238. For service braking, a trap brake handle is needed from the train position to translate into the braking position and reduce the pressure in the UR from the installed charging pressure on the required value, after that the trap brake handle is translated into the position of the blocks with power.
The first stage of braking must be performed, reducing the pressure in the UR:
in loaded trains - by 0.6-0.7 kgf / cm 2;
in loaded trains on cool protracted descents - by 0.7-0.9 kgf / cm 2, depending on the steepness of the descent;
in the empty trains - by 0.4-0.5 kgf / cm 2.
On the flat profile of the path with descent to 0.008, when followed by the green fire of the traffic light or free distillation, the first stage of braking is allowed (except for checking the actions of autotractoros) to perform by reducing the pressure in the UR by 0.3-0.5 kgf / cm 2.
The second step, if necessary, perform at least 5 seconds.
If the trap brake handle has a position Va, then after obtaining the required discharge, the LR V position is allowed to delay the train brake knob at the VA position for 5-8 seconds before moving to the position of the overlap with power to stabilize the pressure in the UR in the overlapping position.
239. Repeated braking must be performed in the form of a cycle consisting of braking and translating the brake handle to the overlapping position to achieve the required speed of the train movement, after which it is necessary to leave automatic brakes according to the requirements of paragraphs 243, 244 of this Instruction.
If, after the vehicle of the auto motors of the train with the plain mode of the air distributors, the pressure transition time with an increased to normal charger was less than 1 minute, then the next braking stage must be carried out by reducing the pressure in the UR 0.3 kgf / cm 2 more than the first braking.
240. In order to prevent the depletion of autotractors on the train while following the descent on which repeated braking is performed, it is necessary to withstand between braking at least 1 minute to recharge the train brake network. To fulfill this requirement, do not allow frequent braking and not to release the autorosis at high speed. The continuous retention time of the train with a constant braking step on the descent, with air distributors included in the flat mode, should not exceed 2.5 minutes. If necessary, longer braking must increase the discharge of TM at 0.3-0.5 kgf / cm 2 and after a sufficient reduction in the speed to release the totorosis of the train.
The time of continuous retention of the train with a constant stage of braking on the descent, with the air distributors turned on in mineral mode, should not exceed 10 minutes, then the brake force is adjusted towards zooming or decreasing steps depending on the speed and profile of the path.
241. On protracted descents 0.018 and cooler, when controlling the TM 5.6-5.8 kgf charging pressure, the first stage of braking, must be performed at the speed installed in local instructions and regime cards by reducing pressure in Ur 0.7-0.8 kgf / cm 2, and on the descents steeper 0.030 ‰ - by 0.8-0.9 kgf / cm 2.
Next, braking force must be adjusted depending on the speed of the train and the path profile. At the same time, not to allow complete leave of autolikes, if before the end of recharging the brake network and perform re-braking, the train rate will exceed the set speed.
If it is necessary to use complete service braking, as well as in the process of adjusting braking, when follows, the pressure is not allowed to be discharged into the TM pressure below 3.8 kgf / cm 2.
If for any reason, when following the descent, the pressure in TM will be below 3.8 kgf / cm 2, it is necessary to stop the train, actuate the locomotive brake, and then release the automatic brakes and charge the brake network in the parking lot before the train movement (or For at least 5 minutes, if the train is held by the locomotive brake).
If the pressure in TM trains turned out to be below 3.8 kgf / cm 2 at the end of the descent, and according to the terms of the profile of the path the speed of further movement will decrease so much that it will be necessary to leave the auto motors and during the next braking, you can recharge the brake network to the prescribed pressure, then stop the train to recharge autolikes is not required.
After passing by the train of the protracted descent and translation at the station of its brake network to the normal charging pressure, the tracks of the wagons are required to check the vacation of all auto motors in the train and switch the air distributors in the equilibin mode.
242. When following a cargo train at a speed of more than 80 km / h and the appearance on the locomotive light yellow fire, it is necessary to bring the brakes into action by reducing the pressure in the UR: in a loaded train - by 0.8-1.0 kgf / cm 2, in empty - 0.6-0.7 kgf / cm 2. At a lower speed of the train and the larger length of the braking blocks should begin taking into account the speed and efficiency of the trains brake means at an appropriate distance from the traffic light.
243. In TM freight trains in TM from 4.8 to 5.5 kgf / cm 2, with a complete leave of autotractoros, after service braking, it is necessary to hold the trail brake handle in the position to increase the pressure in the UR by 0.5-0.7 kgf / cm 2 above charger (on the locomotives of the CKD series - before the charging). After reducing the pressure to the normal charger, if necessary, repeat the indicated pressure overestimation.
244. On the immersion descents where the re-braking and on the train air distributors include the plain mode, the release of the trains between repeated braking must be translated by the transfer of the train brake in the I position and hold it before charging pressure in the UR.
If there is a time between repeated braking to switch from increased pressure to the highway to normal charging pressure, then the autotractoros leaves between repeated braking must be performed in accordance with paragraph 243 of this Instruction.
245. After emergency braking to leave the auto motors of the train, it is necessary to transfer the handle of the train brake to the position until the pressure is obtained in the UR: 3.0-3.5 kgf / cm 2 - without a stabilizer, 6.5-6.8 kgf / cm 2 - In the presence of a stabilizer (on the Locomotives of the TE33A series - up to 6.0-6.2 kgf / cm 2). After that, the trap brake handle is transferred to the train position.
246. With the length of the composition of the cargo train from 100 to 350 axes, simultaneously with the beginning of the vending of the auto motors of the train, it is necessary to slow down the locomotive (if it has not been injected earlier) with a pressure in the shopping center 1.0-1.5 kgf / cm 2 and withstand in the inverted state Within 20-30 seconds, after which they release the locomotive brake steps.
The use of a pneumatic or electrical brake of the locomotive when the train brakes (for compression of the composition) is carried out by the machine in the necessary cases, when controlling the train with vagons of different downloads, after determining when checking the brakes on the efficiency and existing train reactions when the brakes are made.
