Maintenance and control of brakes on locomotive-hauled trains. IV order of changing control cabins on locomotives and switching brake equipment Control of brakes in passenger trains

To regulate the speed of the train and stop it, three main types of braking are used using the train's pneumatic brakes: step, full service and emergency. The pressure reduction is assessed by the pressure in the equalization tank and monitored using a brake line pressure gauge. A necessary condition for all types of braking is to turn off the locomotive controller. In addition to pneumatic braking, electric (rheostatic and regenerative) braking is used to regulate the speed and stop the train if it is available on the traction rolling stock.

Step braking. After turning off the controller, the driver reduces the pressure in the equalization tank and brake line of passenger and electric trains by 0.3-0.5 kgf/cm2, and in long-unit and double trains, more than half of the cars of which are equipped with high-speed triple valves, by 0.7 -0.8 kgf/cm2. In freight trains, 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 road with a descent of up to 8%0, when following a green traffic light or on a free stretch, 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 the auto brakes).

In winter, at low temperatures and snowfalls, the first stage of braking should be carried out by reducing the pressure in loaded freight trains by 0.8-0.9 kgf/cm2, in empty ones by 0.6-0.7 kgf/cm2, in normal-length passenger trains by 0 .5-0.6 kgf/cm2. The braking of a freight train is increased in steps of 0.5-1.0 kgf/cm2.

With electro-pneumatic brakes, the first stage of service braking is performed by moving the driver's crane handle to the brake 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 performed as necessary until the service braking is complete.

The reduction 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 driving the train on the section. Based on these conditions, the driver has the right to choose to reduce the pressure in the line when braking, but not less than that specified above. The best smoothness of train braking is ensured by discharging the brake line in one step at the beginning of braking by the amount of the first stage.

When the pressure in the brake line is reduced by the required value according to the pressure gauge, the operator’s valve handle is moved to the overlap position and maintained in it 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, the second stage is applied, and, if required, subsequent stages. For passenger and freight trains of all types, subsequent braking stages are performed by reducing the pressure in the line by 0.3-1.0 kgf/cm2, depending on the need and conditions of 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 to prevent skidding locomotive

As an example in Fig. 25 and 26 show the curves of pressure in the brake line and speed recorded on the speedometer tape for trains of different masses driven by different traction rolling stock along tracks of different profiles. As you know, the pressure curve in the brake line on the speed gauge tape is shifted 20 mm to the right relative to the speed curve.

In unfavorable winter conditions on steep, long descents with snowfalls and snow drifts, the first stage of braking at the beginning of the descent in freight trains should be performed by reducing the pressure in the brake line by 1.0-1.2 kgf/cm2 and, if necessary, increasing the pressure reduction corresponding full service braking. With frost and ice, when the adhesion force

wheels with rails decreases, it is necessary to activate the sandbox 50-100 m before the start of braking and supply sand to the rails until the train stops or the braking ends. The first stage of braking is performed in advance, until the speed reaches the maximum set value on the descent. This is necessary because after braking begins, the speed may increase for some time until the brakes come into effect. If the first stage of braking turns out to be insufficient, the second and subsequent stages are used in order not to exceed the maximum permissible speed when moving on a slope or to ensure that the train stops at the designated place. The driver selects the braking mode depending on the track profile and the actual effectiveness of the brakes on the train; It should be remembered that exhaustion of the brakes, which is characterized by pressure in the line 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, should not 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 step braking is carried out. To do this, the driver reduces the pressure in the equalization 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 first activated and sand is supplied under the wheels.

Full service braking (Fig. 27) is used mainly when it is necessary to stop the train or in cases where step braking does not provide the required reduction in train speed.

If it is necessary to apply full service braking when driving on steep slopes, the brake line must not be discharged to a pressure less than 3.8 kgf/cm2. If such a situation arises when the pressure in the brake line is below 3.8 kgf/cm2, it is necessary to stop the train, activate the auxiliary brake of the locomotive, then release the automatic brakes and charge the brake network while parked before moving.

With electro-pneumatic brakes, the driver performs full braking in one step by moving the handle of driver's tap No. 334E to position IV, and taps No. 328 and 395 to position V3 to activate the electro-pneumatic brakes without discharging the line until pressure is created in the brake cylinders of the traction rolling stock 3, 8-4.0 kgf/cm2; after this, the crane handle must be moved to the overlap position.

Emergency braking. It is used on all trains and on any track profile in cases where further movement is in danger and the train needs to be stopped. Perform this braking

movement, 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 combination crane to the emergency braking position, the driver must activate the sandbox and auxiliary brake of the locomotive and turn off the traction motors. To ensure the greatest braking efficiency, the driver's or combination crane handle must be left in the emergency braking position, and the auxiliary brake valve handle in the extreme braking position until the train comes to a complete stop. The processes occurring during emergency braking are illustrated with curves.

Emergency braking can also be caused by the opening of the brake valve, breakage or disconnection of the connecting hoses of the brake line, as well as the activation of the auto-stop. In these cases, it is necessary to immediately apply emergency braking using the driver's crane, and then turn off the traction motors, activate the sandbox and auxiliary brake of the locomotive.

Release the brakes. Depending on traffic conditions, full or stepped vacation may be applied. The driver performs a complete release of the brakes to stop braking. Having set the handle of the driver's crane in position, maintain 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 is reached in the surge tank; then move the driver's crane handle to the train position.

