In what cases is an abbreviated test performed? Full and reduced testing of brakes in passenger trains

26.12.2021

During the reduced brake test, check:

The density of the brake line of the train at the II position of the driver's crane handle, for this, after turning off the compressors and reducing the pressure in the main tanks by 0.4-0.5 kgf / cm 2, the driver must measure the time of its further decrease by 0.5 kgf / cm 2 at train position of the control body of the driver's crane.

Density measurement in position II with a train of up to 10 wagons inclusive can be carried out in the following order:

After turning off the compressors upon reaching the maximum pressure in the main locomotive tanks and then reducing this pressure by 0.02-0.04 MPa (0.2-0.4 kgf / cm 2), the driver, together with the wagon inspector, measures the density.

If, after 2 minutes, the measured density of this composition corresponds to Table IV.1 of Regulation No. 151, then the driver stops measuring the density and the wagon inspector records the actual value of the pressure drop in the supply line for 120 seconds in the VU-45 certificate, then the brakes are tested. Example: (0.3 -120/IV -0.2-120)

Upon completion of the above operation, with the brake network fully charged, at the signal of the wagon inspector, check the operation of the automatic brakes. To do this, it is necessary to transfer the control body of the driver's crane from the train to the V position and reduce the pressure in the surge tank by 0.06-0.07 MPa (0.6-0.7 kgf / cm 2) with the subsequent transfer of the handle to the IV position, after whereupon the wagon inspector must check the operation of the brakes of the two tail wagons for braking and release. Having received an instruction from the tail group inspector to release the brakes, the driver releases the brakes.

The results of the reduced testing of the brakes are recorded by the ICP worker in the VU-45 certificate. When performing an abbreviated test of the brakes by an assistant driver - acting chief conductor, the data are entered by this employee.

6.5. A reduced test of the brakes in trains is carried out after a full test from a stationary installation or a locomotive, the inspectors of the cars and the driver are required to check:

Checking the free passage of compressed air to the tail car of the train and the integrity of the brake line of the train is carried out after the brake network of the train is fully charged by opening the last end valve of the tail car for 8-10 seconds.

The inspector of the cars of the head group and the driver, by actuating the automatic brakes of the locomotive, determined by the lighting of the “TM” lamp of signaling device No. 418, is convinced of the integrity of the TM.

With the train position of the control element of the driver’s crane, the driver, together with the inspector, checks the tightness of the train’s brake network after turning off the compressors upon reaching the maximum pressure in the main locomotive tanks and then reducing this pressure by 0.04-0.05 MPa (0.4-0. 5 kgf/cm2) with measurement of the time of further pressure reduction by 0.05 MPa (0.5 kgf/cm2).

At the end of the above operation, the charging pressure in the brake line of the tail car is measured. The pressure measurement of the train should be carried out after the brake line of the entire train is fully charged, after this operation, the ICP worker closes the release valve of the brake line of the last car and removes the measuring device from the sleeve of the brake line. The pressure reading in the TM of the tail car in the train position of the control element of the driver's crane should not differ by more than:

With a train length of up to 300 axles - no more than 0.3 kgf / cm 2 from the charger; - with a train length of more than 300 and up to 400 axles inclusive - no more than 0.5 kgf / cm 2 from the charging pressure;

With a train length of more than 400 axles - no more than 0.7 kgf / cm 2 from the charging pressure.

After checking the density of the brake network and measuring the pressure in the brake line of the last car of the train:

The driver produces a braking stage by setting the control element of the driver's crane to the V position with discharge through the surge tank by 0.05-0.06 MPa (0.5-0.6 kgf / cm 2) and transfers the control element of the driver's crane to the IV position with by checking the operation of the brakes of the 2 tail cars and by measuring the density of the brake network of the train at the IV position of the driver’s crane handle after turning off the compressors upon reaching the maximum pressure in the main locomotive tanks and then reducing this pressure by 0.04-0.05 MPa (0.4 -0.5 kgf / cm 2) with the measurement of the time of further pressure reduction by 0.05 MPa (0.5 kgf / cm 2). Upon completion of checking the operation of automatic brakes and measuring the density in the IV position of the driver's crane handle, the driver releases the brakes.

Car inspectors should check the release of the brakes of the 2 tail cars for the departure of the brake cylinder rod and the departure of the blocks from the wheels, measuring the brake release time for the 2 tail cars (if the length of the freight train is less than 100 axles, the brake release time is not measured).

At the end of this test, the driver is given a "Certificate on the provision of the train with brakes and their proper operation" as in a full test. Responsibility for the accuracy of the data of the VU-45 certificate is borne by the wagon inspectors, and in the absence of wagon inspectors, the persons who are entrusted with this duty.

When hitching a wagon or a group of wagons to an arriving train, the integrity and tightness of the brake line of the train are checked, as in the case of a full brake test in the second and fourth positions, and then a reduced brake test with a mandatory check of the operation of each hitched wagon with the measurement of the release time of the last two wagons, regardless of the number of axes of the composition.

