The procedure for applying auxiliary brake to reduce reactions in the cargo train. Brake Brake Brakes Application Locomotive Auxiliary Brake

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.

Control over the execution of this order to impose on the Deputy Head of the Directorate of the Traction of Kovalev S.I.

Managing auxiliary brake organic manner to translate into the last braking position. On the locomotives equipped with a driver of the driver, who have received the control team from the controller to the executive devices, is made by electrically or otherwise (except for mechanical), the control of the auxiliary brake organo in the non-working cabin should remain on the train position;

Automatic parking brake (if available);

After setting the maximum pressure in the brake cylinders, turn the locking device key and remove it.

b) on locomotives that are not equipped with a locking device or in the presence of a brake lock device No. 267:

In the presence of an electropneumatic brake, disable the power switch of this brake on the control panel;

Carry out the discharge of the brake line to zero by the formulation of the control body of the driver's crane into emergency braking;

Transfer the knob of the combined crane (if available) to the double thrust position. If there is a function of automatic disagreement of the crane of the driver with the brake trunk when the key of the blocking device is rotated, this operation does not produce;

After setting the maximum pressure in the brake cylinders, turn the brake lock key number 267 and remove it;

Overlapping the dismissive crane from the crane of the auxiliary brake to the brake cylinders.

At the Emergencies of the emergency series, the dismantling crane on the aircover from the crane of the auxiliary brake No. 254 to the brake cylinders should be opened.

Make sure that the brake cylinders are filling until complete pressure and in the absence of an invalid reduction in pressure in the brake cylinders (a decrease in pressure in the brake cylinders is allowed to be reduced at no more than 0.02 MPa (0.2kgs / cm 2) for 1 min.)

When the locomotive equipment of the parking (manual) brakes and the brake cylinder pressure gauges in the body, allowing to control the inhibited state of the locomotive during the transition to another control cabin, finding the driver's assistant in the left cabin is not required.

In the cabin introduced the cabin must:

a) on locomotives equipped with a locking device:

b) on locomotives that are not equipped with a locking device or in the presence of a brake lock device No. 267:

Open a dismissal crane on the aircover to the brake cylinders from the crane of the auxiliary brake;

Translate the control body of the driver crane from the brake position on the train, and in the presence of a brake lock No. 267 insert a removable key of blocking into the socket and turn it, charge the equalization reservoir before charging pressure;

Open the combined crane, charge the brake line before charging pressure;

Translate the control body of the auxiliary brake crane on the train position.

b) on locomotives equipped with a locking device:

Insert the key into the locking device and turn it off, turning off the lock and activating the controls;

Translate the control body of the crane of the driver from the brake position on the train position and fill the equalization reservoir and the brake line until the charging pressure;

Cancel the automatic parking brake (if available).

The driver's assistant in the transition process should be in the left cabin left and the brake mains and brake cylinders to control the inhibitory status of the locomotive before charging the brake line from the working cockpit. In case of detection of spontaneous leave of the locomotive brake, the driver's assistant is obliged to actuate the parking (manual) brake.

On locomotives equipped with a parking (manual) brakes only in one cabin, the driver's assistant during the transition should be in the cabin equipped with a parking (manual) brake drive.

On locomotives equipped with an automatic parking brake, finding an assistant driver in a cabin equipped with a parking (manual) brake drive, not required.

After the locomotive trail to the composition, finding an assistant driver in the left cabin is not required.

After graduating all transition operations to the working office, the driver is obliged:

Prior to bringing the locomotive in motion, checking the brake cylinder to the manometer, the operation of the auxiliary, and then automatic brakes;

After bringing the locomotive to move the auxiliary brake action when the speed is 3-5 km / h until the locomotive stops.

1. Before sending a cargo train from an intermediate station or distillation, when parking 300 seconds (5 minutes) and more, the driver is obliged to check the density of the braking network of the train during the train of the control body of the driver's crane with the mark of its value and the inspection site on the back of the reference Providing trains by brakes and a good action. " If, when checking the density of the train brake network, the driver will detect its change by more than 20% in the direction of increasing or decreasing from the brakes listed in the "Help to ensure the brakes of the previous value, to carry out the abbreviation of the auto motors.

In addition, before sending a cargo train with a length of more than 100 axes from an intermediate standard or a run during a parking lot of more than 300 seconds (5 minutes), check the state of the brake line by setting the control body of the driver's crane to a position that ensures the increase in pressure in the brake line above the charging pressure, With an exposure in this position for 3-4 seconds. The difference in pressure testimony of brake and nutritious highways should be at least 0.5kgs / cm 2 (0.05 MPa).

2. Check the actions of the auto motors in the following path to be carried out with a decrease in pressure in the equalizing tank of the cargo loaded train and a single next locomotive equipped with air distributors of a cargo type, by 0.06-0.08 MPa (0.6-0.8 kgf / cm 2), freight empty - by 0.04-0.06 MPa (0.4-0.6 kgf / cm 2), the cargo-passenger and separately the next locomotive equipped with a passenger type air distributors - by 0.05-0.06 MPa (0, 5-0.6 kgf / cm 2) installed to test brakes.

When checking the operation of the brakes, apply an auxiliary brake to increase the pressure in the brake cylinders and the electric brakes on the locomotive in all trains is prohibited.

After the brake effect appears and reduce the speed of 10 km / h in the cargo loaded, the cargo-passenger train and a single locomotive and 4-6 km / h in the cargo will make the train to complete the brakes. The indicated rate reductions should occur at a distance not exceeding the established technical and administrative documents of the infrastructure owner.

After checking the brakes after checking on the following path, 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 cargo email train up to 400 axes and the cargo-passenger for 20 seconds, and in the remaining cargo trains within 30 seconds, immediately perform emergency braking and take all measures to stop the train.

If you need to verify the actions of the autolikes in unidentified locations, it is allowed to perform it, as a rule, at the station paths or when traveling from the station on the first time, has a platform or a descent with local conditions. In these cases, the action of auto motors is allowed to evaluate the rate of speed of 4-6 km / h in the cargo email train and 10 km / h in the remaining cargo trains and single locomotives.

This time is established in the technical and administrative documents of the owner of the infrastructure on the basis of experienced trips.

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.

3. Depending on the result of checking the actions of the autotractoros, the driver with further conduct of the train selects the start of the braking and the value of the pressure reduction in the brake line so as to prevent the passage of the signal with the prohibitive reading, and the speed reduction signal and the location of the speed limit on the speed limit .

4. The first stage of braking is carried out with a decrease in pressure in the equalization tank: in loaded trains - by 0.05-0.08 MPa (0.5-0.8 kgf / cm 2), on cool protracted descents - by 0.06-0 , 09 MPa (0.6-0.9 kgf / cm 2), depending on the steepness of the descent; empty - by 0.04-0.06 MPa (0.4-0.6 kgf / cm 2).

The second step, if necessary, perform at least 6 seconds after stopping the release of air from the highway through the driver's crane.

All service braking should be carried out using the position of the control body of the driver, at which a compressed air pressure machine in the brake line is maintained independently of the compressed air leakage from the brake line after braking.

If the driver's crane has a positional braking position with a slow discharge of the equalization tank, then after obtaining the required discharge of the equalization tank is allowed to delay the control body of the driver's crane in this position for 5-8 seconds before moving to a position that maintains the specified pressure in the brake line after braking with The aim of stabilizing pressure in the equalization tank.

Subsequent braking steps, if necessary, to decrease the pressure in the equalization tank in the range from 0.03 to 0.08 MPa (from 0.3 to 0.8 kgf / cm 2).

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.

Repeated braking when follows the descent in the form of a cycle consisting of braking and vacation when the desired speed of the train is reached.

If, when the control body of the driver of the driver's crane, providing an increase in pressure in the brake line above the charging, time to recharging the operating chambers of the air distributors on the flat mode was less than 60 seconds (1 minute), the next braking stage was carried out with a decrease in pressure in the equalization tank by 0.03 MPa (0.3 kgf / cm 2) more initial braking level.

In order 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 60 seconds (1 minute) to ensure recharging the trains brake line. To fulfill this requirement, do not make frequent braking and not let go of the autorosis at high speed.

The time of continuous trains with a constant braking step on the descent when turning on the air distributors to the plain mode should not exceed 150 seconds (2.5 minutes). If it is necessary, longer braking to increase the discharge of the brake line and after a sufficient reduction of the speed release the brakes. Based on local conditions, according to the results of prototype of second kind, the specified time can be increased and regulated in the technical and administrative documents of the infrastructure owner.

5. When controlling auto motors on the protracted descents 0,018 and the cooler, where the charging pressure is installed in the brake line 0.52-0.54 MPa (5.3-5.5 kgf / cm 2) and cargo type air distributors are included on the mountain mode, the first The braking stage is performed at a speed established in the technical and administrative documents of the infrastructure owner with a decrease in pressure in the equalization tank at 0.06-0.09 MPa (0.6-0.9 kgf / cm 2), and on the descents steeper 0.030 - 0, 08-0.10 MPa (0.8-1.0 kgf / cm 2). Next, the inhibition strength is adjusted depending on the speed of the train and the path profile. At the same time, not to fulfill the full vacation of autotractors, if before the end of recharging the brake line and perform re-braking, the train speed exceeds the installed.

If you need to use full official braking, as well as in the process of adjusting braking with additional steps, when following the descent, do not discharge the brake line to the pressure below 0.35 MPa (3.6 kgf / cm 2). If for any reason, when following in the descent, the pressure in the brake line will be below 0.35 MPa (3.6 kgf / cm 2), stop the train, activate the auxiliary brake of the locomotive, then let go of automatic brakes and charge the brake line on Parking before the start of the train movement (or for at least 300 seconds (5 minutes), if the train is held by the Locomotive Auxiliary Brake).

After passing the train of the protracted descent and transfer to the station of its brake line to the normal charging pressure, the examiners are required to check the vacation of all auto motors in the train and switch air distributors in the train on the plain mode.

6. The auxiliary brake of the locomotive in the case of its application to release steps with time delay after the auto-motors of the train composition.

