Procedure for testing train brakes. Shortened testing of brakes on freight trains

To check the serviceability of rolling stock brakes, there are two types of testing: full and shortened. The first is carried out at formation and turnover stations before the departure of the train, after changing the locomotive, before long descents and in a number of other cases.

The first phase of the full brake testing process is to check the tightness of the brake network. In passenger trains, for this purpose, turn off the combined valve or double-thrust valve and after 20 s, measure the pressure drop in the TM, which should not exceed 0.02 MPa for 1 minute or 0.05 MPa for 2.5 minutes.

In freight trains, in contrast to passenger trains, due to the shutdown of the SR by check valves BP, when the pressure in the TM decreases, it drops faster in comparison with the dark softness, and the brakes are activated. Therefore, in them the density check is carried out indirectly, based on an analysis of the rate of pressure decrease in the GR.

After turning off the compressor by the pressure regulator and subsequent reduction of pressure in the GR by 0.05 MPa (to stabilize thermodynamic processes), the time of its further drop by 0.05 MPa is measured with the KM handle in the train position and compared with the table. The latter, depending on the length of the train and the type of locomotive, should be less than the received one. Otherwise, car inspectors need to increase the density of the heavy metal, reducing leakage from it. In addition, on all freight trains they are required to measure the train pressure in the main line of the tail car, using a pressure gauge installed on the head of the connecting hose, and make sure that the pressure is not lower than that established by the Instructions (the average pressure difference between the head and tail parts of the train should not exceed 0 .07-0.08 MPa).

The second phase of full testing consists of checking the brake action throughout the entire train at the exit of the TC rod and pressing the pads to the rolling surface of the wheels, but not earlier than 2 minutes after the braking has been performed. The release of the brakes of each car is checked by the movement of the TC rod and the movement of the pads from the wheels.

In passenger trains, according to the regulations, after checking the density, the serviceability of the EPT and the sensitivity of the automatic brake are revealed by the discharge stage TM at 0.05-0.06 MPa, after which all brakes must come into action and not release spontaneously until they are released by the CM. All malfunctions identified during the full testing of brake equipment on cars must be eliminated and it must be checked again on these cars.

After completing the full testing, the inspector is obliged to give the driver a certificate in the form VU-45 about the train being equipped with braking equipment. It contains data on the required and actual calculated pressing of the pads, the number of hand brakes in the axles to hold trains in place and the presence of manual brake axles in them, the number (in %) of composite pads in the train, data on the density of the train brake network, the value of train pressure in the TM of the tail car of a freight train, as well as the output value of the TC rod of the last car.

A shortened test of the brakes based on their effect on the last two cars in trains is carried out in the following cases: after the train locomotive is coupled to the train, the brakes of which have been tested by full testing; after changing locomotive crews without uncoupling the locomotive; after any disconnection of hoses in a train, after passenger trains have stopped for more than 20 minutes and freight trains for more than 30 minutes, as well as in a number of other cases provided for by the Instructions. The density of the brake network is not determined. A note about the shortened testing carried out is made in the certificate available to the driver in the form VU-45.

Order of conduct

Shortened testing of automatic brakes on trains

General provisions

1.1. 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 stopping the train due to the impossibility of further controlling the movement of the train from head cabin;

In freight trains, if the automatic brakes spontaneously activated while the train was parked or if the density changed by more than 20% from that specified in the VU-45 form 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 to test auto brakes, and who are assigned this responsibility.

1.2. 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.

1.3. A shortened testing of the brakes is carried out by two inspectors of cars, from the “head” and “tail” of the train, or by one inspector from the “tail” of the train at stations where the inspector of cars works as one person in accordance with clause 4.4.10 of the Standard technological process for the operation of PTO (technical points). maintenance of TK 292 cars). At stations where carriage workers are not provided, persons who have permission to perform this type of work are involved in a short testing of brakes.

1.4. An inspector of cars in the tail group or an official who tests the brakes from the tail of the train is appointed responsible for performing a shortened testing of the brakes.