Reduced testing of automatic brakes with checking the state of the brake line by the action of the brakes of two tail cars in trains to perform:

· after hitching the locomotive to the train, if a complete testing of the automatic brakes from the compressor unit or the locomotive was previously performed at the station;

· after the change of locomotive crews, when the locomotive is not uncoupled from the train;

after any separation of the hoses in the train or between the train and the locomotive, as well as after closing the end sleeve of the crane in the train;

in passenger trains after the train has stopped for more than 20 minutes, when the pressure in the GR drops below 5.5 atm, when changing control cabins or after transferring control to the driver of the second locomotive on the haul after the train has stopped due to the impossibility of further control from the head cabin;

· in freight trains, if during the stop of the train there was a spontaneous actuation of automatic brakes or a change in density by more than 20% of the standard VU-45 specified in the certificate;

in freight trains after parking for more than 30 minutes,

In passenger trains, an abbreviated test is performed first of the EPT, and then of the automatic brakes. Testing of EPT is carried out in a manner similar to their full testing by the action of the brakes of two tail cars.

When performing a short test on the signal “Brake”, the driver must give a signal and reduce the pressure in the surge tank by the value set for the full test. After checking the operation of the brakes of the two tail cars, the signal "Release the brakes" is given for braking. At this signal, the driver gives a whistle two short signals and releases the brakes I position of the crane handle. Hold the valve handle in position I in passenger trains until the pressure in the surge tank rises to 5.0 - 5.2 atm, in a freight train until the pressure in the surge tank is 0.5 higher than the charging one, followed by transferring the handle to the train position.

If a reduced test of the brakes in trains is carried out after a complete test from the compressor unit, the inspectors of the cars and the driver are obliged to check the tightness of the train brake network, the integrity of the TM before testing by opening the tail car valve (as in the case of a full test). In freight trains, the driver is obliged to check the tightness of the brake network of the train after the braking stage at the IV position of the driver’s crane handle, the inspector of the cars must check the charging pressure in the tail car line, if the length of the freight train is more than 100 axles, measure the release time of the automatic brakes of the two tail cars. At the end of this testing, the driver is given a VU-45 certificate, as in full testing.

5.28. Actions of the locomotive crew before the departure of the freight train after stopping at an intermediate station for more than 30 minutes

After stopping at an intermediate station for more than 30 minutes before departure at availability of regular inspectors the locomotive crew is obliged to carry out a reduced testing in the prescribed manner 5 wagons worked from the tail and head.

In the absence of regular inspectors, carry out the following checks:

Check the tightness of the brake network with the train position of the crane handle, which does not differ from the density specified in the VU-45 certificate, by more than 20% in the direction of decrease or increase;

make a braking stage by reducing the pressure in the surge tank by 0.6 - 0.7 atm and release the brakes . The assistant must check the effect of the brakes on braking and releasing on 10 brake cars at the head of the train.

If, when checking the tightness of the brake network, the driver detects a change in pressure by more than 20% of that indicated in the VU-45 certificate, reduced testing of auto brakes to the effect of the brakes of the last 2 cars.

* Complete testing of the brakes with a 10-minute exposure in a braked state for passenger train No. 102 is carried out according to Art. Rostov Chief.

The list of stations preceding hauls with long descents,

where a full test of auto brakes is carried out with 2 minute

slow holdpassenger train

Table number 9

* Full testing of automatic brakes should be carried out in the presence of a stop of a passenger train according to the schedule.

v Reduced testing of electro-pneumatic brakes in progress :

Ø at locomotive change points, the voltage in the EPT circuits is measured in the braking mode on the tail car without pressing the contact finger of the connecting sleeve, while the voltage should be over 30V followed by a note in the Help;

Ø at locomotive crew change points:

Ø when hitching wagons with checking the brake operation on each hitched wagon;

Ø when uncoupling wagons;

Ø after hitching the train locomotive to the train, if a full test of electro-pneumatic brakes from a stationary device or a locomotive was previously performed at the station.

Checking the integrity of the brake line in all trains is additionally performed:

v when changing locomotive crews, when the locomotive was not uncoupled from the train;

in case of trailering wagons;

v when changing the direction of the train and moving the locomotive to move the train in the opposite direction;

v violation of the integrity of the brake line of the train, except for the failure of the stop valve in the passenger train.

When changing the control cab or after transferring control to the driver of the second locomotive passenger or freight train on the haul, after stopping due to the impossibility of further control of its movement from the head cabin a short autobrake test is performed.

In case of uncoupling of the pusher locomotive from the tail of the train, with the combined brake line, a reduced brake test is performed with the involvement of the locomotive crew of the pusher locomotive without checking the integrity of the brake line.

v Technological testing of brakes in freight trains is carried out by the action of brakes in the head of the train:

Ø train weight up to 2000 tons - on the first fivewagons;

Ø train weight over 2000 tons - on the firstten wagons.

In order to reduce the loss of time to perform the specified check, the locomotive driver must receive information in advance via radio communication from the station attendant (train dispatcher) about the approximate time of train departure.

The countdown of the train parking time, after which it is required to conduct an abbreviated testing of the automatic brakes, is considered:

§ after full testing - from the moment of delivery of the Certificate ;

§ at intermediate stations when uncoupling or hitching wagons - from the last brake release.

