10.1. General provisions

10.1.1. When departing or following a train, the driver and assistant driver must:

before the departure of the train, briefly (for 2-3 seconds) put the handle of the driver's crane in position I. If the pointer of the pressure gauge TM shows a pressure close to the indication of the pressure gauge of the main tanks, then this indicates the closing of the end valves in the head of the train. When the valve handle is moved to position II, there will be a longer than usual release of air from the TM into the atmosphere through the driver's crane. In this case, the driver is prohibited from leaving the train until the integrity of the brake network on the tail car has been checked;

when leaving the station, make sure that there are no sparks in the train or other signs that threaten safe passage, and also that no stop signals are given by the train crew, station workers or workers of other services;

ensure the established mode of operation of compressors (or steam-air pumps) in accordance with and. 3.1.1. of this Instruction and prevent the pressure drop in the main tanks below the established norms;

have the brakes ready for action, and keep the driver's crane handle in the train position, in which the charging pressure in the brake network must be maintained in accordance with Table 3.2, or with and. 3.2.6. this Instruction;

when driving a passenger train on electro-pneumatic brakes, have the power source turned on: the voltage in the electrical circuit of the passenger train must correspond to that specified in and. 3.2.9. of this Instruction, and the signal lamp on the remote control must be lit;

the speed of trains to the place of brake testing, depending on the track profile, is indicated in local instructions. If, before the place of checking the operation of the automatic brakes, the train follows the signals of a decrease in the speed of movement or a stop, then the driver is obliged, taking into account the profile of the track and the data of the train, to apply the brakes in advance and make sure that they are working;

make sure of reliable operation train brakes, checking their operation along the route.

10.1.2. Checking the operation of autobrakes along the route is to be carried out by reducing the pressure in the equalizing tank of a loaded freight train and a single-following locomotive - by 0.7-0.8 kgf / cm 2 in empty freight, cargo-passenger and passenger trains by 0.5-0.6 kgf / cm 2. At the same time, the locomotive automatic brake in freight trains with more than 100 axles is released.

When checking the operation of the brakes, it is prohibited to use auxiliary and electric brakes on the locomotive in all trains.

After the appearance of a braking effect and a decrease in speed by 10 km / h - in a loaded freight, freight-passenger, passenger train and a single locomotive; at 4-6 km / h - release the brakes in an empty truck. The indicated speed reductions must occur at a distance not exceeding the limits established by local regulations in accordance with table. 10.1. and 10.2.

The release of the brakes after checking along the route should be carried out after the driver is convinced of their normal operation.

Table 10.1.

Stopping distance when checking the action of the brakes for loaded freight trains with a braking coefficient

0.33 (in meters)

Table 10.2.

Stopping distance when checking the action of the brakes and EPT for a path profile of 0-0.006 and the corresponding braking coefficient (K)

If after the first stage of braking the initial effect is not obtained: in a passenger train for 10 seconds;

in an empty freight train with a length of up to 400 axles and a freight-passenger train within 20 seconds;

in other freight trains within 30 seconds, immediately perform emergency braking and take all measures to stop the train.

10.1.3. Depending on the result of checking the operation of the brakes, their operation during subsequent braking and based on the experience of driving trains along the section, the driver, during the further driving of the train, selects the places where the braking starts and the amount of pressure reduction in the line so as to prevent the passage of a signal with a prohibition indication, and the decrease signal speed and place of warning proceed at the set speed.

10.1.4. The places and speeds of movement of trains and single locomotives, as well as the distances at which speed reduction should occur when checking the operation of the brakes along the route, are determined by a commission, approved by the head of the road and indicated in local instructions. These distances on the hauls are indicated

signal signs "Start of braking" and "End of braking" and are determined on the basis of traction calculations and test runs for each type of train, provided they are provided with properly functioning brakes and a single minimum brake pressure per 100 tf of train (train) weight approved by UZ. Brake signal signs are installed after train formation stations, junction stations, stations for changing train locomotives and locomotive crews.

10.1.5. To check the operation of the auto brakes along the train route: after a full or shortened testing of the auto brakes;

activation and deactivation of automatic brakes for individual wagons or a group of wagons; when switching from electro-pneumatic brakes to automatic ones; in the cases provided for in clause 9.4.1. this Instruction; before entering dead-end stations;

if the train followed without using the brakes for more than 30 minutes in front of the station where the train is scheduled to stop, if there is a descent to this station with a steepness of 0.008 or more and a length of at least 3 km (according to the list established by order of the head of the road). In exceptional cases, based on local conditions and ensuring traffic safety, a lower steepness of the descent may be accepted by order of the head of the road.

Check the auto brakes in front of the indicated stations in such a way that when entering the station, the auto brakes are fully released, and the brake line is charged to the set pressure.

If the brakes cannot be released according to the conditions of the train, then when it is moving in a braked state, the driver must calculate his actions so that he can stop the train at the designated place after braking is increased:

On a single following locomotive after checking its autobrakes at the first station of departure. At the same time, after traveling at least 200 meters at a speed of 20-40 km/h, the operation of the additional brake is first checked with a decrease in speed by 5-10 km/h, and then, at a speed of 40-60 km/h, the operation of the automatic brakes is checked using a crane driver.

If, when traveling with the train, at the place established to check the operation of the autobrakes, the driver of the leading locomotive does not perform the check, then the driver of the second locomotive is obliged to contact the driver of the lead locomotive by radio and give a vigilance signal - a requirement to check.

10.1.6. If it is necessary to check the operation of the brakes in freight trains in designated places it is allowed to perform it, as a rule, it is necessary when a train or a single locomotive picks up speed on station tracks or when leaving the station on the first stage, which has a platform or descent, taking into account local conditions and the data in Table 10.1. and 10.2.

To check the operation of the brakes suburban trains it is allowed to use braking, which is applied when approaching the first platform from the point of departure, on which, according to the traffic schedule, a stop is provided.

10.1.7. In passenger trains, first check the operation of the automatic brake, and then the electro-pneumatic one. To check the action of the EPT along the route, perform a braking stage until the pressure in the locomotive TC reaches 1.5-2.0 kgf / cm 2 (hold the RCM in the UE position for 1-2 seconds).

10.1.8. The action of the EPT must be checked after full testing brakes, changing locomotives, locomotive crews or control cabs, trailering a group of cars to a train.

10.1.9. Before the departure of a freight train from a station or haul after it has been parked for more than 10 minutes, the driver is obliged to check the density of the TM of the train with a note of its value and the place of verification on the back of the certificate VU-45.

If, when checking the density of TM, the driver finds that its change is more than 20% in the direction of increase or decrease from that indicated in the certificate f. VU-45 of the previous value, carry out an abbreviated test of the automatic brakes.

10.1.10. The driver and assistant driver are required to monitor the operation of the brakes on the train throughout the entire journey.

The control of the length of the TM train is carried out by: a decrease or absence of a braking effect, a change in density

TM, activation of signaling device No. 418, non-release of the brakes in the tail section of the train, rapid deceleration of the train when the traction mode is turned off, and in the passenger train, in addition, due to the operation of the driver’s crane when controlling the automatic brakes (with a short TM in the I position of the RKM, a quick equalization of the TM pressure and EP, after moving the RKM handle from position I to position II, air is released from the TM into the atmospheric channel; when braking, the air outlet from the TM through the driver’s valve into the atmosphere stops earlier than usual).

If you suspect a shortened length of the TM (freezing, shutting off taps, etc.), take all measures to stop the train, find out and eliminate the causes of brake failure.

If the non-release of the brakes of individual cars is detected, take measures to release the brakes of the passenger train by briefly braking the first stage by setting the RCM in position I with an increase in pressure in the surge tank to 5.0-5.3 kgf / cm 2, and in freight trains - an increase in pressure in the surge tank by 0.8-1.2 kgf / cm 2 above the charging one and setting the RCM to the IV position according to and. 11.2.6.

If after this the release of the car brake does not occur, stop the train on a favorable track profile to check the brake that has not released. If necessary, release the brake manually and turn off the VR, make a note in the certificate f. VU-45. The driver is obliged to inform the conductor of the car about the brake being turned off in a passenger train.

or the head of the train. On the back of the help f. VU-45 note the actual brake pressure and pressure per 100 tf of train weight. Based on this, according to the braking standards, determine the speed of further movement.

To identify sliders (potholes or sagging), carefully inspect the wheel rolling surface, if necessary, perform a broach of the composition.

If the driver has received information about the jamming of wheel sets of wagons or a locomotive, sparking in the train without using brakes, immediately stop the train with full service braking, inspect it and find out the possibility of further movement.

10.1.11. If a crawler (pothole) with a depth of more than 1 mm, but not more than 2 mm, is found on the way in a passenger or freight car (except for an MVPS or a tender with axle boxes that have roller bearings), it is allowed to bring such a car (tender) without uncoupling from the train to the nearest PTO, which has devices for changing wheel sets, at a speed of not more than 100 km/h - in a passenger train and not more than 70 km/h - in a freight train.

If the slider depth is from 2 to 6 mm for cars, except for the MVPS motor car, and from 1 to 2 mm for the MVPS locomotive and motor car, the train is allowed to run to the nearest station at a speed of 15 km/h, and if the slider is over 6 to 12 mm, respectively and over 2 to 4 mm - at a speed of 10 km / h. At the nearest station, the wheelset must be replaced. With a slider depth of more than 12 mm for a car and a tender, more than 4 mm for an MVPS locomotive and motor car, it is allowed to move at a speed of 10 km/h, provided that the wheelset is hung out or the possibility of its rotation is excluded. At the same time, at the station, the locomotive or wagon must be uncoupled from the train, the brake cylinders and traction motor(group of engines) of the damaged wheelset of the locomotive are disabled.

After surfacing (with subsequent processing) of the rolling surface of the wheels, the speed of the locomotive (car) to the nearest depot (PTO) should be no more than 25 km/h, where the bandages should be turned.

The slider depth is measured with an absolute gauge. In the absence of a template, it is allowed at stops along the route to determine the depth of the slider by its length using the data in Table 10.3

With a build-up of up to 2 mm, the order of movement of the locomotive and the car is the same as with the slider, up to 2 mm deep. If a weld appears on the wheelset of a locomotive or wagon with a height of more than 2 mm, it must be removed.

Table 10.3.

Determining the depth of the slider along its length depending on the diameter of the wheels_

10.1.12. If, while the freight train is moving, there are signs of a possible break of the TM (frequent switching on of compressors or a rapid decrease in pressure in the GR after the compressor is turned off, the operation of the TM break signaling device with sensor No. monitor TM pressure.

If after that there is a rapid and unexpected decrease in pressure in the TM or a sharp deceleration of the train, which does not correspond to the influence of the track profile, perform service braking, after which the driver’s crane handle should be moved to position III and stop the train without using the locomotive’s auxiliary brake, find out and establish the cause . If, simultaneously with a decrease in pressure in the TM, the voltage of the contact network decreases, apply emergency braking.

