements of the "Rules for the technical operation of railways of the Russian Federation", approved by order of the Ministry of Transport of the Russian Federation dated December 21, 2010 No. 286, "Rules for the maintenance of brake equipment and brake control of railway rolling stock", approved by the Council on railway transport of the member states of the Commonwealth (minutes dated May 6 - 7, 2014 No. 60), subject to changes approved by the Council for Railway Transport of the states - members of the Commonwealth (minutes dated November 4 - 5, 2015 No. 63) for employees of locomotive crews , instructor drivers - inspectors, instructor drivers (column leaders), auto brake instructor drivers, training instructor drivers, heat engineering instructor drivers, I order:
1. Establish the procedure for checking the operation of the brakes along the route, the procedure for servicing and operating the brakes of the rolling stock, in accordance with Annex No. 1.
2. Set the places and speeds for checking the operation of the brakes along the route, according to Annex No. 2.
3. Set the places and speeds for checking the operation of autobrakes along the route, where the train stops on schedule, if there is a descent to it with a steepness of 0.008 or more and a length of at least 3 km, according to Application No. 3.
4. Establish a unified procedure for registering elements of complete, reduced and technological testing of brakes on a speed measuring tape and electronic media, in accordance with Annex No. 4.
5. Establish the procedure for controlling the brakes when approaching a prohibitory traffic light, according to Application No. 5.
6. Establish the procedure for controlling the brakes and the locomotive, when performing shunting movements in hill parks and when working with utility trains, in accordance with Annex No. 6.
7. Set the features of the train brake control when switching to the backup control of the driver’s electronic crane, according to Annex No. 7.
8. Establish a procedure for emergency and non-standard situations due to a violation of the normal operation of the auto brakes, according to Annex No. 8.
9. Establish the form of the act of the control check of the brakes, according to Annex No. 9.
10. Establish the procedure for applying the electrical (regenerative and rheostatic) braking circuit in accordance with, Annex No. 10.
11. Establish the procedure for the departure and movement of trains through sections equipped with automatic blocking, in case of violations of the normal operation of the devices ALSN, KLUB-U, SAUT-CM for monitoring the driver’s vigilance, means for collecting and recording controlled traffic parameters (CPD), according to Annex No. 11.
12. Establish the calculated force of pressing the brake pads on the axle of the locomotive, motor-car rolling stock and tenders, according to Annex No. 12.
13. Establish data on the weight of locomotives, multiple unit rolling stock, the presence of the actual number of brake axles, according to Annex No. 13.
14. Establish data on the time of filling the main tanks of locomotives and multiple unit rolling stock, according to Annex No. 14.
15. Set the places of passage of traffic lights located on the slopes, with a distance less than or equal to the braking distance, according to Annex No. 15.
16. Establish the procedure for purging the pneumatic circuits of the locomotive,
according to Annex No. 16.
17. Establish stages where the quality of records on the speedometer tape in the driven section No. 1 is inspected in cases of following by the head section No. 2, according to Annex No. 17.
18. Establish stages where the inspection of the engine room, diesel rooms is carried out to ensure fire safety, in accordance with Annex No. 18.
19. Engineer of the operation department Afonin A.S. before 08.11.2017, include the study of this order in the plan of technical classes with locomotive crews and technicians for decoding.
20. Driver-instructors on automatic brakes Shubkarin A.S., Shirshov A.M. before 11/20/2017, familiarize against signature, with this order, technicians for decoding speed tapes with acceptance of offset.
21. Drivers-instructors, before November 20, 2017, familiarize the employees of locomotive brigades of fixed columns against signature with this order with acceptance of the offset.
22. Order No. 1757/ТЧ-3 dated December 30, 2016, shall be considered invalid from November 20, 2017.
23. The effect of this order is to be established from 11/20/2017.
24. To impose control over the execution of this order on the deputy chiefs for operation: Ovchinnikova A.Yu. in the shop for the operation of electric locomotives, Kabatskova A.V. in the shop for the operation of diesel locomotives at the station Penza-1, Zebreva A.V. in the diesel locomotive operation shop at the Morshansk station. In the absence of the above deputies at the workplace, the responsibility for the execution of this order rests with the persons replacing them.