A complete release can be carried out without increasing the pressure in the train's brake network above or exceeding the established charging pressure. For example, in freight trains with a charging pressure in the brake line of 5.3-5.5 kgf/cm2, when the brakes are fully released after service braking, it is necessary to hold the driver's valve handle in position I until the pressure in the equalization tank reaches 5.8-6, 0 kgf/cm2. After reducing the pressure to normal charging, if necessary, it is increased again.

The driver releases the automatic brakes on a freight train after emergency braking by moving the handle of the driver's crane to position I and holding 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 holds the valve handle in position I until the pressure in the surge tank reaches 5.0-5.2 kgf/cm2, and after emergency braking - 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.

Complete release of electro-pneumatic brakes in one step is performed by moving the driver's crane handle to position I, holding it in this position until the pressure in the equalization tank increases 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 driver's crane handle being moved from position I to the train position; he continues for some time, and longer in the tail part of the train than in the head part. This should be kept in mind if, after braking and stopping the train, it needs to 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 car air distributors. If this is not done, when the train starts moving with the brakes not released, significant dynamic forces will arise,

capable of leading to rupture of car frames and automatic coupling devices. 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 s to 3 minutes for passenger trains and from 1.5 to 6 minutes for freight trains. For long-component 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 the brakes not fully released, the force of resistance to movement increases significantly, the starting process becomes more complicated, current loads and consumption of fuel and energy resources increase.

Stepped brake release is used to regulate braking force and maintain speed within certain limits when driving downhill with the brakes on. To do this, the pressure in the brake line is slightly increased, but the braking effect does not disappear, but decreases somewhat. To perform a step release, the driver moves the handle of the driver's tap to position II and holds it until the pressure in the equalization tank increases by at least 0.3 kgf/cm2 at each release step.

When releasing electro-pneumatic brakes in stages, the pressure in the brake line does not increase; The braking force is partially regulated by releasing air from the brake cylinders using electric air distributor valves. To release electro-pneumatic brakes in stages, the driver of a passenger or multiple unit train briefly moves the handle of the driver's crane from the ceiling position to the train position and again to the ceiling position; The last stage of release is performed by keeping the driver's tap handles in position I until the pressure in the surge tank rises to 5.2-5.4 kgf/cm2.

Using the locomotive's auxiliary brake. To make the movement process smoother, the locomotive's auxiliary brake is used, both in conjunction with the train brakes and independently. At the same time, in order to avoid a sharp deceleration of the locomotive and the occurrence of large longitudinal-dynamic forces in the train at speeds of 50 km/h or less, it is necessary to brake with the auxiliary brake valve in steps, except in the case of an emergency stop. When actuating the auxiliary brake of passenger and freight locomotives, systematic effective braking with an increase in pressure in the brake cylinders at one time to more than 1.5 kgf/cm2 should be avoided. If, according to the conditions of driving a train, service braking with an auxiliary brake with a pressure in the brake cylinders of more than 1.5 kgf/cm2 is necessary, then it is performed with ridge brake pads in a second stage after holding the pressure in the cylinders to 1.5 kgf/cm2 for 0. 5-1.0 min.

Ensuring safety requirements. Strict compliance with traffic safety rules should be one of the main provisions of national train driving regimes, especially in braking mode.

marriage. When approaching stations with prohibitory signals and speed reduction signals, the driver is obliged to apply the 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 column, and proceed with the speed reduction signal and the warning area at the established speed. If the train is moving to a planned stop, braking should begin in the first stage and, after reducing the speed by 25-50% of the initial speed, increase the braking if necessary. When a freight train is traveling at a speed of more than 80 km/h and a yellow light appears on the locomotive traffic light, the driver must apply the brake, reducing the pressure in the equalization tank in a loaded train by 0.8-1.0 kgf/cm2, in an empty train - by 0 .5-0.7 kgf/cm2. At lower speeds and longer block sections, braking should begin taking into account the speed and effectiveness of the brakes at the appropriate distance from the traffic light.

A passing traffic light with a yellow signal light must be followed, observing the established maximum speed limit, without allowing it to be significantly reduced compared to the established one. When approaching a prohibiting 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 train's braking network, since with repeated braking this can lead to depletion of the auto brakes with a subsequent decrease in the braking effect. You cannot release the brakes at high speed before braking again, since the train speed may exceed the set speed, and the brake network will not have time to charge by this time. In order to prevent depletion of the auto brakes on the train when traveling along a descent on which repeated braking is performed, the driver must maintain a time of at least 1 minute between braking to recharge the train's brake network.

The time of continuous movement of a train with a constant level of braking on the descent when the air distributors are switched on to the flat mode should, as a rule, not exceed 2.5 minutes; if longer braking is necessary, the discharge of the brake line should be increased by 0.3-0.5 kgf/cm2 and after a sufficient reduction in speed, release the brakes.

Full service braking (Fig. 27) is used mainly when it is necessary to stop the train or in cases where step braking does not provide the required reduction in train speed.

Emergency braking. It is used on all trains and on any track profile in cases where further movement is in danger and the train needs to be stopped. Perform this braking

Ensuring safety requirements. Strict compliance with traffic safety rules should be one of the main provisions of national train driving regimes, especially in braking mode.

On approval of the procedure for maintenance and operation of rolling stock brakes and 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 (protocol dated May 6 - 7, 2014 No. 60), taking into account the changes approved by the Council on Railway Transport of the Commonwealth member states (minutes dated November 4 - 5, 2015 No. 63) for workers of locomotive crews , driver-instructors-inspectors, driver-instructors (column leaders), driver-instructors in auto brakes, driver-instructors in training, driver-instructors in heating engineering, I order:

1. Establish a procedure for checking the operation of brakes along the route, a procedure for servicing and operating brakes on rolling stock, in accordance with Appendix No. 1.

