During a full brake test, the technical condition of the brake equipment on all cars is checked.
Full testing of auto brakes is carried out from a stationary compressor unit or locomotive. When testing automatic brakes on a train, the brakes are controlled from the locomotive by the driver, and from the stationary compressor unit by the car inspector or operator. The operation of the brakes in the train and the correctness of their activation are checked by car inspectors. At intermediate stations or sidings where there are no full-time car inspectors, a full test of the auto brakes on trains is carried out by inspectors sent from the nearest technical service stations, or by workers specially allocated for these purposes by order of the head of the road.
Full testing of automatic brakes on trains is carried out:
- at formation stations before train departure;
- after changing the locomotive;
- at stations separating adjacent guaranteed sections of freight trains during train maintenance without changing the locomotive;
- before the delivery of a multiple unit train from the depot or after it has been parked without a crew at the station;
- at stations preceding hauls with long descents, where the train stop is provided for by the schedule (before long descents of 0.018 and steeper, a full test is carried out with a ten-minute hold in a braked state).
Full testing of automatic brakes on passenger trains.
Before carrying out a full brake test, check the integrity of the train brake line and make sure that compressed air passes through it. To do this, the inspector of the tail group cars is obliged to notify the driver about the start of the inspection and open the end valve of the tail car. After the emergency braking accelerators of the air distributors of the cars are activated, close the end valve. When the locomotive's automatic brakes are activated, the driver is required to stretch the speed gauge tape and perform a braking step of 0.5 - 0.6 kgf/cm2. Upon completion of the release of air from the brake line through the driver's tap, release the brakes and charge the train's brake network. The driver must report the results of the inspection to the head group wagon inspector.
Checking the density of the brake network begins after charging it to the set pressure. To check, it is necessary to close the combination valve and, after 20 seconds, measure the rate of pressure reduction in the brake line, which should be no more than 0.2 kgf/cm2 per minute.
Check the operation of the electro-pneumatic brakes. Turn on the electrical power source - the “O” warning light should light up. At the signal from the wagon inspector, perform the braking step by moving the driver's tap handle to position VA until the pressure in the locomotive's brake cylinders reaches 1.0-1.5 kgf/cm2, and then move the tap handle to position IV. In braking mode, the voltage of the power source must be at least 40 V, and the “T” lamp on the indicator light must light up. When the tap handle is moved to the overlap position, this lamp should go out and the “P” lamp should light up. Inspectors are required to check the operation of electro-pneumatic brakes throughout the train.
At the inspector’s signal to release the brakes, the driver must turn off the power to the electro-pneumatic brakes, leaving the handle of the driver’s crane in the overlap position. After 15 seconds, turn on the electric power switch for the EPT.
Car inspectors must check the release of the brakes on all cars and inform the driver when the check is completed. The driver is obliged to move the driver's crane handle to the train position, charge the train's brake network and turn off the EPT power source.
After complete testing of the EPT and full charging of the brake network, the operation of the automatic brakes is checked. To check the auto brakes for sensitivity to braking, perform a braking step of 0.5 - 0.6 kgf/cm2, followed by moving the operator's crane handle to the powered overlap position. No earlier than 2 minutes after braking, inspectors are required to check the operation of the brakes on each car by the exit of the brake cylinder rod and the pressing of the pads to the wheels.
At the end of checking the braking action, release the brakes by moving the driver's crane handle to the train position. Car inspectors must check the release of the brakes on each car to ensure that the brake cylinder rod is moving and the pads are moving away from the wheels.
Full testing of automatic brakes on freight and cargo-passenger trains.
Before starting a full test of the auto brakes, the integrity of the train brake line is checked. To do this, at the command of the inspector of the head group cars, the second inspector opens the last end valve of the tail car and, after 8-10 seconds, closes it. After the locomotive's auto brakes are activated, the driver is obliged to stretch the speed gauge tape, after which, after at least 2 minutes, perform a braking stage of 0.5 - 0.6 kgf/cm2, followed by moving the driver's crane handle to position IV and report the test result to the inspector of the head group cars . At the end of the test on trains with up to 100 axles, release the brakes by increasing the pressure in the equalization tank by 0.5 kgf/cm2 above the charging pressure by moving the valve handle to position I, followed by moving the handle to the train position. On trains with a length of more than 100 axles, the brakes are released in the same manner, but upon a signal from the car inspector, who is required to measure the brake release time of the last two cars in the train.