Head of Operational
locomotive depot Penza E.V. Zakharov
Approval sheet
to the order of the head of the operating locomotive depot Penza
« On approval of the procedure for maintenance, operation of rolling stock brakes, safety devices"
Use TMMI for auto brakes Shubkarin A.S.
The procedure for checking the operation of the brakes along the route
1. In order to ensure the safety of train traffic, drivers of freight, utility, passenger and single locomotives en route should check the operation of automatic brakes:
After a complete, reduced and technological testing of the brakes, turning on and off the automatic brakes for individual cars or a group of cars, hitching or uncoupling cars at stations in accordance with the schedule, when switching from electro-pneumatic brakes to automatic ones;
On a single following locomotive after testing the autobrakes at the first station of departure;
Before entering the dead-end tracks of the station, as well as before the stations where the train stops on schedule, if there is a descent to this station with a steepness of 0.008 or more and a length of at least 3 km.
In front of the indicated stations, check the operation of the autobrakes in such a way that when entering the station, the autobrakes are fully released and the brake network is charged to the set pressure. If the brakes cannot be released under the conditions of the train, then when the train is moving in a braked state, the driver must calculate his actions so that he can stop the train after braking in the designated place.
2. The places and speeds of movement of trains and single locomotives, as well as the distances at which the speed should decrease when checking the operation of the brakes along the route, are indicated in Appendix No. 2. These distances are indicated on the hauls with signal signs "Start of braking" and "End of braking" .
3. In passenger trains, first check the operation of automatic brakes in a specified place, and then electro-pneumatic ones.
4. Checking the operation of the electro-pneumatic brakes along the route of the train should be carried out after a full or shortened test of the electro-pneumatic brakes.
5. If it is necessary to check the operation of automatic brakes in unspecified places, it is allowed to perform it, as a rule, on the station tracks or when leaving the station on the first stage, which has a platform or descent, taking into account local conditions. In these cases, the effect of automatic brakes can be evaluated by the time of speed reduction by 4-6 km/h in an empty freight train and by 10 km/h in other freight trains and single locomotives. This time is set in Appendix No. 2.
6. The driver of a single following locomotive, before leaving the starting station, before setting the locomotive in motion, is obliged to switch the air distributor on freight-type locomotives to loaded mode, check the operation of the automatic and auxiliary brakes according to the pressure gauge readings of the air pressure in the brake cylinders, in accordance with the requirements of paragraph No. 1 Chapter I of Appendix No. 1 of the Rules for brakes No. 151 (without 5 minutes exposure). After completing the test, it is necessary to set the control element of the driver's crane to the train position, at which the brake must be released, and the pads (linings) must move away from the wheels (discs). After setting the locomotive in motion, the driver must check the operation of the autobrakes along the route on the station tracks or when leaving the station on the first stage, which has a platform or descent, taking into account local conditions, upon reaching a speed of at least 40 km / h in accordance with the requirement of paragraph No. 2 of Chapter I of Appendix No. 3 of the Rules for brakes No. 151. Checking the operation of the auto brakes of a single freight locomotive is carried out by reducing the pressure in the surge tank by 0.06-0.08 MPa (0.6-0.8 kgf / cm 2), and for a single passenger locomotive by 0.05-0.06 MPa (0.5-0.6 kgf / cm 2). The action of automatic brakes is estimated by the time of speed reduction by 10 km/h.
7. With the predominance of empty wagons in the freight train (more than 50%), the automatic brakes are controlled as with an empty freight train, with the brakes checked along the way, with a speed reduction of 4-6 km/h.
In a passenger-and-freight train, the brakes are serviced and controlled as in a passenger train with pneumatic brake control.