If there is a traction shutdown, and the “TM” lamp goes out after lighting up and the pressure in the brake cylinders rises to 1.0 kgf / cm 2 or more, perform service braking and stop the train.

In the absence of a rapid and continuous decrease in pressure in the TM and a sharp deceleration of the train, then when following the platform or descent, perform service braking with the discharge of the TM by the value of the first stage, and then release the brake in the prescribed manner; when moving uphill, increase the pressure in the UR by 0.5-0.6 kgf / cm 2 above the charging one, and to collect the traction circuit, it is allowed to switch (with a button or switch) the locomotive control circuit.

In the event of repeated braking of the train due to arbitrary operation of the automatic brakes, perform braking and release of the automatic brakes in the prescribed manner, declare a control check of the automatic brakes in accordance with and. 19.1.1. of this Instruction and bring the train to the station where this check will be carried out. Without identifying and eliminating the causes of spontaneous operation of autobrakes, it is not allowed to send a train from this station for further travel.

10.1.13. In case of activation of the hitchhiking EPK, as well as braking of a passenger, mail-luggage and passenger-and-freight train due to a decrease in pressure in the TM, perform emergency braking in accordance with and. 10.1.21. this instruction.

10.1.14. In case of detecting a failure of the automatic brakes in the train (within the time specified in i. 10.1.2. of this Instruction), perform emergency braking and take all measures to stop the train. In case of an unsuccessful attempt to stop the train, give a general alarm and inform the person on duty in front of the station located in front, or the dispatcher, by radio, about what has happened so that they can take measures to freely receive the train to the station or let it pass through the station. The conductor or attendant of the wagon, after hearing the general alarm signal or seeing the stop signals, is obliged to open the stop valve and activate the hand brake on the wagons he serves.

After stopping the train, find out the reason for the poor performance of the brakes. If it is impossible to eliminate malfunctions or resume the action of the brakes on the spot, then the further driving of the train is carried out in accordance with and. 16.43. PTE and Instructions for the movement of trains and shunting work on the railways of Ukraine.

10.1.15. In the case of using electric braking on electric locomotives and diesel locomotives and counter steam on steam locomotives locomotive brake let go. Simultaneous application of pneumatic and electric braking on electric locomotives and diesel locomotives in cases not provided for by the locomotive scheme, as well as counter-steam on steam locomotives, is not allowed.

10.1.16. If an emergency braking of the train by the locomotive driver was applied along the route, the driver must, before setting the train in motion, withstand the time required for the full release and charging of the automatic brakes, specified in the i.i. 10.2.1.5., 10.2.1.8., 10.3.13. this instruction. If there is a holiday signaling device in fast trains

brake release after emergency braking the driver checks on the control lamp of the signaling device, which is located in the cab. A train that has a leave indicator can only be set in motion after the signal lamp goes out.

If emergency braking is performed from the car or occurred due to a violation of the integrity of the TM, then after determining the reason for the stop, eliminating it and getting the opportunity to depart, the driver charges the auto brakes and sets the train in motion. In a passenger train, the release of the brakes of each car must be checked by the conductor and the head (foreman) of the train. In a freight train, the train brake release is not checked. If, when determining the reason for the stop of the train, it is found that the end valve on the tail car is open, it is necessary to close the valve, check the number of the car with the data of the natural sheet and certificate f. VU-45, and in a passenger train, in addition, by tail signals, through the conductor of the last car, find out if the cars have been left on the haul.

After the departure of the train, the locomotive crew is obliged from the windows of the locomotive cab, and the conductors passenger cars from the vestibules, monitor the movement of the train: if brakes are not released, sparking or other malfunctions are detected, take measures to stop the train and eliminate them.

10.1.17. It is forbidden in the working cabs of locomotives during stops at stations, as well as on the way to close the disconnecting valve or double traction valve on the supply line and the combined or disconnecting valve on the TM, with the exception of cases: when using multiple traction and a pushing locomotive that is included in the brake the train network, if on other than the head locomotives the handle of the double-thrust crane or the combined crane is switched to the double-thrust position; in non-working cabins in the absence of blocking device No. 367; when checking the density of TM passenger trains; when repairing the driver's crane (at the bus stop); when releasing automatic brakes in a short-range passenger train after emergency braking in accordance with clause 10.2.1.3.

It is forbidden for the driver and his assistant to leave the locomotive control cabin at the same time if the train is stopped on an unfavorable track profile.

When the locomotive crew or driver (when servicing the locomotive in one person) leaves the control cab, as well as in the parking lot, crane No. 254 must be put in the last braking position, and its handle is fixed with additional devices.

10.1.18. For all types of service braking, reduce the pressure in the surge tank with the driver’s crane from the set charging pressure by at least the value of the first stage in accordance with paragraphs. 10.2.1.1., 10.1.3. this instruction. In case of stepped braking, the subsequent braking stage should be performed by reducing the pressure in the SD in the range from 0.3 to 1.0 kgf / cm 2, depending on the need. If the train is moving to the planned stop, start braking with the first step, after reducing the speed by 25-50% of the initial one, if necessary, increase the braking.

The best train braking smoothness is ensured by the TM discharge from the beginning of service braking by the value of the first stage.

10.1.19. When braking from a speed of 40 km / h or less in trains that have 50% or more cars in the entire composition, which are equipped with composite blocks or disc brakes, the brakes must be activated somewhat earlier than with cast-iron blocks.

10.1.20. When performing full service braking in one step, reduce the pressure in the UR by 1.5-1.7 kgf/cm 2 . This type of braking should be used in exceptional cases when it is necessary to stop the train or reduce its speed at a shorter distance than when performing stepped braking.

10.1.21. Emergency braking in all trains and on any track profile should be used only when an immediate stop of the train is required. It is carried out by the driver's crane, and, if necessary, by a combined crane from the leading or other locomotives (when following double or multiple traction). After moving the handle of the driver's crane or the combined crane to the emergency braking position, activate the sandbox and the auxiliary brake of the locomotive and turn off the traction, leave the handle of the driver's crane or the combined crane in the emergency braking position, and the handle of crane No. 254 - in the extreme braking position, until the train stops .

Emergency braking, if necessary, can also be used on a single locomotive and on a locomotive that performs shunting work, regardless of whether the brakes in the train are on or not. At the end of the trip (shift), the driver must indicate the reason for the full service or emergency braking on the reverse side of the speedometer tape.

10.1.22. In order to avoid a sharp deceleration of the locomotive when using the auxiliary brake valve No. 254 and the occurrence of large longitudinal dynamic reactions in the train at a speed of 50 km / h and below, it is necessary to brake with this crane when driving the train in steps, except in cases of an emergency stop.

When actuating crane No. 254 of passenger and freight locomotives (except for shunting locomotives), avoid effective systematic braking with an increase in pressure in the brake cylinders at a time by more than

1.5 kgf / cm 2. As a rule, service braking with an auxiliary brake with a pressure of more than 1.5 kgf / cm 2 in the brake cylinders of the locomotive with ridge brake shoes should be repeated in a second step after maintaining the pressure in the brake cylinders up to 1.5 kgf / cm 2 for 0.5-1, 0 min.

It is forbidden to use an auxiliary brake to prevent slipping of the locomotive.

10.1.23. The auxiliary brake of the locomotive, if used, should be released after the autobrakes of the train have been released.

10.1.24. Before braking by reducing the pressure in the UR by more than 1 kgf / cm 2 with automatic brakes or with a pressure in the brake cylinders of locomotives of more than 2.5 kgf / cm 2 with EPT, first activate the sandbox.

10.1.25. When braking with a stop using sand on a locomotive, stop the supply of sand at a speed of 10 km/h before stopping. If a single following locomotive is stopped with sand in a section with automatic blocking or in a station equipped with electrical interlocking, then it is necessary to set the locomotive in motion and move onto clean rails.

10.1.26. When approaching the station with a prohibition signal and a speed reduction signal, it is necessary to activate the automatic brakes in advance and reduce the speed of the train so as to prevent the passage of the established stopping place at the station, the prohibition signal, the limit post, and the speed reduction signal and the warning place should proceed at a speed, set for this location. The speed of movement should not exceed 20 km / h at a distance of at least 400-500 meters before the prohibition signal.

When approaching a prohibition signal or a limit post, the brakes should be fully released only after the train has come to a complete stop.

If the train is moving to slow down and stop signals and there is a suspicion that the train has begun spontaneous release of the brakes (the deceleration of the train has decreased, the speed of movement has not decreased, the pressure in the surge tank has risen), apply emergency braking and find out the cause, if it is impossible to eliminate the cause - bring the train with extreme caution to the first station, where to perform a control check of the brakes.

When approaching a prohibition signal, apply the brakes in a timely manner, if necessary, increase the braking effect by discharging the TM by the second or third stage.

10.1.27. If, after the release of the automatic brakes, it becomes necessary to re-brake, this release, both in passenger and freight trains, should be carried out in advance at such a speed as to ensure the necessary charging of the brakes for repeated braking.

When the pressure in the main tanks drops below the charging one, the driver is obliged to stop the train and perform an abbreviated brake test in the passenger train, and in the freight train - in accordance with Section 9.4. of this manual. If the pressure in the main tanks cannot be restored within 20 minutes, then the train must be secured in accordance with the procedure established on the road.

10.1.28. In order to avoid a train rupture when starting off after a stop with the application of brakes, it is allowed to set the locomotive in motion only after all the brakes in the train are released.

10.1.29. When hitching two or more operating locomotives to the train, the driver of the first locomotive controls the brakes in the train.

10.1.30. The control of auto brakes of a raft of inactive locomotives and MVPS is carried out in the manner established by this Instruction for the corresponding type of train.

10.1.31. Trains with locomotives equipped with an electric brake must be operated with the mandatory use of this brake. The braking mode and the place of application of the electric brake are set in local instructions and regime maps, which are developed on the basis of calculations and experimental trips and taking into account the requirements of the factory operating instructions for this locomotive series. At the same time, the braking force should not exceed the maximum allowable value in terms of the stability of the rolling stock in the track, in terms of its strength and impact on the track.

10.1.32. To ensure the set speed of movement when approaching prohibition signals and train stop signals, it is necessary to apply braking by automatic brakes, and in passenger trains - by electro-pneumatic or automatic ones in accordance with pi. YL.26., YL.2., 10.2.2. this instruction.

The stop of the train must be carried out using braking by the driver's crane. After the train stops, set the maximum pressure in the brake cylinders of the locomotive.