7. Before braking a pressure decrease in the equalizing tank by more than 0.10 MPa (1.0 kgf / cm 2), with automatic brakes, the sandbag appliances are pre-activated.

8. If after the leave of autolikes, there is a need for re-braking, then this vacation in freight trains is performed in advance and at such a speed of movement to ensure the necessary charging of the brakes to re-braking.

9. When following a freight train at a speed of more than 80 km / h and the appearance of a brakes into effect on the locomotive traffic light of a yellow fire in the equalization tank in a loaded train by 0.08-0.10 MPa (0.8-1.0 kgf / cm 2), in the empty - by 0.05-0.06 MPa (0.5-0.6 kgf / cm 2). At a lower speed of movement or a larger length of blocking sites, braking, taking into account the speed, the profile of the path and the efficiency of the brake means at the corresponding distance from the traffic light.

10. In the cargo trains after the service braking, the full vacation of autotractoros produce by increasing the pressure in the equalization tank to the charging pressure at a train length to 100 axes and 0.03-0.07 MPa (0.3-0.7 kgf / cm 2) Above the charged trains above 100 axes depending on the maintenance conditions.

After reducing the pressure to the normal charger, if necessary, repeat the indicated pressure overestimation.

On the immersion descents where repeated braking and air distributors in the cargo train should be included on the plain mode, the vacation between repeated braking is carried out by increasing the pressure in the equalization tank before charging pressure.

If the brakes are included on the mountain mode and full vacation is not required, then produce a stepped vacation by transferring the control organ of the crane to the train position until the pressure increases in the equalization tank at each stage of the vacation at least 0.03 MPa (0.3 kgf / cm 2) . With a pressure in the brake line after the next stage of the brake leaves by 0.04 MPa (0.4 kgf / cm 2) below the pre-headed charger produce only full vacation.

11. After emergency braking, the full vacation of autotractoros is performed until the pressure is obtained in the equalization tank above the charging pressure by 0.05-0.07 MPa (0.5-0.7 kgf / cm 2) at the driver's crane without a stabilizer and 0.10 -0.12 MPa (1.0-1.2 kgf / cm 2) if the crane has a stabilizer driver.

12. With the length of the composition of the cargo loaded train, more than 100 to 350 axes at the same time with the beginning of the autolike leaves to slow down the locomotive of the tap of auxiliary brake with a pressure in the brake cylinders 0.10-0.20 MPa (1.0-2.0 kgf / cm 2), If it was not inhibited by the previously automatic locomotive brake and withstand in the inhibited state for 30-40 seconds, then release the stages of the locomotive brake.

13. In trains with a composition of more than 300 axes, do not let go of the autorosis at a speed of less than 20 km / h until the train stop. As an exception when follows the descent, where there is a speed limit of 25 km / h and less, the leave of auto motors to perform with advance, for 15-20 seconds, the locomotive brake is slowed down.

14. After stopping the train with the use of autolikes, it is necessary to wait the time from the moment the control body of the driver's crane is transferred to the full vacation position before moving the locomotive in motion:

After the braking stage - at least 90 seconds (1.5 minutes) with air distributors included on the plain mode, and at least 120 seconds (2 minutes) with air distributors included on the mountain mode;

After complete service braking - at least 120 seconds (2 minutes) with air distributors included on the plain mode, and at least 210 seconds (3.5 minutes) with air distributors included on the mountain mode;

After emergency braking in trains up to 100 axes, at least 240 seconds (4 minutes), more than 100 axes are at least 360 seconds (6 minutes).

With negative temperatures of the surrounding air, the time from the moment the control body of the driver of the driver's crane on the vacation position before driving the locomotive in motion increases one and a half times.

Appendix 3.

rules
brake management

With changes and additions from:

I Cargo Train Brakes

1 Before sending a cargo train from an intermediate station or distillation, at a parking lot of more than 300 seconds (5 minutes) and more, the driver is obliged to check the density of the braking network of the train during the train of the driver's control body with the mark of its value and the checks on the reverse side of the reference Providing trains by brakes and a good action. " If, when checking the density of the brake trad in the train, the driver will detect its change by more than 20% in the direction of increasing or decreasing from the brakes specified in the "Help to ensure the brakes and their serviceability" of the previous value, to perform the abbreviation of the auto motors.

In addition, before sending a cargo train with a length of more than 100 axes from a station or driving at a parking lot of more than 300 seconds (5 minutes) to check the state of the brake line by setting the control body of the driver's crane to a position that improves the pressure in the brake line above the charging pressure, with shutter speed In this position for 3-4 seconds. The difference in pressure testimony of brake and nutritious highways should be at least 0.5 (0.05 MPa).

2 Checking the actions of autotractors in the following path to decrease the pressure in the equalization tank of the cargo loaded train and a single next locomotive equipped with air distributors of a cargo type, by 0.06-0.08 MPa (0.6-0.8), cargo empty on 0 , 04-0.06 MPa (0.4-0.6), cargo-passenger and separately the next locomotive, equipped with air distributors of the passenger type - by 0.05-0.06 MPa (0.5-0.6) installed for Testing brakes.

This time is established in the technical and administrative documents of the owner of the infrastructure on the basis of experienced trips.

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.

3 Depending on the result of checking the actions of the autotractoros, the driver with further conduct of the train selects the starts of the start of braking and the pressure reduction in the brake line so as to prevent the signal from the prohibitive reading, and the speed reduction signal and the location began to restrict the speed of the following speed.

4 The first stage of braking is carried out by a decrease in pressure in the equalization tank: in loaded trains - by 0.05-0.08 MPa (0.5-0.8), on cool tightening descents - by 0.06-0.09 MPa (0 , 6-0.9), depending on the steepness of the descent; empty - by 0.04-0.06 MPa (0.4-0.6).

The second stage of braking, if necessary, or leave the brakes after at least 6 seconds after stopping the release of air from the line through the driver's crane or at least 8 seconds after using the position at which the specified compressed air pressure is maintained in the brake line after braking.

Subsequent braking steps, if necessary, to decrease the pressure in the equalizing tank in the range from 0.03 to 0.08 MPa (from 0.3 to 0.8).

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.

Repeated braking to perform when following the descent in the form of a cycle consisting of braking and brake leave when the desired speed of the train is reached.

5 When controlling auto motors on the protracted descents 0,018 and the cooler, where the charging pressure is installed in the brake line 0.52-0.54 MPa (5.3-5.5) and cargo air distributors are included on the mountain mode, the first stage of braking is performed at speeds installed in the technical and administrative documents of the infrastructure owner with a decrease in pressure in the equalization tank by 0.06-0.09 MPa (0.6-0.9), and on the descents steeper 0.030 - 0.08-0.10 MPa (0, 8-1.0). Next, the inhibition strength is adjusted depending on the speed of the train and the path profile. At the same time, not to fulfill the full vacation of autotractors, if before the end of recharging the brake line and perform re-braking, the train speed exceeds the installed.

If you need to use full service braking, as well as in the process of adjusting braking, with additional steps, when following the descent, do not discharge the brake line to the pressure below 0.35 MPa (3.6). If for any reason, when following in the descent, the pressure in the brake line will be below 0.35 MPa (3.6), stop the train, actuate the auxiliary brake of the locomotive, after which release the automatic brakes and charge the brake line in the parking lot before the movement Trains (or for at least 300 seconds (5 minutes), if the train is held by the Locomotive Auxiliary Brake).

6 The auxiliary brake of the locomotive in the case of its use is to release steps with time shutter speed after the vending of the car composition of the train.

7 Before braking a decrease in pressure in the equalizing tank by more than 0.10 MPa (1.0) with automatic brakes, the sandbadach devices are pre-activated.

8 If after the vending of the autolikes, there is a need for re-braking, then this vacation in cargo trains is performed in advance and at such a speed of movement in order to ensure the necessary charging of the brakes to re-braking.

9 When follows the cargo train at a speed of more than 80 km / h and the appearance of a brakes in the locomotive traffic lighting of a yellow fire in a decrease in pressure in the equalization tank in a loaded train by 0.08-0.10 MPa (0.8-1.0), In the empty - by 0.05-0.06 MPa (0.5-0.6). At a lower speed of movement or a larger length of blocking sites, braking, taking into account the speed, the profile of the path and the efficiency of the brake means at the corresponding distance from the traffic light.

10 In the cargo trains after official braking, the full vacation of autolikes is to increase the pressure in the equalizing tank to the charging pressure at a train length of up to 100 axes and 0.03-0.07 MPa (0.3-0.7) above the charged in trains long Above 100 axes depending on the maintenance conditions.

After reducing the pressure to the normal charger, if necessary, repeat the indicated pressure overestimation.

On immersion descents where repeated braking between repeated braking is used to increase the pressure in the equalization tank before charging pressure. If in the process of repeated braking, there is a need to slow down from increased charging pressure, the peculiar leave with a last of the frequent repeated brakes to perform with a pressure of 0.03-0.05 MPa (0.3-0.5) above the pressure of the equalization tank from which braking was performed .

If the brakes are included on the mountain mode and complete leave is not required, then to produce a stepped vacation by transferring the control body of the torn position to increase the pressure in the equalization tank at each stage of the leave at least 0.03 MPa (0.3). With a pressure of the brake line after the next stage of the brake release by 0.04 MPa (0.4) below the pre-headed charger, produce only full vacation.

11 After emergency braking, the full vacation of autolikes is performed until the pressure is obtained in the equalizing tank above the charging pressure by 0.05-0.07 MPa (0.5-0.7) at the driver's crane without a stabilizer and 0.10-0.12 MPa (1.0-1.2) if the crane has a stabilizer driver. When making auto motors after emergency braking in cargo trains up to 100 axes (inclusive), the control body of the driver's crane is withstanding in a position that provides an increase in pressure in the brake line above the charging pressure, before charging pressure, followed by transferring it to the train position.

12 With the length of the composition of the cargo loaded train, more than 100 to 350 axes simultaneously with the beginning of the auto-motors, to slow down the locomotive of the auxiliary brakes with a pressure in the brake cylinders 0.10-0.20 MPa (1.0-2.0), if it was not inhibited Previously, the automatic locomotive brake and withstand in the inverted state for 30-40 seconds, then release the locomotive brake steps.