8. To the place of checking the action of automatic brakes, the driver must develop the speed specified in Appendix No. 2. If the speed has not reached the set value, due to the presence of a speed limit in the acceleration or deceleration zone, following “at a distance”, low voltage in the contact network, following the emergency circuit, as well as the increased length or weight of the train, then the check of the operation of the automatic brakes is considered completed when provided that the speed of the beginning of the test was not lower than 40 km/h. In other cases, check the operation of automatic brakes on the next stage with the exposure of the test parameters specified in Appendix No. 2. A violation of the technology for checking the operation of the brakes is a test of automatic, electro-pneumatic brakes, expressed in violation of the speed of the start of braking from the set one by more or less than 5 km / h when checking the brakes along the route.
9. The speed of a traffic light with a yellow indication before checking the operation of the auto brakes should not exceed 40 km / h.
10. The speed of a traffic light with a yellow indication for freight trains is no more than 60 km / h, with insufficient brake pressure for 100 tons / weight, no more than 50 km / h.
11. Establish an allowable speed of 70 km/h for loaded freight, refrigerated and utility trains with an estimated pressure of 33 tf per 100 tf of train weight on a section with a guide descent with a steepness of 0.010 to 0.015 inclusive Arbekovo-Penza-1 for even trains.
12. Each stop of a train, a single following locomotive following a train order, shall be carried out using automatic brakes, and a passenger train using electro-pneumatic brakes. After stopping, the auxiliary brake control must be set to the extreme brake position, on the latch.
13. Approaching the train, the driver must use the auxiliary brake to stop the locomotive at a distance of at least 10 m from the first car. The wagon inspector or an employee entrusted with this duty by the owner of the infrastructure is obliged to make sure that the automatic coupler is working properly and the lever of the automatic coupler uncoupling mechanism of the first wagon is in the normal position.
At the command of the wagon inspector or the employee entrusted with this duty by the owner of the infrastructure, the driver must release the auxiliary brake and set the locomotive in motion, drive up to the train at a speed of no more than 3 km / h, ensuring smooth coupling of automatic couplers.
After coupling the locomotive with the freight train, the driver must check the reliability of the coupling with a short movement from the train.
After the locomotive has been coupled to the freight train, fixed with special mechanical stops, the wagon inspector or the employee entrusted with this duty by the owner of the infrastructure checks the reliability of the coupling by the signal branches of the automatic coupler locks.
After coupling the locomotive with the passenger, mail-luggage, passenger-and-freight trains, the wagon inspector or the employee who is entrusted with this duty by the owner of the infrastructure checks the reliability of the coupling by the signal branches of the automatic coupler locks.
The assistant driver, after hitching the locomotive to the train and moving the driver to the working cabin with the power source of the electro-pneumatic brake (if any), turned off, at the command of the driver, is obliged to open the end valve three times to blow out the brake line of the locomotive from the side of the train, connect the hoses of the brake, and, if necessary, the supply lines between the locomotive and the first car, open the end valve first at the locomotive and then at the car.
The driver, together with the wagon inspector or the employee entrusted with this responsibility by the owner of the infrastructure, must make sure that the coupling is reliable by the signal branches of the automatic coupler locks in good condition and that the sleeves are connected correctly and the end valves are opened between the locomotive and the first car.
After hitching the locomotive to a freight train, braked or with an uncharged brake network, the driver charges the brake line, in accordance with paragraphs No. 104,105 of Chapter 5.1. Rules on brakes No. 151. In freight trains up to 100 axles, increase the pressure in the surge tank by 0.03 - 0.05 MPa (0.5 - 0.6 kgf / cm 2) above the adjusted charging pressure.
14. When approaching a station where there is a train stop, forbidding signals and signals for reducing speed, it is necessary to activate the automatic brakes in advance. Reduce the speed of the train so as to prevent the passage of the established stopping place at the station, the prohibition signal, the limit post, and the speed reduction signal and the warning place to proceed at the speed set for this place.