Appendix 3

Rules
brake control

With changes and additions from:

I Freight train brake control

1 Before the departure of a freight train from an intermediate station or stage, when parked for more than 300 seconds (5 minutes) or more, the driver is obliged to check the tightness of the brake network of the train at the train position of the control body of the driver’s crane with a note of its value and the place of verification on the reverse side of the "Reference on provision of the train with brakes and their proper operation. If, when checking the tightness of the brake network of the train, the driver detects its change by more than 20% upwards or downwards from the previous value specified in the "Reference on the provision of the train with brakes and their proper operation", perform a shortened test of the automatic brakes.

In addition, before the departure of a freight train with a length of more than 100 axles from a station or a haul when parked for more than 300 seconds (5 minutes), perform a status check brake line by setting the control element of the driver's crane to a position that ensures an increase in pressure in the brake line above the charging pressure, holding in this position for 3-4 seconds. The difference between the pressure readings of the brake and supply lines must be at least 0.5 (0.05 MPa).

2 Check the operation of autobrakes along the route by reducing the pressure in the surge tank of a loaded freight train and a single following locomotive equipped with freight-type air distributors by 0.06-0.08 MPa (0.6-0.8 ), empty freight - by 0 0.04-0.06 MPa (0.4-0.6 ), for a freight-passenger and separately following locomotive equipped with passenger-type air distributors - by 0.05-0.06 MPa (0.5-0.6 ), established for brake testing.

After the appearance of a braking effect and a decrease in speed by 10 km/h in a loaded freight, passenger-and-freight train and a single locomotive and by 4-6 km/h in an empty freight train, release the brakes. The specified speed reductions should occur at a distance not exceeding the established technical and administrative documents of the owner of the infrastructure.

If, after the first stage of braking, the initial effect is not obtained in an empty freight train with a length of up to 400 axles and a passenger-and-freight train within 20 seconds, and in the remaining freight trains within 30 seconds, immediately perform emergency braking and take all measures to stop the train.

If it is necessary to check the operation of automatic brakes in unspecified places, it is allowed to perform it, as a rule, on the station tracks or when leaving the station on the first stage, which has a platform or descent, taking into account local conditions. In these cases, the effect of automatic brakes can be evaluated by the time of speed reduction by 4-6 km/h in an empty freight train and by 10 km/h in other freight trains and single locomotives.

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

In case of detection of unsatisfactory operation of the automatic brakes, when assessing their action in terms of the speed reduction time, apply emergency braking and take all measures to stop the train.

3 Depending on the result of checking the operation of the automatic brakes, the driver, during the further driving of the train, selects the places for the start of braking and the amount of pressure reduction in the brake line so as to prevent the passage of a signal with a prohibition indication, and the speed reduction signal and the place for the start of the speed limit follow at a set speed.

4 Perform the first stage of braking by reducing the pressure in the surge tank: in loaded trains - by 0.05-0.08 MPa (0.5-0.8 ), on steep long descents - by 0.06-0.09 MPa (0 .6-0.9), depending on the steepness of the descent; empty - by 0.04-0.06 MPa (0.4-0.6).

The second stage of braking, if necessary, or the release of the brakes, should be performed after at least 6 seconds after the cessation of air release from the line through the driver’s valve or at least 8 seconds after using the position at which the specified pressure is maintained compressed air in the brake line after braking.

All service braking should be carried out using the position of the driver’s valve control body, at which the compressed air pressure set by the driver’s crane in the brake line is maintained, regardless of compressed air leaks from the brake line after braking.

If the driver's crane has a service braking position with a delayed discharge of the surge tank, then after obtaining the necessary discharge of the surge tank, it is allowed to hold the control element of the driver's crane in this position for 5-8 seconds before moving to a position that ensures that the specified pressure in the brake line is maintained after braking with to stabilize the pressure in the surge tank.

The subsequent stages of braking, if necessary, are performed by reducing the pressure in the surge tank in the range from 0.03 to 0.08 MPa (from 0.3 to 0.8).

The best train braking smoothness is ensured by the discharge of the brake line at the beginning of service braking by the value of the first stage.

Repeated braking should be performed when following the descent in the form of a cycle consisting of braking and releasing the brakes when the required speed of the train is reached.

If, when the automatic brakes are released by the position of the control element of the driver’s crane, which ensures an increase in pressure in the brake line above the charging one, the time for recharging the working chambers of the air distributors in the flat mode was less than 60 seconds (1 minute), the next stage of braking should be performed by reducing the pressure in the surge tank by 0.03 MPa (0.3) more than the initial braking stage.

In order to prevent the depletion of autobrakes in a train when following a descent on which repeated braking is performed, it is necessary to maintain a time of at least 60 seconds (1 minute) between braking to ensure recharging of the brake line of the train. To fulfill this requirement, do not make frequent braking and do not release the autobrake at high speed.

The time of continuous movement of a train with a constant braking stage on the descent when the air distributors are switched on to the flat mode should not exceed 150 seconds (2.5 minutes). If more prolonged braking is required, increase the discharge of the brake line and, after a sufficient decrease in speed, release the brakes. Based on local conditions, based on the results of experimental trips of the second kind, the specified time can be increased and regulated in the technical and administrative documents of the infrastructure owner.

5 When controlling autobrakes on long descents of 0.018 and steeper, where the charging pressure in the brake line is set to 0.52-0.54 MPa (5.3-5.5) and the air distributors of the cargo type are switched on for mountain mode, the first stage of braking should be performed at a speed , established in the technical and administrative documents of the owner of the infrastructure by reducing the pressure in the surge tank by 0.06-0.09 MPa (0.6-0.9), and on slopes steeper than 0.030 - 0.08-0.10 MPa (0. 8-1.0). Further, the braking force is adjusted depending on the speed of the train and the track profile. At the same time, do not fully release the autobrakes if the train speed exceeds the set speed before the end of recharging the brake line and performing repeated braking.

If it is necessary to use full service braking, as well as in the process of adjusting braking with additional steps, when following the descent, do not discharge the brake line to a pressure below 0.35 MPa (3.6). If, for any reason, when following the descent, the pressure in the brake line is below 0.35 MPa (3.6 ), stop the train, apply the auxiliary brake of the locomotive, then release the automatic brakes and charge the brake line in the parking lot before starting to move train (or for at least 300 seconds (5 minutes) if the train is held by the auxiliary brake of the locomotive).

After the train passes a long descent and transfers its brake line to normal charging pressure at the station, the inspectors must check the release of all automatic brakes in the train and switch the air distributors in the train to the flat mode.

6 The auxiliary brake of the locomotive, if used, should be released in stages with a time delay after the release of the automatic brakes of the train set.

7 Before braking by reducing the pressure in the surge tank by more than 0.10 MPa (1.0) with automatic brakes, first activate the sand feeders.

8 If, after the release of the automatic brakes, it becomes necessary to re-brake, then this release in freight trains should be carried out in advance and at such a speed as to ensure the necessary charging of the brakes for repeated braking.

9 When a freight train is traveling at a speed of more than 80 km/h and a yellow light appears at the locomotive traffic light, actuate the brakes by reducing the pressure in the surge tank in the loaded train by 0.08-0.10 MPa (0.8-1.0), empty - by 0.05-0.06 MPa (0.5-0.6). At a lower speed or longer block sections, braking should be started, taking into account the speed, the profile of the path and the effectiveness of the braking means, at an appropriate distance from the traffic light.

10 In freight trains, after service braking, the full release of automatic brakes should be carried out by increasing the pressure in the equalization tank to the charging pressure with a train length of up to 100 axles and 0.03-0.07 MPa (0.3-0.7 ) higher than the charging one in trains with a length of more than 100 axles depending on the driving conditions of the train.

After reducing the pressure to normal charging, if necessary, repeat the indicated overpressure.

On short descents, where repeated braking is applied between repeated braking, increase the pressure in the surge tank to the charging pressure. If in the process of repeated braking it becomes necessary to brake from an increased charging pressure, release the brakes during the last of the frequent repeated braking with a pressure of 0.03-0.05 MPa (0.3-0.5) higher than the pressure of the surge tank from which the braking was performed .

If the brakes are on the mountain mode and full release is not required, then perform a stepped release by transferring the control valve to the train position until the pressure in the surge tank rises at each stage of release by at least 0.03 MPa (0.3). When the pressure in the brake line after the next step of the release of the brakes is 0.04 MPa (0.4) below the pre-brake charger, only complete release is performed.

11 After emergency braking, fully release the autobrakes until the pressure in the surge tank is higher than the charging pressure by 0.05-0.07 MPa (0.5-0.7) at the driver's crane without a stabilizer and by 0.10-0.12 MPa (1.0-1.2) if the crane driver has a stabilizer. When releasing automatic brakes after emergency braking in freight trains up to 100 axles (inclusive), maintain the driver’s crane control body in a position that ensures an increase in pressure in the brake line above the charging pressure, up to the charging pressure with its subsequent transfer to the train position.

12 When the length of the composition of a loaded freight train is more than 100 to 350 axles, simultaneously with the start of release of automatic brakes, brake the locomotive with an auxiliary brake valve with a pressure in the brake cylinders of 0.10-0.20 MPa (1.0-2.0), if it was not braked previously by the automatic brake of the locomotive and hold it in the inhibited state for 30-40 seconds, after which the locomotive brake is released in stages.

13 In trains with a train of more than 300 axles, do not release the automatic brakes at a speed of less than 20 km/h until the train comes to a complete stop. As an exception, when following a descent, where there is a speed limit of 25 km/h or less, the release of autobrakes should be carried out with advance braking of the locomotive by the auxiliary brake 15-20 seconds in advance.

14 After stopping the train with the use of automatic brakes, it is necessary to wait for the time from the moment the control body of the driver's crane is transferred to the vacation position until the train is set in motion:

After the braking stage - at least 90 seconds (1.5 minutes) with the air distributors switched on to the flat mode, and not less than 120 seconds (2 minutes) with the air distributors switched on to the mountain mode;

After full service braking - not less than 120 seconds (2 minutes) with the air distributors switched on to the flat mode, and not less than 210 seconds (3.5 minutes) with the air distributors switched on to the mountain mode;

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

At negative temperatures of the ambient air, the time from the moment the control element of the driver's crane is transferred to the vacation position until the locomotive is set in motion increases by one and a half times.

I.2 Features of brake control of freight trains of increased weight and length

I.2.1 General

15 Service braking when the pressure in the surge tank drops to more than 0.06 MPa (0.6) up to full service braking in one step from the head locomotive, perform by setting the control body of the driver’s crane to the service braking position with holding in this position until the pressure in the equalizing tank by 0.05-0.06 MPa (0.5-0.6 ) and subsequent transfer to the service braking position with slow discharge of the surge tank. After obtaining the necessary discharge, the control element of the driver's crane is transferred to a position that ensures that the specified pressure in the brake line is maintained after braking. The second stage of braking, if necessary, or the release of the brakes, should be performed after at least 10 seconds after the cessation of air release from the line through the driver’s valve or at least 15 seconds after using the position at which the specified pressure of compressed air in the brake line is maintained after braking.