After charging the train's brake network to the set pressure, the driver and car inspector are required to check the tightness of the brake network. To do this, after turning off the compressors and reducing the pressure in the main tanks of the locomotive by 0.5 kgf/cm2, the time of further reducing the pressure in the main tanks by 0.5 kgf/cm2 is measured. This time must be no less than that indicated in the table at a charging pressure in the brake line of 5.0 - 5.2 kgf/cm2. If the charging pressure in the brake line is 5.3 - 5.5 kgf/cm2, then the specified time limits should be reduced by 10%, and if the charging pressure is 5.6 - 5.8 kgf/cm2, it should be reduced by 20%.
Time to reduce pressure by 0.5 kgf/cm2 in main tanks
when checking the density of the train brake network
On all freight trains, the car inspector is required to measure the charging pressure in the line of the tail car and make sure that the charging pressure is not less than that established in the table below.
Minimum pressure in the tail car line of a freight train
Then the sensitivity of the air distributors to braking is checked: at the signal from the carriage inspector, the driver sets the handle of the driver's valve to the fifth position and reduces the pressure in the equalization tank by 0.6 - 0.7 kgf/cm2, followed by moving it to the fourth position. After 2 min. After braking, inspectors check the operation of the brakes on each car by the exit of the brake cylinder rod and the pressing of the pads to the wheels. At this time, the locomotive driver once again (with the driver's crane handle in position IV) checks the density of the brake network, which should not differ from the density in the train position of the driver's crane handle by more than 10% in the direction of decrease.
At the signal from the car inspector, release the auto brakes: on trains with up to 350 axles, the driver moves the crane handle to the train position; in trains with a length of more than 350 axles, the driver's tap handle is set to the first position and the pressure in the surge tank is increased by 0.5 - 0.6 kgf/cm2 more than the charging one, after which it is transferred to the train position. Car inspectors must check the brake release of each car on the train to ensure that the brake cylinder rod is moving and the brake pads are moving away from the wheels. If cars with a brake that has not been released are identified, they are not allowed to be released manually until the reasons for the non-release are clarified. Identified faulty air distributors must be replaced with serviceable ones. After this, the operation of the brakes on cars with replaced air distributors is checked again.
Upon completion of testing, the driver is given a certificate of form VU-45 confirming that the train is equipped with brakes.
A full test of the auto brakes before long descents with a steepness of 0.018 or more is carried out by holding them in the braked state for 10 minutes. During this time, no air distributor should release spontaneously.
The procedure for carrying out a full testing of auto brakes on a freight train by one inspector.
After the locomotive is coupled to the train and the brake line is charged, the car inspector and the driver check the tightness of the train's brake line. Then, at the command of the wagon inspector, the driver performs the braking step set to fully test the brakes, and the inspector walks along the train from head to tail to check the operation of the auto brakes. At this time, the driver is obliged to check the tightness of the brake line with the driver's valve handle in position IV.Having reached the tail of the train, the carriage inspector gives the signal to release the brakes. After releasing the brakes and recharging the train's brake network, the car inspector measures the pressure in the brake line of the tail car. Observing precautionary measures, the inspector opens the end valve of the tail car for 8 - 10 seconds in a freight or cargo-passenger train, and in a passenger train until the emergency braking accelerators of the air distributors are activated.
The car inspector must measure and record in the VU-45 certificate the output of the brake cylinder rod, the number of the tail car and the charging pressure in the brake line of the last car (in freight trains).
When the locomotive brakes are activated, which is determined by the lighting of the “TM” lamp of the brake line break indicator with sensor No. 418, a drop in pressure in the brake line, or the specific noise of the driver’s tap feeding the brake line leak, the driver is obliged to stretch the speed tape, after which, after at least 2 minutes. (in freight and cargo-passenger trains) perform the braking stage by reducing the pressure in the equalization tank by 0.5 - 0.6 kgf/cm2 and after the end of the release of air from the brake line through the driver's tap, release and charge the train's brake network. On a train with a length of more than 100 axles, the car inspector is required to measure the longest brake release time of the last two cars in the train. In the absence of radio communication, the car inspector measures the time from the moment the end valve of the tail car is opened until the brake cylinder rods begin to move and the brake pads move away from the wheel tread. The locomotive driver measures the time from the moment the locomotive's auto brakes are activated, determined by the lighting of the "TM" lamp of indicator No. 418, until the moment the driver's crane handle is set to the first position. The driver reports this time to the car inspector, who subtracts it from the time measured at the tail of the train, and the result is entered into the VU-45 form (this procedure for measuring the brake release time of tail cars in the absence of radio communication is established on the Oktyabrskaya Road). In a train with up to 100 axles (inclusive), after releasing the brakes of the last car, the car inspector does not measure the release time of the tail cars, but immediately goes to the head of the train, identifying brakes that have not been released.
After completing a full testing of the brakes, the wagon inspector presents the locomotive driver with a certificate of brakes, form VU-45.