1.5. During the work process, the technical maintenance operator ensures interaction between the car inspectors and the locomotive driver.

1.6. During an abbreviated testing of brakes by one employee, the person responsible for performing the abbreviated testing of brakes follows the established order of operations and transmits commands directly to the locomotive driver.

Carrying out short testing of brakes on freight trains after full testing from a permanent installation

2.1. The station duty officer (DSP) informs the PTO operator about the entry of the locomotive under the train presented for departure.

2.2. The PTO operator gives instructions via radio communication to the car inspectors to arrive at the appropriate track of the fleet (station) and begin a short testing of the brakes of the train planned for departure:

- Inspectors of cars in the “head” “surname”, in the “tail” “surname” on ... the path of the park "..." the locomotive enters, begin short testing of the brakes.

2.3. Car inspectors confirm receipt of the instructions:

-The train on the ... track of the park "..." begins a short brake test. Inspector of the head group "surname".

-The train on the ... track of the park "..." is fenced, proceed with a short brake test. Inspector of the tail group "surname".

and follow the presented train.

2.4. The inspector of the head group cars gives the command to the locomotive driver to engage the train, informs him about the presence of passenger cars, locomotives and multiple-unit rolling stock cars in the freight train, about the loading of the cars in the train (loaded, empty).

2.5. After coupling and combining the TM of the locomotive with the TM of the train, the driver and the inspector of the head group jointly check the correct coupling of the automatic couplers, the connection of the brake hoses and the opening of the TM end valves between the locomotive and the first car.

Responsibility for the correct coupling of automatic couplers, connection of hoses, opening of end valves between the locomotive and the first car rests with the driver.

The connection of the hoses and the opening of the end valves is carried out by the assistant locomotive driver. When servicing locomotives with one driver, the car inspector, after attaching the locomotive to the train and moving the driver into the working cabin at the driver's command, must blow the TM of the locomotive from the side through the end valve, connect the TM sleeves between the locomotive and the first one and open the end valves first at the locomotive and then at the car .

2.6. After charging the train's TM, the inspectors report to the PTO operator that they are ready to conduct a shortened test of the auto brakes:

- The train on the ... track of the park "..." is ready for a short brake test. Inspector of the head group "surname".

- Let's begin a short test of the train brakes on... the track of the park "...", time.... Inspector of the tail group "surname".

2.7. The PTO operator, having made sure that the instructions on the schedule of work performed are correctly understood, notes the start time of the operation and reports :

- That's right, do it. Operator "last name".

2.8. After charging the brake line on the train to charging pressure, the driver informs the head group inspector that he is ready to conduct a short test of the brakes.

2.9. The inspector of the head group, being in the locomotive cabin, in agreement with the driver, informs the inspector of the tail group cars about his readiness to check the integrity of the TM.

- The train on the ... track is ready to check the integrity of the TM. Car inspector "surname".

2.10. The inspector of the carriages of the tail group notifies the inspector of the head group and the driver about the start of the inspection:

- I am checking the integrity of the TM. Inspector "surname".

Having received confirmation, in compliance with safety regulations, it opens (blows out) the last end valve of the tail car on 8-10 seconds, is convinced by the intense air output that the compressed air can freely pass through the TM and closes the end valve.

2.11. The inspector of the cars of the lead group, upon activation of the locomotive's auto brakes, determined by the lighting of the “TM” lamp of signaling device No. 418, is convinced of the integrity of the TM.

2.12. After at least 2 minutes, the driver gives one short signal and uses the driver’s crane to make a condition. No. 394 braking stage by reducing the pressure in the surge tank by 0.5-0.6 kgf/cm², followed by moving the driver’s tap handle to position IV.

2.13. The inspector of the tail group cars, having made sure that the brakes of the tail cars are activated, via radio communication, transmits an instruction to the locomotive driver to release the auto brakes:

-The brakes of the tail cars have worked, release the brakes. Inspector of the tail group "surname".