13 In trains with a composition of more than 300 axes, do not release autorosis at a speed of less than 20 km / h until the train stop. As an exception when follows the descent, where there is a speed limit of 25 km / h and less, the leave of auto motors to perform with advance, for 15-20 seconds, the locomotive brake is slowed down.

14 After stopping the train with the use of autolikes, it is necessary to wait time since the control body of the driver crane on the vacation position before bringing the train to move:

After the braking stage - at least 90 seconds (1.5 minutes) with air distributors included on the plain mode, and at least 120 seconds (2 minutes) with air distributors included on the mountain mode;

After emergency braking in trains up to 100 axes, at least 240 seconds (4 minutes), more than 100 axes are at least 360 seconds (6 minutes).

I.2 Features of controlling brakes of high weight freight trains and length

I.2.1 General

15 Service braking with a decrease in pressure in the equalization tank of more than 0.06 MPa (0.6) up to a complete service braking at one reception from the head locomotive to perform the control body of the driver's crane to the position of service braking with an excerpt in this position until the pressure is reduced in the equalization Reservoir at 0.05-0.06 MPa (0.5-0.6) and the subsequent transfer to the position of official braking with a slow discharge of the equalization tank. After receiving the required discharge, the control body of the driver's crane is translated into a position that maintains the given pressure in the brake line after braking. The second stage of braking, if necessary, or leave the brakes after at least 10 seconds after the release of air from the line through the driver's crane or at least 15 seconds after using the position at which the specified compressed air pressure is maintained in the brake line after braking.

16 Full service braking in one reception to decrease the pressure in the equalization tank by 0.15-0.17 MPa (1.5-1.7). This type of braking is used in exceptional cases, if necessary, stopping the train or reduce its speed is much more efficient and at a shorter distance than when performing stepwise braking.

17 It is allowed to use electric braking on locomotives in the head or composition of the train, as well as on both locomotives. The use of electric braking and limit values \u200b\u200bof currents should be reflected in the technical and administrative documents of the owner of the infrastructure.

The braking force of the electrical brake should not exceed the maximum permissible value under the conditions of stability of rolling stock in a rut, by its strength and exposure to the path.

18 Enabling and turning off traction and braking positions (especially in the zone from maximum to the average values \u200b\u200bof the sale of traction or braking effort) in such a way that the increase in the force of thrust or braking from zero to the maximum value and its decrease from the maximum value to zero did not happen faster in 25 seconds (except in cases of the need to apply emergency braking).

19 The maximum allowable speed of movement of high weight trains and lengths under the provision of self-containing means is established in accordance with the provisions of trains to the brakes approved by the owner of the infrastructure.

I.2.2 when laying a locomotive in the head of the composition

20 Charger pressure in the brake line on the locomotive in the train from the empty wagons to set 0.47-0.49 MPa (4.8-5.0), while the pressure in the brake highway of the tail can be at least 0.42 MPa (4.3).

Charger pressure in the brake line of locomotive in cargo loaded trains set 0.49-0.51 MPa (5.0-5.2), in the brake highway of the tail wagon after the end of charging the brake highway, the pressure must be at least 0.45 MPa (4 , 6).

21 is allowed on the basis of prototypes of second-type trips, taking into account local conditions, to carry out service braking of loaded trains up to full official in two receptions - with an initial decrease in pressure in the equalization tank at 0.04-0.05 MPa (0.4-0.5) , subsequent holding of the control body of the driver's crane for at least 10 seconds in a position that provides maintaining in the brake line, and an additional pressure decrease in the equalization tank on the required value, but not less than 0.03 MPa (0.3).

22 Delivery of autolikes on the tracking path to carry out the position that provides an increase in pressure in the equalization tank above the charging pressure depending on the length of the composition and density of the train's brake network by 0.05-0.10 MPa (0.5-1.0) above the charger. It is resolved after increasing the pressure in the equalization tank to the specified value to withstand the control body of the machine crane for 30-40 seconds in a position that maintains the compressed air pressure driver in the brake line, regardless of the compressed air leaks from the brake line after braking, followed by a short-term translating of the manager The crane organ to the position that increases the pressure in the brake line is higher than the charging pressure and the subsequent transfer on the train position.

If, on the release of autootors with an overestimation of pressure in the brake highway above the charging time, for recharging the operating chambers of the air distributors, this pressure was less than 120 seconds (2 minutes), in the train of elevated weight and the length is allowed the next level of braking to be carried out with a decrease in pressure in the equalization tank at 0.02- 0.03 MPa (0.2-0.3) more initial steps.

At the time of the beginning of the leave of the autolike of the cargo loaded train, slow down the locomotive with a tap of auxiliary brakes with a pressure in brake cylinders 0.10-0.20 MPa (1.0-2.0), to withstand the locomotive in the inverted state 40-60 seconds, and then release steps Locomotive brake.

In trains, which contains loaded wagons, leave autotractoros at a speed of less than 20 km / h to perform after a complete train stop.

23 When starting from place after stopping the time since the transfer of the control body of the driver's crane to leave before turning on the thrust should be at least:

After a service braking of 180 seconds (3 minutes), after full service braking of 240 seconds (4 minutes), after extra - 480 seconds (8 minutes). In winter, the specified time increases 1.5 times.

In the presence of automatic systems that allow you to control the brake line pressure on the locomotive in the tail tail, the power on the movement is performed no earlier:

After serving braking - increase the pressure of half the pressure reduction in the preceding the discharge of the brake line;

After complete service braking - increase pressure by 0.10 MPa (1.0).

24 When checking the brakes of the empty trains in the path of the vacation, after the braking stage with the shutter speed of the driver of the driver's crane in a position that provides maintaining a predetermined air pressure in the brake line for 8-10 s. At the same time, the reduction in speed during braking and vacation should be at least 10 km / h.

I.2.3 When conducting a connected train with autonomous brake lines

25 Move the connected cargo trains while maintaining the autonomy of the brake lines of each train is allowed only when eliminating the consequences of crashes, accidents and natural disasters. Their skipping on the two-way areas should be carried out according to temporarily unintended distillation and one or two in front of the lying distinction without excitement with passenger trains.

On uninterrupted lines, the movement of connected cargo trains with autonomous brake lines can be carried out within the entire area, which includes the separation (separation) on which restoration work is carried out.

26 The operator of the second train locomotive manages the automotive vehicle by the driver of the head locomotive. Teams on the inhibition of the size of the stage and leave the brakes from the pressure in the brake highway above the charging pressure of the head locomotive transmits by radio. For the execution, the machinists start after confirmation by the received second train to the team. In this case, the execution of commands when controlling auto motors in the compositions included in the connected train must be performed by machinists as possible simultaneously. Uncoordinate operations of machinists during brakes are prohibited.

27 To check the actions of autolikes, in the following path, the driver of the head locomotive transmits the command of the second train to the start of the brake check, listen to the confirmation of perception and performs the level of braking in the pressure decrease in the equalization tank by 0.06-0.08 MPa (0.6-0 ,8 ). The second-train driver, confirming the receipt of the team, performs braking the same step. The reduction in the speed of 10 km / h should occur at a distance not exceeding the owner of the infrastructure installed by local technical and administrative documents.

Holiday Avtotractors When checking their actions, only after the machinists are convicted in the normal operation of the autolike and the second train driver will confirm the receipt of the team on vacation from the head train driver.

28 The use of emergency braking is allowed in extreme cases when an immediate stop of the train is required, on the Locomotive driver team, the first noticed danger. In this case, after a brief repetition, one of the machinists perceiving the team, the machinists simultaneously begin to perform emergency braking.

29 In case of failure of radio communications, the driver of the head train determines the nearest place convenient to stop and disperse the compositions and performs the braking stage to stop.

I.2.4 When conducting a connected train with a locomotive staging in the head and in the composition or in the tail of the train with the combined brake trunk

30. Autoround locomotives must be included in the brake line, and the combined cranes are open and the lock is turned off.

31. Charging pressure in the brake highway, which regulates the cranes of the machine must be:

Head locomotive 0.50-0.51 MPa (5.1-5.2);

Locomotive in the composition or tail of 0.49-0.50 MPa (5.0-5,1).

When setting a locomotive in the tail of the train or before combining trains, Assistant Machinist Locomotive in the composition or tail of the train is obliged to inspect the tailed car carpet in front of the standing train, make sure of its health, clean the heads of the sleeves and blow through the end crane brake line. The clutch of the locomotive in the composition or tail of the train with the tail carriage ahead of the standing train to exercise at no more than 3 km / h. Ahead of the standing train is prohibited. After the clutch, the driver, located in the composition or tail of the train, is obliged to personally check the correctness of the autospar, sleeves and the discovery of the end cranes of the locomotive brake lines and the tail car in front of the standing train.

After the combination of two trains, the head locomotive driver must perform the inhibition stage with a decrease in pressure in the equalization tank by 0.05-0.06 MPa (0.5-0.6). In this case, a locomotive driver located in the middle of the composition, checks the triggering of the train brakes, According to the monitoring of the state of the brake line and increase the pressure in the brake cylinders, after which the stroke of the pressure decrease in the equalization tank by 0.05-0.06 MPa (0.5-0.6). At the second train, the triggering of car brakes is controlled by a locomotive brigade employee in the amount determined by the owner of the infrastructure. When setting a locomotive in the train's tail, the driver's assistant must check the triggering of the brakes in two tailings, and the driver must check the brake line monitoring sensor on this locomotive.

32. All types of braking are synchronously on the head locomotive and on the locomotive in the composition or tail of the train commands of the head locomotive.

It is necessary to start the execution of braking immediately after a brief confirmation of the perception of the team by the machine in the composition (or in the tail) of the train.

It is allowed to carry out braking on the locomotive in the composition or tail of the train on the triggering of the brake line monitoring sensor.

If the radio malfunction is malfunction between the machinists, following the trains with locomotives in the head and in the composition or tail of the train is prohibited.

When the radio communication malfunction is detected in the path of the head locomotive, the train stops the train by braking, if possible on the site and the direct portion of the path. The locomotive driver in the composition or tail of the train when the brake line monitor monitoring sensor is triggered. 37 of this chapter.