Full testing of brakes on an electric train
performed by the locomotive crew, and when leaving scheduled types of repairs (except TO-2) together with the foreman or foreman of the depot's automatic department.
A full brake test is carried out:
- after repair or maintenance;
- after standing without a crew at a station or depot for more than 12 hours;
- after the carriages are coupled to the train.
After each complete testing of the brakes, an entry is made in the technical condition log of form TU-152 indicating:
- MVS numbers and series;
- date and time of full brake testing;
- pressure limits in the main tanks maintained by the pressure regulator;
- pressure in the brake line when the driver's valve handle is in train position;
- the amount of air leakage from the train brake network;
- surname and signature of the driver and assistant driver, and after repair or maintenance (except TO-1) of the foreman and driver.
Performing a full brake test begins with checking the correct position of the valve handles on the feed and brake lines. Then check the operation of the pressure regulator. The pressure in the main tanks must be maintained within 8.0 - 6.5 kgf/cm2 with a deviation of no more than 0.2 kgf/cm2.
After charging the brake and feed lines, check their density. To do this, on the electric train, with the driver's tap no. 395, close the disconnect valves on the brake and feed lines, and with the tap no. 334E, close the disconnect valve on the feed line. The decrease in pressure observed on the pressure gauge should be:
- in the brake line from normal charging pressure by no more than 0.2 kgf/cm2 for one minute;
- in the supply network from 7.0 to 6.8 kgf/cm2 in 3 minutes or from 7.0 to 6.5 kgf/cm2 in 7.5 minutes.
Before inspections, the electric train must be secured against leaving. At the next stage, the tightness of the driver's surge tank is checked.
First, check the operation of the EPT. After charging the brake line, turn off the control generator (phase splitter) and turn on the spotlight, signals and other electrical consumers. When the brake switch handle is pressed down in the working and non-working control cabins and the entire negative wire, the control lamp “K” should light up. The voltage in the circuit according to the voltmeter should be within 45 - 50 V.
Then move the handle of the driver’s tap no. 334E to position IV, no. 395E to position VA. The brake warning lamp “T” should light up and at tap No. 334E the ceiling valve will operate, and at tap No. 395 the “SK” on EPK condition No. 150I will turn off briefly without triggering the auto-stop. In this case, it is allowed to release compressed air from the brake line through valve No. 395 and reduce the pressure in it by no more than 0.5 kgf/cm2.
When the brake cylinder is filled to full pressure, move the driver's tap handle to the shut-off position without feeding the brake line leaks. The assistant driver walks along the train and checks the operation of the brakes on each car by the exit of the brake cylinder rod and the pressing of the pads to the wheels.
At the assistant’s signal, the driver turns off the brake switch on trains up to No. 1028, and on other trains the EPT is turned off with the power switch. The assistant driver monitors the release of the brakes by the release indicator lamp and the movement of the brake pads from the wheels of each car.
At the second stage, the operation of the automatic brake is checked. Before checking, turn off the EPT. Using the set charging pressure, check the sensitivity of the car brakes to braking. To do this, it is necessary to perform the first stage of braking with a decrease in pressure in the equalization tank by 0.5 - 0.6 kgf/cm2. After reducing the pressure in the equalization tank to the required value, move the handle of valve No. 334E to position III, and valve No. 395E to position IV. After 5 min. The assistant driver checks the operation of the brakes on each car by the exit of the brake cylinder rod and the pressing of the pads to the wheels.
At the command of the assistant driver to “Release the brakes,” the driver moves the handle of crane No. 334E to position IIA, and of crane No. 395 to position II. After releasing the brakes of the last car, the assistant driver checks the release of the brake pads from the wheels and the movement of the brake cylinder rod for each car in the train.
From the opposite control cabin, the locomotive crew must check the operation of the automatic and electro-pneumatic brakes as during a shortened brake test.
Short brake test
A shortened test of auto brakes is carried out to check the air permeability along the brake line from the locomotive to the tail car.
Abbreviated testing is performed:
- after coupling the train locomotive to the train, if a full test of the auto brakes was previously carried out from a compressor unit or another locomotive;
- after a change of locomotive crews, when the locomotive is not uncoupled from the train;
- after any disconnection of hoses in the train or between the train and the locomotive (except for the uncoupling of the pushing locomotive included in the brake line), connection of hoses due to the coupling of rolling stock, as well as after closing the end valve in the train;
- in passenger trains after the train has stopped for more than 20 minutes, when the pressure in the main reservoirs drops below 5.5 kgf/cm2, when changing the control cabin or after transferring control to the driver of the second locomotive on the stretch after the train has stopped;
- in freight trains, if the auto brakes were activated while the train was parked, the density of the brake line changed by more than 20% of that specified in the VU-45 form certificate, after the train was parked for more than 30 minutes.