For cargo locomotives with cast-iron pads and double-sided pushing on the wheel, the locomotive brake must be used in advance before the release of the train brakes by smooth pressure in the locomotive TC to 0.5-0.7 kgf / cm². After transferring the trail arm in the vacation position, the pressure in the locomotive shopping center smoothly increases to 1.5-2.0 kgf / cm² depending on the weight of the train.
The magnitude of the required pressure in the shopping center or electric brake current for the locomotives of the TE33A series, KZ8A, depending on the press (TC) on the axis and the locomotive braking force is set by local instructions on auto motors, based on the results of experienced trips.
Use the locomotive brake to compress the train when the brakes is discussed in the breakdowns of the distillation sites, broken the path profile, when the brakes of the loaded train on the descent, as well as in winter at low temperatures (when the distribution time of the vacation wave is increasing and there is a probability of moving TM).
247. In trains with a composition of more than 300 axes, the train autotorosis is not allowed at a speed of less than 20 km / h to a complete stop. As an exception, when following the descent, having a speed limit of 25 km / h and less, the vacation of the trains should be made in advance (for 15-20 seconds) by applying the locomotive brake.
248. On steep protracted descents, in trains with charging pressure in TM 5.6-5.8 kGS / cm 2, the full vacation of the carcases of the train should be performed by transferring the handle of the train brake in the I position until the pressure is obtained in the UR at 0.5- 0.7 kgf / cm 2 above charging pressure (on the CKD series locomotives - before charging).
If the train brakes are included on the mountain mode and the full vacation is not required, then the step vacation is carried out by transferring the trad brake handle to the train position until the pressure in the UR at each stage of the leave is at least 0.3 kgf / cm 2.
With a pressure of TM 0.4 kgf / cm 2 below the pre-headed charging pressure, to perform only the full vacation of the brakes.
249. On the Locomotives of the CKD series, the JZ-7 Train Brake Handle is needed to translate into the brake (position of the handle with III via V) to reduce the pressure in the UR from the pressed charging pressure on the required value. Perform the first stage of braking, reducing the pressure in the UR: in the empty trains - by 0.5-0.6 kgf / cm 2, in loaded trains - by 0.6-0.7 kgf / cm 2, on cool protracted descents - on 0.7-09 kgf / cm 2, depending on the steepness of the descent.
On the flat profile of the path with descents up to 0.008, when there is a light braking, the first stage of braking (except for checking the actions of the autotractors) 0.5 kgf / cm2 with the release of air from TM is permitted. The second step, if necessary, should be performed after at least 5 seconds.
250. In a moving train up to 100 axes, it is allowed to include craving on the locomotive not earlier than 30 seconds, after the transfer of the train brake knob to the position of vacation.
In a moving train with a length of over 100 axes, it is allowed to include craving on the locomotive not earlier than the time specified in the certificate of VU-45. The time required to leave the brakes of the tail carrot.
251. After stopping the train with the use of autolikes, it is necessary to wait time since the transfer of the train brake knob to the position of leave before moving the locomotive in motion:
after the stage, if the plain mode is turned on on the air distributors - at least 1.5 minutes, the mountain mode is at least 2 minutes;
after full-end braking, if the air distributors include the plain mode - at least 2 minutes, the mountain mode is at least 3.5 minutes;
after emergency braking in trains up to 100 axes long, if the air distributors include the plain mode - at least 4 minutes, the mountain mode is at least 6 minutes;
after emergency braking in trains with a length of more than 100 axes, if the air distributors enabled the plain mode - at least 6 minutes, the mountain mode is at least 9 minutes.
Branch of Russian Railways Directorate
West Siberian Traction Directorate
Order
On the procedure for using the crane of the Locomotive Auxiliary Brake
In order to eliminate cases of disruption of the locomotives, as well as the preservation of the resource of bangs of wheel pairs of locomotives, we assign:
1. Locomotive brigades do not apply an auxiliary brake of a locomotive in one reception (except for cases of emergency stop, or the use of the crane of the locomotive auxiliary brake when the train autotractors) is filling in braking cylinders more than 1.0 kgf / cm.
2. If it is necessary to use the crane of an auxiliary brake of a locomotive with a pressure in the brake cylinders of a locomotive of more than 1.0 kgf / cm ", produce a pressure shutter speed in the brake cylinders of locomotive 1.0kc / cm" for at least 10 seconds and continue to apply the Locomotive auxiliary brake Until the pressure but not more than 2.0 kgf / cm 2.
3. Before collecting (analysis) of electrical braking scheme, to bring the train to a compressed state, it is necessary to apply the crane of the auxiliary brake of a locomotive with a pressure in the brake cylinders of a locomotive 1.0 - 2.0 kgf / cm "within 30 - 40 seconds, after which release His steps.
4. In the case of applying a locomotive auxiliary brakes to release it steps.
5. In the winter period, as well as under adverse weather conditions, when the surface of the rail has contamination, the locomotive can be cleaned for cleaning the beads of the locomotive, to clean the pressure in the brake cylinders not more than 1.0 kgf / cm 2 for 5 seconds.
6. After stopping the train (single next locomotive), the Crane Handle of the Locomotive Auxiliary Brakes is set to an extreme braking position with the creation of a maximum pressure in the brake cylinders 3.8 - 4.0 kgf / cm 2.
7.1. To prevent the locomotive wheeled pairs
7.2. To adjust the speed of movement with a freight train when follows the allowance of the traffic light;
7.3. When following with a freight train more than 150 seconds. (2.5 minutes);
7.4. When checking the actions of the brakes in the way of following in cargo trains;
7.5. in the case of spontaneous response of autotractors of the freight train;
7.6. With the simultaneous use of electrical braking, except for the charts collection (analysis).
8. In other cases, in order to apply the crane of the auxiliary brake, the locomotive is guided by the "Rules for the maintenance of brake equipment and controlling the brakes of railway rolling stock" No. 151 of 03.06.2014.