2. Set the places and speeds for checking the operation of the brakes along the route, according to Appendix No. 2.

3. Establish places and speeds for checking the operation of automatic brakes along the route, where the train stops according to the schedule, if there is a descent to it with a steepness of 0.008 or more and a length of at least 3 km, according to Appendix No. 3.

4. Establish a unified procedure for recording on the speed tape and electronic media the elements of full, shortened and technological testing of brakes, in accordance with Appendix No. 4.

5. Establish the procedure for controlling the brakes when approaching a prohibiting traffic light signal, in accordance with Appendix No. 5.

6. Establish a procedure for controlling the brakes and the locomotive when performing shunting movements in hump parks and when working with utility trains, in accordance with Appendix No. 6.

7. Establish the features of controlling the train brakes when switching to backup control of the driver’s electronic crane, according to Appendix No. 7.

8. Establish a procedure for action in emergency and non-standard situations due to disruption of the normal operation of auto brakes, in accordance with Appendix No. 8.

9. Establish the form of the brake inspection report, in accordance with Appendix No. 9.

10. Establish the procedure for applying the electrical (regenerative and rheostatic) braking circuit in accordance with, Appendix No. 10.

11. Establish the procedure for the departure and passage of trains through sections equipped with automatic blocking, in case of violations of the normal operation of the ALSN, CLUB-U, SAUT-CM devices for monitoring driver vigilance, means of collecting and recording controlled movement parameters (efficiencies), according to Appendix No. 11.

12. Establish the calculated forces of pressing the brake pads on the axle of the locomotive, motor-car rolling stock and tenders, according to Appendix No. 12.

13. Establish data on the weight of locomotives, multiple unit rolling stock, the presence of the actual number of brake axles, according to Appendix No. 13.

14. Establish data on the filling time of the main tanks of locomotives and motor-car rolling stock, according to Appendix No. 14.

15. Establish places for traffic lights located on slopes with a distance less than or equal to the braking distance, according to Appendix No. 15.

16. Establish the procedure for purging the pneumatic circuits of the locomotive,

according to Appendix No. 16.

17. Establish stages where the quality of recordings on the speed tape is inspected in the slave section No. 1 in cases of following the head section No. 2, according to Appendix No. 17.

18. Establish stages where engine and diesel rooms are inspected to ensure fire safety, in accordance with Appendix No. 18.

19. Engineer of the Operations Department Afonin A.S. by November 8, 2017, include the study of this order in the plan of technical training with locomotive crews and decoding technicians.

20. Driver-instructors on auto brakes Shubkarin A.S., Shirshov A.M. by November 20, 2017, familiarize the technicians for deciphering speed tapes with signature, with acceptance of the test.

21. Driver-instructors, before November 20, 2017, familiarize the employees of locomotive crews of assigned columns with this order against signature and accept the test.

22. Order No. 1757/ТЧ-3 dated December 30, 2016, shall be considered invalid as of November 20, 2017.

23. The validity of this order will be established from November 20, 2017.

24. Control over the execution of this order is assigned to the deputy chiefs for operation: Ovchinnikova A.Yu. in the electric locomotive operation workshop, A.V. Kabatskova in the diesel locomotive operation workshop at the Penza-1 station, Zebreva A.V. in the diesel locomotive operation workshop at Morshansk station. In the absence of the above-mentioned deputies at their workplaces, responsibility for the execution of this order rests with the persons replacing them.

Head of Operations

locomotive depot Penza E.V. Zakharov

Approval sheet

to the order of the head of the operational locomotive depot Penza

« On approval of the procedure for maintenance and operation of rolling stock brakes and safety devices"

Spanish HMI on car 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 along the route should check the operation of the auto brakes:

After a complete, shortened and technological testing of the brakes, turning on and off the automatic brakes on individual cars or a group of cars, coupling or uncoupling cars at stations in accordance with the schedule, when switching from electro-pneumatic brakes to automatic ones;

On a single locomotive after testing the automatic brakes at the first departure station;

Before entering dead-end tracks of a station, as well as before 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.

Before the specified stations, check the operation of the car brakes in such a way that when entering the station, the car brakes are completely released and the brake network is charged to the set pressure. If the brakes cannot be released due to the conditions of driving the train, then when the train is moving in a braked state, the driver must calculate his actions so that he can stop the train after increasing the braking at the designated place.

2. The locations and speeds of trains and single locomotives, as well as the distances at which the speed reduction should occur when checking the operation of the brakes along the route, are indicated in Appendix No. 2. These distances are indicated on the hauls by signal signs “Start of braking” and “End of braking” .

3. On passenger trains, first check the operation of automatic brakes in a designated place, and then electro-pneumatic ones.

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

5. If it is necessary to check the operation of auto brakes in unspecified places, it is allowed to perform it, as a rule, on station tracks or when leaving the station on the first stretch that has a platform or descent, taking into account local conditions. In these cases, the effect of automatic brakes can 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 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 the loaded mode, check the operation of the automatic and auxiliary brakes according to the readings of the air pressure gauge in the brake cylinders, in accordance with the requirements of paragraph No. 1 Chapter I of Appendix No. 1 of the Brake Rules No. 151 (without a 5-minute wait). After completing the check, it is necessary to set the control element of the driver's crane to the train position, in 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 auto brakes along the route on station tracks or when leaving the station on the first stretch that has a platform or descent, taking into account local conditions, when 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 on Brakes No. 151. Check the operation of the automatic brakes of a single freight locomotive by reducing the pressure in the surge tank by 0.06-0.08 MPa (0.6-0.8 kgf/cm 2), and for a single passenger locomotive by an amount of 0.05-0.06 MPa (0.5-0.6 kgf/cm 2). The effect of auto brakes is assessed by the time required to reduce speed by 10 km/h.