When performing a short brake test, at the signal of the wagon inspector, the driver discharges the brake line by the amount of the braking stage, as during a full test, and sets the handle of the driver's crane to position IV. The inspector checks the operation of the brakes of the two tail cars by the exit of the brake cylinder rod and the pressing of the brake pads to the wheels. At the inspector’s signal “Release the brakes,” the driver releases the brakes by setting the handle of the driver’s crane to the first position. In passenger trains, the driver's tap handle is held in this position until the pressure in the surge tank is 5.0 - 5.2 kgf/cm2, and in freight and cargo-passenger trains until the pressure in the surge tank is 0.5 kgf/cm2 higher than the charging one. After this, the driver’s crane handle is moved to the train position. The car inspector checks the release of the brakes of the two tail cars by checking the brake cylinder rod and the brake pads moving away from the wheels. If a group of cars is coupled to the rear of the train, the inspector checks the operation of the brakes on each car attached.
At stations where the positions of wagon inspectors are not provided, workers trained to perform operations for testing auto brakes are involved in short testing (the list of positions is established by the head of the road).
After performing an abbreviated brake test, the wagon inspector is required to make a note on the certificate of Form VU-45 about its completion, and the driver enters data on the density of the brake network into the certificate.
If a shortened test of brakes on a train is carried out after a full test from the compressor unit, then car inspectors are required, before testing, to check the density of the train's brake network in the second and fourth positions of the driver's tap handle, the integrity of the brake line, measure the charging pressure in the line of the tail car, and with the length of the freight car for trains with more than 100 axles, determine the longest release time for the auto brakes of the two tail cars. At the end of testing, the driver is given a certificate of form VU-45, as with a full test.
Short testing of electro-pneumatic brakes
carried out at the change points of locomotives and locomotive crews by checking the operation of the brakes of the two tail cars and when attaching cars, checking the operation of the brakes on each attached car. On passenger trains, a short test of electro-pneumatic brakes is first carried out, and then automatic brakes. A shortened testing of EPTs is carried out in a manner similar to their full testing from a locomotive. The brakes are released by briefly, for 1 - 2 seconds, moving the driver's crane handle to the first position, followed by moving it to the train position. The actuation of the brakes and their release are controlled by indicator lamps in the locomotive cabin, as well as by the pressing and release of the brake pads from the wheels of the two tail cars.
It is prohibited to send the train to the stage without performing a short brake test or with the brakes on the two tail cars inoperative.
Short testing of motor brakes on carriage trains
A shortened test of auto brakes with checking the condition of the brake line based on the action of the tail car brake is carried out:
- after any disconnection of hoses or closing of end valves on the train;
- after the train stops for more than 20 minutes or the pressure in the main tanks drops below 4.5 kgf/cm2.
A shortened test of electro-pneumatic brakes is carried out:
- after changing the control cabin;
- after changing locomotive crews;
- after any disconnection of the electrical circuit of the EPT.
A shortened test of automatic and electro-pneumatic brakes is also carried out after the train has been stationary without a locomotive crew for a period of time less than established by order of the head of the road (on the Oktyabrskaya railway this time is 12 hours).
When starting a short brake test, the locomotive crew must charge the brake line to charging pressure and check the operation of the EPT first, and then the automatic brakes using the brake action of the tail car.
To do this, turn on the EPT in the working cabin and, at the signal of the assistant driver, perform a braking step until the pressure in the brake cylinder of the head car increases by 1.0 - 1.5 kgf/cm2. The assistant driver is obliged to check the effect of the tail car brake using the brake cylinder pressure gauge and the output of the brake cylinder rod and the pressure of the brake pads to the wheels, and then give a signal to release the brakes. At this signal, the driver moves the handle of the driver's crane to position I, then the handle of crane No. 334 E to position IIA, and crane No. 395 to position II. The assistant driver must check the brake release of the tail car using a pressure gauge in the non-working cabin. If the test result is positive, the driver turns off the EPT and checks the operation of the automatic brakes by reducing the pressure in the equalization tank by 0.5 - 0.6 kgf/cm2. The assistant driver gives a signal to release the brakes after checking the operation of the tail car brake. At this signal, the driver moves the handle of the driver's crane to position I, then the handle of crane No. 334E to position IIA, and crane No. 395 to position II.
The driver controls the operation of the brakes using the brake cylinder pressure gauge and warning lights in the working cabin.
If during a short test the brakes of the tail car do not work, then the employee checking the brakes of this car is obliged to prevent the train from departing. Responsibility for the correct execution of the abbreviated testing of brakes on multiple unit trains lies with the driver and assistant driver.