9. Techniques for deciphering ribbons of speeds, when deciphering the trip files, control the execution of this order, in case of detection of violations, register in the magazine F. Tu-133 №2 ACS NBD.
10. Find out the locomotive brigades and technicians to decipher the ribbons of speeds are under the painting.
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Control over the execution of this order to impose on the Deputy Head of the Directorate of the Traction of Kovalev S.I.
For service braking, the handle of the driver's crane is translated into V position and reduce the pressure in the equalization tank on the required value, after which the crane knob is translated into IV position. The first stage of braking is carried out by a decrease in pressure in the equalization tank: in loaded trains - by 0.6 - 0.7 atm, on steep protracted descents - by 0.7 - 0.9 atm, depending on the descent. For the second step, if necessary, perform at least 5 ° C after stopping the release of air from the line through the driver's crane.
If the crane has a position Va, then after obtaining the required discharge of the equalization tank, the position V is allowed to delay the crane handle at the VA position by 5 to 8 seconds before moving to the IV position in order to stabilize the pressure in the equalizing tank in the blocks position.
To prevent the depletion of autotractoros on the train while following the descent on which repeated braking is performed, it is necessary to withstand between braking time at least 1 min to recharge the brake network of the train. To fulfill this requirement, do not make frequent braking and not let go of the autorosis at high speed. The time of continuous reinstaling of the train with a constant stage of braking on the descent when the air distributors are turned on to the plain mode should not be as a rule 2,5 min. If it is necessary, longer braking increases the discharge of the brake line by 0.3 - 0.5 atm and after a sufficient reduction of the speed release the brakes.
If you need to use complete service braking, as well as in the process of adjusting braking, when following the descent, do not discharge the brake line to the pressure below 3.8 atm. If for any reason, when follows the descent, the pressure in the TM will be below 3.8 atm, stop the train, actuate the auxiliary brake of the locomotive, and then release the automatic brakes and charge the brake network in the parking lot before the train movement. If the pressure in the train line turned out to be below 3.8 atm at the end of the descent, and according to the terms of the profile of the path, the speed of further movement will decrease so much that it will be necessary to produce auto-motors, and during the next braking, you can recharge the brake network to the pressed pressure, then stop The train for recharging is not required.
With the complete leave of the auto motors after the service braking, to withstand the handle of the driver's crane in I position until the pressure in the equalization tank is 0.5-0.7 above the charger.
After the emergency braking, the supply of auto-motors in the cargo composition to translate the crane handle in the I position to obtain the pressure in the equalization tank 6.5 - 6.8 atm
After stopping the train with the use of autolikes, it is necessary to wait time since the transfers of the driver's crane knob to the position of vacation before bringing the locomotive to move: after the braking stage - not less than 1.5 minutes with air distributors included on the plain mode, and at least 2 minutes, with air distributors included on the mountain mode; after full service braking - notless than 2 minutes with air quicklighters included on the plain mode, and at least 3.5 minutes with BP, on the mountain mode; after emergency braking In trains up to 100 axes - at least 4 minutes, more than 100 axes - 6 minutes.
5.23. Why, at the first stage of braking, it is necessary to reduce the pressure in TM at least 0.5 atm in the cargo train and 0.3 atm in the passenger train?
The discharge of the brake line, asks for a driver's crane to obtain the first stage of braking, should be at least an additional discharge of the mains performed by braking appliances (passenger type - by 0.3 atm, freight - by 0.5 atm). If the first stage of discharging the driver of the driver is less than an additional discharge, then the reduction in the pressure in TM through the air distributor will be large than in the equalization tank of the driver's tap, and in the position of overlapping with power, the faucet will overestimate the pressure in the TM and there will be an unmanaged vacation. To obtain reliable braking and leave, all the devices are necessary at the first stage of braking to reduce the pressure in TM at least by 0.5 atm in freight and 0.4 atm in passenger.
In cargo trains, when followed by free distillation or on the foamy fire on a flat profile, the path is allowed a minimum level of braking in a decrease in pressure by 0.3 atm. Long exposure of such a step can lead to a vacation of individual brakes, but the safety of the following is not violated.
5.24. Procedure for checking the brakes in the following way (clause 10.1.1. INSTRUM. №277, Order No. 66 / N of 20.06.1999).
Check the actions of the auto motors in the following way to produce at a speed of 40-60 km / h. In the presence of warnings about the speed, or the impossibility of heat development 40 - 60 km / h in the established locations, check the brakes to brake until a complete stop with the subsequent testing of the brakes on a favorable profile by the established order.
Checking the actions of autolikes in the following path to decrease the pressure in the equalization tank of the cargo loaded train and the same next locomotive by 0.7 - 0.8 atm, in cargo empty, cargo-passenger trains by 0.5 - 0.6 atm, installed to test the brakes. When checking the brakes, apply auxiliary and electrical brakes on the locomotive in all trains is prohibited.
After the brake effect appears and lowering the speed of 10 km / h in the cargo loaded train, a cargo-passenger, passenger and solitary locomotive and for 4 - 6 km / h in the cargo, the train will vacate the brakes. The indicated reduction should occur at a distance not exceeding local instructions. Leave brakes after checking in the way of following only after the driver is convinced of their normal action.
If, after the first stage of braking, the initial effect will not be obtained in the passenger train for 10 s, in the cargo email a train up to 400 axes and a cargo-passenger system for 20 seconds, in the remaining cargo trains within 30 seconds, immediately make emergency braking and take all measures. To stop train.
Checking the actions of the autolikes in the path of the train is also made after complete or abbreviated testing of the brakes, turning on and off autotractors from individual wagons or groups of cars, when moving from EPT to automatic, if the reaction time on EPT was 20 minutes and more.