16 Perform full service braking in one step by reducing the pressure in the surge tank by 0.15-0.17 MPa (1.5-1.7 ). This type of braking is used in exceptional cases, when it is necessary to stop the train or reduce its speed, much more efficiently and at a shorter distance than when performing stepped braking.

17 It is allowed to use electric braking on locomotives located in the head or in the train, as well as on both locomotives. Places of application of electric braking and current limits should be reflected in the technical and administrative documents of the owner of the infrastructure.

braking force the electric brake should not exceed the maximum allowable value in terms of the stability of the rolling stock in the track, in terms of its strength and impact on the track.

18 Turning on and off the traction and braking positions (especially in the zone from the maximum to the average values ​​of the implementation of traction or braking forces) should be carried out in such a way that the increase in the traction or braking force from zero to the maximum value and its decrease from the maximum value to zero occurs no faster than than 25 seconds (except when emergency braking is necessary).

19 The maximum allowable speed of movement of trains of increased weight and length under the conditions of provision with auto brakes is set in accordance with the norms for providing trains with brakes approved by the owner of the infrastructure.

I.2.2 When placing the locomotive at the head of the train

20 Charging pressure in the brake line on a train locomotive as part of a train of empty cars should be set to 0.47-0.49 MPa (4.8-5.0), while the pressure in the brake line of the tail car must be at least 0.42 MPa (4.3 ).

Charging pressure in the brake line of the locomotive in freight loaded trains should be set at 0.49-0.51 MPa (5.0-5.2 ), in the brake line of the tail car after the end of the charging of the brake line, the pressure should be at least 0.45 MPa (4 ,6 ).

21 It is allowed, on the basis of experimental trips of the second kind, taking into account local conditions, to perform service braking of loaded trains up to full service brakes in two stages - with an initial decrease in pressure in the surge tank by 0.04-0.05 MPa (0.4-0.5) , followed by holding the control element of the driver’s crane for at least 10 seconds in a position that ensures maintenance in the brake line, and an additional decrease in pressure in the surge tank by the required value, but not less than 0.03 MPa (0.3).

22 The release of automatic brakes along the route should be carried out in a position that ensures an increase in pressure in the surge tank above the charging pressure, depending on the length of the train and the density of the brake network of the train by 0.05-0.10 MPa (0.5-1.0) above the charging one. After increasing the pressure in the surge tank by the specified value, it is allowed to hold the control element of the driver’s crane for 30-40 seconds in a position that ensures that the compressed air pressure set by the driver’s crane is maintained in the brake line, regardless of compressed air leaks from the brake line after braking, followed by a short transfer of the control the driver's valve body to a position that ensures an increase in pressure in the brake line above the charging pressure and subsequent transfer to the train position.

If, when the automatic brakes are released with an increase in pressure in the brake line above the charging time for recharging the working chambers of the air distributors with this pressure, this pressure was less than 120 seconds (2 minutes), in a train of increased weight and length, it is allowed to perform the next stage of braking by reducing the pressure in the surge tank by 0.02- 0.03 MPa (0.2-0.3) more than the initial stage.

At the moment of the beginning of the release of the automatic brakes of a loaded freight train, brake the locomotive with an auxiliary brake valve with a pressure in the brake cylinders of 0.10-0.20 MPa (1.0-2.0 ), hold the locomotive in a braked state for 40-60 seconds, then release it in steps locomotive brake.

In trains, which include loaded wagons, the release of automatic brakes at a speed of less than 20 km/h should be performed after the train has completely stopped.

23 When starting off after a stop, the time from the moment the control element of the driver's crane is transferred to the release position until the thrust is turned on must be at least:

After service braking 180 seconds (3 minutes), after full service braking 240 seconds (4 minutes), after emergency - 480 seconds (8 minutes). AT winter period the specified time is increased by 1.5 times.

In the presence of automatic systems, which make it possible to control the magnitude of the pressure of the brake line in the tail of the train on the locomotive;

After service braking - increase in pressure by half the amount of pressure reduction that preceded the discharge of the brake line;

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

24 When checking the operation of the brakes of empty trains along the route, release after the braking stage with a shutter speed of the control element of the driver's crane in a position that maintains the specified air pressure in the brake line for 8-10 s. At the same time, the decrease in speed during braking and vacation must be at least 10 km / h.

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

25 It is allowed to pass connected freight trains while maintaining the autonomy of the brake lines of each train only in the event of liquidation of the consequences of crashes, accidents and natural disasters. Their passage on double-track sections should be carried out along a temporarily single-track section and one or two stages in front without crossing with passenger trains.

On single-track lines, the movement of connected freight trains with autonomous brake lines can be carried out within the entire section, including the stage (s) on which restoration work is being carried out.

26 The driver of the locomotive of the second train operates the automatic brakes at the command of the driver of the head locomotive. Commands for braking by a step value and releasing the brakes with a pressure value in the brake line above the charging pressure are transmitted by the driver of the head locomotive via radio. The drivers begin to execute after the confirmation of the received command by the driver of the second train. At the same time, the execution of commands when controlling the automatic brakes in the trains included in the connected train should be carried out by the drivers, if possible, simultaneously. Uncoordinated actions of drivers when controlling the brakes are prohibited.

27 To check the operation of automatic brakes along the route, the driver of the head locomotive transmits a command to the driver of the second train about the beginning of the brake test, listens to the confirmation of perception and performs a braking stage by reducing the pressure in the surge tank by 0.06-0.08 MPa (0.6-0 ,eight ). The driver of the second train, having confirmed the receipt of the command, performs braking with the same step. Decrease in speed by 10 km/h must occur at a distance not exceeding the distance established by the local technical and administrative documents of the owner of the infrastructure.

When checking their operation, release the autobrakes only after the drivers are convinced of the normal operation of the autobrakes and the driver of the second train confirms the receipt of the leave command from the driver of the lead train.

28 The use of emergency braking is allowed in extreme cases, when an immediate stop of the train is required, at the command of the locomotive driver who was the first to notice the danger. In this case, after a brief repetition by one of the drivers receiving the command, the drivers simultaneously proceed to perform emergency braking.

29 In case of failure of radio communication, the driver of the head train determines the nearest place convenient for stopping and uncoupling the trains and performs a braking stage to stop.

I.2.4 When driving a connected train with the locomotive at the head and in the composition or at the tail of the train with a common brake line

30. Auto brakes of locomotives must be included in the brake line, and the combined valves are open and the blocking is turned off.

31. The charging pressure in the brake line, to which the driver's valves are regulated, must be:

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

Locomotive in the composition or tail of the train 0.49-0.50 MPa (5.0-5.1).

When placing the locomotive at the tail of the train or before joining trains, the assistant locomotive driver in the composition or tail of the train must inspect the automatic coupler of the tail car in front of the standing train, make sure it is in good condition, clean the heads of the sleeves and blow through the brake line through the end valve. Coupling of the locomotive in the composition or tail of the train with the tail carriage of the train in front shall be carried out at a speed of not more than 3 km/h. It is prohibited to board a train in front. After coupling, the driver, who is in the composition or tail of the train, is obliged to personally check the correct connection of automatic couplers, sleeves and the opening of the end valves of the brake lines of the locomotive and the tail car of the train in front.

After combining two trains, the driver of the head locomotive must perform the braking stage by reducing the pressure in the surge tank by 0.05-0.06 MPa (0.5-0.6). according to the sensor for monitoring the state of the brake line and increasing the pressure in the brake cylinders, after which it performs a braking stage by reducing the pressure in the surge tank by 0.05-0.06 MPa (0.5-0.6). At the second train, the operation of the car brakes is controlled by an employee of the locomotive crew in the amount determined by the owner of the infrastructure. When placing the locomotive at the tail of the train, the driver's assistant must check the operation of the brakes of the two tail cars, and the driver must check the operation of the brake line condition monitoring sensor on this locomotive.

32. Perform all types of braking synchronously on the head locomotive and on the locomotive in the composition or tail of the train at the command of the driver of the head locomotive.

It is necessary to start performing braking immediately after a brief confirmation of the command's perception by the driver in the composition (or in the tail) of the train.

It is allowed to perform braking on a locomotive in the composition or tail of the train by triggering a sensor for monitoring the state of the brake line.

In the event of a radio communication failure between the drivers, the train with locomotives at the head and in the composition or tail of the train is prohibited.

If a radio communication malfunction is detected along the route, the driver of the head locomotive stops the train by service braking, if possible on the site and on the straight section of the track. The locomotive driver in the composition or tail of the train, when the sensor for monitoring the state of the brake line is triggered, is guided by clause 37 of this chapter.

If, after stopping the train, the drivers fail to establish radio contact with each other, the train must be disconnected.

33. After the departure of the connected trains and trains of special formation, the action of the automatic brakes of the train along the route should be checked by reducing the pressure in the surge tank by 0.06-0.08 MPa (0.6-0.8), and in the connected train with trains from empty wagons - 0.04-0.06 MPa (0.4-0.6).

34. Service and full service brakes shall be performed in the following order:

a) service brakes:

In one step, by reducing the pressure in the surge tank by 0.04-0.06 MPa (0.4-0.6) with the subsequent transfer of the control element of the driver's crane to a position that maintains the specified pressure in the brake line;

In two steps, by reducing the pressure in the surge tank by 0.04-0.06 MPa (0.4-0.6 ) and, after holding for 6 s, by at least 0.03 MPa (0.3 ) with the subsequent transfer of the control body the driver's crane to a position that maintains the specified pressure in the brake line.

b) full service until the train stops completely:

On the head locomotive: by reducing the pressure in the surge tank by 0.06-0.08 MPa (0.6-0.8) and then transferring the control element of the driver's crane to the service braking position with slow discharge of the surge tank until the pressure drops by 0.15 -0.17 MPa (1.5-1.7);

On the locomotive in the composition or tail of the train, by transferring the control element of the driver's crane to the service braking position until the pressure in the surge tank drops by 0.15-0.17 MPa (1.5-1.7).

After reducing the pressure in the surge tank by the required value, the control elements of the driver's crane on both locomotives should be moved to a position that maintains the specified pressure in the brake line.

35. The release of automatic brakes must be performed simultaneously on both locomotives or ahead of the start of release on a locomotive located in the composition or tail of the train (up to 6 seconds). Leave until the pressure in the surge tank rises by 0.05-0.07 MPa (0.5-0.7) above the charging one. After the complete release of the brakes, if the braking was not carried out to a complete stop, in order to prevent reactions, turn on the traction on the locomotive as part of the train at the command of the driver of the head locomotive in advance.

36. Starting modes of connected freight trains or freight trains with locomotives in the composition or tail of the train are established in accordance with local conditions on the basis of technical and administrative documents of the owner of the infrastructure.