Checking auto brakes on freight trains
Testing of automatic brakes of freight trains based on the effect of the brakes of the head group of cars is carried out:
- after a freight train has stopped for more than 30 minutes;
- transferring control to the driver of the second locomotive or changing the cab on the haul after stopping;
- when the pressure in the main tanks drops below 5.5 kgf/cm2;
- when attaching an additional locomotive to the head of a freight train to travel along one or more stages and after uncoupling this locomotive.
Such testing of automatic brakes on freight trains is carried out on hauls, as well as at stations and sidings, where there are no car inspectors or workers trained to perform operations for testing automatic brakes. Before testing the auto brakes, the driver must make sure that the density of the train's brake network in the second position of the driver's tap handle does not differ from the density specified in the certificate form VU-45 by more than 20%. Then, at the command of the assistant, the driver must discharge the brake line by the amount of the braking stage, as during a full test, and set the driver’s tap handle to position IV. The assistant driver checks the operation of the brakes on each car of the head group (the number of cars in the head part of the train is set by the head of the train) and gives the command “Release the brakes”. After releasing the brakes with the driver's crane handle in the first position, the assistant returns to the cab and reports to the driver about the results of the check.
If there is a pushing locomotive at the tail of the freight train, the brake line of which is included in the common line of the train, and the radio communication is working properly, then the density of the brake network is not checked and the brakes are not tested. Before the train departs, the driver of the pushing locomotive is obliged to communicate by radio the pressure in the brake line to the driver of the lead locomotive.
During short testing, the condition of the brake line is monitored by the action of the tail car brake.
Abbreviated testing is carried out in the following cases:
After coupling the train locomotive to the train, if a full test from the station network was previously done;
After a change of locomotive crews, when the locomotive is not uncoupled from the train;
After any disconnection of the connecting hoses in the train, connection of the hoses due to the trailering of the rolling stock, as well as after closing the end valve of the brake air line in the train.
A shortened test is carried out at the PTO without uncoupling the locomotive from the train and at intermediate stations in the case of coupling a group of cars to the train without reorganizing the train. In this case, it is necessary to check the operation of the brakes on each car of the coupled group.
On freight trains, the locomotive driver checks the operation of the brakes using the locomotive crew.
A shortened test of auto brakes is performed as follows.
At the inspector’s signal “Brake” (during the day with a vertically raised hand, at night - with a raised hand-held flashlight with a transparent white light), the driver gives one short sound signal and in one step reduces the pressure in the freight train line by 60 - 70 kPa (0.6 - 0.7 kgf/cm2), passenger trains of normal length - by 50 - 60 kPa (0.5 - 0.6 kgf/cm2), long-unit and double passenger trains - by 70 - 80 kPa (0.7 - 0.8 kgf/cm2 ).
The inspector checks the condition of the train's brake network by the action of the brake of the last car. Having made sure that the last car is braked, he gives the signal “Release the brakes” during the day by moving his hand horizontally in front of him, at night - by the same movements of a hand-held flashlight with a transparent white light.
The driver gives two short beeps and releases. After receiving a response signal from the locomotive, the inspector checks whether all the brake pads of the last car have moved away from the surface of the wheels. This concludes the short trial.
When testing auto brakes, radio communications, loudspeaker warning devices, or special signs can be used to transmit instructions to the driver.
If a short brake test is carried out after a full test from the station network, the locomotive driver is issued a certificate in the form VU-45, as during a full test from the locomotive.
When a shortened testing is carried out after the train composition has been reorganized, a note about the shortened testing and change in composition is made in the driver’s certificate of form VU-45. This mark is made by a brake inspector or wagon inspector, and at stations where they are not available, by the employee who carried out the testing. In all other cases, a note on the completion of the abbreviated testing is not made. The employee who tested the brakes is obliged to prevent the train from departing if the tail car brake did not work during testing.
If, after releasing the brakes during a full or shortened test, air distributors that have not been released are found on the train, then they cannot be released manually until the reasons for the non-release are determined. It is necessary to check the position of the end valves, especially in those places where the cars were riveted or uncoupled, and make sure that there are no closed end valves on the train, and then repeat the testing. Secondary air distributors that have not been released at the PHE must be replaced, and at intermediate stations they must be turned off and air must be released from the tanks manually. The presence of switched off air distributors is noted in the certificate form VU-45.
A control check of the operation of the brakes is carried out at the request of the locomotive driver or carriage workers to identify the reasons for the unsatisfactory operation of the braking equipment or spontaneous braking along the route. Such a check is carried out after the train arrives at the PTO or at an intermediate station jointly by car and locomotive workers, and, if necessary, along the route while the train is moving. The priority and scope of the control check is determined based on the reasons that caused its need.