7. If there is a predominance of empty cars in a freight train (more than 50%), the automatic brakes are controlled as with an empty freight train, with the brakes checked along the route, with a speed reduction of 4-6 km/h.

In a freight-passenger train, maintenance and control of the brakes is performed as in a passenger train with pneumatic brake control.

8. To the place where the brakes are checked, the driver must reach the speed specified in Appendix No. 2. If the speed has not reached the specified value, due to the presence of a speed limit in the acceleration or braking zone, following a distance, low voltage in the contact network, following an emergency circuit, as well as increased length or weight of the train, then the check of the operation of the automatic brakes is considered completed when provided that the start speed of the test was not lower than 40 km/h. In other cases, check the operation of the auto brakes at the next stage, maintaining the test parameters specified in Appendix No. 2. A violation of the technology for checking the operation of brakes is a check of automatic, electro-pneumatic brakes, which is expressed in a violation of the speed of the start of braking from the set speed by more or less than 5 km/h when checking the brakes along the route.

9. The speed of passing a traffic light with a yellow indication before checking the operation of the car 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 of 100 t/weight no more than 50 km/h.

11. Set a permissible speed of 70 km/h for loaded freight, refrigerated and utility trains with a calculated pressure of 33 tf per 100 tf of train weight on a stretch with a guide descent of a steepness from 0.010 to 0.015 inclusive Arbekovo-Penza-1 for even-numbered trains.

12. Each stop of a train, a single locomotive following a train order, should be performed using automatic brakes, and a passenger train using electro-pneumatic brakes. After stopping, the auxiliary brake control must be set to the extreme braking position, on the latch.

13. When approaching the train, the driver is obliged to stop the locomotive with an auxiliary brake at a distance of at least 10 m from the first car. The car inspector or the employee assigned this responsibility by the owner of the infrastructure must ensure that the automatic coupler is working properly and that the automatic coupler release lever of the first car is in the normal position.

At the command of the wagon inspector or the employee to whom this responsibility is assigned by the owner of the infrastructure, the driver must release the auxiliary brake and set the locomotive in motion, approach the train at a speed of no more than 3 km/h, ensuring smooth coupling of the automatic couplers.

After coupling the locomotive with the freight train, the driver must briefly move away from the train to check the reliability of the coupling.

After coupling the locomotive with a freight train secured with special mechanical stops, the wagon inspector or the employee assigned this responsibility by the owner of the infrastructure checks the reliability of the coupling using the signal arms of the automatic coupler locks.

After coupling the locomotive with a passenger, mail-baggage, or freight-passenger train, the wagon inspector or the employee assigned this responsibility by the owner of the infrastructure checks the reliability of the coupling using the signal arms of the automatic coupler locks.

After the locomotive has been hitched to the train and the driver has moved into the working cabin with the power source of the electro-pneumatic brake (if any) turned off, the driver’s assistant is obliged, at the driver’s command, to blow out the brake line of the locomotive from the side of the train by opening the end valve three times, 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 car inspector or the employee who is entrusted with this responsibility by the owner of the infrastructure, must ensure that the coupling is reliable using the signal arms of the automatic coupler locks, that the hoses are connected correctly and that the end valves are opened between the locomotive and the first car.

After coupling the locomotive to a freight train that is braked or with an uncharged brake network, the driver charges the brake line in accordance with paragraphs No. 104,105 of Chapter 5.1. Brake Rules No. 151. In freight trains with up to 100 axles, increase the pressure in the surge tank by 0.03 - 0.05 MPa (0.5 - 0.6 kgf/cm2) above the adjusted charging pressure.

14. When approaching a station where there is a train stop, prohibiting signals and speed reduction signals must be applied in advance. Reduce the speed of the train so as to prevent it from passing the established stopping place at the station, prohibiting signal, limit post, and proceed at the speed reduction signal and warning place at the speed set for this place.

The following speed when moving towards a prohibiting signal should not exceed 20 km/h at a distance of at least 400 meters before the prohibiting signal. It is permitted to use the electric brake of a locomotive without the use of combined train braking when traveling to a traffic light with a prohibitory indication, but not closer than 400 meters to the traffic light when traveling along the main tracks of stations and sections. When approaching a prohibiting signal or a limit post, fully release the brakes only after the train has stopped.

15. When driving a train in conditions of snowfall or blizzard, before entering a station with a stop for a prohibitory indication, perform control braking according to the yellow light of the locomotive traffic light. If, due to the conditions of the track profile, it is impossible to carry out regulatory braking in front of the station, apply the brakes at the beginning of the receiving route until the stop (no closer than 200 meters in front of a traffic light with a prohibiting signal), with further pull-up of the train. The depth of discharge of the brake line of a loaded freight train when approaching a stop signal must be at least 0.08-0.12 MPa (0.8-1.2 kgf/cm²).

16. When driving a raft of locomotives along a section, after testing the auto brakes for their effect along the route, to monitor the condition of the raft brakes, carry out repeated checks of the auto brakes. Check the car brakes by reducing the speed by 5 km/h. The places and speeds for testing auto brakes are indicated in Appendix No. 2 or every 50-60 km.