If after stopping the train, the machinists fail to establish a radio communication, the train must be separated.

33. After sending connected trains and trains of a special formation, the act of autotractors of the train in the following way to check by reducing the pressure in the equalization tank by 0.06-0.08 MPa (0.6-0.8), and in the combined train with compositions from the empty wagons - 0.04-0.06 MPa (0.4-0.6).

34. Service and complete service braking to perform the following order:

a) service braking:

In one stage with a decrease in pressure in the equalization tank at 0.04-0.06 MPa (0.4-0.6), followed by the transfer of the control body of the driver's crane to a position that maintains the predetermined pressure in the brake line;

Two steps with a decrease in pressure in the equalization tank at 0.04-0.06 MPa (0.4-0.6) and, after exposure 6 s, at least 0.03 MPa (0.3), with the subsequent transfer of the control authority Machine crane to a position that maintains the predetermined pressure in the brake line.

b) full service to complete trains stop:

On the head locomotive: a decrease in pressure in the equalization tank by 0.06-0.08 MPa (0.6-0.8) and the subsequent transfer of the control body of the driver's crane to the position of service braking with a slow discharge of the equalization tank to a pressure decrease by 0.15 -0.17 MPa (1.5-1.7);

On the locomotive in the composition or tail of the train with the translation of the control body of the driver's crane to the position of the service braking to a decrease in pressure in the equalization tank by 0.15-0.17 MPa (1.5-1.7).

After reducing the pressure in the equalization tank to the required magnitude, the control bodies of the driver's crane on both locomotives should be translated into a position that maintains the given pressure in the brake line.

35. Vacation of auto motors to perform simultaneously on both locomotives or ahead of the start of vacation on the locomotive located in the composition or tail of the train (up to 6 seconds). Vacation is made to increase the pressure in the equalization tank at 0.05-0.07 MPa (0.5-0.7) above the charger. After full vacation of the brakes, in case the braking was performed not until a complete stop, in order to prevent the reactions to include traction on the locomotive as part of the train on the driver's head locomotive.

36. Modes of touching the connected freight trains or freight trains with locomotives in the composition or tail of the train is set in accordance with local conditions based on the technical and administrative documents of the infrastructure owner.

37. If in the process of conducting a train on locomotives, the brake line monitoring sensor is triggered or a decrease in pressure in the brake line is observed without the brake line control sensor triggering:

The driver of the head locomotive is required to perform a braking stage of 0.06-0.08 MPa (0.6-0.8), followed by the transfer of the control body of the driver's crane to a position that does not ensure the maintenance of a given pressure in the brake line until the train stops and transfers the machine to the machine locomotive in the composition or tail of the train on the implementation of the identical deceleration stage;

Locomotive driver in the composition or tail of the train is obliged to perform a braking stage 0.06-0.08 MPa (0.6-0.8), with the subsequent transfer of the control body of the driver's crane to a position that does not ensure the maintenance of a given pressure in the brake line until the train stops and transmits the message to the head locomotive driver about the performed braking stage.

When conducting a train using automated systems managed by a radio channel, a head locomotive driver or a locomotive driver in the composition or tail of the train must be full of service braking using the data management bodies.

After stopping the train, the established procedure should be inspected the wagons and find out the reason for the pressure reduction. After that it is necessary to perform abbreviation of brakes.

In the event of an understanding of the reasons for lowering the pressure in the brake line of the train, further follow over only after separation. At the same time, train manners must declare control checking of the brakes in accordance with paragraphs 207 - 211 of this Regulation.

38. In cases of stopping a stop signal, when an obstacle or other need to immediately stop the train:

(a) When conducting a train without the help of automated systems, the driver of the head locomotive must translate the control body of the driver's crane to the emergency braking position, after which immediately communicate with a locomotive driver as part or tail of the train on the execution of emergency braking.

If a locomotive driver in the composition or tail of the train identifies the need to immediately stop the train, it is obliged to transfer this information to the driver of the head locomotive. The locomotive driver in the composition or tail of the train performs emergency braking only by the command of the driver of the head locomotive.

b) when conducting a train using automated systems controlled by radio channel, a head locomotive driver or a locomotive in the (tail) of the train must produce full official braking from the push-button controller, followed by the transfer of the driver's crane control authority to the emergency braking position, after which the radio communicate to report Another driver about the need to perform emergency braking.

Leave brakes to produce only after a complete trains stop. At the same time, the departure of the train is possible only after it is inspected.

39. When train parking more than 1800 seconds (30 minutes), reduced pressure in the main tanks below 0.54 MPa (5.5) perform autotractoros validation:

Check the density of the brake train during the train position of the control body of the driver's crane, which should not differ from the normalized value by more than 20% in the direction of reduction or increase;

The driver of the head locomotive performs the stroke of the pressure with a decrease in pressure in the equalization tank by 0.06-0.08 MPa (0.6-0.8); After the brake line monitor control sensor is triggered on the locomotive console in the train, the driver of this locomotive produces a similar braking stage; Making advantage of the triggering of autotractors, the locomotive driver in the train informs about this by the radio communication of the head locomotive, after which they let go of the brakes.

The assistant driver of the second train checks the action of autotractors for braking and vacation on the wagons, the number of which is established by organizational and administrative documents of the relevant units of the infrastructure owner.

In the event that when checking the density of the combined train, a change in density of more than 20% is established, it is necessary to check the status of the braking line of both compositions and carry out abbreviation of the brakes.

I.3 Features of control brakes in winter conditions

40 In the winter period, installed on the local conditions of organizational and administrative documents of the relevant units of the infrastructure owner, braking when checking the actions of autolikes to perform a decrease in pressure in the equalizing tank in cargo loaded trains by 0.07-0.09 MPa (0.7-0.9 ), in the empty - by 0.06-0.07 MPa (0.6-0.7).

In the presence of snow cover, snowfalls, before checking the actions of the autotractors of trains, for a more objective assessment, perform the first stage of braking to remove snow and ice from the friction surface of the pads or linings and the brake effect. If such braking to verification is impossible, then the counting of the distance passed by train in the process of reducing the speed is 10 km / h, or to produce this reduction from the moment the speed has begun, but not later proceeds by the distance of the distance 200-250 m after the braking stage.

The time from the moment of translating the control body of the driver's crane to the position of vacation before bringing the cargo train after its stop must be in accordance with paragraph 14 of these Rules.

41 at the air temperature below minus 40 ° C, as well as under conditions of snowfall, snowy drifts The first stage of braking is carried out by a decrease in pressure in the empty cargo trains by 0.06-0.07 MPa (0.6-0.7), and in the others Cases - in accordance with paragraph 40 of these Rules. Strengthening the braking of the freight train to perform an additional step 0.04-0.10 MPa (0.4-1.0).

42 on steep protracted descents in the presence of snow cover on the rails the first stage of braking at the beginning of the descent in the freight trains to perform a decrease in pressure in the brake line by 0.08-0.12 MPa (0.8-1.2), and if necessary, additional Step to increase the discharge of the brake line until full braking.

43 In the winter period, on areas with protracted descents, susceptible to snow skids, it is allowed to take into account the experience of operating the brakes to switch the air distributors of cargo wagons equipped with composite pads, on loaded mode with axial load of at least 20 vehicles on rails. Such a switching order is introduced at a separate order of the infrastructure owner to this area; This should be provided to switch to the deceleration modes of the air distributors in the previous position after the study of the site with protracted descents.

44 More often to check the operation of auto motors in the following path, performing a braking stage. The time interval and / or place where the brake check should be performed, the technical and administrative documents of the infrastructure owner are indicated.

45 When the braking stage is more than 0.10 MPa (1.0) at an increase, the ice is necessary for 50-100 m before the braking began to actuate the sandbank devices and serve sand to stop the train or the end of braking after the brake leaves.

46 When approaching stations and prohibiting signals, if, after the first stage of braking, a sufficient braking effect was not obtained in the train, emergency braking.

II Passenger Train Brakes

II.1 Control of automatic brakes

47 Before the departure of the passenger train, which consists of 11 or more cars, from a station or driving at a parking lot of more than 300 seconds (5 minutes) to check the state of the brake line by setting the control body of the driver's crane to a position that increases the pressure in the brake line above the charger, With an excerpt in this position for 1-2 seconds ("Charging and Vacation").

The difference in pressure testimony of brake and nutritious highways should be at least 0.5 (0.05 MPa).

48 Checking the actions of the auto motors in the following way to decrease the pressure in the equalization tank of the driver's tap by 0.05-0.06 MPa (0.5-0.6), installed to test the brakes.

In the presence of more than half of the cars with passenger-type air distributors with stepped leave (Western European type), checking the actions of autotractors in the following way to decrease the pressure in the equalization tank by 0.07-0.08 MPa (0.7-0.8) .

When checking the brakes, apply an auxiliary brake to increase the pressure in the brake cylinders and the electrical brake on the locomotive in all trains is prohibited.

After the emergence of the brake effect and reduce the speed of 10 km / h in the passenger train, make the brake leave. The specified speed reductions should occur at a distance not exceeding the infrastructure owner installed in the technical and administrative documents.

After checking the brakes after checking on the following path, 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, within 10 seconds, immediately perform emergency braking, report to the train head and require the actuation of parking (manual) brakes, take all measures to stop the train.

49 Depending on the assessment of the quality of the brakes, produced when checking in the installed location and on the basis of the experience of driving trains on the site, the driver, with further conduct of the train, selects the starts of the braking and the value of the pressure reduction in the brake line so as to prevent the signal from Prohibitive indication, and the speed reduction signal and the location of the speed limit prohibit with the speed installed for this place.

50 For service braking In the way, it is necessary to reduce the pressure in the equalization tank from the established charging, the first step by 0.03-0.06 MPa (0.3-0.6), regardless of the length of the composition.

The second and subsequent braking levels can be performed only after at least 6 seconds after using the position at which the predetermined compressed air pressure is maintained in the brake line after braking, or after the release of air from the brake line through the driver's crane is over.