2.14. Having received instructions from the inspector of the tail group cars, the locomotive driver blows two short whistles and releases the brakes in the established manner.

2.15. The inspector of the tail group cars measures the release time of the brakes on the last two cars. Informs the inspector of the head group cars about the brake release time of one of the tail cars, which has the maximum value for inclusion in the VU-45 form certificate:

- The brakes of the tail cars were released, the release time was ... seconds. Inspector of the tail group "surname".

2.16. At the command of the lead group inspector.

- Inspector “last name” on the way to measure the pressure in the brake line.

2.17. The tail group inspector hangs a pressure gauge on the end sleeve of the tail car to measure the pressure in the brake line and transmits the information to the head group inspector for entering the parameter into the certificate f. VU-45:

... Path, pressure in the tail car No. ... is ... kgf/cm 2. Car inspector "surname".

If the pressure in the TM of the tail car is less than that established by the instructions for brakes TsT-TsV-TsL-VNIIZhT/277, the inspector of the tail group cars takes measures to identify and eliminate the cause of the low pressure in the TM of the tail car.

2.18. After measuring the pressure in the brake line, the tail group car inspector removes the pressure gauge, hangs the hose and secures the end valve handle in the closed position.

2.19. After the train's brake network is fully charged to the set pressure, the driver and the inspector of the lead group cars check the tightness of the brake network. To do this, after turning off the compressors by the regulator, upon reaching the maximum pressure in the main reservoirs of the locomotive and subsequent reduction of this pressure by 0.4-0.5 kgf/cm 2, the time of its further reduction by 0.5 kgf/cm 2 is measured with the valve handle in train position driver

The shortest permissible time for pressure reduction when checking the density of the brake network, depending on the series of the locomotive, the length of the train and the volume of the main reservoirs is indicated in table. 9.1.instructions for brakes TsT-TsV-TsL-VNIIZHT/277.

2.20. After checking the integrity of the TM, after at least 2 minutes from the moment the brakes are released and the brake network is fully charged, the inspector of the head group cars informs the inspector of the tail group cars about their readiness to check the operation of the brakes on the train:

- The train on ... the track is ready to check the operation of the brakes. Inspector of wagons of the head group “surname”.

2.21. The inspector of the carriages of the tail group, via radio communication, through the inspector of the carriages of the head group, gives the command to the driver to “Brake”:

- The train is on… the track “Brake.” Inspector of the tail group "surname".

2.22. The inspector of the cars of the head group gives the driver the command “Brake”, informs the inspector of the cars of the tail group about the start of braking:

- The train on... the tracks was slowed down. Inspector of wagons “surname”.

and checks the operation of the automatic brakes on two cars from the head of the train.

2.23. The driver gives one short signal with the locomotive whistle and reduces the pressure in the equalization tank by the amount set for full testing (by 0.6-0.7 kgf/kgf/cm2), then moves the handle of the driver's tap to position IV (roof with power).

If a shortened test of brakes on trains is carried out after a full test from the compressor unit (station network), the driver, 2 minutes after braking, 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, which should not differ from the density at the II position of the tap handle driver by more than 10% downwards.

2.24. The inspector of the tail group cars, after 2 minutes after braking, checks the operation of the brakes of the two tail cars, and in a train of increased weight and length for five tail cars, if there are 8 axle cars in the tail of the train for three tail cars, measures the output value of the brake rod cylinder of the tail car and via radio communicates to the inspector of the head group:

- The train is on... the brakes worked. The output of the brake cylinder rod of the tail car No.……… is …mm. “Release the brakes.” Inspector of the tail group "surname".

2.25. The head group wagon inspector confirms the message:

- The train is on... the brakes worked. The output of the brake cylinder rod of the tail car No.……… is …mm. "Release the brakes"

and gives the driver the command to “Release the brakes.”

2.26. At the command of the car inspector “Release the brakes,” the driver gives two short signals with the locomotive whistle and releases the train brakes by moving the handle of the driver’s tap to position I until the pressure in the surge tank is 0.5 kgf/kgf/cm 2 higher than the pre-brake charging pressure, followed by moving the handle in train position.