37. If in the process of driving a train on locomotives, the sensor for monitoring the state of the brake line is triggered or a decrease in pressure in the brake line is observed without the sensor for monitoring the condition of the brake line:

The driver of the head locomotive is obliged to perform a braking stage of 0.06-0.08 MPa (0.6-0.8) with the subsequent transfer of the control body of the driver’s crane to a position that does not ensure the maintenance of the specified pressure in the brake line until the train stops completely and transmits the command to the driver locomotive in the composition or tail of the train about the performance of an identical stage of braking;

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

When driving a train with the help of automated systems controlled via a radio channel, the driver of the head locomotive or the driver of the locomotive in the composition or tail of the train must perform full service braking using the controls of these systems.

After stopping the train in accordance with the established procedure, the wagons should be inspected and the cause of the pressure drop should be found out. After that, a reduced brake test must be performed.

If the cause of the decrease in pressure in the brake line of the train is not clear, further movement should be carried out only after disconnection. At the same time, train drivers must declare a control check of the brakes in accordance with paragraphs 207 - 211 of these Rules.

38. In cases where a stop signal is given, in the event of an obstacle or other need for the immediate stop of the train:

a) when driving a train without the help of automated systems, the driver of the head locomotive must transfer the control body of the driver’s crane to the emergency braking position, after which immediately inform the driver of the locomotive in the composition or tail of the train about the emergency braking by radio.

If the driver of the locomotive in the composition or tail of the train reveals the need for an immediate stop of the train, he is obliged to send this information head locomotive driver. The driver of the locomotive in the composition or tail of the train performs emergency braking only at the command of the driver of the head locomotive.

b) when driving a train with the help of automated systems controlled via a radio channel, the driver of the head locomotive or locomotive in the composition (tail) of the train must perform full service braking from the push-button controller, followed by transferring the control element of the driver’s crane to the emergency braking position, after which, by radio communication, inform another driver about the need to perform emergency braking.

Release the brakes only after the train has come to a complete stop. At the same time, the departure of the train is possible only after it has been inspected.

39. When the train stops for more than 1800 seconds (30 minutes), the pressure in the main tanks drops below 0.54 MPa (5.5), check the operation of the automatic brakes:

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

The driver of the head locomotive performs the braking stage by reducing the pressure in the surge tank by 0.06-0.08 MPa (0.6-0.8); after the sensor for monitoring the state of the brake line on the control panel of the locomotive as part of the train is triggered, the driver of this locomotive performs a similar braking stage; after making sure that the auto-brakes are working, the locomotive driver in the train notifies the head locomotive driver about this by radio communication, after which they release the brakes.

The assistant driver of the second train checks the effect of automatic brakes on braking and releasing on cars, the number of which is established by the organizational and administrative documents of the relevant subdivisions of the infrastructure owner.

If, when checking the density of the combined train, a density change of more than 20% is found, it is necessary to check the condition of the brake line of both trains and conduct a reduced brake test.

I.3 Features of brake control in winter conditions

40 In winter, established according to local conditions by organizational and administrative documents of the relevant subdivisions of the owner of the infrastructure, braking when checking the operation of automatic brakes should be performed by reducing the pressure in the surge tank in freight loaded trains by 0.07-0.09 MPa (0.7-0.9 ), empty - by 0.06-0.07 MPa (0.6-0.7).

In the presence of snow cover, snowfalls, before checking the action of the automatic brakes of trains, for a more objective assessment, perform the first stage of braking to remove snow and ice from the friction surface of the pads or linings and obtain a braking effect. If such braking is impossible before checking the action, then the distance traveled by the train in the process of reducing the speed by 10 km / h, or the time of this decrease, should be counted from the moment the speed decrease begins, but not later than the train travels a distance of 200-250 m after the braking stage.

The time from the moment the control body of the driver's crane is transferred to the vacation position until the freight train is set in motion after it has stopped must be in accordance with paragraph 14 of these Rules.

41 When the air temperature is below minus 40°C, as well as in conditions of snowfalls, snow drifts, the first stage of braking should be performed by reducing the pressure in empty freight trains by 0.06-0.07 MPa (0.6-0.7 ), and in the rest cases - in accordance with clause 40 of these Rules. Strengthen the braking of a freight train to carry out an additional step of 0.04-0.10 MPa (0.4-1.0).

42 On steep long descents in the presence of snow cover on the rails, the first stage of braking at the beginning of the descent in freight trains should be performed by reducing the pressure in the brake line by 0.08-0.12 MPa (0.8-1.2), and if necessary, additional step to increase the discharge of the brake line to full service braking.

43 In winter, on sections with long descents subject to snow drifts, it is allowed, taking into account the operating experience of the brakes, to switch air distributors freight wagons, equipped with composite blocks, for the loaded mode with an axial load of at least 20 tf on the rails. Such a switching procedure is introduced by a separate order of the owner of the infrastructure for this section; at the same time, it should be possible to switch the braking modes of the air distributors to the previous position after passing through a section with long descents.

44 Check the operation of the automatic brakes more often during the journey by performing the braking stage. The interval of time and / or places where the brake test should be performed are indicated in the technical and administrative documents of the infrastructure owner.

45 When the braking step is more than 0.10 MPa (1.0) with frost, ice, it is necessary to activate the sand feeders 50-100 m before the start of braking and supply sand to the rails until the train stops or braking ends after the brakes are released.

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

II Passenger train brake control

II.1 Automatic brake control

47 Before the departure of a passenger train, which includes 11 or more cars, from a station or haul when parked for more than 300 seconds (5 minutes), check the condition of the brake line by setting the control element of the driver’s valve to a position that ensures an increase in pressure in the brake line above the charging one, with exposure in this position for 1-2 seconds ("Charging and vacation").

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

48 Check the operation of automatic brakes along the route by reducing the pressure in the surge tank of the driver's crane by 0.05-0.06 MPa (0.5-0.6), set for testing the brakes.

If there are more than half of the cars with passenger-type air distributors with stepped release (Western European type) in the passenger train, check the operation of automatic brakes along the route by reducing the pressure in the surge tank by 0.07-0.08 MPa (0.7-0.8) .

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

After the appearance of a braking effect and a decrease in speed by 10 km/h in a passenger train, release the brakes. The indicated speed reductions should occur at a distance not exceeding the infrastructure owner's technical and administrative documents.

Release the brakes after checking along the route only after the driver is convinced of their normal operation.

If, after the first stage of braking, the initial effect is not obtained in the passenger train, within 10 seconds, immediately perform emergency braking, report to the head of the train and require the parking (hand) brakes to be activated, take all measures to stop the train.

49 Depending on the assessment of the quality of the brakes, made when checking in a specified place and on the basis of the experience of driving trains on the site, the driver, in the further driving of the train, chooses the places where the braking starts and the amount of pressure reduction in the brake line so as to prevent the passage of a signal from a prohibitory indication, and the speed reduction signal and the speed limit place proceed at the speed set for this place.

50 For service braking en route, it is necessary to reduce the pressure in the surge tank from the installed charging tank by the first stage by 0.03-0.06 MPa (0.3-0.6), regardless of the train length.

The second and subsequent stages of braking can be performed only after at least 6 seconds after using the position at which the specified pressure of compressed air in the brake line is maintained after braking, or after the release of air from the brake line through the driver’s valve is completed.

51 When approaching prohibition signals and stops at stations (stops), after performing service braking, move the control element of the driver’s crane to a position that does not ensure the maintenance of the specified pressure in the brake line after braking, with preliminary setting of the control element of the driver’s crane to a position that ensures the maintenance of the specified pressure in the brake line after braking (except for trains, which include cars with switched on passenger brakes with stepped vacation (Western European type)).

52 If the train is braked by a step of 0.03 MPa (0.3 ), then before transferring the control element of the driver's crane to the release position, increase the discharge of the brake line to at least 0.05 MPa (0.5 ).

Before braking by reducing the pressure in the surge tank by more than 0.10 MPa (1.0) with automatic brakes, first activate the sand feeders.

53 When approaching signals with a permissive indication during inexpedient braking, when the train can stop earlier than the set or required place, release the automatic brakes after each braking by transferring the control element of the driver’s crane to a position that ensures an increase in pressure in the brake line above the charging line, with an increase in pressure in the equalizing tank up to 0.49-0.51 MPa (5.0-5.2); and before subsequent braking - to a position that does not ensure the maintenance of the specified pressure in the brake line after braking.

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

It is allowed, if necessary, in case of imprudent braking to stop in a certain place, release the automatic brakes by transferring the control element of the driver’s crane to the train position and, after reaching the required increase or stabilization of the speed of the train, transfer the control element of the driver’s crane to a position that does not ensure the maintenance of the specified pressure in the brake line after braking willingly re-brake with discharge of the brake pipe and the magnitude of the step from the actual pressure at the time of braking to stop the train at the desired location.

54 When performing full service braking in one step, reduce the pressure in the surge tank by 0.15-0.17 MPa (1.5-1.7). This type of braking should be used in exceptional cases when it is necessary to stop the train or reduce its speed at a shorter distance than when performing stepped braking.

55 When releasing the automatic brakes after service braking, keep the control element of the driver's crane in a position that ensures an increase in pressure in the brake line above the charging one until a pressure in the surge tank is 0.49-0.51 MPa (5.0-5.2).

In trains consisting of seven cars or less, the release of automatic brakes after service braking should be performed by setting the control body of the driver's crane to a position that ensures an increase in pressure in the brake line above the charging line by 1-2 seconds, followed by moving it to the train position.

The release of automatic brakes in the train after service braking should be performed only after at least 6 seconds have elapsed after using the position in which the specified compressed air pressure in the brake line is maintained after braking, or after the release of air from the brake line through the driver’s valve is completed.

The release of autobrakes in the train after service braking should be performed before stopping at a speed of 4-6 km / h, and if composite pads and disc brakes prevail in the train, release the brakes after the train stops.

56 When releasing the automatic brakes after emergency braking, keep the control element of the driver's crane in the train position until the train's brake network is fully charged.

In trains consisting of seven cars or less, after emergency braking, temporarily set the combined valve to the double thrust position (on locomotives equipped with a driver’s crane, in which the transmission of the control command from the control body to the actuators is carried out electrically or line (if any) to the actuator of the driver’s crane, set to the closed position, the control body of the driver’s crane to the train position and after charging the surge tank to a pressure of 0.49 MPa (5.0), set the combined valve to the train position (on locomotives, equipped with a driver’s crane, in which the transmission of the control command from the control body to the actuators is carried out electrically or otherwise, set the disconnecting valve on the brake line (if any) to the actuator of the driver’s crane to the open position) and charge the brake network trains.

Before the departure of the train, set the control element of the driver's crane to a position that ensures an increase in pressure in the brake line above the charging line for 1-2 seconds, followed by moving it to the train position.