51 When approaching prohibiting signals and stops at stations (stopping clauses) after performing a braking, transfer the control body of the driver's crane to a position that does not ensure the maintenance of a given pressure in the brake line after braking, with the preliminary formulation of the control body of the driver's crane to a position that ensures the maintenance of the specified Pressure in the brake line after braking (except for trains, which contains cars with passenger brakes with stepped leave (Western European type)).

52 If the train is controlled by a stage of 0.03 MPa (0.3), before the transfer of the control body of the driver's crane on the vacation position, increase the discharge of the brake line of at least 0.05 MPa (0.5).

Before braking a decrease in pressure in the equalization tank by more than 0.10 MPa (1.0) with automatic brakes to pre-activate the sandbank devices.

53 When approaching signals with an allowance for non-patient braking, when the train may stop the previously installed or required location, the supply of auto motors after each braking is carried out by the transfer of the driver's control body to a position that provides an increase in pressure in the brake line above the charger, with an increase in pressure in the equalization reservoir up to 0.49-0.51 MPa (5.0-5.2); And before the subsequent braking - to a position that does not ensure the maintenance of a given pressure in the brake line after braking.

If, during the leave of autootors, spare tanks do not have time to recharge up to the prescribed pressure, to re-braking, reduce the pressure in the brake line of the stage with a discharge of at least 0.03 MPa (0.3) more than the previous braking stage.

It is allowed in the necessary cases during non-ultimate braking for stopping in a certain place to leave the autotractoros by the translation of the driver of the driver crane on the train position and after reaching the desired increase or stabilization of the train speed control body of the driver to transfer to a position that does not ensure the maintenance of a given pressure in the brake line after braking Ready to perform re-braking with the discharge of the brake line and the size of the stage from the actual pressure at the time of braking to stop the train in the desired place.

54 When performing full official braking in one reception to reduce the pressure in the equalization tank by 0.15-0.17 MPa (1.5-1.7). 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.

55 During the leave of auto motors after serving braking, the control body of the driver's crane is withstanding in a position that provides an increase in pressure in the brake line above the charger to produce pressure in the equalization tank 0.49-0.51 MPa (5.0-5.2).

In trains consisting of seven wagons and less, the leave of autotractoros after official braking is carried out by formulation of the control body of the driver's crane to a position that provides an increase in pressure in the brake line above the charging for 1-2 seconds, followed by moving it on the train position.

Holidays of auto motors in a train after service braking is performed only after at least 6 seconds after using the position at which a given compressed air pressure is maintained in the brake line after braking, or after the release of air from the brake line through the driver's crane is over.

Assignment of auto motors in a train after service braking to be performed before stopping at a speed of 4-6 km / h, and when the composition of the composition pads and disc brakes are prevailing in the train and disk brakes after stopping the train.

56 When making autotractors after emergency braking, the control body of the driver crane is withstanding on the train until the train braking network is fully charged.

In trains consisting of seven wagons and less, after emergency braking, to temporarily establish a combined crane to the double thrust position (on locomotives equipped with a driver's crane, which has the transfer of control command from the control authority to actuators is made by electric or otherwise, dismissal brake crane Masters (if available) to the actuator crane actuator to install in a closed position, the control body of the driver's crane to put on the train position and after charging the equalization tank to the pressure of 0.49 MPa (5.0), set the combined trante position (on locomotives, Equipped with a driver of a driver, whose transfer of the control command from the control body to the actuators is made by electric or otherwise, the dismissal crane on the brake line (if) to the executive device of the driver crane to install in the open position) and charge the brake network Trains.

Before departing the train, perform the execution of the control body of the driver's crane to a position that increases the pressure in the brake line above the charging for 1-2 seconds, followed by moving it on the train position.

57 The time from the moment of translating the control body of the driver's crane to the position of vacation before bringing the train to movement should be:

With a length of up to 20 cars inclusive after the braking stage - at least 15 seconds, after complete service braking - at least 30 seconds, after an emergency - at least 90 seconds (1.5 minutes);

With a train length of more than 20 cars after the braking stage - at least 40 seconds, after complete service braking - at least 60 seconds (1 minute), after an emergency - at least 180 seconds (3 minutes).

58 In the case of a reduction in pressure in the brake line below 0.34 MPa (3.5) during braking on the descent, stop the train, activate the locomotive auxiliary brake, and then release the automatic brakes and charge the brake line to the pressed pressure.

If, when following the train at the end of the descent, the last braking was performed, in which the pressure in the highway is below 0.34 MPa (3.5), but not less than 0.31 MPa (3.2), and further under the terms of the track profile, the train speed will be permanent Or decline so much that it will be necessary to make a vacation of autolikes, and in the time before the next braking it is possible to recharge the brake network of the train to the prescribed pressure, stop the train to recharging autotormpics are not required.

59 Avoid frequent braking in the absence of sufficient time to recharge the trains braking network, since incomplete charge entails the depletion of autotractors, followed by a decrease in the braking effect. Before re-braking, not to release the brakes at high speed, if the speed of the train can increase over the installed, and the braking line at this point will not have time to recharge.

60 If there is a passenger train in the passenger train with passenger-type air distributors with a stepped leave (Western European type), the train must follow on automatic brakes (electrical control turns off). After stopping the train at the station, perform full service braking with a total decrease in pressure in the equalization tank by 0.15-0.17 MPa (1.5-1.7) from the installed charging pressure.

In the way, follow the maintenance of the established charging pressure, paying particular attention to the recovery of charging pressure after the auto-motors. In order to preserve the wheeled pairs of cars and ensure sufficient smoothness of braking, the first stage of braking is carried out by a decrease in pressure in the brake line by 0.03-0.05 MPa (0.3-0.5), followed by, if necessary, inhibition of braking with additional decrease in pressure in brake trunk on the required value, but not less than 0.03 MPa (0.3).

The brake leave after service braking is carried out by the transfer of the driver of the driver's crane with the stabilizer to a position to increase the pressure in the brake line above the charger until the pressure is obtained in the equalization tank of 0.52 MPa (5.3) and the subsequent transfer to the train position. With the crane of the driver without a stabilizer, to release auto motors after official braking by the transfer of the driver of the driver's crane to a position to increase the pressure in the brake line above the charging, to the pressure in the pressure tank 0.51 MPa (5.2). With the crane of the driver without a stabilizer to speed up the leave and restoring the prestormal pressure, when the brake line has not yet occurred, depending on the train length, give an additional 2-3 jolts by moving the control body of the driver's crane for 1-2 seconds from the train provider providing Increased pressure in the brake line above the charger. When making autotractoros after emergency braking, the control body of the driver crane is withstanding on the train until the trades brake network is charged.

When making autotractoros after emergency braking, the control body of the driver crane is withstanding on the train until the trades brake network is charged.

In trains consisting of seven wagons and less after emergency braking, temporarily establish a combined crane to the double thrust position, the control body of the machine crane to put on the train position and after charging the equalization tank to the pressure of 0.49 MPa (5.0) to establish a combined todge Position and charge braking trains.

Before sending a train, perform a staging of the control body of the driver's crane to a position that increases the pressure in the brake line above the charging for 1-2 seconds and the subsequent movement of it on the train position, and with a crane without a stabilizer to give 2-3 jolts by moving the control body of the driver by 1 -2 seconds to an increase in pressure in the brake line above the charger.

When performing service braking as the overlap to use a position that ensures that the predetermined pressure in the brake line after braking is performed.

If in the process of repeated braking, it becomes necessary to slow down from increased charging pressure, the peasant leave with the last of the frequent repeated brakes to perform with a pressure of 0.03-0.05 MPa (0.3-0.5) above the pressure, the equalization tank from which braking was performed . In case of service braking with increased charging pressure, not to reduce pressure in the brake line of more than 0.13 MPa (1.3).

After stopping the train with the use of autotractors, it is necessary to withstand from the moment of translating the control body of the driver's crane on the vacation position before moving the locomotive in motion in trains:

Up to 20 wagons inclusive after step and complete service braking - at least 60 seconds (1 minute), after emergency - at least 240 seconds (4 minutes);

A length of more than 20 cars after stepped and complete service braking is at least 120 seconds (2 minutes), after an emergency - at least 360 seconds (6 minutes).

If train wagons are equipped with vacation alarms, then the train in motion after the stop is allowed only after their triggering, signaling about the complete leave of autotractors.

Passenger wagon conductors Before sending a train from an intermediate station or after forced stops, checking the vacation of the car brakes on a pressure gauge located in the Tambura or the wagon office, and if the conditions allow - and on the departure of the brake pads from the wheel riding surfaces. On wagons with disk brakes (in the absence of pressure gauges located in a tambone or in the service branch of the car), the brake leave is checked according to the testimony of pressure gauges and braking alarms located on the side walls of the wagons in the visible zone.

61. If the station should be changed by the locomotive brigade without an unscrewing locomotive from the composition of the passenger train, then the replacement driver is obliged to stop the train at the station. After stopping the train at the station, bring the braking to a complete service with a total reduction in pressure in the equalization tank by 0.15-0.17 MPa (1.5-1.7) from the installed charging pressure.

II.2 Electropneumatic brakes

62 When the control body of the driver's crane in the train position on the circuit of the electropneumatic brake should be used, and the signal lamp should be burned with the letter "O", and the power source must provide voltage of at least 48 V.

63 To verify the action of electropneumatic brakes in the following path, perform a braking stage to pressure in the locomotive brake cylinders 0.10-0.20 MPa (1.0-2.0). After the emergence of the brake effect and reduce the speed of 10 km / h in the passenger train, make the brake leave. The specified speed reductions should occur at a distance not exceeding the infrastructure owner installed in the technical and administrative documents.

64 To regulate the speed of the train, on the locomotives equipped with a passenger-type brake with stepless release, and the electropneumatic brake control system, when followed by distillation and at stopping in the following path, perform a stepped braking by setting the control body of the driver's crane to the position of service braking using an electropneumatic brake. With the subsequent transfer to a position that does not ensure the maintenance of a given pressure in the brake line after braking. At the same time, after a decrease in pressure in the brake line up to 0.43-0.45 MPa (4.4-4.6), use the function of the driver's crane, which ensures that the predetermined pressure in the brake line after braking is made.