At stations with a multi-park system, where the train does not arrive immediately at the reception park and it can stop in transit parks, in cases where these tracks and parks, in accordance with the technical and administrative act of the station, are not intended for the processing of trains by employees of the wagon economy when a freight train is parked more than 1800 seconds (30 minutes ) before sending it, technological testing of brakes is carried out .

In trains from cars of the passenger fleet, sent in the order of adjustment at intermediate stations, perform a reduced brake test . In the absence of employees of the wagon economy, a shortened test should be carried out by the locomotive crew for actuating and releasing the brakes of two tail cars.

INrafts of locomotives testing of automatic brakes at stations should be carried out in accordance with paragraph 142 and chapter IV. 3 appendices No. 2 of the Rules.

In freight trains temporarily put aside from traffic at one of the stations of the Bataysk - Novorossiysk section, and whose air distributors are transferred to the mountain mode, a complete testing of autobrakes should be carried out with a 2 minute exposure in the inhibited state.

If at the head of a freight train at the stations of formation or turnover, it is planned to hitch an additional locomotive to follow one or more hauls , testing of auto brakes should be carried out from a train locomotive following on a full leg with the issuance of a Certificate to this locomotive on the provision of the train with brakes and their proper operation (hereinafter referred to as the Certificate), followed by technological testing of auto brakes from an additional locomotive and a note on the testing on the reverse side of the Certificate.

When changing locomotive crews on hauls, as well as at sidings, passing points and stations where there are no wagon inspectors or workers , trained to perform automatic brake testing operations, a reduced brake testing is carried out in accordance with with paragraph 51 of Chapter IV.2 of Appendix No. 2 of the Rules. In this case, the train follows to the station for changing the locomotive or locomotive crews.

Ø To paragraph 134. In all cases, when testing autobrakes in freight trains, except in cases technological testing , check the integrity of the brake line of the train. In trains with a length of more than 100 axles, after checking the integrity of the brake line after 2 minutes, brake to check the release time of the brakes of 2 tail cars.

Ø To paragraph 142. In case of formation in one raft of locomotives of passenger and freight type calculation of brake pressure should be carried out with the calculation of providing the least brake pressure 33tf per 100t train weight. Control the brakes to produce, as in a passenger train.

In rafts of electric locomotives of the 2ES4K series, include cargo-type air distributors conv. No. 483. Control the brakes to produce, as in a freight train.

Ø To paragraph 146. Based on the results of a complete testing of the automatic brakes in the train, as well as after a shortened one, if a complete testing of the train brakes from a stationary installation or a locomotive was previously performed at the station, the wagon inspector (or an employee trained in performing brake testing operations) draws up a Certificate in carbon copy in two copies, and hands the original to the driver of the leading locomotive.

The Help must indicate data on the required calculated and actual pressing, the estimated number of parking (manual) brakes in the axles to hold freight, passenger-and-freight, passenger, mail-luggage and utility trains in place and the actual presence of serviceable (manual) brake axles in these trains, tail car number, the value of the output of the rod of the brake cylinder 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 where the inspectors meet when testing the brakes (when testing the brakes by three or more inspectors, the symbol “T” and the number of inspectors are put), data on the density of the brake line of the train, the value of the 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 autobrakes of the two tail cars, as well as data on the density of the brake line of the train 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.

Help states :

§ day, month, year, time of delivery, station stamp, track number;

§ series and number of the locomotive, train number, destination station;

§ weight of the train, length in axles, required and actual pressing of the brake shoes in ton-forces;

§ the estimated number of parking (manual) brakes in the axles to hold freight, passenger-and-freight and mail-luggage trains in place and the actual presence of serviceable (manual) brake axles; when counting hand brakes in passenger trains, indicate their actual presence in the train;

§ data on the density of the brake line of the train in the train position of the control element of the driver's crane, and in trains with more than 100 axles, and in a position that ensures that the specified pressure in the brake line is maintained after braking (data is entered by the employee of the wagon department who checked the operation of the automatic brakes; in other cases , if there was no change in the composition of the train, the result of checking the tightness of the brake line when testing the brakes is entered into the Certificate by the driver with subsequent signature);

§ tail car number and brake cylinder rod outlet (TTsPV), (TTsPVTR);

§ percentage of wagons in the train equipped with composite brake pads ( K - 100%, K - 75%, K - 50%);

§ the value of the charging pressure of the brake line as indicated by the locomotive pressure gauge (DTML);

§ the value of the charge pressure in the brake line of the tail car of a freight train (DPV), and in the certificate for freight trains with a length of more than 100 axles, the release time of the autobrakes of two tail cars (OPV2KhV);

§ the presence of passenger cars and locomotives in the freight train (P);

§ for a passenger train, the presence of an electro-pneumatic brake (EPT), (EPP), (RIC);

§ the value of the load current in the overlapping position (I ept \u003d ... A) in the presence of a duplicate power supply of the electro-pneumatic brake (the data is entered into the Certificate by the driver with a subsequent signature);

§ when testing the brakes with a holding time of 600 seconds (10 minutes)

§ before long descents, put a mark in the certificate (B - 10);

§ the number of the meeting car (B page) of the car inspectors during the full testing of the brakes, the surname and signature of the inspector who tested the brakes from the tail of the train. When testing the brakes three or more inspectors, put the symbol "T" and the number of inspectors;

§ the number of disabled axles in the train;

if a complete test of the brakes of the train from a stationary installation was previously performed at the station, then in the upper right corner of the Certificate put marks - UZOT-RM (ASDT). The locomotive driver upon receipt of the Certificate is obliged in this case to check the presence of this mark.