At stations, the density of the train's brake network is checked; correct activation of braking modes; the correct operation of auto modes and auto regulators, the correct installation of cast iron and composite brake pads, the correct adjustment of lever gears, the amount of output of the brake cylinder rods and the condition of the hand brakes.
Pressure in the brake cylinders of cars that have jammed wheel pairs or have signs of a malfunction in the auto mode and reduced braking efficiency; serviceability of the driver's crane, limits of air pressure in the main tanks, operation of the locomotive's automatic brake; air flow through the blocking device condition No. 367 on the locomotive; serviceability of train brakes; serviceability of the electro-pneumatic brake in passenger cars.
During the control check, it is allowed to increase the output of the brake cylinder rod in freight cars by 50 mm compared to the limit when departing a train with a technical service station. The pressure in the brake cylinders is checked using pressure gauges installed on them after charging the brake network of a freight train to 650 kPa (6.5 kgf/cm2), and of a passenger train to 520 kPa (5.2 kgf/cm2). During service braking, the pressure in the brake cylinders of freight cars should be no more than 450 kPa (4.5 kgf/cm2) in loaded mode, 340 kPa (3.4 kgf/cm2) in medium mode and 200 kPa (2 kgf/cm2) in empty mode. , and for passenger cars - no more than 430 kPa (4.3 kgf/cm2).
When checking the operation of the train's automatic brakes, a full test is carried out, during which the number of air distributors that did not operate during braking, spontaneously released, as well as the time of spontaneous release are recorded. Air distributors should not spontaneously release passenger and cargo air distributors in flat mode for at least 5 minutes, and cargo air distributors in mountain mode for at least 10 minutes. The force of pressing the brake pads per 1000 kN (100 tf) of the train weight is also calculated based on the number of air distributors activated during braking, taking into account the actual mode of their activation.
When checking the correct control of the brakes, braking and release are performed in accordance with the data of the speed tape recorded on the stretch where abnormal operation of the brakes was detected. After this check, a braking step is given by reducing the pressure in the line by 50 - 60 kPa (0.5 - 0.6 kgf/cm2), and then releasing the auto brakes by turning the tap handle. Driver to the first position - with a wait until the set pressure for the freight train is received in the surge tank, followed by moving the valve handle to the train position. The brake release time in flat mode should be no more than 50 s in a freight train with a length of up to 200 axles, 80 s in a freight train with a length of more than 200 axles.
Brake release time with air distributors conditional. No. 135 and 270 in mountain mode increases by 1.5 times.
If the cause of the malfunction of the air distributor has not been established, then such an air distributor is removed from the car and checked on a stand in the agro-industrial complex. When removing the air distributor, check the cleanliness of the mesh on the main air duct.
A shortened test of auto brakes with checking the condition of the brake line based on the action of the brakes of the two tail cars on trains should be carried out:
· after coupling the locomotive to the train, if a full test of the auto brakes from the compressor unit or locomotive was previously carried out at the station;
· after a change of locomotive crews, when the locomotive is not uncoupled from the train;
· after any disconnection of hoses within the train or between the train and the locomotive, as well as after closing the end hose of the valve in the train;
· in passenger trains after the train has been stopped for more than 20 minutes, when the pressure in the GR drops below 5.5 atm, when changing control cabins or after transferring control to the driver of the second locomotive on the stretch after stopping the train due to the impossibility of further control from the head cabin;
· in freight trains, if, when the train is parked, the automatic brakes spontaneously operate or the density changes by more than 20% of the VU-45 norm specified in the certificate;
· in freight trains after stopping for more than 30 minutes,
On passenger trains, a shortened test of first the EPT and then the automatic brakes is carried out. Testing of EPTs is carried out in a manner similar to their full testing for the effect of the brakes of the two tail cars.
When performing a shortened test at the “Brake” signal, the driver must give a signal and reduce the pressure in the surge tank by the amount set for a full test. After checking the operation of the brakes of the two tail cars, the signal “Release the brakes” is given for braking. At this signal, the driver gives two short signals with the whistle and releases the brakes. I position the crane handle. Maintain the valve handle in position I in passenger trains until the pressure in the equalization tank increases to 5.0 - 5.2 atm, in a freight train until the pressure in the equalization tank is 0.5 higher than the charging one, then move the handle to the train position.
If a short testing of brakes on trains is carried out after a full test from the compressor unit, car inspectors and the driver are required to check the density of the train's brake network and the integrity of the brakes before testing by opening the tail car valve (as during a full test). On freight trains, the driver is obliged to check the density of the train's brake network after the braking stage at the IV position of the driver's tap handle, the car inspector must check the charging pressure in the line of the tail car, and if the length of the freight train is more than 100 axles, measure the release time of the automatic brakes of the two tail cars. At the end of this testing, the driver is given a certificate VU-45, as with a full test.