57 The time from the moment the control body of the driver's crane is transferred to the vacation position until the train is set in motion should be:

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

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

58 If the pressure in the brake line drops below 0.34 MPa (3.5 ) during braking on the descent, stop the train, apply the auxiliary brake of the locomotive, then release the automatic brakes and charge the brake line to the set pressure.

If, while the train is moving, at the end of the descent, the last braking is performed, at which the pressure in the line is below 0.34 MPa (3.5), but not less than 0.31 MPa (3.2), and then, according to the conditions of the track profile, the train speed will be constant or decrease so much that it is necessary to release the autobrakes, and in the time before the next braking it is possible to recharge the brake network of the train to the set pressure, it is not required to stop the train to recharge the autobrakes.

59 Avoid frequent braking in the absence of sufficient time to recharge the brake network of the train, since incomplete charging entails depletion of the autobrakes with a subsequent decrease in the braking effect. Before braking again, do not release the brakes for high speed, if before braking the speed of the train can increase beyond the set one, and the brake line does not have time to charge by this moment.

60 If there are cars in the passenger train with switched-on passenger-type air distributors with stepped release (Western European type), the train must run on automatic brakes (electric control is turned off). After the train stops at the station, perform a full service brake with a total decrease in pressure in the surge tank by 0.15-0.17 MPa (1.5-1.7) from the set charging pressure.

On the way, monitor the maintenance of the set charging pressure by turning Special attention to restore the charging pressure after the release of autobrakes. In order to preserve the wheel pairs of cars and ensure sufficient smoothness of braking, the first stage of braking should be performed by reducing the pressure in the brake line by 0.03-0.05 MPa (0.3-0.5 ) followed, if necessary, by increasing braking by additional pressure reduction in brake line to the required value, but not less than 0.03 MPa (0.3).

The release of the brakes after service braking is carried out by transferring the control element of the driver’s crane with a stabilizer to a position that ensures an increase in pressure in the brake line above the charging one until a pressure in the surge tank is 0.52 MPa (5.3) and then transferred to the train position. When the driver’s crane is without a stabilizer, release the automatic brakes after service braking by transferring the control element of the driver’s crane to a position that ensures an increase in pressure in the brake line above the charging one, to a pressure in the surge tank of 0.51 MPa (5.2). When the driver’s crane is without a stabilizer, to speed up the release and restore pre-brake pressure, when the brake line has not yet been fully charged, depending on the length of the train, give an additional 2-3 pushes by moving the control element of the driver’s crane for 1-2 seconds from the train position to the position that provides increase in pressure in the brake line above the charge. When releasing the automatic brakes after emergency braking, keep the control element of the driver's crane in the train position until the train's brake network is fully charged.

When releasing the automatic brakes after emergency braking, keep the control element of the driver's crane in the train position until the train's brake network is fully charged.

In trains consisting of seven cars or less, after emergency braking, temporarily set the combined valve to the double thrust position, put the driver’s valve control body in the train position and, after charging the surge tank to a pressure of 0.49 MPa (5.0 ), set the combined valve to the train position and charge the brake network of the train.

Before the train departs, set the control element of the driver’s crane to a position that ensures an increase in pressure in the brake line above the charging line for 1-2 seconds and then move it to the train position, and with a crane without a stabilizer, give 2-3 pushes by moving the control element of the driver’s crane by 1 -2 seconds to a position that increases the pressure in the brake line above the charging one.

When performing service braking, use the position as an overlap to ensure that the specified pressure in the brake line is maintained after braking.

If in the process of repeated braking it becomes necessary to brake from an increased charging pressure, release the brakes during the last of the frequent repeated braking with a pressure of 0.03-0.05 MPa (0.3-0.5) higher than the pressure from the surge tank from which braking was performed . During service braking from increased charging pressure, do not allow pressure in the brake line to decrease by more than 0.13 MPa (1.3).

After stopping the train with the use of automatic brakes, it is necessary to withstand the time from the moment the control body of the driver's crane is transferred to the vacation position until the locomotive is set in motion in trains:

Length up to 20 wagons inclusive after stepped and full service braking - not less than 60 seconds (1 minute), after emergency - not less than 240 seconds (4 minutes);

More than 20 cars long after stepped and full service braking - at least 120 seconds (2 minutes), after emergency - at least 360 seconds (6 minutes).

If the train cars are equipped with release signaling devices, then it is allowed to set the train in motion after a stop only after their operation, signaling the complete release of the automatic brakes.

The conductors of passenger cars, before the train departs from an intermediate station or after forced stops, must check the release of the car brake according to the pressure gauge located in the vestibule or service compartment of the car, and if conditions permit, also by the departure of the brake shoes from the wheel tread surfaces. On cars with disc brakes (in the absence of pressure gauges located in the vestibule or in the service compartment of the car), the release of the brakes is checked according to the readings of pressure gauges and brake signaling devices located on the side walls of the cars in the visible zone.

61. If a change of locomotive crews is to be carried out at the station without uncoupling the locomotive from the composition of the passenger train, then the changing driver is obliged to stop the train at the station. After stopping the train at the station, bring braking to full service with a total decrease in pressure in the surge tank by 0.15-0.17 MPa (1.5-1.7) from the set charging pressure.

II.2 Control of electro-pneumatic brakes

62 When the control element of the driver's crane is in the train position, an alternating current must pass through the electro-pneumatic brake circuit, while the signal lamp with the letter "O" must be on, and the power source must provide a voltage of at least 48 V.

63 To check the operation of electro-pneumatic brakes on the way, perform a braking stage to a pressure in the brake cylinders of the locomotive of 0.10-0.20 MPa (1.0-2.0). After the appearance of a braking effect and a decrease in speed by 10 km/h in a passenger train, release the brakes. The indicated speed reductions should occur at a distance not exceeding the infrastructure owner's technical and administrative documents.

64 To control the speed of the train, on locomotives equipped with a passenger-type brake with stepless release and an electro-pneumatic brake control system, when following the haul and when stopping along the way, perform stepwise braking by setting the control element of the driver’s crane to the position of service braking using an electro-pneumatic brake with subsequent transfer to a position that does not ensure the maintenance of a given pressure in the brake line after braking. In this case, after reducing the pressure in the brake line to 0.43-0.45 MPa (4.4-4.6), use the function of the driver's crane, which ensures that the specified pressure in the brake line is maintained after braking.

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

Before braking with a pressure in the brake cylinders of the locomotive of more than 0.25 MPa (2.5) with electro-pneumatic brakes, first activate the sand feed devices.

On the way, the driver must control the normal operation of the electro-pneumatic brake using signal lamps, and in case of dual power, according to the readings of the ammeter in a position that maintains the specified pressure in the brake line after braking, which should not change in the process of driving the train downward by more than 20 % of original value. If the readings deviate more, if the voltage on the power source drops below 45 V in the braking position, if the efficiency of the electro-pneumatic brake is insufficient or if the smoothness of braking is unsatisfactory, spontaneous release when following in the braking mode, and also when the signal lamps go out, switch to automatic brake control.

66 If the train has no more than two cars without an electro-pneumatic brake or with an electro-pneumatic brake turned off, then when performing the braking stage of the electro-pneumatic brake with the discharge of the brake line, after reaching the required pressure in the brake cylinders, the control element of the driver’s crane should be transferred to a position that does not ensure the maintenance of the specified pressure in brake line after braking. With a larger number of cars without an electro-pneumatic brake, as well as if there are cars in the train with included passenger-type air distributors with stepped release (Western European type), the train must follow with automatic brakes, which should be noted at the departure station by the inspector of the cars in the "Reference on provision of the train with brakes and their proper operation.

67 When stopping braking with electro-pneumatic brakes before prohibiting signals, braking should be carried out by setting the control body of the driver's crane to the position of service braking using an electro-pneumatic brake with discharge of the brake line; upon reaching the required pressure in the brake cylinders, the control element of the driver's crane should be moved to a position that does not ensure the maintenance of the specified pressure in the brake line after braking.

With a sufficient decrease in speed in the braking mode, in order to ensure a smooth stop, carry out the release in steps.

68 If signs of a malfunction of the electro-pneumatic brake are detected while the train is moving, the driver must turn off the power source and check the operation of the automatic brakes by discharging the surge tank by the value of the first stage.

If the signal lamp goes out when approaching prohibition signals or a limit post in the electro-pneumatic braking mode, apply emergency braking and, after stopping, turn off the power source of the electro-pneumatic brakes.

Report the reasons for turning off the electro-pneumatic brake by radio to the head of the passenger train and make a note in the "Certificate on the provision of the train with brakes and their proper operation", as well as request a check of the electro-pneumatic brake circuits at the nearest point Maintenance passenger trains.

69 According to the conditions of the train, the driver performs a full or stepped release of electro-pneumatic brakes; at the same time, each step of the brake release, controlled by the pressure gauge in the brake cylinders of the locomotive, must be at least 0.02-0.03 MPa (0.2-0.3).

On descents where repeated braking is applied, release the brakes between repeated braking by moving the control element of the driver’s crane from a position that maintains the specified pressure in the brake line after braking to the train position, and the last step of release should be performed with a shutter speed of the control element of the driver’s crane in position , providing an increase in pressure in the brake line above the charging one until the pressure in the surge tank rises by 0.02 MPa (0.2) above the charging one.

In the process of stopping the train, to ensure smoothness, perform a stepped release, and after stopping, perform a full release of the brakes. If during the stepwise release the pressure in the brake cylinders of the locomotive was less than 0.05 MPa (0.5 ), then before the complete release of the brakes, increase the pressure in the brake cylinders of the locomotive over 0.05 MPa (0.5 ).

70 Staged release of electro-pneumatic brakes is performed by briefly moving the control element of the driver’s crane from a position that maintains a given pressure in the brake line after braking, to a train position and back to a position that ensures that a given pressure is maintained in the brake line after braking, and the last stage of release is performed with overpressure in the surge tank by 0.02 MPa (0.2) higher than the charging one.

71 Full release of the electro-pneumatic brakes in one step is performed by moving the control element of the driver’s crane to a position that ensures an increase in pressure in the brake line above the charging one until the pressure in the surge tank rises by 0.02 MPa (0.2) above the charging one, and in short trains up to the charging pressure, with the subsequent transfer of the control element of the driver's crane to the train position.

72 If a change of locomotive crews is to be performed at a station without uncoupling the locomotive from the composition of the passenger train, then the changing driver is obliged to stop the train at the station. After stopping, turn off the electro-pneumatic brake and perform full service braking by reducing the pressure in the surge tank by 0.15-0.17 MPa (1.5-1.7) from the set charging pressure.