2.27. The inspector of the cars of the head group transmits a message to the inspector of the tail group about the release of the brakes by the locomotive driver.

2.28. The inspector of the tail group cars checks the release of the brakes by the movement of the brake cylinder rods and the movement of the brake pads from the wheels of the cars under control, measures and checks the brake release time with the norm, informs the head inspector about the completion of the shortened brake testing:

- The train is on... the tracks, the brakes of the tail cars have been released. The short brake test is completed. The train's brakes are operational and ready for action. Inspector of the tail group "surname".

2.29. The PTO operator confirms the message of the person responsible for carrying out the abbreviated brake testing:

- Train No.... on... track, shortened testing completed, time.... VET operator “surname”.

There are two types of brake testing - full and shortened. In addition, for freight trains, automatic brakes are checked at stations and stages.

When fully testing auto brakes, they check the technical condition of the brake equipment, the density and integrity of the brake line, the effect of the brakes on all cars, count the pressing of the brake pads on the train and the number of hand brakes.

During a short test, the condition of the brake line is checked by the action of the brakes of the two tail cars.

Full testing is carried out from the station compressor unit or locomotive, shortened - only from the locomotive.

Full testing of automatic brakes on freight and freight-passenger trains.

Before starting a full test of automatic brakes, charge the TM, check the integrity of the train brake line and make sure that compressed air flows freely through it. To do this, the inspector of the carriages of the tail part of the train must notify the locomotive driver about the start of the inspection via park communication or radio communication through the inspector of the head part of the train, and then, observing safety precautions, open the last end valve of the tail car and close it after 5-7 seconds.

After the locomotive’s automatic brakes are activated, determined by the lighting of the “TM” lamp of signaling device No. 418, the driver must stretch the speed meter tape to perform the braking stage by reducing the pressure in the surge tank by 0.5-0.6 kgf/cm 2, if the TM lamp lights up and goes out, then no additional pressure reduction is required. Then, after 5-7 seconds, release and charge the train’s brake network and report the results of the check to the inspector of the carriages of the head part of the train.

After the train's brake line is fully charged to the set pressure, the driver and inspector are required to check the tightness of the train's brake line. To do this, after turning off the compressors by the regulator when the maximum pressure is reached in the main reservoirs of the locomotive (on steam locomotives by closing the steam outlet valve of the pump) and subsequent reduction of this pressure by 0.4-0.5 kgf/cm 2, measure the time of its further reduction by 0.5 kgf /cm 2 in the train position of the driver's crane handle.

For trains with locomotives at the head, the shortest permissible pressure reduction time when checking the density of the brake network, depending on the series of the locomotive, the length of the train and the volume of the main tanks is indicated in Table 9.1. this Instruction.

Table 9.1.

Time to reduce pressure by 0.5 kgf/cm 2 in the main reservoirs when checking the density of the train brake network

Locomotive series	Time (in sec), with train length in axes
Up to 100	101-150	151-200	201-250	251-300	301-350	351-400	401-450	451-5000
TE10, TG-106, TGM3, TGM5, TEM1, TEM2, ChME2, ChME3, FD, LV, L, S, TE, E (all indices), E (all indices)
VL60 (all indexes), TE1, M62
VL8, T2, VL10 (from No. 19), VL11
VL80 (all indexes), VL82
VL10 (No. 1 - 18), 2TE10, 2TE116, TE3, TG16, TG20, TG102, VL11m, VL85
VL15, 2TE10u

Note to table 9.1:

1. The time of pressure reduction in the main tanks for locomotives of the series not listed in the table, as well as in the tanks of the PTO control panels, should be taken according to the column of locomotives with the corresponding volume of the main tanks.

2. When working on a system of many units, when the main tanks are connected into one volume, increase the specified time in proportion to the change in the volumes of the main tanks.