65 The first stage of service braking with the use of an electropneumatic brake must be performed to the pressure in the locomotive brake cylinders 0.05-0.15 MPa (0.5-1.5), depending on the speed of the train and the steepness of the descent. Subsequent steps to perform as necessary, up to full official braking with a pressure in the brake cylinders of Lockomotive 0.37-0.39 MPa (3.8-4.0).

Before braking with pressure in the brake cylinders of a locomotive of more than 0.25 MPa (2.5) with electropneumatic brakes to pre-actuate the sandbag appliances.

In the path of the following, the driver must control the normal effect of the electropneumatic brakes using signal lamps, and with duplicate power - according to the ammeter readings in a position that ensures the maintenance of a given pressure in the brake line after braking, which should not be changed during the train leading to the direction of reducing more than 20 % of the initial value. With a larger testimony deflection, the voltage drops at the power supply in the braking position below 45 V, with insufficient efficiency of the electropneumatic brake or unsatisfactory smoothness of braking, spontaneous leave when there is a braking mode, as well as when moving out the signal lamps, go to control automatic brakes.

66 If the train has no more than two cars without an electropneumatic brake or with an electropneumatic brake turned off, then when performing a braking stage of an electropneumatic brake, with a discharge of the brake line after reaching the necessary pressure in the brake cylinders, the control body of the driver's crane is translated into a position that does not ensure the maintenance of the given pressure in Brake highway after braking. With more wagons without an electropneumatic brake, as well as in the presence of passenger type cars included with air distributors with stepped leave (Western European type), the train must follow on automatic brakes, which should be at the departure station made a marking of the wagons in "Help on Providing trains by brakes and a good action. "

67 with stopping braking with electropneumatic brakes before prohibiting signals, the braking should be carried out by the formulation of the control body of the driver's crane to the position of service braking using the electropneumatic brakes with the discharge of the brake line; Upon reaching the necessary pressure in the brake cylinders, the driver's crane control body should be transferred to a position that does not ensure the maintenance of a given pressure in the brake line after braking.

With a sufficient reduction of speed in braking mode in order to ensure the smoothness of the stop, make leave from steps.

68 When signs of a malfunction of an electropneumatic brakes in terms of maintenance of a train, the driver must turn off the power supply and perform the validation of the auto motors of the discharge of the equalization tank by the first stage.

If the warning lamp goes out when the entrance to the prohibitive signals or the limit column in the electropneumatic braking mode, apply emergency braking and after stopping to turn off the power supply of electropneumatic brakes.

On the reasons for turning off the electropneumatic brake. Report the radio link to the head of the passenger train and make a mark in the "Help on providing trains to brakes and their working action", and also requested the inspection of the electropneumatic brake chains at the nearest Passenger Train Care.

69 In terms of the maintenance of the train, the driver performs a complete or step vacation of electropneumatic brakes; At the same time, each stage of brake leave, controlled by a pressure gauge in the brake cylinders of the locomotive, should be at least 0.02-0.03 MPa (0.2-0.3).

On the descents where repeated brakes are used, the brake leave between repeated braking is carried out by moving the control body of the driver's crane from the position to maintain a given pressure in the brake line after braking, on the train position, and the last stage of the vacation is made with an exposure of the driver's crane control providing an increase in pressure in the brake line above the charger to increase the pressure in the equalization tank by 0.02 MPa (0.2) above the charger.

In the process of stopping the train to ensure smoothness to produce a stepped vacation, and after stopping, complete the brake leave. If, in the process of performing a stepped release, the pressure in the locomotive brake cylinders was less than 0.05 MPa (0.5), then in front of the protrusion of the brakes to increase the pressure in the locomotive brake cylinders over 0.05 MPa (0.5).

70 step-down vacation of electropneumatic brakes to perform by short-term movement of the control body of the driver's crane from the position to maintain a given pressure in the brake line after braking, on the train position and back to the position that maintains the specified pressure in the brake line after braking, and the last stage of the vacation is performed with The overestimation of pressure in the equalization tank by 0.02 MPa (0.2) is higher than the charger.

71 Complete vacation of electropneumatic brakes in one reception to move the controller of the driver's crane to a position to increase the pressure in the brake line above the charger to increase the pressure in the equalization tank by 0.02 MPa (0.2) above the charger, and in short-pass trains to the charging Pressures, with the subsequent transfer of the control body of the driver's crane on the train position.

72 If the station should be changed with a locomotive brigade without an uncatch of locomotive from the composition of the passenger train, then the replacement driver is obliged to stop the train at the station. After stopping, turn off the electropneumatic brake and perform a complete service braking with a decrease in pressure in the equalizing tank by 0.15-0.17 MPa (1.5-1.7) from the installed charging pressure.

II.3 Features of brake management in winter conditions

73 In passenger trains, when checking the actions of autotractors in the path of reducing the pressure in the equalization tank by 0.05-0.06 MPa (0.5-0.6), and when checking the action of electropneumatic brakes, the pressure in the brake cylinders of the locomotive should be 0, 10-0.20 MPa (1.0-2.0). In passenger trains with composite brake pads and with the composition of cars with disk brakes, checking the actions of the autolikes to be carried out with a decrease in pressure in the equalization tank by 0.06-0.07 MPa (0.6-0.7), and the electropneumatic brakes - at a pressure In the brake cylinders of the locomotive of the passenger train 0.15-0.25 MPa (1.5-2.5).

In the presence of snow cover, before checking the actions of the carmakers of trains, perform braking to remove snow and ice from the friction surface of the pads or lining. If such braking to verification is impossible, then the counting distance passed by train in the process of reducing the speed is 10 km / h, or to produce this reduction from the moment the speed has begun, but not later proceeding the distance of 200-250 m after the start of braking.

74 More often to check the operation of autotractors in the following way and at the stations, performing the braking stage. The time interval and / or place where the brake check should be performed, the technical and administrative documents of the infrastructure owner are indicated.

With snowfall, freshly buried snow, the level of which exceeds the level of rail heads, purge, snow drifts before braking before entering a station having a speed reduction signal or stop; Having stopped by a schedule of movement or before following the protracted descent, perform braking for checking and preparing the operation of autotractors, if the train time without braking before it exceeds 1200 seconds (20 minutes).

75 When the braking stage is more than 0.10 MPa (1.0) at an account, ice, when the clutch force of the wheels with rails is reduced, it is necessary for 50-100 m before the start of the braking to actuate the sandbroction devices and serve on the sand rails. Stop the supply of sand while lowering the speed of less than 10 km / h (before stopping the train or ending in braking).

c) Include recuperative braking on electric locomotive or switch from one type of connection of traction engines to another type of recuperative mode only when the train speed is smaller than the speed, which should be automatically installed after turning on the recovery on this connection of traction engines. If the speed of the following exceeds the speed provided by the automatic braking characteristic on the connection of traction engines installed for this section, reduce it to the required value using automatic trains brakes and only then turn on recuperative braking;

d) when following the train on the recuperative braking from the descent to the site and again to the descent at the end of the first descent, reduce the excitation current to increase the speed, and after the site's passage, when entering the descent to increase the excitation current again;

e) Premiss the train speed exceeding over the automatic brakes installed for this descent. If necessary, apply automatic trains brakes together with an electrical brake;

e) during electrical braking not to apply the auxiliary brake of the locomotive (except locomotives, the schemes of which include the simultaneous use of electrical and auxiliary brakes with limited pressure in the brake cylinders), except for cases of emergency braking;

g) following the descents with large currents during electrical braking, to act as a sandbox of a locomotive to prevent the use of wheels on rails, especially in the curves of the paths and moves;

h) prevent the brake current of the anchors of traction engines exceeding the excitation current more than the engine design is set to the maximum weakening of the field;

k) If during the movement with recuperative braking, the DC voltage in the contact network rose up to 4 kV, reduce the excitation current and, if required, actuate automatic trains brakes; When the AC voltage is reduced in the contact network up to 19 kV, recuperative braking does not apply;

l) to reduce in the cargo train of longitudinal dynamic forces before moving to electric braking on protracted descents 0,017 and cooler first produce a braking stage by automatic brakes with a decrease in pressure in a highway by 0.06-0.07 MPa (0.6-0.7) , and after the transition to electric braking, if necessary, let go of the train autotorosis;

m) on the descents of a steepness of less than 0.018 in cargo trains The translating of the electric locomotive to the electrical braking mode is allowed to produce without the use of auto-motors of the composition during an anchor brake current, corresponding to no more than 20% of the total braking force, with the shutter speed of this current for 10-15 seconds and later to the desired value;

h) When running passenger and empty freight trains before the transition to electric braking, it is not necessary to use autorosis, the train speed does not exceed the automatic electron braking characteristic for the installed connection of traction engines.

78 In all cases of arbitrary disconnection of electrical braking, immediately actuate the auxiliary brake of the locomotive and go to the braking of the train by automatic brakes, and then release the locomotive brake and turn on electrical braking. If it is repeated shutdown, then then lead the train only on automatic brakes.

79 When conducting a train locomotive on the system of many units, electric braking is allowed to apply if the electrical brake is complete on all locomotives included in the system of many units.

80 Brake force with electric braking should not exceed the maximum permissible to limit the limit of longitudinal dynamics forces in the train and is established by local documents of the owner of the infrastructure. Turning off the electrical braking is gradually until the brake current decreases to zero. At this point, completely turn off the electrical brake.

81 To prevent the disconnection of the electrical brake during the use of emergency braking on electric locomotives operating on the descents of steepness more than 0.018, shunt the contacts of the control switch (AVU) on the brake line. To prevent damage to the locomotive wheel pairs, it is necessary to simultaneously with the use of electric braking to produce air from the brake cylinders of the locomotive.

82 If during electrical braking, automatic brakes were acting into operation due to the opening of the crash of emergency braking or the integrity of the brake line, the driver is obliged to make an emergency braking of the driver to stop the train and on the descents steeper 0.018 to bring the power of electrical inhibition of locomotive to the maximum allowed value, to prevent Filling the brake cylinders of locomotive. As the speed decreases, when an anchor brake current value is close to zero, turn off the electric braking and fully actuate the locomotive auxiliary brake.