After receiving the Certificate, the driver and assistant driver mustcheck the number of the tail car indicated in the Certificate and in the full-scale sheet of the train, as well as check the correctness of its filling and calculation of the brake pressure.

When departing from an intermediate station of a train previously set aside from traffic, the train follows to the station for changing the locomotive or locomotive crews, where a complete testing of the automatic brakes is carried out.

When filling out the Certificate and calculating the required brake pressure per 100 tf of train weight, tenths of tons should be rounded up to an integer value upwards, and when calculating the actual brake pressure, tenths of tons should be rounded up to an integer value downwards.

On the reverse side of the Certificate, additionally indicate that the locomotive is equipped with a technical first aid kit . The mark is made by the wagon inspector (or an employee trained in performing automatic brake testing operations) and certifies with the driver's signature.

When performing a complete testing of the brakes of a passenger train consisting of cars with disc and shoe brakes, in the column “Other data” of the Certificate, the wagon inspector or an employee trained in performing brake testing operations indicates the percentage of composite shoes and the number of cars equipped with disc brakes.

In the event that during the full testing of automatic brakes, the calculated actual pressure per 100 tf of train weight turns out to be less than the calculated required one, recalculate the required pressure with a note in the Certificate.

It is allowed not to indicate the destination station of the train in the Certificate.

When sending wagons of a non-working fleet, indicate in the Certificate the name of the uncoupling station.

When fully testing the auto brakes at the stations, previous hauls with long descents (in accordance with the lists of these orders), a mark on the completion of a complete test should be made on reverse side of the Certificate with the signatures of the workers who conducted the testing .

To chapter IX. Brake control

Ø To paragraph 152. Checking the operation of the brakes of the single following locomotive should be performed on sections of station tracks or the first stage, having a platform or a slope of up to 0.006, at a speed of 50 km/h, and a decrease in speed by 10 km / h should occur at a distance no more than 250 meters . As an exception, it is allowed to perform a test on slopes up to 0.018, while a decrease in speed by 10 km / h should occur at a distance of no more than 350 meters.

Check the operation of electro-pneumatic brakes along the train route after full or reduced testing electropneumatic brakes.

Places for checking the operation of automatic brakes before entering the dead-end tracks of stations, as well as in front of stations where a 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, are established in local orders (orders) of the heads of structural divisions.

Ø To paragraph 153. Checking the operation of the electric brake (if any) to be carried out when the train leaves the station after the change of locomotive crews on a track section with a platform or a slope of up to 0.006, by collecting a braking scheme until the braking effect appears.

When the brakes are fully tested, the technical condition of the brake equipment of all cars is checked.
Full testing of automatic brakes is carried out from a stationary compressor unit or a locomotive. When testing automatic brakes in a train, the brakes are controlled from the locomotive by the driver, and from the stationary compressor unit - by the wagon inspector or operator. The operation of the brakes in the train and the correctness of their inclusion are checked by the inspectors of the cars. At intermediate stations or sidings where there are no full-time wagon inspectors, a complete testing of automatic brakes in trains is carried out by inspectors sent from the nearest PTO, or workers specially allocated for this purpose by order of the head of the road.
Full testing of automatic brakes in trains is carried out:

at the stations of the formation before the departure of the train;
after changing the locomotive;
at stations separating adjacent guaranteed sections of freight trains during maintenance of the train without changing the locomotive;
before the issuance of a multi-unit train from the depot or after it has settled without a brigade at the station;
at stations preceding hauls with long descents, where the stop of the train is provided for by the traffic schedule (before long descents of 0.018 and steeper, full testing is carried out with a ten-minute exposure in a braked state).

Full testing of electro-pneumatic brakes is carried out at stations for the formation and circulation of passenger trains from stationary devices or a train locomotive.