5.28. Actions of the locomotive crew before the departure of a freight train after stopping at an intermediate station for more than 30 minutes (clause 9.4.1. Instruction No. 277, order No. 66/N dated June 30, 1999)
After stopping at an intermediate station for more than 30 minutes before departure when availability of full-time inspectors the locomotive crew is obliged to carry out a shortened test according to the established procedure 5 triggered cars from the tail and head.
If there are no regular inspectors, perform the following check:
· check the density of the brake network in the train position of the crane handle, which does not differ from the density indicated in the VU-45 certificate, by more than 20% in the direction of decrease or increase;
· perform a braking step by reducing the pressure in the surge tank by 0.6 - 0.7 atm and release the brakes . The assistant must check the braking and releasing action of the brakes on the 10 brake cars at the head of the train.
If, when checking the density of the driver’s brake network, a change in pressure is detected by more than 20% from that specified in the VU-45 certificate, short testing of auto brakes based on the effect of the brakes on the last 2 cars.
9.3.1. A shortened test of auto brakes with checking the condition of the brake line based on the action of the brakes of the two tail cars on trains should be carried out:
- after attaching the train locomotive to the train, if a full test of the auto brakes from the compressor unit (station network) or the locomotive was previously carried out at the station;
- after a change of locomotive crews, when the locomotive is not uncoupled from the train;
- after any disconnection of hoses in a train or between a train and a locomotive (except for the uncoupling of a pushing locomotive included in the brake line), connection of hoses due to the coupling of rolling stock, as well as after closing the end valve in the train;
- in passenger trains after the train has stopped for more than 20 minutes, when the pressure in the main reservoirs drops below 5.5 kgf/cm 2, when changing the control cabin or after transferring control to the driver of the second locomotive on the stretch after the train stops due to the impossibility of further control of the train’s movement from the head cabin;
- in freight trains, if, when the train is parked, the automatic brakes spontaneously activate or the density changes by more than 20% from the VU-45 form specified in the certificate;
- in freight trains after the train has stopped for more than 30 minutes, where there are car inspectors or workers trained to perform operations for testing auto brakes, and who are assigned this responsibility.
When freight trains are parked for more than 30 minutes on hauls, as well as at sidings, passing points and stations, where there are no car inspectors or workers trained to perform operations for testing auto brakes (the list of positions is established by the head of the railway), auto brakes must be checked in accordance with p. 9.4.1 of this Instruction.
A shortened test of electro-pneumatic brakes should be carried out at the points of change of locomotives and locomotive crews based on the action of the brakes of two tail cars and when coupling cars, checking the brake action on each attached car, as well as after coupling a train locomotive to the train, if a full test of electro-pneumatic brakes was previously carried out at the station from a stationary device or locomotive.
9.3.2. On passenger trains, a short test is carried out first on electro-pneumatic brakes and then on automatic brakes. Testing of electro-pneumatic brakes is carried out in a manner similar to their full testing from the locomotive in accordance with clause 9.2.3 and taking into account clause 9.3.1 of this Instruction on the operation of the brakes of the two tail cars.
9.3.3. When performing a shortened test, at the signal of the employee responsible for testing the brakes, “Brake,” the driver must give one short signal with the whistle and reduce the pressure in the surge tank by the amount set for a full test.
After checking the operation of the brakes of the two tail cars, the signal “Release the brakes” is given for braking. At this signal, the driver gives two short signals on the whistle and releases the brakes, moving the handle of the driver's crane to position I. Maintain the valve handle in position I in passenger trains until the pressure in the surge tank increases to 5.0-5.2 kgf/cm 2 , and in freight and passenger trains until the pressure in the surge tank is 0.5 kgf/cm 2 higher pre-brake charging pressure followed by moving the handle to the train position.
If a shortened test of brakes on trains is carried out after a full test from the compressor unit (station network), car inspectors and the driver are required to check the density of the train's brake network and the integrity of the brake line before testing in accordance with paragraphs. 9.2.3, 9.2.4 of this Instruction, in freight trains the driver is obliged to check the density of the train's brake network after the braking stage at the IV position of the driver's tap handle, the car inspector must check the charging pressure in the line of the tail car in the manner established by clause 9.2.4 of this Instruction , and if the length of a freight train is more than 100 axles, measure the release time of the automatic brakes of the two tail cars. At the end of this testing, the driver is given a certificate of form VU-45, as with a full test.
9.3.4. When attaching a car or a group of cars to an arriving train, a short testing of the brakes is carried out with a mandatory check of their operation for each attached car and the density of the train's brake network, as well as checking the integrity of the brake line in accordance with paragraphs. 9.2.3 and 9.2.4 of these Instructions.