The following speed when moving towards a prohibition signal should not exceed 20 km/h at a distance of at least 400 meters before the prohibition signal. It is allowed to use the electric brake of the locomotive without the use of combined braking of the train when moving to a traffic light with a prohibitory indication, but not closer than 400 meters to the traffic light when following the main tracks of stations and hauls. When approaching a prohibition signal or a limit post, the full release of the brakes should be performed only after the train has stopped.
15. When driving a train in conditions of snowfall, blizzards, before entering the station with a stop under a prohibitory indication, perform control braking on the yellow light of the locomotive traffic light. If it is impossible, according to the conditions of the track profile, to make adjusting braking in front of the station, apply the brakes at the beginning of the receiving path to a stop (no closer than 200 meters in front of a traffic light with a prohibiting signal), with further pulling up the train. The discharge depth of the brake line of a loaded freight train, at the entrance to a prohibitory signal to stop, must be at least 0.08-0.12 MPa (0.8-1.2 kgf / cm²).
16. When driving a raft of locomotives along the section, after testing the autobrakes for their action along the route, to control the state of the brakes of the raft, re-check the autobrakes. Carry out autobrake checks with a speed reduction of 5 km/h. Places and speeds of testing autobrakes are indicated in Appendix No. 2 or every 50-60 km.
17. Before the departure of a freight train from an intermediate station or haul, when parked for more than 300 seconds (5 minutes) or more, the driver is obliged to check the tightness of the brake network of the train, with the train position of the driver's crane control body. At the same time, note its meanings and places of verification on the reverse side of the “Certificate on the provision of the train with brakes and their proper operation”. If, when checking the tightness of the brake network of the train, the driver detects its change by more than 20% upwards or downwards from the previous value specified in the "Reference on the provision of the train with brakes and their proper operation", perform an abbreviated test of the automatic brakes.
18. In addition, before the departure of a freight train with a length of more than 100 axles from a station or a haul when parked for more than 300 seconds (5 minutes), check the condition of the brake line by setting the driver's valve control to a position that ensures an increase in pressure in the brake line above the charging pressure , with exposure in this position for 3-4 seconds at a pressure in the main tanks of 0.80 MPa (8.0 kgf / cm 2). The difference in the pressure readings of the brake and supply lines should not differ by more than 20% downwards from the initial one indicated in the “Certificate on the provision of the train with brakes and their proper operation”. In the event of a change in the difference between the pressure readings of the brake and supply lines, perform a short test of the automatic brakes.
The departure of freight trains with a length of more than 100 axles from the starting station with a difference in the pressure readings of the brake and supply lines of less than 0.05 MPa (0.5 kgf / cm 2) is prohibited. The difference between the pressure readings of the brake and supply lines, the driver fixes on the reverse side of the "Certificate on the provision of the train with brakes and their proper operation."
19. Check the operation of the auto brakes along the route by reducing the pressure in the surge tank of a loaded freight train and a single following locomotive equipped with cargo-type air distributors by 0.06-0.08 MPa (0.6-0.8 kgf / cm 2), empty cargo - by 0.04-0.06 MPa (0.4-0.6 kgf / cm 2), cargo-passenger and separately following locomotive equipped with passenger-type air distributors - by 0.05-0.06 MPa (0. 5-0.6 kgf / cm 2), installed for testing the brakes.
When checking the operation of the brakes, it is prohibited to use an auxiliary brake to increase the pressure in the brake cylinders and an electric brake on the locomotive in all trains.
After the appearance of a braking effect and a decrease in speed by 10 km/h in a loaded freight train, passenger-and-freight train and a single locomotive and by 4-6 km/h in an empty freight train (with more than 50% of empty cars in the freight train), release the brakes. The indicated speed reductions must occur at a distance not exceeding that specified in Appendix No. 2
Release the brakes after checking along the route only after the driver is convinced of their normal operation.
20. If, after the first stage of braking, the initial effect is not obtained in a passenger train within 10 seconds, in an empty freight train with a length of up to 400 axles and a passenger-and-freight train within 20 seconds, and in other freight trains within 30 seconds, immediately perform emergency braking and take all measures to stop the train.