If it is necessary to verify the actions of the autotractors in non-established locations, it is allowed to perform it as a rule at the station paths or when leaving the station on the first time, having a platform or descent with local conditions. In these cases, the action of auto motors is allowed to evaluate the speed of a speed of 4 to 6 km / h in the cargo email train and 10 km / h in the remaining cargo trains and single locomotives. This time is installed in the local instruction.
In passenger trains, first check the automatic brake action, and then EPT. To check the action of the EPT on the path to perform a stage until the pressure is obtained in the Locomotive TC 1.0 - 1.5 atm.
In January 2007, an autosphere in the middle part of the cargo train in the mid-western road (Ukraine), a mass of 5.2 thousand tons and a length of 56 cars, which followed the electric locomotive VL80T, took place. The marriage was allowed on a blasting plot having a turning distance of the path (lifting - a small platform - descent) at the time of vacation of the brakes, when after discharging the brake line (TM) 0.7 kgf / cm 2, the speed decreased from 58 to 40 km / h.
As part, as it was later clarified, the brakes did not work in six cars, five of which were in its head part, and the tail contained eight loaded tanks. On the passage profile of the brake in the head of the train, they released much earlier than in the tail, so the head cars, already on the descent, rolled forward. At the same time, the tail part was still on the site in the inverted state.
In addition, at the time of the jerk of the head of the train forward, the weight of tanks, the brakes of which, besides, have not been released (the opening occurred on the 25th second after starting the handle of the driver's crane on the vacation position in the actual leave of the tail of the tailing cars for 44 s) . A traces of old cracks are visible on the shank of the torn motor arms with an area of \u200b\u200bup to 9% of the total cross section. The driver followed the vacuum of the auxiliary brakes of the auxiliary brakes No. 254 to hold the electric locomotive in the inhibited state until the release of the vacation process is complete.
Could a driver know when they let go of the brakes in the train so that the auxiliary brake of the locomotive is released in steps? Of course, before that there was enough time and braking (the last before the cliff was the fifth from the beginning of the movement). After all, the driver, checking the effectiveness of autotractoros in the following path (on the path traveled and the drop rate of 10 km / h), must also evaluate how they will behave during the holiday period. If, having carried out it to the driver's crane, the speed of the train ceased to decline (stabilized) or began to rise (on the descent), then it can be estimated that the autorosis was already released. Typically, this time is 40-100 s.
Now consider what kind of brake leave requirements in the cargo composition impose instructions No. CT-CT-CL-CL-VNIII / 277 in the System of Russian Railways and CT-CT-CL-CL / 0015 - roads of Ukraine. The braking time of 1.5 - 2.0 kgf / cm 2 crane No. 254 During the leave of auto-motors in the train The first instruction sets 30 to 40 s, the second - 60 s, and then the locomotive brake must be released. Moreover, in the instructions No. CT-CT-CL / 0015, a condition that the handle of the crane No. 254 should be finally installed on the vacation position only after the complete leave of the autolikes in the composition, including in its tail part.
But, as a rule, in winter, vacation for all freight trains exceeds the time set by the instructions. At any time, the same as of the compositions that contain tanks and hopper-dispensers of all modifications, and also have increased length. Vacation brakes in trains occurs much longer than those set by the instructions 30 - 40 (40 - 60) p. If after this time release the locomotive brake, then the compressed earlier composition will begin to "shoot". When following the cargo train on the descent, when the brakes of the wagons in his tail part did not have time to let go, open the autospar in the second or third part is guaranteed. How to be a driver? Of course, regulated by 30 - 40 (40 - 60) with the hold of the locomotive brakes, it is necessary to increase the autotractor vessels in the composition. According to the same instructions, the time of vacation of the brakes of the tail wagons in a train with a length of more than 200 axes can be 80 s, and at minus temperatures - 120 s. Of course, the machinist can focus on the time specified in the VU-45 certificate, the order established for Russian roads (unfortunately, on the roads of Ukraine, such a regulation is not introduced). But this time can be ficitive. Therefore, the driver additionally evaluates the duration of the auto motors, when checking the effectiveness of their action. With this time, he must be guided by driving the train and in the future.
Thus, when checking the brakes, the time of their vacation is estimated at the time of the formulation of the driver's crane knob on the vacation position to the explicit cessation of a reduction in the train rate (stabilization). If the vacation time was 60 - 120 seconds (which corresponds to the instructions), then questions arise: how the wheeled pairs of locomotive will behave, whether they will not overloaded whether the shift of bandages will occur when braking with a crane No. 254 with the same time. Here, of course, the ambient temperature is important. In winter, naturally, the probability of overheating bandages is reduced and, accordingly, it is possible to increase continuous braking time with auxiliary brake tap.
Although it is known that on the maneuver diesel locomotive, where often a decrease in the speed of the composition is only due to the use of crane No. 254, time 30 - 40 (40 - 100) with significantly exceeds, but there are no bandage shifts. Therefore, it is necessary to conduct additional research (theoretical and practical) to finally say what can be the time of continuous braking with a crane No. 254 and with what permissible pressure in the shopping center so that the braking conditions are acceptable for the state of bandage of wheeled steam.
Here, of course, in addition to the ambient temperature, you should also consider the wheel diameter, the thickness of the bandage, the speed of movement, i.e. The conditions for the distribution (dispersion) of thermal energy. It is clear that if there is an electrodynamic brake on the locomotive, these problems are removed. The conditions of braking, leave and inclusion of thrust are facilitated if there is a device for monitoring the pressure of the TM cavity car in the locomotive.
On the other hand, regulatory documents are allowed to keep the cargo train brakes on one level of braking to 2.5 minutes (and at two or more steps - even more than a longer). Consequently, the locomotive brake may be in such a inhibitable state. After all, it is not written anywhere that during the actions of autotractors in the train Crane No. 254 should be put on "buffer", i.e. Release the brake of the locomotive (except in cases of checking the actions of auto motors). Also, nowhere is not specified, as long as the auxiliary brake can be applied (simultaneously with the braking of the train) and then, accordingly, continue to keep it in the inverted state already during the leave of auto-motors in the composition.