At each shortened testing of the auto brakes, the car inspector, and where this position is not provided, the station duty officer, the chief conductor, the train designer or the employees who are responsible for testing the brakes, make a note about the performance of the shortened testing of the auto brakes (including a note about the change that has occurred train indicating the tail car number) in the VU-45 certificate available to the driver. In the event of a change in the density of the brake network due to the coupling (uncoupling) of cars, the driver enters new data on the density of the brake network in the certificate form VU-45.
If a shortened test of the automatic brakes of a passenger train was carried out with the involvement of the head (mechanic-foreman) of the train and the car conductors, then the head (mechanic-foreman) must make a note about the shortened testing of the automatic brakes in the form VU-45 certificate available to the driver.
9.3.5. At stations where wagon inspector positions are not provided, the operation of the tail wagon brakes on passenger trains is checked by wagon conductors, and on freight trains - by workers trained to perform operations to test auto brakes (the list of positions is established by the head of the road).
9.3.6. It is prohibited to send the train to the stage without performing a shortened test or with inoperative brakes on the two tail cars.
If air distributors that did not release during testing are identified, it is not permitted to release them manually until the reasons for the failure to release are clarified. In these cases, it is necessary to check whether the end valves on the train are closed, especially in those places where cars were coupled or uncoupled. Replace faulty air distributors, and at intermediate stations, turn off and release the air through the outlet valve, making a note about this in the certificate form VU-45.
A shortened test of auto brakes is carried out to check the air permeability along the brake line from the locomotive to the tail car.
Abbreviated testing is performed:
after coupling the train locomotive to the train, if a full test of the auto brakes was previously carried out from a compressor unit or another locomotive;
after a change of locomotive crews, when the locomotive is not uncoupled from the train;
after any disconnection of hoses in the train or between the train and the locomotive (except for the uncoupling of the pushing locomotive included in the brake line), connection of hoses due to the coupling of rolling stock, as well as after closing the end valve in the train;
in passenger trains after the train has stopped for more than 20 minutes, when the pressure in the main reservoirs drops below 5.5 kgf/cm 2 , when changing the control cabin or after transferring control to the driver of the second locomotive on the stretch after the train stops;
in freight trains, if the auto brakes were activated while the train was parked, the density of the brake line changed by more than 20% of the form specified in the certificate VU-45, after the train has stopped for more than 30 minutes.
When performing a short brake test, upon a signal from the wagon inspector, the driver discharges the brake line by the amount of the braking stage, as during a full test, and sets the driver's crane handle to IV position. The inspector checks the operation of the brakes of the two tail cars by the exit of the brake cylinder rod and the pressing of the brake pads to the wheels. Upon signal from the inspector "Release the brakes" The driver releases the brakes by setting the handle of the driver's crane to the first position. On passenger trains, the driver's tap handle is held in this position until pressure is obtained in the surge tank 5.0 - 5.2 kgf/cm 2 , and in freight and cargo-passenger trains up to the pressure in the surge tank by 0.5 kgf/cm 2 higher than charger. After this, the driver’s crane handle is moved to the train position. The car inspector checks the release of the brakes of the two tail cars by checking the brake cylinder rod and the brake pads moving away from the wheels. If a group of cars is coupled to the rear of the train, the inspector checks the operation of the brakes on each car attached.
At stations where the positions of wagon inspectors are not provided, workers trained to perform operations for testing auto brakes are involved in short testing (the list of positions is established by the head of the road).
After performing an abbreviated brake test, the wagon inspector is required to make a note on the certificate form VU-45 about its implementation, and the driver enters data on the density of the brake network into the certificate.
If a shortened test of brakes on a train is carried out after a full test from the compressor unit, then car inspectors are required, before testing, to check the density of the train's brake network in the second and fourth positions of the driver's tap handle, the integrity of the brake line, measure the charging pressure in the line of the tail car, and with the length of the freight car for trains with more than 100 axles, determine the longest release time for the auto brakes of the two tail cars. Upon completion of testing, the driver is given a certificate form VU-45, as with full testing.
A shortened testing of electro-pneumatic brakes is carried out at the change points of locomotives and locomotive crews based on the action of the brakes of the two tail cars and when coupling cars, checking the action of the brakes on each attached car. On passenger trains, a short trial of electro-pneumatic brakes is carried out first, followed by auto-brakes. Short trial EPT is carried out in a manner similar to their complete testing from the locomotive. The brakes are released by briefly, for 1 - 2 seconds, moving the driver's crane handle to the first position, followed by moving it to the train position. The actuation of the brakes and their release are controlled by indicator lamps in the locomotive cabin, as well as by the pressing and release of the brake pads from the wheels of the two tail cars.
It is prohibited to send the train to the stage without performing a short brake test or with the brakes on the two tail cars inoperative.