IV actions of the locomotive brigade and the features of the train brakes in the transition to the backup control of the electronic crane

83 Transition to driving brakes from the driver's backup crane must be carried out when the driver's crane is not possible.

84 When the driver's crane fails, the driver must stop the train to go to the trace control of the train brakes with a backup faucet.

After stopping the train to act as a crane of the auxiliary brake of a locomotive until complete pressure in the brake cylinders.

Translate the backup brake crane handle to a position that maintains the predetermined pressure in the brake line after braking.

85 In the case of stopping the loaded train with air distributors of the wagons included on the plain mode on the protracted descent, before leaving the autolikes, switch the air distributors to the mountain mode at least by 30-50% of the wagons from the head of the train (depending on the descent.

86 Make a vacation of carcases of the train formulation of the handle of the Tap of the backup control in the vacation position.

87 The train on the control of the automotive zero to the backup control should follow, as a rule, to the nearest station or a downstream, where it is necessary to eliminate the causes of faults to continue following the train on the control of the machine driver's tight modes. If troubleshooting is not possible, the decision on the further passage of the train with the control of the backup control faucet is made taking into account the specific conditions (the path profile, weight and length of the composition, etc.).

88 In cargo loaded trains with more than 250 axes, with a decrease in the process of service braking of less than 20 km / h, vacation is made after a complete train stop.

V operation of the driver with emergency situations

V.1 Train Stop on Descent

93 To stop the train on the descent, turn off the controller and activate automatic brakes.

For 30-50 m before stopping, put into operation the sandbank devices to improve the clutch of the wheels of the locomotive with rails upon subsequent transfer of the train in motion. After stopping the train to carry out full braking auxiliary brake of the locomotive (if necessary and the parking (manual) locomotive brake) and release automatic brakes. If the train comes into motion, perform a level of braking stage with a decrease in pressure in highway by 0.07-0.08 MPa (0.7-0.8), after which it is allowed to switch at least 1/3 of the air distributors in the head part of the cargo train on the mountain Mode and hold the train in the inverted state in the parking process. In the event of a movement after the first stage of the braking, it is necessary to perform the second stage of the inhibition of the additional discharge of pressure in the brake line by 0.07-0.08 MPa (0.7-0.8) and stop the train. After stopping the train, the auxiliary brake of the locomotive and parking (manual) brakes in the composition, feeding the signal to the conductors of passenger cars, the main conductor, the head of the work in the economic train. In trains where there are no such workers, the driver's assistant should be put under the wheels of the wagons existing on the locomotive, brake shoes, and if they lack them to further actuate the parking (manual) brakes of cars in quantities and in accordance with the order established by the head of the owner of the infrastructure owner .

In the passenger train, in addition, report to the boss (mechanic-brigadier) of the radio train.

94 With a decrease in pressure in the main tanks below 0.61 MPa (6.0) for cargo locomotives and 0.55 MPa (5.4) for passenger locomotives due to disconnecting compressors when removing the voltage in the contact network, malfunction of diesel locomotive and other Reasons It is necessary to stop the train using autotractors and give a signal to the use of parking (manual) brakes of wagons, the main conductor, the head of the work in the economic train, which should actuate the parking (manual) brakes of cars. In trains, where there are no such workers, the assistant driver should be put under the wheels of the wagons existing on the locomotive brake shoes, and if they lack them further actuate the parking (manual) brakes of cars in quantities and in accordance with the procedure established by organizational and administrative documents of the relevant Infrastructure owner units. The driver also provides a parking (manual) locomotive brake, slowing down the locomotive with auxiliary brake with a maximum pressure in the brake cylinders.

After restoring the normal operation of the compressors before taking the train to move the brake line installed and release automatic brakes.

95 Before driving a train after a parking for technical reasons to charge the train with compressed air, check the density of the brake network and the integrity of the brake line, and then abbrevatory testing of the brakes along two tailing cars, remove all brake shoes from under wheels, release the parking (manual) Brakes in the train, steps release the auxiliary brake of the locomotive. If at the same time the train itself did not move into motion, smoothly enable the controller and as soon as the head part starts moving, turn off the controller and perform the braking stage with the locomotive auxiliary brake.

After the whole train comes into motion, let go of auxiliary brake.

V.2 Logging Train

96 To stop the train on the rise smoothly translate the controller handle to a lower running position and, after reducing the speed, turn off the controller, to activate the locomotive auxiliary brake, and after compressing the composition - and automatic brakes. Before stopping, put the devices of Pescopodachi.

97 When making a train in motion, you must be guided by the instructions of paragraph 93 of Appendix 3 of these Rules. If, after turning on the traction mode, the train fails to make the train, perform the first stage of braking and then release the brakes by the train position of the control body of the driver's crane. After compressing the train, the locomotive rolling back by 5-10 m, taking into account the local conditions and the length of the train, perform the braking stage. After the brake holidays by the position of the control body of the driver's crane, ensuring an increase in pressure in the brake line above the charging, wait the two third time specified in the "Help to provide trains to brakes and a good action" on the vacation of tail wagons, turn on the traction and bring the train to move.

98 When hesitating the lifting train on a lighter profile is guided by the procedure for the action of workers when a forced stop train on the range according to the rules of technical operation. Release the auxiliary brake and, if the train itself does not go into motion, turn on the controller and keep the train stretched using if necessary, the auxiliary brake of the locomotive. To stop the train in the installed location, actuate the automatic brakes of the first level of braking.

After the stop, let go of the brakes, wait the necessary time for their full vacation and bring the train to move.

V.3 When stopping trains on steep protracted descents, lins after applying emergency braking

99 In the case of an emergency braking with a cargo train composition, in which all air distributors are included on the mountain mode, after stopping the train, the driver makes a vacation of the brakes by setting the control body of the driver's crane on the train position until the pressure increases in the equalization tank by 0.07-0.08 MPa (0.7-0.8) is less than charging pressure, followed by the transfer of the driver of the driver's crane to a position that maintains the specified pressure in the brake line after braking. After exposure time, make a full vacation by the provision providing an increase in pressure in the brake line above the charging pressure until the pressure in the equalization tank is 0.05-0.07 MPa (0.5-0.7) above the charger. On a slope, as soon as the head part starts the movement, perform a braking stage with an auxiliary locomotive brake to a pressure of 0.15-0.20 MPa (1.5-2.0), followed by stepwise leave after the start of the movement of the entire train. When making a train in motion on the rise guided by P.P. 95 Appendix 3 of these Rules.

V.4 When the train is delivered to the station after breaking

100 When breaking a cargo train on the distance and delivery of it to the station to be guided by the procedure for the actions of workers in a forced stop of the train on the range according to the rules of technical operation and the rules for the movement of trains and maneuverinary work or other regulatory documents operating in the territories of the countries of the Commonwealth, Georgia, Latvian Of the Republic, the Republic of Lithuania and the Republic of Estonia.

When delivering a broken train with a run, damaged connecting brake hoses should be replaced by spare or removed from the tail car and locomotive.

101 In the process of outputting a broken train, the lack of compressed air in the braking network of the last wagons can only be allowed in the case of the impossibility of restoring the integrity of the brake line and the need for overlapping for this reason of the end cranes. At the same time, a train on the rise, the driver must declare the need to set an auxiliary locomotive into the train tail to follow the nearest station, where the malfunction must be eliminated or a faulty wagon is captured. The procedure for the withdrawal of such trains from the distillation, the speed of their follow-up, taking into account the provision of braking presses, is established by the head of the infrastructure owner of the owner, and in the absence of the department of the railway offices of the railway, the deputy head of the infrastructure owner's department and are indicated in the technical and administrative documents of the infrastructure owner.

102 Before sending a train from a distance to carry out the abbreviation of autotractors.

To regulate the speed of the train and stop its stop, the three main types of braking using pneumatic trains are used: stepped, full service and emergency. The reduction in pressure is evaluated by pressure in the equalization tank and control the brake mains pressure gauge. A prerequisite for all types of braking is to turn off the locomotive controller. In addition to pneumatic braking, electric (rolling and recuperative) is used to control the speed and stopping in the presence of it on the traction rolling stock.

Step braking. After switching off, the controller of the MAC-NIST reduces the pressure in the equalization tank and the brake line of passenger and electric trains by 0.3-0.5 kgf / cm2, and in long-term and double trains, more than half of the wagons of which are equipped with a speedy triple valves - by 0.7 -0.8 kgf / cm2. In cargo trains, at the first stage of braking, the pressure in the brake line is reduced by 0.6-0.7 kgf / cm2, in the empty - by 0.5-0.6 kgf / cm2, and in cases where the train follows the latter descents, - 0.7-0.8 kgf / cm2. On the flat path with a descent to 8% 0 when followed by the green fire of the traffic light or free distillation, it is allowed to reduce the pressure of 0.3-0.5 kg / cm2 in addition to checking the action of autotractors).

In winter at low temperatures and snowfalls, the first stage of braking should be made reduced pressure in cargo loaded trains by 0.8-0.9 kgf / cm2, into empty by 0.6-0.7 kgf / cm2, passenger normal length to 0 , 5-0.6 kgf / cm2. Strengthening the braking of the freight train produce a step of 0.5-1.0 kgf / cm2.

With electropneumatic brakes, the first stage of service braking is performed by moving the handle of the driver's crane into the braking position until the pressure in the brake cylinders of a locomotive or head car carrion does not reach 0.8-1.5 kgf / cm2 (depending on the speed and steepness descent). The last step is performed as needed to full service braking.

Reducing the pressure in the brake line during braking depends on the type of train, its lengths, steepness of descents, as well as on the maintenance conditions on the site. Based on these conditions, the driver has the right to choose a decrease in pressure in the highway when performing braking, but not least above. The best smoothness of the braking of the train is ensured by the discharge of the brake line in one reception at the beginning of the braking by the amount of the first stage.