21. If it is necessary to check the operation of automatic brakes in unspecified places, it is allowed to perform it, as a rule, on the station tracks or when leaving the station on the first stage, which has a platform or descent, taking into account local conditions. In these cases, the action of automatic brakes can be assessed by the time of speed reduction by 4-6 km/h in an empty freight train (with the prevalence of empty cars in the freight train by more than 50%) and by 10 km/h in other freight trains and single locomotives. This time is indicated in Appendix No. 2.
In case of detection of unsatisfactory operation of the automatic brakes, when assessing their action in terms of the speed reduction time, apply emergency braking and take all measures to stop the train.
After the train stops, the driver must:
Fix the auxiliary brake valve in the extreme braking position and put it on the lock;
In accordance with the established procedure, report to the train dispatcher (hereinafter referred to as DNC) or the duty officer at the nearest station (hereinafter referred to as DSP), as well as to the drivers of following trains about the reason for the stop;
To find out the reason for the unsatisfactory operation of the automatic brakes, check the air permeability through the brake line of the train and the operation of the brakes for each car;
If, according to the results of this check, the reason for the unsatisfactory operation of the autobrakes is not revealed, inform the DSC directly or through the DSP about the need to conduct a control check of the brakes. Taking into account the track profile and ensuring traffic safety, the driver and DNC jointly determine the station at which the control check will be carried out and the order of the train to this station on the basis of a registered order transmitted to the driver via train radio communication. The control check of the brakes is carried out jointly by employees of the locomotive, wagon (or passenger facilities in a passenger train). When the train moves to the station, the driver must:
With a green traffic light, drive at a speed of no more than 40 km / h:
Traffic lights with a yellow indication proceed at a speed of no more than 20 km / h:
When following a traffic light with a prohibitory indication, stop the train at a distance of 400-500 m before the traffic light, followed by pulling up at a speed of no more than 5 km/h. In the event that the identified cause of the failure of the automatic brakes cannot be eliminated, the locomotive crew is obliged:
Secure the train from leaving with brake shoes;
Apply hand brakes (if necessary);
The further procedure for the withdrawal of the train from the haul is to be determined jointly with the DNC. The train, in order to provide brake pressure sufficient for safe withdrawal from the haul, can be deduced using several locomotives with their attachment to the train, or in parts, with each part of the train deduced from the haul provided with brake pressure, ensuring traffic safety.
The procedure for conducting a control check of auto brakes in case of their unsatisfactory operation, as well as in cases of the formation of sliders in the composition of the train, is carried out in accordance with Appendix No. dated May 6-7, 2014 No. 60, in the process of verification, draw up an act of the established form.
22. Before the departure of a passenger train, which includes 11 or more cars, from a station or haul when parked for more than 300 seconds (5 minutes), check the condition of the brake line by setting the control element of the driver’s valve to a position that ensures an increase in pressure in the brake line above the charging , holding in this position for 1-2 seconds ("Charge and release").
The difference between the pressure readings of the brake and supply lines must be at least 0.05 MPa (0.5 kgf / cm 2).
23. Check the operation of automatic brakes along the route by reducing the pressure in the surge tank of the driver's crane by 0.05-0.06 MPa (0.5-0.6 kgf / cm 2), set for testing the brakes.
24. To check the operation of the electro-pneumatic brakes along the route, brake to a pressure in the brake cylinders of the locomotive of 0.1-0.2 MPa (1.0-2.0 kgf/cm pressure in the brake line after braking, the speed must be reduced by 10 km/h.
25. It is forbidden to use electro-pneumatic brakes in passenger trains after performing a shortened or full test, before checking the operation of pneumatic brakes in a specified place in accordance with this order. If the place for checking the operation of automatic brakes is not indicated on the haul, the driver chooses the place for checking independently, taking into account the profile of the track - a slope or a platform, the speed during the check is not less than 50 km/h and not more than 70 km/h.