Full testing of auto brakes of passenger trains. Before carrying out a full test of the brakes, check the integrity of the brake line of the train and make sure that compressed air passes through it. To do this, the inspector of the tail group cars is obliged to notify the driver about the beginning of the check and open the end valve of the tail car. After the emergency braking accelerators of the car air distributors are activated, close the end valve. When the locomotive's automatic brakes are activated, the driver must stretch the speedometer tape and perform a braking step of 0.5 - 0.6 kgf / cm2. At the end of the release of air from the brake line through the driver's crane, release the automatic brakes and charge the brake network of the train. The driver must report the result of the check to the inspector of the cars of the head group.
To check the density of the brake network begin after charging it to the set pressure. To check, it is necessary to close the combined valve and after 20 seconds measure the rate of pressure reduction in the brake line, which should be no more than 0.2 kgf / cm2 per minute.
Check the operation of the electro-pneumatic brakes, Turn on the power supply - the signal lamp "O" should light up. At the signal of the wagon inspector, perform the braking stage by setting the driver’s crane handle to position VA until the pressure in the brake cylinders of the locomotive reaches 1.0-1.5 kgf / cm2, and then move the crane handle to position IV. In the braking mode, the voltage of the power source must be at least 40 V, and the “T” lamp on the indicator light must light up. When the faucet handle is moved to the shut off position, this lamp should go out, and the “P” lamp should light up. Inspectors are required to check the operation of the electro-pneumatic brakes throughout the train.
At the signal of the inspector to release the brakes, the driver must turn off the power to the electro-pneumatic brakes, leaving the driver's crane handle in the overlap position. After 15 seconds, turn on the EPT electric power toggle switch.
The wagon inspectors must check the release of the brakes of all wagons and inform the driver about the end of the check. The driver is obliged to transfer the handle of the driver's crane to the train position, charge the brake network of the train and turn off the power source of the EPT.
After the EPT is fully tested and the brake network is fully charged, the operation of the automatic brakes is checked. To check the automatic brakes for sensitivity to braking, perform a braking step of 0.5 - 0.6 kgf / cm2, followed by transferring the driver's crane handle to the power shut off position. Not earlier than 2 minutes after braking, the inspectors must check the operation of the brakes for each car by the output of the brake cylinder rod and the pressing of the blocks to the wheels.
At the end of the braking action test, release the brakes by moving the driver's crane handle to the train position. Car inspectors should check the release of the brakes for each car for the departure of the brake cylinder rod and the departure of the blocks from the wheels.

Full testing of auto brakes of freight and cargo-passenger trains.

Before starting a full testing of autobrakes, the integrity of the brake line of the train is checked. To do this, at the command of the inspector of the cars of the head group, the second inspector opens the last end valve of the tail car and closes it after 8-10 seconds. After the locomotive's automatic brakes are activated, the driver is obliged to stretch the speedometer tape, after which, after at least 2 minutes, perform a braking step of 0.5 - 0.6 kgf / cm2, followed by transferring the driver's crane handle to position IV and report the result of the check to the inspector of the cars of the head group . Upon completion of the test in trains up to 100 axles, release the brakes by increasing the pressure in the surge tank by 0.5 kgf / cm2 above the charging pressure by setting the valve handle to position I, followed by transferring the handle to the train position. In trains with a length of more than 100 axles, the release of the brakes is carried out in the same manner, but at the signal of the inspector of the cars, who is obliged to measure the release time of the brakes of the last two cars in the train.
After charging the brake network of the train to the set pressure, the driver and the inspector of the cars must check the tightness of the brake network. To do this, after turning off the compressors and reducing the pressure in the main tanks of the locomotive by 0.5 kgf/cm2, the time of further decrease in pressure in the main tanks by 0.5 kgf/cm2 is measured. This time must not be less than that indicated in the table at a charging pressure in the brake line of 5.0 - 5.2 kgf/cm2. If the charging pressure in the brake line is 5.3 - 5.5 kgf / cm2, then the indicated time standards should be reduced by 10%, and if the charging pressure is 5.6 - 5.8 kgf / cm2 - reduced by 20%.

Time to reduce pressure by 0.5 kgf/cm2 in the main tanks
when checking the density of the brake network of the train

In all freight trains, the wagon inspector is obliged to measure the charge pressure in the tail car line and make sure that the charge pressure is not less than that specified in the following table.

Minimum pressure in the line of the tail car of a freight train

Then, the sensitivity of the air distributors to braking is checked: at the signal of the inspector of the cars, the driver sets the driver’s valve handle to the fifth position and reduces the pressure in the surge tank by 0.6 - 0.7 kgf / cm2, followed by transferring it to position IV. After 2 min. after braking, the inspectors check the operation of the brakes for each car by the output of the brake cylinder rod and the pressing of the shoes to the wheels. The locomotive driver at this time once again (at the IV position of the driver’s crane handle) checks the density of the brake network, which should not differ from the density at the train position of the driver’s crane handle by more than 10% downwards.

At the signal of the wagon inspector, release the automatic brakes: in trains with up to 350 axles, the driver moves the crane handle to the train position; in trains with a length of more than 350 axles, the driver’s crane handle is set to the first position and the pressure in the surge tank is increased by 0.5–0.6 kgf/cm2 more than the charging one, and then transferred to the train position. Car inspectors should check the release of the brakes for each car in the train for the brake cylinder rod moving and the shoes moving away from the wheels. If wagons with an unreleased brake are identified, it is not allowed to release them manually until the reasons for non-release are clarified. Identified faulty air distributors must be replaced with serviceable ones. After that, the operation of the brakes is again checked for cars with replaced air distributors.
At the end of testing, the driver is given a certificate of form VU-45 on providing the train with brakes.
Full testing of automatic brakes before long descents with a slope of 0.018 or more is carried out with holding in a braked state for 10 minutes. During this time, no air distributor should spontaneously release.

The procedure for carrying out a complete testing of autobrakes in a freight train by one inspector.