II.3 Features of brake control in winter conditions

73 In passenger trains, when checking the operation of automatic brakes along the route, reduce the pressure in the surge tank by 0.05-0.06 MPa (0.5-0.6), and when checking the operation of electro-pneumatic brakes, the pressure in the brake cylinders of the locomotive must be 0, 10-0.20 MPa (1.0-2.0). In passenger trains with composite brake pads and if there are disc brakes in the wagons, check the operation of automatic brakes by reducing the pressure in the surge tank by 0.06-0.07 MPa (0.6-0.7 ), and electro-pneumatic brakes - at a pressure in the brake cylinders of the locomotive of a passenger train 0 ,15-0.25 MPa (1.5-2.5).

In the presence of snow cover, before checking the action of the automatic brakes of trains, brake to remove snow and ice from the friction surface of the blocks or linings. If such braking is not possible before checking the action, then the distance traveled by the train in the process of reducing the speed by 10 km / h, or the time of this decrease, should be counted from the moment the speed decrease begins, but not later than the train travels a distance of 200-250 m after the start of braking.

74 Check the operation of the automatic brakes more often on the route and at stations, performing the braking stage. The interval of time and / or places where the brake test should be performed are indicated in the technical and administrative documents of the infrastructure owner.

In the event of snowfall, freshly fallen snow, the level of which exceeds the level of the rail heads, snowstorm, snow drifts before braking before entering the station, which has a signal to reduce speed or stop; having a stop provided for by the traffic schedule or before following a long descent, perform braking to check and prepare the operation of the automatic brakes, if the time for the train to travel without braking before that exceeds 1200 seconds (20 minutes).

75 At a braking stage of more than 0.10 MPa (1.0) with frost, ice, when the adhesion force of the wheels to the rails is reduced, it is necessary to first activate the sand feeders 50-100 m before the start of braking and supply sand to the rails. Stop the sand supply when the speed drops below 10 km/h (before the train stops or braking stops).

c) turn on regenerative braking on an electric locomotive or switch from one type of traction motor connection to another type in regenerative mode only at a train speed lower than the speed that should be automatically set after switching on regeneration at this traction motor connection. If the following speed exceeds the speed provided for by the automatic braking characteristic at the traction motor connection installed for this section, reduce it to the required value using the train's automatic brakes and only then turn on regenerative braking;

d) when the train follows the regenerative braking from the descent to the platform and again to the descent at the end of the first descent, reduce the excitation current to increase the speed, and after passing the platform, when entering the descent, again increase the excitation current;

e) not to allow the train to exceed the speed set for this descent by automatic brakes. If necessary, apply automatic train brakes together with an electric brake;

f) during electric braking, do not apply the auxiliary brake of the locomotive (except for locomotives, the schemes of which provide for the simultaneous use of electric and auxiliary brakes with limited pressure in the brake cylinders), except in cases of emergency braking;

g) following the descents with high currents with electric braking, activate the sandbox of the locomotive to prevent the wheels from skidding along the rails, especially in curved sections of the track and crossings;

h) prevent the braking current of the armatures of traction motors from exceeding the excitation current by more than that established by the motor design for the maximum field weakening;

j) if during driving with regenerative braking, the voltage direct current in the contact network increased to 4 kV, reduce the excitation current and, if necessary, activate the automatic brakes of the train; when the AC voltage in the contact network drops to 19 kV, do not apply regenerative braking;

l) in order to reduce longitudinal dynamic forces in a freight train before switching to electric braking on long descents of 0.017 and steeper, first perform a braking stage with automatic brakes by reducing the pressure in the line by 0.06-0.07 MPa (0.6-0.7) , and after switching to electric braking, if necessary, release the automatic brakes of the train;

m) on descents with a slope of less than 0.018 in freight trains, the transfer of an electric locomotive to the electric braking mode is allowed to be carried out without the use of automatic brakes of the train with the armature braking current corresponding to no more than 20% of the total braking force, with this current maintained for 10-15 seconds and its subsequent increase to the required value;

m) when driving passenger and empty freight trains, before switching to electric braking, it is not required to apply automatic brakes if the speed of the train does not exceed that provided for by the automatic electric braking characteristic for the installed connection of traction motors.

78 In all cases of arbitrary disconnection of electric braking, immediately apply the auxiliary brake of the locomotive and switch to braking the train with automatic brakes, then release the locomotive brake and re-enable electric braking. If it turns off again, then continue to drive the train only on automatic brakes.

79 When driving a train by locomotives in a multi-unit system, electric braking may be used provided that the electric brake is fully operational on all locomotives included in the multi-unit system.

80 The braking force during electric braking must not exceed the maximum allowable under the conditions of limiting the forces of the longitudinal dynamics in the train and is established by local documents of the owner of the infrastructure. Turn off the electric braking gradually until the braking current drops to zero. At this point, completely disengage the electric brake.

81 To prevent turning off the electric brake during the application of emergency braking on electric locomotives operating on slopes with a steepness of more than 0.018, the contacts of the automatic control switch (AVU) on the brake line are shunted. To prevent damage to the wheel sets of the locomotive, it is necessary to bleed air from the locomotive simultaneously with the application of electric braking. brake cylinders locomotive.

82 If during electric braking in the train the automatic brakes are activated due to the opening of the emergency braking valve or violation of the integrity of the brake line, the driver is obliged to perform emergency braking by the driver’s crane to stop the train and, on slopes steeper than 0.018, bring the electric braking force of the locomotive to the maximum allowable value, prevent filling the brake cylinders of the locomotive. As the speed decreases, when the value of the armature braking current on the ammeter is close to zero, turn off the electric braking and fully apply the auxiliary brake of the locomotive.

IV Actions of the locomotive crew and features of the train brake control during the transition to the backup control of the driver's electronic crane

83 The transition to control of the train brakes from the reserve driver's crane must be carried out when it is impossible to control the driver's crane.

84 If the driver's crane fails, the driver must stop the train in order to switch to control of the train brakes by the driver's reserve crane.

After the train stops, actuate the auxiliary brake valve of the locomotive to full pressure in the brake cylinders.

Move the handle of the reserve brake valve to a position that ensures that the specified pressure in the brake line is maintained after braking.

85 In the event of a loaded train stopping with the air distributors of the cars switched on to the flat mode on a long descent, before releasing the automatic brakes, switch the air distributors to the mountain mode for at least 30-50% of the cars from the head of the train (depending on the steepness of the descent).

86 Release the automatic brakes of the train by setting the handle of the backup control valve to the released position.

87 A train controlled by automatic brakes by a reserve control crane should, as a rule, proceed to the nearest station or siding, where it is necessary to eliminate the causes of malfunctions in order to continue the train running by controlling automatic brakes by a driver’s crane. If it is impossible to eliminate malfunctions, the decision on the further passage of the train with automatic brake control by a backup control crane is made taking into account specific conditions (track profile, weight and length of the train, etc.).

88 In freight loaded trains with trains with a length of more than 250 axles, when reducing the speed of less than 20 km / h during service braking, leave after a complete stop of the train.

V Actions of the driver in emergency situations

V.1 Stopping a train on a descent

93 To stop the train on the downhill turn off the controller and apply the automatic brakes.

30-50 m before the stop, activate the sand feeders to improve the adhesion of the locomotive wheels to the rails during the subsequent setting of the train in motion. After the train stops, apply full braking by the auxiliary brake of the locomotive (if necessary, also by the parking (manual) brake of the locomotive) and release the automatic brakes. If the train starts moving, perform a braking stage by reducing the pressure in the line by 0.07-0.08 MPa (0.7-0.8), after which it is allowed to switch at least 1/3 of the air distributors in the head part of the freight train to the mountain mode and keep the train in a braked state during the parking process. In the case of movement after the first stage of braking, it is necessary to perform the second stage of braking by additional discharge of pressure in the brake line by 0.07-0.08 MPa (0.7-0.8) and stop the train. After stopping the train, actuate the auxiliary brake of the locomotive and the parking (manual) brakes in the train, giving a signal to the conductors of passenger cars, the chief conductor, and the head of work in the utility train. In trains where there are no such workers, the driver’s assistant must place brake shoes under the wheels of the cars on the locomotive, and if there are not enough of them, additionally activate the parking (manual) brakes of the cars in the amount and in accordance with the procedure established by the head of the infrastructure owner’s subdivision .

In a passenger train, in addition, report the stop to the head (mechanic-foreman) of the train by radio.

94 When the pressure in the main tanks drops below 0.61 MPa (6.0 ) for freight locomotives and 0.55 MPa (5.4 ) for passenger locomotives due to the compressors turning off when the voltage is removed in the contact network, a malfunction of diesel engines on a diesel locomotive and other reasons, it is necessary to stop the train with the help of automatic brakes and give a signal about the application of parking (manual) brakes to the conductors of the cars, the chief conductor, the head of work in the utility train, who must activate the parking (manual) brakes of the cars. In trains where there are no such workers, the driver’s assistant must place the brake shoes available on the locomotive under the wheels of the cars, and if there are not enough of them, additionally activate the parking (manual) brakes of the cars in the amount and in accordance with the procedure established by the organizational and administrative documents of the relevant departments of the infrastructure owner. The driver also activates the parking (manual) brake of the locomotive, braking the locomotive with an auxiliary brake with maximum pressure in the brake cylinders.

After restoring the normal operation of the compressors, before setting the train in motion, charge the brake line with the set pressure and release the automatic brakes.

95 Before setting the train in motion after parking on technical reasons charge the train with compressed air, check the tightness of the brake network and the integrity of the brake line, and then a short brake test on two tail cars, remove all brake shoes from under the wheels, release the parking (hand) brakes in the train, release the auxiliary brake of the locomotive in steps. If at the same time the train itself did not start moving, smoothly turn on the controller and as soon as the head part starts moving, turn off the controller and perform the braking stage with the auxiliary brake of the locomotive.

After the entire train is in motion, release the auxiliary brake.

V.2 Stopping a train on a rise

96 To stop the train on the rise, smoothly move the controller handle to the lowest running position and, after reducing the speed, turn off the controller, activate the auxiliary brake of the locomotive, and after compressing the train, also the automatic brakes. Before stopping, activate the sand feeders.

97 When setting the train in motion, it is necessary to follow the instructions of paragraph 93 of Appendix 3 of these Rules. If, after switching on the traction mode, it is not possible to set the train in motion, perform the first stage of braking and then release the brakes by the train position of the control element of the driver's crane. After compressing the train by rolling the locomotive back by 5-10 m, taking into account local conditions and the length of the train, perform a braking stage. After the release of the brakes by the position of the control body of the driver's crane, which ensures an increase in pressure in the brake line above the charging one, wait two-thirds of the time specified in the "Reference on the provision of the train with brakes and their proper operation" to release the tail cars, turn on the traction and set the train in motion.

98 When pulling down a train that has stopped on a lift on a lighter profile, be guided by the procedure for the actions of employees in case of a forced stop of a train on a haul in accordance with the Rules technical operation. Release the auxiliary brake and, if the train does not move by itself, turn on the controller and keep the train stretched, applying the auxiliary brake of the locomotive if necessary. To stop the train at the specified place, apply the automatic brakes with the first stage of braking.