3. When checking the density of the brake network of a freight train with an increased charging pressure of 6.0-6.2 kgf/cm 2, the time norm is reduced by 20%, with a charging pressure of 4.8-5.2 kgf/cm 2 - increased by 10%. .

On freight trains equipped with a TM density device, check the density according to the readings of this device.

When the length of the train is more than 200 axles, the car inspector is obliged to measure the charging pressure in the line of the tail car using a pressure gauge installed on the head of the connecting sleeve of the last car and make sure that the charging pressure is not less than that established in clause 9.2.6. this Instruction.

After completing the above operations and fully charging the TM, upon a signal from the inspector of the tail section of the train, the inspector of the head section of the train gives the driver a signal to check the operation of the automatic brakes. To do this, it is necessary to move the handle of the driver's crane from the train to the V position and reduce the pressure in the equalization tank by 0.6-0.7 kgf/cm 2, followed by a transfer to the IV position (roof with power), and then stretch the speed gauge tape by 5- 10 mm.

After 2 minutes have passed after the braking has been performed, the car inspector is obliged to check the condition and operation of the brakes throughout the train for each car and make sure that they are working properly for braking by the exit of the brake cylinder rod and the pressing of the pads to the wheel rolling surface, and the driver is obliged to check the tightness TM, which should not differ from the density in the train position of the driver's crane handle by more than 10% in a decreasing direction. Otherwise, car inspectors need to eliminate air leaks through the brake valves, brake cylinders or auto modes.

During braking, the inspector of the tail part of the train measures the output value of the brake cylinder rod of the tail car, writes down the number of the tail car, and passes this data upon meeting the inspector of the head part of the train with his signature in the certificate f. VU-45.

On trains with a length of up to 350 axles, after checking the braking action, at the inspector’s signal, release the brakes by moving the driver’s crane handle to the train position. In freight trains of increased length (more than 350 axles), release the auto brakes by setting the brake lever in position I and holding it there until the pressure in the equalization tank is 0.5-0.6 kgf/cm 2 higher than the charging one, followed by transfer to the train position.

Car inspectors are required to check the release of the brakes on each train car to ensure that the brake cylinder rod is moving and the brake pads are moving away from the wheels. If BPs are identified that did not work for vacation, it is not allowed to release them manually until the reasons for not releasing are clarified. All identified malfunctions of the brake equipment on the cars must be installed and the operation of the brakes on these cars must be re-checked with a short brake test.

9.2.5. Full testing of the automatic brakes of a freight train before long descents with a steepness of 0.018 or more is carried out with the charging pressure in the TM according to Table 3.2. or clause 3.2.6. of this Instruction with holding in a braked state for 10 minutes and checking (before testing) the integrity of the TM of the entire train in accordance with clauses 9.2.3., 9.2.4. of this Instruction, as well as by measuring the charging pressure in the line of the tail car of a freight train using a pressure gauge installed on the head of the connecting sleeve of the last car. Measure the pressure in the line of the tail car of the train after the brake network of the entire train is fully charged. By means of this measurement, the inspector of the tail group cars is obliged to make sure that the charging pressure is not less than that established in clause 9.2.6. this Instruction. During the ten-minute holding period in the braked position, not a single brake should be released spontaneously. Otherwise, the faults in the cars must be eliminated and the operation of the auto brakes on these cars must be checked again with a short brake test.

9.2.6. After a full test of the automatic brakes on the train is completed and the tail section inspector (operator) reports via park communication or portable radio communication that the brakes of all cars have been released, the head section inspector is obliged to present the driver of the leading locomotive with a certificate f. VU-45 about the provision of the train with brakes and their proper operation, and after testing with a holding period of 10 minutes before long descents, make a note in the certificate about the testing of the brakes.