After hitching the locomotive to the train and charging the brake line, the wagon inspector, together with the driver, checks the density of the train brake line. Then, at the command of the wagon inspector, the driver performs the braking stage set for a complete test of the brakes, and the inspector walks along the train from head to tail to check the operation of the automatic brakes. The driver at this time is obliged to check the tightness of the brake line at the IV position of the driver's crane handle.
Having reached the tail of the train, the wagon inspector gives the signal to release the brakes. After releasing the brakes and recharging the brake network of the train, the wagon inspector measures the pressure in the brake line of the tail car. Observing precautionary measures, the inspector opens the end valve of the tail car for 8 - 10 seconds in a freight or passenger train, and in a passenger train until the emergency braking accelerators of the air distributors are activated.
The wagon inspector must measure and record in the VU-45 certificate the output of the brake cylinder rod, the number of the tail car and the charge pressure in the brake line of the last car (in freight trains).
When the locomotive brakes are activated, which is determined by the ignition of the “TM” lamp of the brake line break signaling device with sensor No. 418, the pressure drop in the brake line or the specific noise of the driver’s crane supplying the brake line leak, the driver must stretch the speed measuring tape, after which, after at least 2 minutes. (in freight and freight-passenger trains) perform a braking stage by reducing the pressure in the surge tank by 0.5 - 0.6 kgf / cm2 and, after the end of the release of air from the brake line through the driver's crane, release and charge the brake network of the train. In a train with a length of more than 100 axles, the wagon inspector is obliged to measure the longest brake release time of the last two wagons in the train. In the absence of radio communication, the car inspector measures the time from the moment the end valve of the tail car is opened to the start of the departure of the brake cylinder rods and the departure of the brake shoes from the wheel tread. The locomotive driver measures the time from the moment the locomotive autobrakes are activated, determined by the lighting of the “TM” lamp of signaling device No. 418, until the moment the driver’s crane handle is set to the first position. The driver reports this time to the wagon inspector, who subtracts it from the time measured at the tail of the train, and enters the result into the VU-45 form in the certificate (this procedure for measuring the brake release time of the tail wagons in the absence of radio communication is established on the Oktyabrskaya road). In a train with up to 100 axles (inclusive), after the release of the brakes of the last car, the wagon inspector does not measure the time of release of the tail cars, but immediately goes to the head of the train, identifying the brakes that have not been released.
After completing the full testing of the brakes, the wagon inspector hands the locomotive driver a certificate of the VU-45 brakes.

Complete testing of brakes in an electric train is performed by the locomotive brigade, and when leaving the planned types of repairs (except TO-2) together with the foreman or foreman of the depot automatic department.
A complete brake test is carried out:

after repair or maintenance;
after standing without a crew at the station or in the depot for more than 12 hours;
after hitching the wagons to the train.

After each complete testing of the brakes, an entry is made in the technical condition log of form TU-152 indicating:

numbers and series of MVS;
date and time of the complete brake test;
pressure limits in the main tanks maintained by the pressure regulator;
pressure in the brake line at the train position of the driver's crane handle;
the amount of air leakage from the brake network of the train;
surname and signature of the driver and assistant driver, and after repair or maintenance (except for TO-1) of the master and driver.

Performing a full test of the brakes begins with checking the correct position of the valve handles on the supply and brake lines. Then check the operation of the pressure regulator. The pressure in the main tanks must be maintained within 8.0 - 6.5 kgf/cm2 with a deviation of no more than 0.2 kgf/cm2.
After charging the brake and feed lines, check their tightness. To do this, on the electric train with the driver's crane, condition No. 395, close the disconnect valves on the brake and supply lines, and with the valve, condition No. 334E, close the disconnect valve on the supply line. The decrease in pressure observed on the pressure gauge should be:

in the brake line with normal charging pressure by no more than 0.2 kgf/cm2 for one minute;
in the feed network from 7.0 to 6.8 kgf/cm2 in 3 minutes or from 7.0 to 6.5 kgf/cm2 in 7.5 minutes.

Before the checks, the electric train must be secured against departure. At the next stage, the density of the surge tank of the driver's crane is checked.
First, check the operation of the EPT. After charging the brake line, turn off the control generator (phase splitter) and turn on the searchlight, signals and other consumers of electricity. When the brake switch handle is pressed in the working and non-working control cabins and the whole negative wire, the control lamp “K” should light up. The voltage in the circuit according to the voltmeter should be in the range of 45 - 50 V.
Then move the driver's crane handle, condition No. 334E, to position IV, No. 395E, to position VA. The braking signal lamp “T” should light up and at tap No. 334E the shut-off valve should operate, and at tap No. 395, the “SK” on EPC cond. No. 150I will briefly turn off without triggering the hitchhiking. In this case, it is allowed to release compressed air from the brake line through valve No. 395 and reduce the pressure in it by no more than 0.5 kgf / cm2.
When the brake cylinder is filled to full pressure, move the driver's valve handle to the shut-off position without supplying brake line leaks. The assistant driver passes along the train and checks the operation of the brakes for each car by the output of the brake cylinder rod and the pressing of the pads to the wheels.
At the signal of the assistant, the driver turns off the brake switch on trains up to No. 1028, and on the remaining trains, the EPT is turned off with the power toggle switch. The driver's assistant controls the release of the brakes by the lamp of the release signaling device and the departure of the brake pads from the wheels of each car.
At the second stage, the operation of the automatic brake is checked. Before checking, turn off the EPT. From the set charging pressure, the sensitivity of the autobrakes to braking is checked. To do this, it is necessary to perform the first stage of braking with a decrease in pressure in the surge tank by 0.5 - 0.6 kgf/cm2. After reducing the pressure in the surge tank by the required value, turn the handle of valve No. 334E to position III, and valve No. 395E - to position IV. After 5 min. the assistant driver checks the operation of the brakes for each car by the output of the brake cylinder rod and the pressing of the shoes to the wheels.
At the command of the assistant driver “Release the brakes”, the driver moves the handle of crane No. 334E to position IIA, and crane No. 395 to position II. After the release of the brake of the last car, the assistant driver checks the departure of the pads from the wheels and the departure of the brake cylinder rod for each car in the train.
From the opposite control cabin, the locomotive crew must check the operation of the automatic and electro-pneumatic brakes as in the reduced brake test.