17. Before departing a freight train from an intermediate station or section, when parked for more than 300 seconds (5 minutes) or more, the driver is obliged to check the tightness of the train's brake network, with the driver's crane control body in train position. At the same time, note its meaning and places of verification on the reverse side of the “Certificate on the provision of train brakes and their proper operation.” If, when checking the density of the train's brake network, the driver discovers its change by more than 20%, either increasing or decreasing from the previous value specified in the “Certificate on the provision of the train with brakes and their proper operation,” perform a shortened test of the brakes.

18. In addition, before leaving a freight train with a length of more than 100 axles from a station or stage when parked for more than 300 seconds (5 minutes), check the condition of the brake line by placing the control element of the driver's crane in a position that ensures an increase in pressure in the brake line above the charging pressure , holding in this position for 3-4 seconds at a pressure in the main tanks of 0.80 MPa (8.0 kgf/cm2). The difference in the pressure readings of the brake and supply lines should not differ by more than 20% in a decreasing direction from the initial one specified in the “Certificate on the provision of the train with brakes and their proper operation.” If there is a change in the pressure readings of the brake and supply lines, perform a short test of the car brakes.

The departure of freight trains with a length of more than 100 axles from the initial station with a difference in pressure readings between the brake and feed lines of less than 0.05 MPa (0.5 kgf/cm2) is prohibited. The driver records the difference in the pressure readings of the brake and supply lines on the reverse side of the “Certificate on the provision of the train with brakes and their proper operation.”

19. Check the operation of automatic brakes along the route by reducing the pressure in the equalization 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 braking effect appears and the speed decreases by 10 km/h in a loaded freight train, cargo-passenger train and single locomotive and by 4-6 km/h in an empty freight train (with a predominance of empty cars in the freight train of more than 50%), release the brakes. The specified speed reductions must occur at a distance not exceeding that established in Appendix No. 2

After checking the brakes along the route, release the brakes 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 cargo-passenger train within 20 seconds, and in other freight trains within 30 seconds, immediately perform emergency braking and take all measures to stop the train.

21. If it is necessary to check the operation of auto brakes in unspecified places, it is permitted to perform it, as a rule, on station tracks or when leaving the station on the first stretch that has a platform or descent, taking into account local conditions. In these cases, the effect of automatic brakes can be assessed by the time of speed reduction by 4-6 km/h in an empty freight train (if the predominance of empty cars in a freight train is more than 50%) and by 10 km/h in other freight trains and single locomotives. This time is indicated in Appendix No. 2.

If unsatisfactory operation of the brakes is detected when assessing their effect by the time of speed reduction, apply emergency braking and take all measures to stop the train.

After stopping the train, the driver must:

Fix the auxiliary brake valve in the extreme braking position and place 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 brakes, check the air flow along the train brake line and the operation of the brakes on each car;

If, based on the results of this check, the reason for the unsatisfactory operation of the brakes has not been identified, notify the DNC directly or through the DSP about the need to carry out a control check of the brakes. Taking into account the profile of the track and ensuring traffic safety, the driver and the DNC jointly determine the station at which the control check will be carried out, and the order of the train to this station based on a registered order transmitted to the driver via train radio communication. The control check of the brakes is carried out jointly by workers of the locomotive, carriage (or passenger facilities on a passenger train). When a train travels to a station, the driver is obliged to:

When the traffic light is green, proceed 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 approaching a traffic light with a prohibitory indication, stop the train at a distance of 400-500 m before the traffic light and then pull up at a speed of no more than 5 km/h. In the event that the identified cause of brake failure cannot be eliminated, the locomotive crew is obliged to:

Secure the train from running away with brake shoes;

Apply hand brakes (if necessary);

The further procedure for removing the train from the stretch will be determined jointly with the DNC. The train, in order to provide a brake pressure sufficient for safe exit from the stage, can be pulled out using several locomotives with their attachment to the train, or in parts, with each part of the train being pulled out from the stage provided with a brake pressure that ensures traffic safety.

The procedure for carrying out a control check of auto brakes in case of their unsatisfactory operation, as well as in cases of the formation of sliders in the train, is carried out in accordance with Appendix No. 5 “Rules for the maintenance of braking equipment and brake control of railway rolling stock” approved by the Council on Railway Transport of the Commonwealth member states (protocol dated May 6-7, 2014 No. 60, during the inspection process, draw up an act in the established form.

22. Before departing a passenger train, which includes 11 or more cars, from a station or stage when parked for more than 300 seconds (5 minutes), check the condition of the brake line by placing the control element of the driver's crane in a position that ensures an increase in pressure in the brake line above the charging one , holding in this position for 1-2 seconds (“Charging and releasing”).

The difference in pressure readings between the brake and supply lines must be at least 0.05 MPa (0.5 kgf/cm2).

23. Check the operation of the auto brakes along the route by reducing the pressure in the equalization tank of the driver’s crane by a value of 0.05-0.06 MPa (0.5-0.6 kgf/cm2), set for testing the brakes.

24. To check the operation of electro-pneumatic brakes along the route, brake to a pressure in the brake cylinders of the locomotive of 0.1-0.2 MPa (1.0-2.0 kgf/cm 2) with the operator’s crane control element in a position ensuring the maintenance of the specified pressure in the brake line after braking, the speed should be reduced by 10 km/h.

25. It is prohibited to use electro-pneumatic brakes on passenger trains after performing a shortened or full test, until the operation of the pneumatic brakes has been checked in a designated place in accordance with this order. If during a stretch the place for checking the operation of the brakes is not indicated, the driver chooses the place to check independently, taking into account the profile of the track - slope or platform, the speed during check is not less than 50 km/h and not more than 70 km/h.