The certificate issued for all types of trains with locomotive traction indicates data on the required and actual calculated pressing of the blocks, the number of hand brakes in the axles to hold freight, cargo-passenger and mail-baggage trains in place and the presence of manual brake axles in these trains, the number of the tail car , the value of the output of the brake cylinder rod of the tail car, the number (in percentage) of composite pads in the train, the time of delivery of the certificate and the number of the car where the inspectors met when testing the brakes, data on the density of the train's brake network, the charging pressure values in the TM of the tail car in trains more than 200 axles in length, signatures of the inspectors of the tail and head group of cars.

In the certificate f. VU-45 for freight trains with a length of more than 200 axles, and also after testing before long descents with a steepness of 0.018 or more, indicate the value of the charging pressure in the tail car line. When the charging pressure in the TM on a freight train locomotive is 4.8-5.2 kgf/cm 2 or 5.3-5.5 kgf/cm 2, the pressure in the brake line of the tail car must be, respectively, at least 4.0 kgf/cm 2 and 4.5 kgf/cm 2 , and at a charging pressure of 6.0-6.2 kgf/cm 2 - no less than 5.0 kgf/cm 2 . When the charging pressure in the TM of a loaded freight train is 5.0-5.2 kgf/cm 2, the pressure in the TM of the tail car should be at least 4.5 kgf/cm 2 for the number of axles up to 200 and at least 4.5 kgf/cm 2 for the number of axles of more than 200 4.0 kgf/cm2.

The driver, having received the certificate, is obliged to make sure that the data on the train brakes noted in it corresponds to the standards established by the Ukrainian Law and the requirements of this Instruction; familiarize your assistant with the certificate. When traveling with a train with double or multiple traction, drivers of all locomotives must personally familiarize themselves with the data specified in the VU-45 certificate before departure. Before the departure of a passenger train, the locomotive of which is equipped with backup power to wires No. 1 and No. 2 of the EPT, turn on this toggle switch.

Short brake test

9.3.1. A shortened testing of brakes with checking the condition of the brake line based on the action of the brakes of the two tail cars on trains is 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 within 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 stopping for more than 20 minutes, when the pressure in the main tanks drops below the charging pressure of the TM, when changing the control cabin or after transferring control to the driver of the second locomotive on the stretch after stopping the train due to the impossibility of further controlling the movement of the train from the main cabin;

On freight trains, if, while the train is parked, the brakes spontaneously operate or the density changes by more than 20% of the specified brake certificate f. VU-45;

On freight trains after stopping for more than 30 minutes.

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 wagon inspectors or workers trained to perform operations for testing auto brakes (the list of positions is indicated by the head of the road), auto brakes must be checked in accordance with paragraph. 9.4.1. this Instruction.

If, when checking the density of the TM, the driver discovers its change by more than 20% from the specified certificate f. VU-45, perform an abbreviated brake test:

If on a locomotive that has signaling device No. 418, the “TM” signal lamp lights up while parked, check the serviceability of the signaling device by the braking stage, at which the “TM” lamp should go out. After making sure that the indicator is working properly, perform a short test of the car brakes:

At stations where there are full-time car inspectors, short testing is carried out by these inspectors at the request of the driver, and in the absence of inspectors - by the locomotive crew or by employees trained to perform the operation of testing auto brakes.

A shortened test of electro-pneumatic brakes is carried out at the change points of the locomotive and locomotive crews based on the action of the brakes of the two tail cars and when coupling cars with checking the action of the brakes in each coupled car:

9.3.2. On passenger trains, short testing is carried out first of electro-pneumatic brakes, and then of automatic brakes. Testing of EPTs is carried out in a manner similar to their complete testing from a locomotive in accordance with paragraph 9.2.3. without checking the EPT voltage in the tail car and without turning off the toggle switch of the EPT power circuit during the period of checking its release, taking into account clause 9.3.1. 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 who is responsible for testing the brakes, “Brake,” the driver is required to 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 with a whistle and releases the brakes with the driver's crane handle in position I in passenger trains with an increase in pressure in the surge tank to 5.0-5.2 kgf/cm 2, and in freight and passenger trains until pressure in the equalization tank is 0.5 kgf/cm 2 higher than the charging pressure with the handle moving to the train position. If a short 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 brakes before testing in accordance with paragraphs 9.2.3., 9.2.4. of this Instruction, and if the length of a freight train is more than 200 axles, the car inspector is obliged to check the charging pressure in the line of the last car in the manner established in clause 9.2.4. After completion of such testing, the driver is given a certificate f. VU-45, as during full testing.