Reduced brake test

Reduced testing of autobrakes is carried out in order to check the air flow through the brake line from the locomotive to the tail car.
Reduced testing is performed:

after hitching the train locomotive to the train, if the full testing of the automatic brakes was previously performed from the compressor unit or another locomotive;
after the change of locomotive crews, when the locomotive is not uncoupled from the train;
after any disconnection of the hoses in the train or between the train and the locomotive (except for the uncoupling of the pushing locomotive included in the brake line), the connection of the hoses due to the hitching of the rolling stock, as well as after closing the end valve in the train;
in passenger trains after the train has stopped for more than 20 minutes, when the pressure in the main tanks drops below 5.5 kgf/cm2, when changing the control cabin or after transferring control to the driver of the second locomotive on the haul after the train has stopped;
in freight trains, if the automatic brakes were activated during the train stop, the density of the brake line changed by more than 20% of the VU-45 form specified in the certificate, after the train stopped for more than 30 minutes.

When performing a short test of the brakes, at the signal of the inspector of the cars, the driver discharges the brake line by the value of the braking step, as in the case of a full test, and sets the driver’s crane handle to position IV. The inspector checks the operation of the brakes of the two tail cars by the output of the brake cylinder rod and the pressing of the brake shoes to the wheels. At the inspector’s signal “Release the brakes”, the driver releases the brakes by setting the driver’s crane handle to the first position. In passenger trains, the driver's crane handle is kept in this position until the pressure in the surge tank is 5.0 - 5.2 kgf / cm2, and in freight and passenger trains up to a pressure in the surge tank 0.5 kgf / cm2 higher than the charging one. After that, the driver's crane handle is transferred to the train position. The wagon inspector checks the release of the brakes of the two tail wagons for the departure of the brake cylinder rod and the departure of the brake shoes from the wheels. In the case of hitching a group of wagons to the tail of the train, the inspector checks the operation of the brakes of each hitched wagon.
At stations where the positions of wagon inspectors are not provided, workers trained in performing automatic brake testing operations are involved in the reduced testing (the list of positions is established by the head of the road).
After performing a short test of the brakes, the wagon inspector is obliged to make a note in the VU-45 form certificate about its completion, and the driver enters data on the density of the brake network in the certificate.
If a reduced test of the brakes in the train is carried out after a complete test from the compressor unit, then the inspectors of the cars are required to check the tightness of the brake network of the train at the second and fourth positions of the driver’s valve handle, the integrity of the brake line, measure the charging pressure in the line of the tail car, and at the length of the freight car trains with more than 100 axles determine the longest release time for the autobrakes of two tail cars. At the end of testing, the driver is given a certificate of form VU-45, as in full testing.
Reduced testing of electro-pneumatic brakes are carried out at the points of change of locomotives and locomotive crews according to the action of the brakes of two tail cars and when hitching cars with checking the operation of the brakes for each hitched car. In passenger trains, a reduced test of electro-pneumatic brakes is carried out first, and then automatic brakes. Reduced testing of EPTs is carried out in the same manner as their full testing from a locomotive. The release of the brakes is carried out for a short time, for 1 - 2 seconds, by moving the driver's crane handle to the first position, followed by moving its train position. The operation of the brakes and their release are controlled by the indicator lamps in the cab of the locomotive, as well as by the pressing and moving away of the brake shoes from the wheels of the two tail cars.
It is prohibited to send a train to a haul without performing a short brake test or with inoperative brakes on the two tail cars.
Reduced testing of the brakes of the motor car trains
Reduced testing of auto brakes with checking the condition of the brake line by the action of the brake of the tail car is carried out:

after any disconnection of the hoses or closing of the end valves in the train;
after the train has stopped for more than 20 minutes or the pressure in the main tanks drops below 4.5 kgf/cm2.

Reduced testing of electro-pneumatic brakes is carried out:

after changing the control cabin;
after the change of locomotive crews;
after any disconnection of the electrical circuit of the EPT.