If sliders (gains) are detected on wheel sets of any size on a passenger train, the use of an electro-pneumatic brake (hereinafter referred to as EPT) is prohibited.

26. In order to eliminate cases of trains leaving a station with closed end valves or faulty brakes, the following procedure for preparing a check of the brakes is established:

At maintenance points where full and short testing of automatic brakes on trains from stationary installations or a train locomotive is carried out, car inspectors are required, before testing, to carefully inspect the brake equipment of cars, adjust the lever transmission, replace faulty devices and parts, and ensure that the train is pressed in accordance with the standards JSC Russian Railways. On trains departing from train formation stations, the brakes of all cars must be turned on and function properly.

When fully testing the automatic brakes of freight and freight-passenger trains, perform the following:

Installation of a measuring device for measuring pressure in the brake line of the tail car;

Measuring the charging pressure in the brake line of the tail car. Measure the pressure in the brake line of the tail car of the train after the brake line of the entire train is fully charged. The pressure readings in the brake line of the tail car when the driver's crane control body is in train position should not differ by more than:

a) by 0.03 MPa (0.3 kgf/cm2) from the charging pressure in the driver’s cabin (in the head) for a train length of up to 300 axles;

b) by 0.05 MPa (0.5 kgf/cm2) with a train length of more than 300 to 400 axles inclusive;

c) by 0.07 MPa (0.7 kgf/cm2) with a train length of more than 400 axles;

Dismantling the measuring device for measuring 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 train brake line. The check is carried out after the train's brake network is fully charged by opening the last end valve of the tail car for 8-10 seconds;

Measuring the release time of the auto brakes on the last two cars at the tail of the train (with a freight train length of over 100 axles) should be performed after the brake line is fully charged, braking stage 0.05-0.06 MPa (0.5-0.6 kgf/cm2) and receiving information about the driver’s transfer of the control body of the driver’s crane to a position that ensures an increase in pressure in the brake line above the charge pressure by 0.03-0.07 MPa (0.3-0.7 kgf/cm 2) until the pads begin 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 is triggered or the pressure in the brake line decreases when checking its integrity.

Checking the tightness of the train brake line with the driver's crane control body in train position.

Checking the braking action of automatic brakes on train cars. The check is carried out after reducing the pressure in the train's brake line 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 tap to a position that ensures maintaining the specified pressure in the brake line after braking, after 120 seconds (2 minutes) for freight trains with all air distributors switched to flat mode, and 600 seconds (10 minutes) - with air distributors switched to mountain mode.

Checking the density of the train brake line in the position of the driver's crane control body, which ensures the maintenance of a given pressure in the brake line after braking, is carried out by measuring the density of the train brake line, which should not differ from the density in the train position of the driver's crane control body by more than 10% in a decreasing direction.

Checking the operation of automatic brakes on train cars during vacation.

Upon completion of a full test of the brakes, a “Certificate on the provision of the train with brakes and their proper operation” is issued.

The “Certificate on the provision of train brakes and their proper operation” must indicate data on the required calculated and actual pressing, the estimated number of parking (hand) brakes in the axles to hold freight, cargo-passenger, passenger and post-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 output value of the brake cylinder rod on the tail car (on cars with separate bogie braking, the output value of the rod of both brake cylinders is indicated through a fraction), the number (in percent) of composite pads in the train , 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 indicated), data on the density of the train’s brake line, the value of the charging pressure in the brake line of the tail car of a freight train , and in the certificate for freight trains with a length of more than 100 axles - the release time of the auto brakes of the two tail cars, as well as data on the density of the brake line in a position that ensures the maintenance of a given pressure in the brake line after braking. After testing with a holding time for 600 seconds (10 minutes) before long descents, make a note in the certificate about the completed testing with a holding time.

When carrying out a full testing of auto brakes in trains, rafts of locomotives, where the brake pressure and weight of the lead locomotive is included in the calculation of the required and actual pressure in the “Certificate on the provision of train brakes and their proper operation”, before carrying out a full test of the auto brakes, release the direct-acting brake of the locomotive. The driver controls the actuation and release of the locomotive's automatic brake using the brake cylinder pressure gauge.

During a short test, the condition of the brake line is checked by the action of the brakes of the two tail cars. If a shortened brake test is carried out on trains at a station where locomotive crews are changed, the integrity of the train's brake line is additionally checked, while on freight trains the assistant driver checks the operation of the brakes on the first 5 cars at the head of the train.

After testing the brakes, the driver is prohibited from leaving the locomotive cabin and being distracted from observing the readings of instruments monitoring the condition of the brake network, except when connecting the electric heating cable of a passenger train. When the driver is absent from the cab, the driver's assistant is required to monitor instrument readings and control the condition of the train's brake network.

In order to comply with Chapter VIII of the Rules, if, after testing the auto brakes or a forced stop at the station, the stop of a passenger train was more than 20 minutes, a freight train more than 30 minutes, the station duty officer 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 carriage workers, a short testing of auto brakes on a passenger train is carried out by the locomotive crew together with the train crew employees; on freight trains, technological testing of the brakes is carried out. Technological testing of brakes is carried out based on the action of the brakes of at least 5 cars at the head of the train.

When a train departs from a station, the wagon inspector is required to check the condition of the brake equipment while moving along the entire length, paying special attention to the running gear, brake hoses and the position of the end valve handles. If a malfunction is detected in the train, the carriage inspector is obliged to take all measures to stop the train, using radio communications, park communications, etc.