Probably, if the auxiliary brake of the locomotive during the inhibition period did not apply, then the duration of its use already upon vacation of the composition of the composition may exceed the set 30 - 40 (40 - 60) p. Therefore, in the instruction manual for the brakes of the roads of Ukraine No. CT-CT-CL-TSL / 0015, the exposure time of the locomotive in the inverted state with pressure in the brake cylinder is 1.5 - 2.0 kgf / cm 2 when the carmaking of the cargo train up to 350 axes is increased from 30 - 40 to 40 - 60 s. But after that, the locomotive brake is released with steps so that its full vacation with a crane No. 254 does not beat the time of full vacation brakes. An exception can only be done in cases where the train follows on the site or lift.
Application To leave the autolike positions of position II, the crane of the driver allows several slow down this process and thereby hold the train in the compressed state (without the care of its head part) using the pressure permissible for such cases in the shopping center to 2.0 kgf / cm 2. After the gradual leave of autolikes, the longitudinal dynamic reactions will also not be quickly changed. And in the future, the position of the I crane of the driver will be provided with a reliable leave of the tail of the train. That is, when followed by the descent of the composition of the increased mass, it is better to release the brakes in the manner, but a normal or high length, as well as a tank containing tanks and wagons of a hopper-dialing type (with a slow release) to accelerate the release to apply the position of the IV driver's crane.
Of course, train of high mass, which should be on the descent, to keep in a compressed state during the leave of autolikes, applying only a tap No. 254, difficult. It is necessary to increase the pressure in the shopping center to 2.5 - 4.0 kgf / cm 2 or keep the crane for a long time in the inverted state. Therefore, in a newly published on the roads of Ukraine, the instructions No. CG / 0150 to prevent the car shift is allowed to make the machine on the descents to release the brakes with the formulation of the crane handle by 20 - 30 C to position II. Then the position I, according to the requirements of the brake instructions, set the pressure in TM by 0.5 - 0.7 kgf / cm 2 above the charger. In the process of vacation, the tap No. 254 remains in a braking position with support for pressure in the shopping center from 1.5 to 2.5 kgf / cm 2. Or at the same time use an electrical brake (if any).
Knowing tentatively, the vending time of the auto motors, the driver can control the train, smaller risking to break the motor archery. Consider several options for automotivity.
First option:time to leave brakes overestimated. This feature is determined already when checking the operation of the brakes - the speed of the train movement, even after setting the handle of the driver's crane on the vacation position, continues to fall. Such drops can be from the speed of starting checking the brakes 40 - 60 km / h until it is reduced within 10 - 30 km / h, i.e. Speed \u200b\u200bdecreases by 20 - 40 km / h. Especially often, such a phenomenon is observed in trains that have a hopper-digestive type wagon and tank.
If the leave of the auto motors is carried out slowly, then the driver with further follows to speed up this process must use the position IV, i.e. Lessa to perform position I, setting the pressure in the equalization tank (UR) above the charging by 0.5 - 1 kgf / cm 2, depending on the length of the composition and the actual density of TM. Then the crane knob should be translated from the position of the i in IV and after 30 - 40 s, after short-term movement of the handle to position I, install it on the train.
At the same time, a very effective method of improving the leave of autotractoros, it is necessary to be sure that the density of the UR and the equalizing piston (UE) in position IV is quite high and corresponds to the established norms (the pressure reduction of 0.1 kgf / cm 2 occurs during at least 3 minutes). In the case of a low density of the UR and the drop of autotractoros, using the position IV, it becomes impossible, as there is a high probability of their triggering.
Second optionthe operations of autotractors: when checking their actions and further control the train, it was determined that in braking and leave there are significant longitudinal-dynamic efforts (rollback of the head part, incidence of tail, etc.). In this case, when following the descent and the need to reduce the speed, the position Va of the driver's crane is used, first discharge the brake line by 0.3 - 0.5 kgf / cm 2 by the position V, and then the position of the VA until the pressure is reduced to the desired value.
The use of such braking (V -VA), instead of only one stage, the pressure decrease by 0.8 - 1.2 kgf / cm 2, as the engineer N.K. Vasin in the article "Why autospots in cargo trains" (see "Lokomotiv" number 12 for 2006), can reduce efforts in the train during braking and, moreover, to practically eliminate the intensification of the pressure in the UR with the position of the IV crane of the driver and large Discharge TM.
When the descent is a heavy composition, in which significant reactions are observed, the fastest leave of autotractoros can increase efforts on autospots. Therefore, in these cases, it is not worth using for vacation the position of the IV crane. From the experience of driving trains, it is recommended for gradually vacation brakes to put the handle of the driver's crane by 20 - 30 s on a train position, and then the brake leave is performed by position I, setting the pressure in TM by 0.5 - 0.7 kgf / cm 2 above the charger. At the same time, in the process of leaving the brakes in the train Crane No. 254 remains in the inhibited position, maintaining pressure in the shopping center from 1.5 to 2.5 kgf / cm 2, or an electrical brake is used. In order to investigate cases of the units, the control checks should be carefully conducted, to find out the reasons that influenced the occurrence of reactions in the train. It is important to check the time of vacation of the brakes of the tail wagons (and not only the last), TM density in the positions of the II and IV crane of the driver, the pressure of the TM in the tail part of the train, the presence in the group of wagons of disconnected, which have not worked or spontaneously released the brakes. Especially such disadvantages in the head of the train on vacation can lead to a rollback when follows the descent and as a result - to the autospar clips.
The members of the Commission who check the work of the autolikes of separately head and tail parts of the train are incorporated. It is important when investigating the speed-up tape (the magnetic carrier of the electronic speedingman or Als-Mu, the club) to make sure that the brakes are correct, depending on the path profile. It should be noted that when investigating "forget" to analyze how this train (if it was transit) managed previous machinists.