9.3.4. When attaching a wagon or group of wagons to a train that has arrived, a short testing of the brakes is carried out with a mandatory check of their operation on each attached wagon and the tightness of the train's brake line, and in a freight train, in addition, checking the integrity of the train's brake line. At each shortened testing of the auto brakes, the inspector of the cars, and where this position is not provided, the station duty officer, the chief conductor, the train compiler or workers who are entrusted with the responsibility of testing the brakes, make a note about the shortened testing of the auto brakes (with a note about the change in the composition of the train, indicating the number of the tail car) in the certificate f. VU-45, which the driver has. In the event of a change in the density of heavy metal due to the coupling (uncoupling) of cars, the driver enters new data on the density of the brake network in the certificate f. VU-45.

If a shortened test of the brakes of a passenger train was carried out with the involvement of the head (mechanic-foreman) of the train and the carriage conductors, then the head (mechanic-foreman) must make a note about the shortened test of the brakes in the certificate f. VU-45, which the driver has.

9.3.5. At stations where the position of a wagon inspector is 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 non-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, and to carry out a repeated shortened test of the brakes. Replace faulty air distributors, and at intermediate stations, turn them off and release air through the exhaust valve, make a note about this in the VU-45 certificate.

Checking auto brakes on freight trains

9.4.1. On freight trains, brakes are checked:

After transferring control to the driver of the second locomotive;

When changing cabins on a stretch after the train has stopped due to the impossibility of further control from the head cabin of the locomotive;

When the pressure in the main tank drops below the charging TM;

When attaching an additional locomotive to the head of a freight train to travel along one or more sections and after uncoupling this locomotive;

After parking for more than 30 minutes (in the cases provided for in paragraph 9.3.1.), carry out the following check of the car brakes.

After restoring the charging pressure, the driver should check the density of the brake network in position II of the RCM, which should not differ from the density specified in the certificate f. VU-45 by more than 20% in the direction of decrease or increase (when the volume of the main tanks changes due to the transfer of control to the driver of the second locomotive, change this rate in proportion to the volume of the main tanks). Having made sure that the density of the brake network has not changed more than the specified value, the driver must carry out the braking step by reducing the pressure in the UR by 0.6-0.7 kgf/cm 2 and release the brakes. The assistant driver must check the effect of the brakes on braking and releasing cars at the head of the train, the number of which is specified in local instructions depending on the weight of the train and the profile of the section.

If, when checking the density of the brake line, the driver reveals a change of more than 20% from the value specified in the certificate f. VU-45, then perform a short brake test. If on a locomotive equipped with signaling device No. 418, the “TM” signal lamp lights up while parked, then it is necessary to check the serviceability of the signaling device by the braking stage, at which the “TM” lamp should go out. After making sure that the indicator is in working order, perform a short brake test.

At a station where there are full-time car inspectors, a shortened testing of brakes is carried out by inspectors at the request of the driver, and where this position is not provided - by the locomotive crew or conductors who are trained to perform operations for testing auto brakes (the list of positions is established by the head of the road).

9.4.2. If there is a pushing locomotive at the tail of the freight train, which is included in the common brake line of the train, and the radio communication is working properly, the density check is not checked in this case, and the brakes are not braked or released. The driver of the pushing locomotive monitors the condition of the train's brake line and the free passage of compressed air through it according to the reading of the brake line pressure gauge and the activation of signaling device No. 418. The density of the brake fluid is not checked in this case, and braking and release of the brakes are not performed.

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

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
transferred to 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.

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;

In freight trains, if, when the train is parked, the automatic brakes spontaneously operate 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 to test auto brakes, and who are entrusted with 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.

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