27. In trains of increased weight and length, to prevent rupture of automatic couplers after the release of automatic brakes in sections with a broken track profile, when forming trains at the Kinel station, switch on up to 25% of the air distributors of cars to the mountain mode from the head of a train of a regular 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 a connected train weighing from 6 to 10.0 thousand tons.

28. When driving a freight train, simultaneously with the start of releasing the auto brakes, brake the locomotive with the auxiliary brake valve in trains with a length of more than 100 axles 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 time the two tail ones are released cars specified in the “Certificate on the provision of train 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/cm2).

29. On trains with a train length of more than 300 axles, do not release the brakes at a speed of less than 20 km/h until the train comes to a complete stop.

If a heavy train is driven by locomotives connected via the SMET system, do not release the brakes at a speed of less than 30 km/h until the train comes to a complete stop.

When performing step-by-step braking with a total TM discharge of 0.12 MPa (1.2 kgf/cm 2) or more, do not release the automatic brakes at a speed of less than 30 km/h until the train comes to a complete stop.

As an exception, when traveling downhill, where there is a speed limit of 25 km/h or less, release the auto brakes by braking the locomotive with an auxiliary brake 15-20 seconds in advance.

BRANCH OF RUSSIAN RAILWAYS JSC TRACTION DIRECTORATE

WEST SIBERIAN DIRECTORATE OF TRACTION

ORDER

About the procedure for using the locomotive auxiliary brake valve

In order to eliminate cases of violations of the operation of locomotives, as well as to preserve the service life of the tires of locomotive wheel pairs, I oblige:

1. Locomotive crews should not apply the auxiliary brake of a locomotive in one step (except for cases requiring an emergency stop, or the use of a locomotive auxiliary brake valve when releasing the train’s automatic brakes) with a filling in the brake cylinders of more than 1.0 kgf/cm.”

2. If it is necessary to use the auxiliary brake valve of a locomotive with a pressure in the brake cylinders of the locomotive of more than 1.0 kgf/cm, maintain the pressure in the brake cylinders of the locomotive at 1.0 kgf/cm for at least 10 seconds and then apply the auxiliary brake valve of the locomotive to the required pressure but not more than 2.0 kgf/cm2.

3. Before assembling (disassembling) the electric braking circuit, to bring the train into a compressed state, be sure to use the locomotive auxiliary brake valve with a pressure in the locomotive brake cylinders of 1.0 - 2.0 kgf/cm" for 30 - 40 seconds, then release its steps.

4. If using the auxiliary brake of the locomotive, release it in stages.

5. In winter, as well as in unfavorable weather conditions when the surface of the rails is contaminated, to clean the tires of locomotive wheel sets, it is allowed to clean them by creating a pressure in the brake cylinders of no more than 1.0 kgf/cm 2 for 5 seconds.

6. After stopping the train (single following locomotive), set the handle of the locomotive auxiliary brake valve to the extreme braking position to create a maximum pressure in the brake cylinders of 3.8 - 4.0 kgf/cm 2 .

7.1. to prevent slipping of locomotive wheelsets;

7.2. to regulate the speed of movement with a freight train when following the permissive indication of a traffic light;

7.3. when traveling with a freight train for more than 150 seconds. (2.5 minutes);

7.4. when checking the operation of brakes along the route on freight trains;

7.5. in case of spontaneous operation of the automatic brakes of a freight train;

7.6. with simultaneous application of electric braking, except in cases of assembly (disassembly) of the circuit.

8. In other cases, in order to use the locomotive auxiliary brake valve, be guided by the “Rules for the maintenance of brake equipment and control of brakes on railway rolling stock” No. 151 dated 06/03/2014.

9. Technicians for deciphering speedometer tapes when decoding files of drivers’ trips must monitor the implementation of this order, and if a violation is detected, register it in the journal f. TU-133 No. 2 ACS NBD.

10. Familiarize locomotive crews and technicians with deciphering speedometer tapes for signature.

Control over the implementation of this order is entrusted to the deputy head of the traction directorate for operation, S.I. Kovalev.

10.3.1. For service braking, move the handle of the driver's valve (RCM) from the train position to the V position and reduce the pressure in the UR from the installed charger to the required amount, after which the RCM is moved to

IV position. The first stage of braking should be performed by reducing the pressure in the UR: in loaded trains - by 0.5-0.9 kgf/cm 2 , empty trains - by 0.5-0.6 kgf/cm 2 , on steep long descents - 0.7- 0.9 kgf/cm 2 depending on the steepness of the descent.

On a flat track profile with slopes up to 0.008, when following a green traffic light or on a free stretch, the first stage of braking (except for checking the operation of the brakes) is allowed to be performed at 0.3-0.5 kgf/cm 2 .

The second stage, if necessary, is performed after at least 5-7 seconds after the end of air release from the TM through the driver’s tap.

If the driver's crane has the UA position, then after receiving the necessary discharge of the UR V position, in order to stabilize the pressure in the UR, in the overlap position and prevent spontaneous release of the auto brakes, it is allowed to hold the RCM in the UA position for 5-8 seconds before moving it to the IV position.

10.3.2. Repeated braking is performed in the form of a cycle consisting of braking and release when the required train speed is reached.

If, when releasing auto brakes with increased pressure in the line, the recharging time of the working chambers of the BP in the flat mode was less than 1.5 minutes, then the next stage of braking should be carried out by reducing the pressure in the brake by 0.3 kgf/cm 2 more than the previous stage.

10.3.3. In order to prevent depletion of the automatic brakes on the train when traveling along a descent on which repeated braking is performed, it is necessary to maintain a time between braking of at least 1.5 minutes to recharge the train's brakes.