Already when conducting a cargo composition by these machinists, the longitudinal-dynamic efforts in it could go on the appearance of a crack in one of the autospots. In the future under certain conditions, it developed to the complete cliff of the coupling device. Moreover, due to the short time, the crack did not have time to darken (metal oxidation and the darkening of the breakdown site occur within two to five days, depending on weather conditions). That is, the Commission, which is investigating the case of the cliff, erroneously can calculate the "fresh" break only as the guilt of the last driver.
In conclusion, it should be noted that the use of only crane No. 254 instead of braking a train consisting of empty wagons, which are in the head of it, can lead to deviations from the norms of the content of the rolling stock and rail route to unacceptable compressive efforts. As a result, it will be sacrificed and the gathering of the empty wagon. In order to be able to correctly analyze the procedure for using the crane of the auxiliary brake, follows in electronic systems to provide a record of its operation on the magnetic medium (motion parameters recorder).
At the first station of departure, the locomotive brigade is obliged to check the action of automatic (without a 5-minute excerpt in the inhibitory state) and auxiliary brakes by the order set in clause 3.2 of this Instruction, and at intermediate stations - auxiliary brake.
Maintenance of brakes and management of them in trains with locomotive
General provisions
10.1.1. When following with a train or separate locomotive, the driver and assistant driver must:
When departing from the train with the train, make sure that there is no sparking or any other signs that threaten the safe follow-up, as well as whether the signals of the stop by the train brigade, station workers or employees of other services;
Ensure the mode of operation of compressors (or steady pumps) in accordance with clause 3.1.1 of this Instruction, and not allow pressure drops in the main tanks below the established norm;
Prepare brakes to action, and the handle of the driver's crane is transferred to the train position, in which the charging pressure should be maintained in the brake network in accordance with Table. 3.2 or clause 3.2.6 of this Instruction;
When running a passenger train on electropneumatic brakes to have a power source included; The voltage in the electrocups of the passenger train must comply with the specified in clause 3.2.9 of this Instruction, and the signal lamp should be burned on the remote;
Make sure in the reliable operation of the train brakes by checking their action in the following way.
10.1.2. Checking the actions of auto motors in the path of pressure to decrease the pressure in the equalization tank of the freight load train and the same next locomotive by 0.7-0.8 kgf / cm 2, in freight empty, cargo-passenger and passenger trains by 0.5-0.6 kgf / cm 2, installed to test brakes. At the same time, the locomotive automatic brake in the freight trains of more than 100 axes to release (except for locomotives equipped with a tap 4vk).
If there is more than half of the wagons of the Vl rice with trolleys of the TWZ-TsNII "M" and air distributors to check the actions of the auto motors in the path of pressure to decrease the pressure in the equalization tank by 0.7-0.8 kgf / cm 2.
When checking the operation of the brakes, apply auxiliary and electric brakes on the locomotive in all trains is prohibited.
After the brake effect and reducing the speed of 10 km / h in the cargo loaded, the cargo-passenger, passenger train and a single locomotive and 4-6 km / h in the cargo eminence to vacate the brakes. Specified speed reductions should occur at a distance not exceeding local instructions.
Leave brakes after checking on the following way to produce only after the machinist is convinced of their normal action.
If, after the first stage of the braking, the initial effect will not be obtained in the passenger train for 10 s, in the cargo email a train up to 400 axes and a cargo-passenger system for 20 seconds, in the remaining cargo trains within 30 seconds, immediately make extra braking and take all measures. To stop train.
10.1.3. Depending on the result of checking the actions of the autolikes and on the basis of the experience of driving trains along the site, the driver, with further jurisdiction, selects the start of braking and the value of the pressure reduction in the highway so as to prevent the passage of the signal to the prohibitive reading, and the speed reduction signal and the warning signal prohibit with Installed speed.
10.1.4. Places and speed of movement of trains and single locomotives, as well as distances on which a reduction in speed should occur when checking the actions of the brakes in the following path, are determined by the commission, are approved by the head of the road and are indicated in local instructions. These distances are denoted on the distillation signs "Start of braking" and "end of braking" and are determined on the basis of traction calculations and experienced trips for each kind of trains when they are supported by operating brakes and a single lowest brake pressing per 100th, then the weight of the train (composition) approved by MPS.
10.1.5. Check the actions of auto motors in the route of the train to produce:
After complete or abbreviated testing of the brakes, the inclusion and shutdown of auto motors in individual wagons or groups of cars, when switching from electropneumatic brakes to automatic, if the time of the addition on the electropneumatic brakes was 20 minutes and more, as well as in cases provided for by paragraph 9.4.1 of this Instructions;
Before entering dead stations, as well as in front of the station, where the train stop is provided on the schedule, if there is a descent to this station with a steepness of 0.008 or more and a length of at least 3 km. In some cases, based on the local conditions and ensuring the safety of the movement, the order of the head of the road can be taken less than the steepness of the descent. Before the specified stations, check the actions of autotractors with such a calculation so that at the entrance to the auto motor station, the brake network is fully released to the pressed pressure. If the brakes, by the terms of the train, can not be released, then when moving the train in the inhibited state, you need to calculate your actions so that you can stop the train after the braking is inserted in the appointed place;
On a single next locomotive after checking its auto motors at the first station of departure.
If, when following with the train at the place set to verify the actions of the autotractors, the driver of the leading locomotive will not be verified, then the operator of the second locomotive is obliged to contact the radio locomotive driver on the radio communications and submit a vigilance signal - the requirement to verify.
10.1.6. If you need to verify the actions of the auto motors in the non-established locations, it is allowed to perform it, as a rule, at the station paths or when departing from the station on the first time, which has a platform or descent with local conditions. In these cases, the action of auto motors is allowed to evaluate the speed of a speed of 4 to 6 km / h in the cargo email train and 10 km / h in the remaining cargo trains and single locomotives. This time is set in local instructions on the basis of experienced trips in accordance with paragraph 10.1.4.
In case of detection of unsatisfactory work of autotractors when evaluating their action on time to reduce speed, apply emergency braking and take all measures to stop the train.