In case of detection of sliders (welds) on wheelsets of any size as part of a passenger train, it is prohibited to use an electro-pneumatic brake (hereinafter referred to as EPT).
26. In order to exclude cases of departure of trains from the station with blocked end valves, faulty auto brakes, the following procedure for preparing to check the operation of the brakes is established:
At maintenance points where full and reduced testing of automatic brakes in trains from stationary installations or a train locomotive is carried out, car inspectors are required to carefully inspect the brake equipment of cars before testing, adjust the leverage, replace faulty devices and parts, provide the train with pressing in accordance with the standards OJSC Russian Railways. In trains departing from train formation stations, the brakes of all wagons must be on and operate properly.
When fully testing the automatic brakes of freight and passenger-and-freight trains, the following is performed:
Installation of a measuring device for measuring the pressure in the brake line of the tail car;
Charging pressure measurement in the tail car brake line. The pressure in the brake line of the tail car of the train should be measured after the brake line of the entire train is fully charged. The pressure readings in the brake line of the tail car in the train position of the driver's crane control element should not differ by more than:
a) by 0.03 MPa (0.3 kgf / cm 2) from the charging pressure in the driver's cab (in the head) with a train length of up to 300 axles;
b) by 0.05 MPa (0.5 kgf / cm 2) with a train length of more than 300 to 400 axles inclusive;
c) by 0.07 MPa (0.7 kgf / cm 2) with a train length of more than 400 axles;
Dismantling of the measuring device for measuring the pressure in the brake line of the tail car;
Checking the free passage of compressed air to the tail car and the integrity of the brake line of the train. The check is carried out after the train brake network is fully charged by opening the last end valve of the tail car for 8-10 seconds;
Measurement of the release time of the automatic brakes at the last two cars at the tail of the train (with a freight train length of more than 100 axles) should be performed after the brake line is fully charged, the braking stage is 0.05-0.06 MPa (0.5-0.6 kgf / cm 2) and obtaining information about the transfer by the driver of the control element of the driver’s crane to a position that ensures an increase in pressure in the brake line above the charging one by 0.03-0.07 MPa (0.3-0.7 kgf / cm 2) until the blocks start to move away from the wheels . Braking to measure the release time should be performed after charging, but not less than 120 seconds (2 minutes) after the sensor for monitoring the condition of the brake line or a decrease in pressure in the brake line when checking its integrity.
Checking the density of the brake line of the train in the train position of the control element of the driver's crane.
Checking the action of automatic brakes of train cars for braking. The check is carried out after reducing the pressure in the brake line of the train by 0.06-0.07 MPa (0.6-0.7 kgf / cm 2) from the charging pressure, followed by transferring the control element of the driver's crane to a position that ensures that the specified pressure is maintained in the brake lines after braking, after 120 seconds (2 minutes) for freight trains, in which all air distributors are switched on to the flat mode, and 600 seconds (10 minutes) - when the air distributors are switched on to the mountain mode.
Checking the density of the brake line of the train in the position of the control element of the driver's crane, which ensures the maintenance of the specified pressure in the brake line after braking, is performed by measuring the density of the brake line of the train, which should not differ from the density at the train position of the control element of the driver's crane by more than 10% downwards.
Checking the operation of automatic brakes of train cars for vacation.
Upon completion of the full testing of the brakes, a “Certificate on the provision of the train with brakes and their proper operation” is issued.
The "Certificate on providing the train with brakes and their proper operation" must contain data on the required calculated and actual pressing, the estimated number of parking (manual) brakes in the axles to hold freight, cargo-passenger, passenger and mail-luggage, utility trains in place and the actual the presence of serviceable (manual) brake axles in these trains, the number of the tail car, the value of the output of the brake cylinder rod on the tail car (on cars with separate bogie braking, the value of the output of the rod of both brake cylinders through a fraction is indicated), the number (in percent) in the train of composite blocks , the time of delivery of the certificate and the number of the car at which the inspectors meet when testing the brakes (when testing the brakes by three or more inspectors, the symbol “T” and the number of inspectors are put), data on the density of the train brake line, the value of the charge pressure in the brake line of the tail car of the freight train , and in the certificate for freight trains with a length of more than 100 axles - the release time of the automatic brakes of two tail cars, as well as data on the density of the brake line in a position that maintains the specified pressure in the brake line after braking. After testing with a delay of 600 seconds (10 minutes) before long descents, make a note in the certificate about the completed testing with a time delay.