When the pressure in the brake line is reduced to the required value on the pressure gauge, the handle of the driver's crane is moved to the overlap position and maintain it to obtain a full braking effect from this braking stage. If the brake force from the first stage of braking is insufficient to reduce the speed of the train or stop it in the specified location, the second stage is made, and if required, then the subsequent steps. For passenger and freight trains of all types, the subsequent stages of braking are performed, reducing the pressure in the highway by 0.3-1.0 kgf / cm2, depending on the need and conditions of conducting the train. If the initial stage of braking is associated with a decrease in pressure in the brake line of more than 1 kgf / cm2 in the case of automatic brakes or pressure in brake cylinders, more than 2.5 kgf / cm2 in the case of electropneumatic brakes, it is pre-in order to prevent the Sandbox to prevent locomotive.

As an example in Fig. 25 and 26 shows the pressure curves in the brake line and the movement speed recorded on the rain of the speedman for trains of various masses led by various traction rolling stock along the path of various profiles. As is known, the pressure curve in the brake line on the rain of the speedman is shifted by 20 mm to the right relative to the speed curve.

In unfavorable winter conditions on steep protracted descents at snowfall and snowy drifts, the first stage of braking at the beginning of the descent in cargo trains should be performed, reducing the pressure in the brake line by 1.0-1.2 kgf / cm2 and, if necessary, increase the pressure reduction corresponding to Complete service braking. At anter and ice when the clutch power

the wheels with rails decreases, it is necessary for 50-100 m to the start of the braking of the braking to act as a sandbox and serve sand on the rails until the train stops or finishes braking. The first stage of braking is performed in advance until the speed reached the maximum set value on the descent. This is necessary because after the start of braking, the speed can increase some time until the brakes come into action. If the first stage of braking is insufficient, use the second and subsequent steps in order to not exceed the maximum permissible speed when the slope is moving along the slope or to ensure the train stop in the installed location. Braking mode The driver chooses depending on the profile of the path and the actual efficiency of the brakes in the train; It should be remembered that it is impossible to allow the depletion of the brakes, for which the pressure in the highway is less than 3.8 kgf / cm2 in the cargo and 3.5 kgf / cm2 in the passenger train, as well as a decrease in braking efficiency.

Complete service braking. This type of braking is used in exceptional cases, if necessary, stopping the train or a reduction in its speed at a distance of a slower braking. For this, the driver reduces the pressure in the equalization tank (brake line) for one reception by 1.5-1.7 kgf / cm2, but not more than 2.0 kgf / cm2. Previously drive the auxiliary brake of the locomotive and serves sand under the wheels.

Full service braking (Fig. 27) is used mainly if necessary, stop the train or in cases where step braking does not provide the desired reduction in the speed of the train.

If it is necessary to apply complete service braking when driving on cool descents, it is impossible to discharge the brake line to a pressure of less than 3.8 kgf / cm2. In the event of such a situation at a pressure of the brake line below 3.8 kgf / cm2, it is necessary to stop the train, activate the auxiliary brake of the locomotive, after which it is possible to release the automatic brakes and in the parking lot before the movement starts to charge the brake network.

With electropneumatic brakes, a complete braking in one reception, the driver performs, moving the handle of the crane of the driver No. 334E to the position IV, and the cranes No. 328 and 395 to the V3 position to actuate the electropneumatic brakes without discharging the highway before creating pressure in the brake cylinders of traction rolling stock 3, 8-4.0 kgf / cm2; After that, the crane handle must be translated into the overlapping position.

Emergency braking. It is used in all trains and on any path of the path in cases where further movement threatens danger and need to stop the train. Perform this brake

waving the handle of the driver's crane to the traffic of the braking; When doubled, if necessary, use the combined tap of the second locomotive. After transferring the handle of the driver's crane or a combined crane to the emergency braking position, the driver must actuate the sandbox and the auxiliary brake of the locomotive and turn off the traction engines. To ensure the greatest braking efficiency, the handle of the driver's crane or the combined crane must be left in the state of emergency braking, and the handle of the auxiliary brake crane is in the extreme braking position until the train stops. The processes occurring during emergency braking are explained by curves.

Emergency braking can also be caused by the opening of a stop crane, disconnecting or separating the brake trigger connecting sleeves, as well as the triggering of the highway. In these cases, it is necessary to immediately make an emergency braking of the driver with a crane, and then turn off the traction engines, actuate the sandbox and auxiliary brake of the locomotive.

Vacation brakes. Depending on the conditions of movement, a complete or stepped vacation can be applied. Complete vacation brakes The driver produces to stop braking. Having setting the handle of the driver's crane to the position withstand it in this position (depending on the type of preceding braking and the train length) or for a certain time or before reaching the necessary pressure in the equalization tank; Then move the handle of the driver's crane on the train position.

Complete vacation can be performed without increasing the pressure in the brake network of the train in excess of the charging or exceeding it. For example, in freight trains with charging pressure in the brake line 5.3-5.5 kgf / cm2, with a complete leave of autotractoros after service braking, it is necessary to keep the handle of the driver's crane to position I, while the pressure in the equalization tank does not reach 5.8-6, 0 kgf / cm2. After reducing the pressure to the normal charger, if necessary, it is raised again.

Handling autolikes in a cargo train after emergency braking, the driver rendering the handle of the driver's crane to position I and holds it in this position until the pressure in the equalization tank is 3.0-3.5 kgf / cm2 in the absence of a stabilizer at the driver's crane and 6.5- 6.8 kgf / cm2 in the presence of it. In the passenger ^ diesel and electric train after service braking, the driver withstands the crane handle at position i until the pressure is obtained in the equalization tank 5.0-5.2 kgf / cm2, and after emergency - up to 3.0-3.5 kgf / cm2, In short-pass trains - up to 1.5-2.0 kgf / cm2. Then the driver turns the torn position handle.

The full vacation of electropneumatic brakes in one reception is performed by moving the handle of the driver's crane to position I, hold it in this position until the pressure increases in the equalization tank to 5.2-5.4 kgf / cm2, after which they are translated on the train position.

The brake vacation process does not end with the transfer of the driver's crane knob from the position I on the train position; It continues for some time, and in the tail of the train longer than in the head. It should be borne in mind if, after braking and stopping the train, it must be changed again. In this case, it should be shut-to-complete brake leaves, the duration of which depends on the length of the train and the types of air distributors of the wagons. If this is not done, while touching the train with ordinary brakes, significant dynamic forces will arise,

can lead to rupture frames of cars and car trap devices. Time from the moment of translating the handle of the driver's crane to position I before moving the train in motion hesitates from 15 ° C to 3 minutes for passenger trains and from 1.5 to 6 min for freight. For long-composite trains with more than 350 axes, when locomotive in the head head, the specified time increases by 1.5 times. Machisters should be borne in mind that when driving a train with not "- the power of the resistance of the movement significantly increases significantly, the starting process is complicated, the current loads and consumption of fuel and energy resources increase.

The brake discovery is used to regulate the brake force and maintain the speed of certain limits when driving on the brakes on the brakes. For this, somewhat increases the pressure in the brake line, while the braking effect does not disappear, but slightly decreases. To produce a stepped vacation, the driver transfers the handle of the driver's crane to position II and holds it until the pressure increases in the equalization tank at each stage of the vacation at least 0.3 kgf / cm2.

With a step of vacation of electropneumatic brakes, the pressure in the brake line does not increase; The braking force is partially adjusted, the production of air from the brake cylinders by the valves of electric agriculture. For stepped leave of the electropneumatic brakes, the passenger or motor-speaking train driver briefly moves the handle of the driver's crane from the position of the blocks on the train and again to the overlapping position; The last stage of the vacation is performed, withsting the handle of the driver's crane in position i until the pressure is increased in the equalization tank to 5.2-5.4 kgf / cm2.

Using an auxiliary brake locomotive. To choose the process of movement, the auxiliary brake of the locomotive is used both in conjunction with the brakes of the composition and independently. At the same time, in order to avoid a sharp slowdit for the movement of the locomotive and the emergence of large longitudinal-dynamic forces on the train at a speed of 50 km / h and less slowing down the auxiliary brake tap must be steps, except for the emergency stop case. Conducting the auxiliary brake of passenger and cargo locomotives, systematic efficient braking with an increase in pressure in the brake cylinders per reception to more than 1.5 kgf / cm2 should be avoided. If, according to the terms of the train, it is necessary for a service braking with auxiliary brake with a pressure in the brake cylinders more than 1.5 kgf / cm2, then it is produced during the cream brake pads by re-stage after exposure of the pressure in the cylinders to 1.5 kgf / cm 2 for 0, 5-1.0 min.

Providing security requirements. Strict observance of traffic safety rules should be one of the main provisions of national train driving regimes, especially in brake mode

. When approaching the stations that prohibit signals and signal reduction signals, the driver is obliged to act in advance to activate the autotorosis and reduce the train speed so as to prevent the location of the installed stop at the station, the limit batch, and the speed reduction signal and the actions of the warning is to proceed at the set speed. In the event of a train at the scheduled stop, the braking should begin the first step and after a decrease in speed by 25--50% of the initial, if necessary, to strengthen braking. When following a freight train at a speed of more than 80 km / h and the appearance on the locomotive traffic light of a yellow fire, the machinist should bring the brake into action by reducing the pressure in the equalization tank in the loaded train by 0.8-1.0 kgf / cm2, in $ 0 , 5-0.7 kgf / cm2. At a lower speed of movement and the long-length, the braking blocks should begin taking into account the speed and efficiency of the brake means at the corresponding distance from the traffic light.

The passage traffic light with yellow signal fire must be followed by following the established limit of the maximum speed, not allowing its significant decrease compared to the installed one. At the entrance to the forbidding signal or limit column, the full vacation of the brakes can be performed only after stopping the train. It is necessary to avoid frequent braking without recharging the brake network of the train, since during repeated braking it can lead to the depletion of autotractors, followed by a decrease in the brake effect. It is impossible to release the brakes at high speed before re-braking, since the train rate can exceed the installed, and the braking network will not have time to charge by this moment. In order to prevent the depletion of autotractors in the train while following the descent on which repeated braking, the driver must withstand between braking at least 1 min to recharge the trains brake network.

The time of continuous retention of the train with a constant stage of braking on the descent when the air distributors is turned on to the plain mode should not, as a rule, exceed 2.5 minutes; If necessary, longer braking should increase the discharge of the brake line by 0.3-0.5 kgf / cm2 and after a sufficient reduction of the speed release the autorosis.