10.1.7. In passenger trains, first check the action of the automatic brake, and then the electropneumatic. To check the action of the electropneumatic brake in the path of the deceleration, to obtain a pressure in the brake cylinders of the locomotive 1.0 - 1.5 kgf / cm 2.
10.1.8. Checking the action of electropneumatic brakes must be carried out after complete testing of the brakes, shifts of locomotives, locomotive brigades or control cabins, trains to the train train.
10.1.9. Before sending a train from an intermediate station or distillation, the driver is obliged to check the density of the braking network of the cargo train at the II position of the driver's crane knob with a mark of its value and the check location on the back of the reference form Wu-45. If, when checking the brake network density, the machinist will detect its change by more than 20% upwards or decrease from the form specified in the certificate of the Vo-45 of the previous value, to produce abbreviation of autotractoros.
10.1.10. The driver and assistant driver must observe the operation of the brakes on the train throughout the flight.
In case of detection of spurs in the train when the brakes are discharged, stop the train by braking for checking the train and troubleshoot the fault.
If necessary, release manually brake and turn off the air distributor; A passenger carriage is made to make sure that the air reservoir is complete (a car with a Western European type brake additionally release air from the working chamber).
To detect the sliders (chosel), thoroughly examine the surfaces of the wheel riding, if necessary, produce the composition of the composition.
On the shutdown of the brake, the machinist should make the appropriate mark in the FU-45 certificate.
10.1.11. When detecting in the path of the passenger or freight car (except for the motor car, the motor-carriage rolling stock (MVPS) or tender with tapes with roller bearings) slide (potholes) 1 mm depth, but not more than 2 mm allowed to bring such a car (tender ) Without captures from trains to the nearest maintenance point that has means for replacing wheel steam, at a speed of not over 100 km / h in the passenger train and not over 70 km / h in the cargo train.
At a depth of a slider from 2 to 6 mm in wagons, except for the MVPS motor carriage and from 1 to 2 mm, the locomotive and motor carriage of the MVPS is allowed to follow the train to the nearest station at a speed of 15 km / h, and with a slide value, respectively, over 6 to 12 mm And over 2 to 4 mm - at a speed of 10 km / h. On the nearest station, the wheel steam must be replaced. With the depth of the slider, over 12 mm in the car and tender, over 4 mm in the locomotive and motor wagon, the MVPS is allowed to follow at a speed of 10 km / h under the condition of hanging or eliminating the possibility of rotating the wheel pair. The locomotive should be disabled from the train, the brake cylinders and the traction motor (engines) of the damaged wheel pair are disabled.
The depth of the slider measure the absolute template. In the absence of a template, it is allowed at stops on the path of the depth of the slider to determine by its length using the data specified in Table. 10.1.
Table 10.1.
10.1.12. If, when following a cargo train, its speed without bringing the brake engine does not decrease, but there are signs of a possible breakdown of the brake line (frequent compressor inclusions or a rapid pressure reduction in the main tanks after turning off the compressors with non-working sandboxes and tifons, the triggering of the brake trigger breakout signaling with the sensor No. 418) Turn off the craving, translate to 5-7 with the handle of the driver's crane to the position of overlapping without food and monitor the pressure of the brake line.
If after this will occur fast and continuous pressure reduction in the brake line or a sharp slowdown in the train movement that does not correspond to the effect of the path profile, make a braking, after which the handle of the driver's crane is translated into 3 position and stop the train without the use of locomotive auxiliary brake, find out and eliminate the cause .
In the case when there is no quick and continuous reduction in the pressure of the brake line and a sharp slowdown in the train movement, to make a braking with a discharge of the brake line by the first stage, then release the autorotosis by the established order, and the traction mode is allowed only after the autotractoros is allowed.
In the case of re-braking of the train due to the spontaneous response of autolikes, in the composition of the braking and supply of autotractoros by the established procedure, to declare the control check of autotractors in accordance with paragraph 19.1.4 of this Instruction and bring the train to the station on which this check will be made. Without detecting and eliminating the causes of spontaneous response of autolikes, send a train from this station for further follows.
10.1.13. If the EPK is triggered by the motorway, as well as the braking of the passenger, postal and luggage and cargo-passenger train, stop-crane or due to the separation of their brake line, perform an emergency braking by the procedure specified in clause 10.1.21 of this Instruction.
10.1.14. In case of detection of autotractorously refusal, the train will make emergency braking and take steps to stop the train. If you are unsuccessful, an attempt to stop the train is to serve a common alarm signal and along the train on the locomotive, additionally inform the station in front of the station or the dispatcher about what happened so that they can take steps to the free receiving train to the station or the train pass through the station. Conductor or Wagon Explorer, having heard a common alarm signal or seeing stop signals submitted from the way, is obliged to open the emergency braking tap and actuate the handbrake on the serviced cars.
After stopping the train, find out the reason for the unsatisfactory work of the brakes. If it is impossible to fix the malfunction or restore the effect of brakes on site, then further maintain trains in accordance with the PTE and the instructions for the movement of trains and maneuver work on the railways.
10.1.15. In the case of electrical braking on electric locomotives and locomotives and controls on the locomotive brake locomotives, let go. It is not allowed to simultaneously use pneumatic and electric braking on electric races and diesel locomotives in cases not provided for by the locomotive scheme, as well as counterparts on steam locomotives.
10.1.16. If an emergency braking of the train was applied to the train with a locomotive, the driver is obliged to bring the train to the movement of the time specified in paragraphs in PP. 10.2.1.5, 10.2.1.8, 10.3.13 of this Instruction. If there is a vacation signaling device in high-speed trains, the brake leave after emergency braking, the driver checks on the checkout lamp of the vacation signaling device located in the cabin. The train equipped with a vacation alarm can only be moved after the control lamp goes out.