Reduced testing of automatic and electro-pneumatic brakes is also carried out after the train has stopped without a locomotive crew for a time less than that established by the order of the head of the road (on the Oktyabrskaya railway, this time is 12 hours).
Starting a reduced brake test, the locomotive crew must charge the brake line to charging pressure and check the operation of the EPT first, and then the automatic brakes by the tail car brake.
To do this, turn on the EPT in the working cabin and, at the signal of the assistant driver, perform a braking stage until the pressure in the brake cylinder of the head car increases by 1.0 - 1.5 kgf / cm2. The driver's assistant is obliged to check the operation of the tail car brake by the pressure gauge of the brake cylinder and by the output of the brake cylinder rod and the pressing of the brake shoes to the wheels, and then give a signal to release the brakes. The driver, on this signal, moves the driver's crane handle to position I, then the handle of crane No. 334 E to position IIA, crane No. 395 to position II. The assistant driver must check the release of the brake of the tail car on the pressure gauge in the non-working cabin. If the test result is positive, the driver turns off the EPT and checks the operation of the automatic brakes by reducing the pressure in the surge tank by 0.5 - 0.6 kgf / cm2. The driver's assistant gives a signal to release the brakes after checking the operation of the brake of the tail car. On this signal, the driver moves the driver's crane handle to position I, then the handle of crane No. 334E to position IIA, crane No. 395 to position II.
The driver controls the operation of the brakes on the pressure gauge of the brake cylinder and signal lamps in the working cab.
If the brakes of the tail car do not work during the reduced test, then the employee who checks the brakes of this car is obliged to prevent the train from leaving. Responsibility for the correct performance of the reduced brake test in multi-unit trains lies with the driver and assistant driver.

Checking auto brakes in freight trains

Testing of automatic brakes of freight trains according to the action of the brakes of the head group of cars is carried out:

after a freight train has stopped for more than 30 minutes;
transferring control to the driver of the second locomotive or changing the cabin on the haul after a stop;
when the pressure in the main tanks drops below 5.5 kgf/cm2;
when hitching an additional locomotive to the head of a freight train to follow one or more hauls and after uncoupling this locomotive.

Such testing of automatic brakes in freight trains is carried out at hauls, as well as at stations and sidings where there are no wagon inspectors or workers trained in performing automatic brake testing operations. Before testing the automatic brakes, the driver must make sure that the density of the train's brake network at the second position of the driver's crane handle does not differ from the density indicated in the VU-45 certificate by more than 20%. Then, at the command of the assistant, the driver must discharge the brake line by the amount of the braking step, as in full testing, and set the driver's crane handle to position IV. The assistant driver checks the operation of the brakes for each car of the head group (the number of cars in the head part of the train is set by the head of the road) and gives the command "Release the brakes". After releasing the brakes with the first position of the driver's crane handle, the assistant returns to the cab and reports to the driver about the results of the check.
If there is a pushing locomotive at the tail of the freight train, the brake line of which is included in the common train line, and the radio communication is working properly, then the density of the brake network is not checked and the brakes are not tested. Before the departure of the train, the driver of the pushing locomotive is obliged to communicate by radio the pressure in the brake line to the driver of the head locomotive.

Reduced testing of autobrakes is carried out in order to check the air flow through the brake line from the locomotive to the tail car.

Reduced testing is performed:

 after hitching the train locomotive to the train, if the full testing of the automatic brakes was previously performed from the compressor unit or another locomotive;

 after the change of locomotive crews, when the locomotive is not uncoupled from the train;

 after any disconnection of the hoses in the train or between the train and the locomotive (except for the uncoupling of the pushing locomotive included in the brake line), the connection of the hoses due to the trailering of the rolling stock, as well as after closing the end valve in the train;

 in passenger trains after the train has stopped for more than 20 minutes, when the pressure in the main tanks drops below 5.5 kgf/cm 2 , when changing the control cabin or after transferring control to the driver of the second locomotive on the haul after the train has stopped;

 in freight trains, if the automatic brakes were activated when the train was stopped, the density of the brake line changed by more than 20% of the form indicated in the certificate VU-45, after the train has stopped for more than 30 minutes.

At stations where the positions of wagon inspectors are not provided, workers trained in performing automatic brake testing operations are involved in the reduced testing (the list of positions is established by the head of the road).

After performing a shortened test of the brakes, the wagon inspector is obliged to make a note in the certificate of the form VU-45 about its implementation, and the driver enters into the certificate data on the density of the brake network.

If a reduced test of the brakes in the train is carried out after a complete test from the compressor unit, then the inspectors of the cars are required to check the tightness of the brake network of the train at the second and fourth positions of the driver’s valve handle, the integrity of the brake line, measure the charging pressure in the line of the tail car, and at the length of the freight car trains with more than 100 axles determine the longest release time for the autobrakes of two tail cars. At the end of testing, the driver is given a form certificate VU-45 as in full testing.

Reduced testing of electro-pneumatic brakes is carried out at the points of change of locomotives and locomotive crews by the action of the brakes of two tail cars and when hitching cars with checking the brakes for each hitched car. In passenger trains, a reduced test of electro-pneumatic brakes is carried out first, and then automatic brakes. Reduced sampling EPT produced in a manner similar to their complete testing from the locomotive. The release of the brakes is carried out for a short time, for 1 - 2 seconds, by moving the driver's crane handle to the first position, followed by moving its train position. The operation of the brakes and their release are controlled by the indicator lamps in the cab of the locomotive, as well as by the pressing and moving away of the brake shoes from the wheels of the two tail cars.

It is prohibited to send a train to a haul without performing a short brake test or with inoperative brakes on the two tail cars.