To fulfill this requirement, do not brake frequently and do not release the brakes at high speeds. The time of continuous movement of a train with a constant level of braking on the descent in the flat mode of the air distributors should, as a rule, not exceed 2.5 minutes; if longer braking is necessary, increase the TM discharge by 0.3-0.5 kgf/cm 2 and, after sufficiently reducing the speed, release the auto brakes.

10.3.4. When controlling automatic brakes on long descents of 0.018 and steeper, where the set charging pressure in the TM is 6.0-6.2 kgf/cm 2, perform the first stage of braking at the speed established in local instructions and regime maps by reducing the pressure in the UR by 0.7- 0.8 kgf/cm 2 , and on steeper slopes 0.030 by reducing pressure by 0.8-0.9 kgf/cm 2 .

Next, the braking force is adjusted depending on the speed of the train and the profile of the track. At the same time, do not completely release the auto brakes if the train speed exceeds the set one before the TM is recharged and the brakes are re-braked.

If it is necessary to apply full service braking, as well as during adjustment braking when following a descent, do not allow the pressure in the brake fluid to drop below 3.8 kgf/cm 2 . If for some reason, while traveling downhill, the pressure in the fuel tank drops below 3.8 kgf/cm2, stop the train, apply the auxiliary brake of the locomotive, then release the automatic brakes and charge the fuel tank in the parking lot before the train starts moving (or for at least 5 minutes if the train is held by the locomotive's auxiliary brake). If the pressure in the TM turns out to be below 3.8 kgf/cm 2 at the end of the descent, and according to the conditions of the track profile, the speed of further movement will decrease so much that it is necessary to release the auto brakes and, in the time before the next braking, the TM can be recharged to the set pressure, then the train There is no need to stop to recharge the brakes.

After the train has gone through a long descent and its brake line has been switched to normal charging pressure at the station, inspectors are required to check the release of all auto brakes on the train and switch the cars' brakes to the flat mode.

10.3.5. When a freight train is traveling at a speed of more than 80 km/h and a yellow light appears on the locomotive traffic light, apply the brakes by reducing the pressure in the UR, of a loaded train by 0.8-1.0 kgf/cm 2, of an empty train by 0.5-0 .6 kgf/cm2. At a lower speed and a longer block section, braking should begin taking into account the speed and effectiveness of the brakes at the appropriate distance from the traffic light.

10.3.6. In freight trains with charging pressure in the brake line from 4.8 to 5.5 kgf/cm 2 after service braking on flat areas, complete release of the auto brakes is carried out by position I of the driver's tap handle until the pressure in the surge tank increases by 0.5-0.7 kgf/cm 2 above charge. After reducing the pressure to normal charging, if necessary, repeat the indicated increase in pressure. It is allowed to release the brakes using the IV position of the RKM in accordance with clause P.2.6.

The brake can be released after 5-7 seconds after the release of air from the TM through the driver's tap has stopped.

10.3.7. On gentle descents, where repeated braking is applied, the brakes in the freight train must be turned on to the flat mode, the release of the auto brakes between repeated braking is carried out by setting the RCM to the charging pressure in the surge tank. If between repeated braking there is time to eliminate the overcharge pressure in the line, then the brakes can be released in accordance with paragraph 10.3.6. followed by transfer to the train position.

10.3.8. After emergency braking, release the brakes on a freight train using the I position of the RKM until the pressure in the surge tank rises to 3.0-3.5 kgf/cm 2 (for driver cranes without a stabilizer) and 6.5-6.8 kgf/cm 2 if equipped stabilizer.

10.3.9. When the length of a freight train is from 100 to 350 axles, simultaneously with the start of releasing the auto brakes, brake the locomotive using the auxiliary brake valve No. 254 (if it was not braked earlier) with the addition of 1.5-2.0 kgf/cm 2 to the TC and maintain the locomotive in the braked state. condition for 40-60 seconds and then release the locomotive brake in stages. It is not allowed to completely release the locomotive brake (direct-acting or electric) until the train brakes are completely released.

10.3.10. On loaded trains with a length of more than 300 axles, do not start releasing the brakes at a speed of less than 20 km/h until the train has come to a complete stop. As an exception, you can release the brakes when following a descent, where there is a speed limit of 25 km/h or less, and release the brakes in advance (15-20 seconds) before the start of release using the auxiliary crane of locomotive No. 254.

10.3.11. On steep, long descents, where the charging pressure in the TM of a freight train is set to 6.0-6.2 kgf/cm 2 , complete release of the auto brakes is performed by moving the RKM to position I until the pressure in the UR increases to 6.5-6.8 kgf/cm 2 .

If the brakes are turned on to the mountain mode and a complete release is not required, then perform a stepwise release by moving the RKM to position II until the pressure in the brake increases at each release stage by at least 0.3 kgf/cm 2 . When the pressure in the TM is 0.4 kgf/cm 2 below the pre-brake charging pressure, only complete release should be carried out.

10.3.12. Turn on traction on locomotives in a moving train no earlier than 1 minute after switching the RCM to the release position.

10.3.13. After stopping the train with the use of automatic brakes, it is necessary to wait the time from the moment the RKM is switched to the release position until the locomotive is set in motion:

after the braking stage - at least 1.5 minutes with the air distributors turned on in the flat mode, and at least 2 minutes - in the mountain mode of the air distributors;

after full service braking - at least 2 minutes with the air distributors turned on in the flat mode and at least 3.5 minutes - in the mountain mode of the air distributors;

after emergency braking in trains with up to 100 axles - at least 4 minutes, in trains with more than 100 axles - at least 6 minutes.

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