If the emergency braking is made from the car or occurred due to the violation of the integrity of the brake line, then after clarifying the reasons for stopping, their elimination and receipt of the possibility of departure, the driver makes a vacation and charging of the auto motors and leads the train in motion. In the passenger train, vacation brakes of each carriage are required to check the conductors and head (team-friendly-brigadier) of the train. In the cargo train check, checking the brakes on the train is not made. If, when clarifying the reasons for stopping the train, an open end crane on the tail car was found, you must close the crane, check the car number with the data of the field sheet and the help of Vo-45 form.
After sending the train, employees of the locomotive brigade should be from the windows of the Locomotive Cabin, and the conductors of passenger cars from the tambourists to watch the train movement; In case of detection of non-vacation brakes, sparking or other faults take measures to eliminate them or, if necessary, to the train stop.
10.1.17. It is prohibited in the working cabins of the locomotive during the parking lots at the station, as well as on the path to overlapping a dismissal crane or a dual thrust tap on the nutritional highway and combined or disbanded on the brake line, except for the cases: when using multiple thrust and pushing locomotive included in the brake network trains when on others, except for the head, locomotives, the double thrust crane knob or the combined crane is translated into the double thrust position; in non-working cabins in the absence of blocking device No. 367; when checking the density of the brake network of passenger trains; When repairing the crane of the driver (in the parking lot); When making autolikes in a short composite passenger train after emergency braking in accordance with clause 10.2.1.3.
10.1.18. With all types of service braking by automatic brakes, the pressure in the equalization tank is reduced by a driver's crane from the installed charging pressure at least by the first stage set for all PP passenger and freight trains. 10.2.1.1, 10.3.1 of this Instruction. With stepped braking, the subsequent braking steps to decrease the pressure in the equalization tank in the range from 0.3 to 1.0 kgf / cm 2, depending on the need. When moving a train on a planned stop, braking to start the first step, after a decrease in speed by 25-50% of the initial, if necessary, the braking is strengthened.
The best smoothness of the braking of the train is ensured by the discharge of the brake line at the beginning of the mainstream braking by the first stage.
10.1.19. When braking from a speed of 40 km / h and less in trains with a composition of 50% and more cars equipped with composite pads or disk brakes, the brakes must be activated slightly earlier than with cast iron pads.
10.1.20. When performing full service braking to one reception, reduce the pressure in the equalization tank by 1.5-1.7 kgf / cm 2. This type of braking is used in exceptional cases if you need to stop the train or reduce its speed at a shorter distance than when performing step inhibition.
10.1.21. Emergency braking in all trains and on any path profile to apply only when an immediate stop of the train is required. It is performed by a driver's crane, and if necessary and a combined crane from the lead or led (with a double or multiple pull) of locomotives. After transferring the handle of the driver's crane or a combined crane to the emergency braking position to act as a sandbox and an auxiliary brake of the locomotive and turn off the craving, the handle of the driver's crane or the combined crane is left in the state of emergency braking, and the auxiliary brake knob is in the extreme braking position until a complete stop.
10.1.22. To avoid a sharp slowdown in the locomotive movement when applying the crane of the auxiliary brake and the occurrence of large longitudinal-dynamic reactions in the train at speeds of 50 km / h and less, to slow down this crane during the maintenance of the train is necessary steps, with the exception of an emergency stop case.
When performing an auxiliary brake of passenger and cargo locomotives (except for maneuver), avoid systematic efficient braking with an increase in pressure in the brake cylinder for one reception to more than 1.5 kgf / cm 2. As a rule, the service braking with auxiliary brake with a pressure of more than 1.5 kgf / cm 2 in the brake cylinders of the locomotive during the cream brake pads to produce a re-stage after the pressure in the cylinders to 1.5 kgf / cm 2 for 0.5-1.0 min.
Use auxiliary brake to prevent locomotive boring.
10.1.23. The auxiliary brake of the locomotive in the case of its application to be released after the autolike composition of the composition.
10.1.24. Before braking a decrease in pressure in an equalizing tank of more than 1 kgf / cm 2 with automatic brakes or pressure in the brake cylinders of locomotives, more than 2.5 kgf / cm 2 with electropneumatic brakes to pre-act the sandbox.
10.1.25. When stopping braking with sand on the locomotive, the sand supply is stopped when the speed is reached 10 km / h before stopping. If single the next locomotive is stopped using sand on a plot with red lock or at a station equipped with electrical centralization, then it is necessary to bring the locomotive in motion and move on clean rails.
10.1.26. When approaching the station, prohibiting signals and signal reduction signals, it is necessary to act in advance to activate the autotorosis and reduce the speed of the train so as to prevent the location of the installed stop at the station that prohibits the signal, the limit column, and the speed reduction signal and the place of warning will proceed with speed, Installed for this place. The speed of movement should not exceed 20 km / h at a distance of at least 400-500 m to the prohibitive signal.
At the entrance to the forbidding signal or the limit column, the full vacation of the brakes is made only after stopping the train.
10.1.27. If after the holidays of autolikes, there is a need for re-braking, this vacation in both passenger and cargo trains is performed in advance at such a speed of movement in order to ensure the necessary charging of the brakes to re-braking.
10.1.28. In order to avoid breaking the train or the emergence of large longitudinal dynamic reactions in it when moving from place after stopping with the use of auto motors, it is allowed to bring the locomotive in motion only after the vacation of all auto motors in the train.
10.1.29. With a trailer to the composition of two or more acting locomotives, controls brakes in the train driver of the first locomotive.
10.1.30. Managing high-speed cootorosis from inactive locomotives and a motor-auditing rolling stock produce a procedure established by this instruction for the corresponding kind of train with a locomotive traction.
10.1.31. Trains with locomotives equipped with an electrical brake must be operated with the mandatory use of this brake. Modes of braking and the use of electrical brakes are installed in local instructions and regime cards, which are developed on the basis of calculations, the results of experienced trips and taking into account the requirements of the factory instruction manual of this series of locomotives. At the same time, the braking force should not exceed the maximum allowable value under the conditions of stability of rolling stock in a rut, by its strength and exposure to the path.