When carrying out a complete testing of autobrakes in trains, rafts of locomotives, where the brake pressure and the weight of the head locomotive are included in the calculation of the required and actual pressure in the “Reference on providing the train with brakes and their proper operation”, release the direct-acting brake of the locomotive before conducting a full test of the autobrakes. The driver controls the actuation and release of the automatic brake of the locomotive by the pressure gauge of the brake cylinders.
With a reduced test, the condition of the brake line is checked by the action of the brakes of two tail cars. If a reduced brake test is performed on trains at a station where locomotive crews are changed, an additional check of the integrity of the brake line of the train is performed, while on freight trains, the driver’s assistant checks the brakes on the first 5 cars at the head of the train.
After testing the brakes, the driver is prohibited from leaving the locomotive cab and being distracted from observing the readings of the instruments that control the state of the brake network, except when connecting the electric heating cable of the passenger train. At the time of the absence of the driver in the cab, the assistant driver is obliged to monitor the instrument readings and control the state of the brake network of the train.
In order to comply with Chapter VIII of the Rules, if after testing the automatic brakes or a forced stop at the station, the passenger train stopped for more than 20 minutes, the freight train for more than 30 minutes, the station attendant is obliged to notify the employees of the train maintenance point or the train driver about the time of its departure. In the absence of employees of the carriage economy, a reduced testing of automatic brakes in a passenger train is carried out by a locomotive crew together with employees of a train crew, and technological testing of brakes is carried out in freight trains. Technological testing of the brakes is carried out by the action of the brakes of at least 5 cars in the head part of the train.
When the train leaves the station, the wagon inspector is obliged to check the condition of the brake equipment during movement along the entire length, paying particular attention to the running gear, brake hoses and the position of the handles of the end valves. In the event of a malfunction in the train, the wagon inspector is obliged to take all measures to stop the train, using radio communication, park communication, etc.
27. In trains of increased weight and length, to prevent rupture of automatic couplers after the release of automatic brakes on sections with a broken track profile, when forming trains at the Kinel station, switch on up to 25% of the car air distributors to the mountain mode from the head of a train of ordinary formation weighing more than 6 thousand tons and with a length of more than 350 axles, as well as from the head of the first train of the connected train weighing from 6 to 10.0 thousand tons.
28. When driving a freight train, simultaneously with the start of release of automatic brakes, brake the locomotive with an auxiliary brake crane in trains with a length of more than 100 axles up to 350 axles for 30-40 seconds, in trains with a length of more than 350 axles for 40-60 seconds, but not earlier than the release time of two tail brakes. wagons specified in the "Certificate on providing the train with brakes and their proper operation", with a pressure in the brake cylinders of the locomotive of 0.10 - 0.20 MPa (1.0 - 2.0 kgf / cm 2).
29. In trains with a train with a length of more than 300 axles, do not release the auto brakes at a speed of less than 20 km/h until the train comes to a complete stop.
In the case of driving a train of increased weight by locomotives connected by the CMET system, do not release the autobrakes at a speed of less than 30 km/h until the train comes to a complete stop.
When performing stepped braking with a total discharge of TM by 0.12 MPa (1.2 kgf / cm 2) or more, do not release the auto brake at a speed of less than 30 km / h until the train stops completely.
As an exception, when following a descent, where there is a speed limit of 25 km/h or less, the release of autobrakes should be performed with advance, 15-20 seconds in advance, braking the locomotive with an auxiliary brake.