After stopping, release the brakes, wait the necessary time for them to fully release and set the train in motion.

V.3 When the train stops on steep long descents, ascents after applying emergency braking

99 In the case of emergency braking with a freight train in which all air distributors are switched on to the mountain mode, after the train stops, the driver releases the brakes by setting the driver’s crane control body to the train position until the pressure in the surge tank increases by 0.07-0.08 MPa (0.7-0.8) less than the charging pressure, followed by the transfer of the control element of the driver's crane to a position that maintains the specified pressure in the brake line after braking. After holding the time, make a complete release with a position that ensures an increase in pressure in the brake line above the charging pressure until the pressure in the surge tank is overestimated by 0.05-0.07 MPa (0.5-0.7) above the charging one. On the slope, as soon as the head part starts to move, perform the braking step with the auxiliary brake of the locomotive to a pressure of 0.15-0.20 MPa (1.5-2.0), followed by its stepwise release after the start of the movement of the entire train. When setting the train in motion on the rise, be guided by paragraphs. 95 of Appendix 3 of these Rules.

V.4 When a train is delivered to a station after a break

100 When a freight train breaks down on a stretch and delivers it to the station, be guided by the procedure for the actions of employees in the event of a forced stop of a train on a stretch in accordance with the Rules for Technical Operation and the Rules for the Movement of Trains and Shunting Work or other regulatory documents in force on the territory of the Commonwealth member countries, Georgia, Latvian republics, the Republic of Lithuania and the Republic of Estonia.

Upon delivery of the ruptured train from the haul, replace the damaged connecting brake hoses with spare ones or removed from the tail car and locomotive.

101 In the process of pulling out a broken train, the absence of compressed air in the brake network of the last cars can be allowed only if it is impossible to restore the integrity of the brake line and it is necessary to close the end valves for this reason. At the same time, in a train that is on the rise, the driver must declare the need to set auxiliary locomotive to the tail of the train to go to the nearest station, where the malfunction must be eliminated or the faulty car uncoupled. The procedure for the withdrawal of such trains from the stage, the speed of their movement, taking into account the availability of brake pressure, are established by the head of the subdivision of the owner of the infrastructure, and in the absence of railway departments of the railway - by the deputy head of the subdivision of the owner of the infrastructure and are indicated in the technical and administrative documents of the owner of the infrastructure.

102 Before the train leaves the haul, perform a short test of the autobrakes.

For service braking, move the driver's crane handle to the V position and reduce the pressure in the surge tank by the required amount, after which the crane handle should be moved to the IV position. The first stage of braking is performed by lowering the pressure in the surge tank: in loaded trains - by 0.6 - 0.7 atm, on steep long descents - by 0.7 - 0.9 atm, depending on the steepness of the descent. If necessary, perform the second stage after at least 5 seconds after the cessation of air release from the line through the driver's valve.

If the valve has position VA, then after obtaining the necessary discharge of the surge tank with position V, it is allowed to hold the valve handle in position VA for 5-8 seconds before moving to position IV in order to stabilize the pressure in the surge tank in the shut-off position.

To prevent the depletion of autobrakes in a train when following a descent on which repeated braking is performed, it is necessary to maintain a time of at least 1 minute between braking to recharge the train's brake network. To fulfill this requirement, do not make frequent braking and do not release the autobrake at high speed. The time of continuous movement of a train with a constant braking step on the descent when the air distributors are turned on for the flat mode should not, as a rule, exceed 2,5 min. If longer braking is necessary, increase the discharge of the brake line by 0.3 - 0.5 atm and, after a sufficient decrease in speed, release the brakes.

If it is necessary to use full service braking, as well as in the process of adjusting braking when following a descent, do not discharge the brake line to a pressure below 3.8 atm. If, for any reason, when following the descent, the pressure in the TM is below 3.8 atm, stop the train, apply the auxiliary brake of the locomotive, then release the automatic brakes and charge the brake network in the parking lot before the train starts moving. If the pressure in the train line turned out to be lower than 3.8 atm at the end of the descent, and according to the conditions of the track profile, the speed of further movement will decrease so much that it will be necessary to release the automatic brakes, and in the time before the next braking it is possible to recharge the brake network to the set pressure, then stop the train for recharging is not required.

When the automatic brakes are fully released after service braking, hold the driver's crane handle in position I until the pressure in the surge tank rises by 0.5 - 0.7 above the charging one.

After emergency braking, the release of autobrakes in freight train carry out by transferring the valve handle to position I until the pressure in the surge tank is 6.5 - 6.8 atm

After stopping the train with the use of automatic brakes, it is necessary to wait for the time from the moment the driver’s crane handle is moved to the release position until the locomotive is set in motion: after the braking stage - not less than 1.5 minutes with air distributors switched on to the flat mode, and not less than 2 minutes, with air distributors switched on to the mountain mode; after full service braking - not less than 2 minutes with air distributors switched on to the flat mode, and not less than 3.5 minutes with air diffusers switched on to the mountain mode; after emergency braking in trains up to 100 axles - at least 4 minutes, more than 100 axles - 6 minutes.

5.23. Why is it necessary to reduce the pressure in the TM at the first stage of braking by at least 0.5 atm in a freight train and 0.3 atm in a passenger train?

The discharge of the brake line, set by the driver's crane to obtain the first stage of braking, must be no less than the additional discharge of the line performed by brake devices (passenger type - by 0.3 atm, cargo - by 0.5 atm). If the first stage of discharge by the driver’s crane is made less than the additional discharge, then the pressure drop in the TM through the air distributor will be greater than in the surge tank of the driver’s crane, and in the shutdown position with power, the valve will increase the pressure in the TM and uncontrolled release will occur. To obtain reliable braking and release by all devices, it is necessary at the first stage of braking to reduce the pressure in the TM by at least 0.5 atm in cargo and 0.4 atm in passenger ones.

In freight trains, when following a free section or on a green light on a flat track profile, a minimum braking step is allowed by reducing the pressure by 0.3 atm. A long exposure to such a stage can lead to the release of individual brakes, however, the safety of following will not be violated.

5.24. The procedure for checking the operation of the brakes along the route (clause 10.1.1. instr. No. 277, order No. 66 / N of 06/30/1999).

The operation of the auto brakes on the way should be checked at a speed of 40-60 km/h. If there are warnings about the speed, or it is impossible to develop a speed of 40 - 60 km / h in the prescribed places, check the brakes for braking to a complete stop, followed by checking the operation of the brakes on a favorable profile in the prescribed manner.

Checking the operation of automatic brakes along the route is carried out by reducing the pressure in the surge tank of a loaded freight train and a single following locomotive by 0.7 - 0.8 atm, in empty freight, passenger-and-freight trains by 0.5 - 0.6 atm, set for testing the brakes. When checking the operation of the brakes, it is prohibited to use auxiliary and electric brakes on the locomotive in all trains.

After the appearance of a braking effect and a decrease in speed by 10 km / h in a freight loaded train, a freight-passenger, passenger and single locomotive and by 4-6 km / h in an empty freight train, release the brakes. Said descents must occur at a distance not exceeding that specified by local regulations. The release of the brakes after checking on the way should be done only after the driver is convinced of their normal operation.

If, after the first stage of braking, the initial effect is not obtained in a passenger train within 10 s, in an empty freight train up to 400 axles long and a passenger-and-freight train within 20 s, in other freight trains within 30 s, immediately perform emergency braking and take all measures to the train stop.

The operation of the automatic brakes along the train route should also be checked after a complete or shortened test of the brakes, switching on and off the automatic brakes for individual cars or a group of cars, when switching from EPT to automatic, if the travel time on the EPT was 20 minutes or more.

If it is necessary to check the operation of automatic brakes in unspecified places, it is allowed to perform it, as a rule, on the station tracks or when leaving the station on the first stage, which has a platform or descent, taking into account local conditions. In these cases, the effect of automatic brakes may be assessed by the time of speed reduction by 4–6 km/h in an empty freight train and by 10 km/h in other freight trains and single locomotives. This time is set in local instructions.

In passenger trains, first check the operation of the automatic brake, and then the EPT. To check the operation of the EPT along the route, perform a step until the pressure in the TC of the locomotive is 1.0 - 1.5 atm.

1. Before the departure of a freight train from an intermediate station or stage, when parked for 300 seconds (5 minutes) or more, the driver is obliged to check the tightness of the brake network of the train at the train position of the driver’s crane control body with a note of its value and the place of verification on the reverse side of the “Certificate of providing the train with brakes and their proper operation. If, when checking the tightness of the brake network of the train, the driver detects its change by more than 20% upwards or downwards from the previous value specified in the “Reference on providing the train with brakes and their proper operation” with brakes, perform a shortened test of the automatic brakes.

In addition, before the departure of a freight train with a length of more than 100 axles from an intermediate station or a haul when parked for more than 300 seconds (5 minutes), check the condition of the brake line by setting the control element of the driver’s crane to a position that ensures an increase in pressure in the brake line above the charging pressure, holding in this position for 3-4 seconds. The difference between the pressure readings of the brake and supply lines must be at least 0.5 kgf / cm 2 (0.05 MPa).

2. Check the operation of the auto brakes along the route by reducing the pressure in the surge tank of a loaded freight train and a single following locomotive equipped with cargo-type air distributors by 0.06-0.08 MPa (0.6-0.8 kgf / cm 2), empty cargo - by 0.04-0.06 MPa (0.4-0.6 kgf / cm 2), cargo-passenger and separately following locomotive equipped with passenger-type air distributors - by 0.05-0.06 MPa (0. 5-0.6 kgf / cm 2), installed for testing the brakes.

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

After the appearance of a braking effect and a decrease in speed by 10 km/h in a loaded freight, passenger-and-freight train and a single locomotive and by 4-6 km/h in an empty freight train, release the brakes. The specified speed reductions should occur at a distance not exceeding the established technical and administrative documents of the owner of the infrastructure.

Release the brakes after checking along the route only after the driver is convinced of their normal operation.

If, after the first stage of braking, the initial effect is not obtained in an empty freight train with a length of up to 400 axles and a passenger-and-freight train within 20 seconds, and in the remaining freight trains within 30 seconds, immediately perform emergency braking and take all measures to stop the train.

If it is necessary to check the operation of automatic brakes in unspecified places, it is allowed to perform it, as a rule, on the station tracks or when leaving the station on the first stage, which has a platform or descent, taking into account local conditions. In these cases, the effect of automatic brakes can be evaluated by the time of speed reduction by 4-6 km/h in an empty freight train and by 10 km/h in other freight trains and single locomotives.

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

In case of detection of unsatisfactory operation of the automatic brakes, when assessing their action in terms of the speed reduction time, apply emergency braking and take all measures to stop the train.

3. Depending on the result of checking the operation of the automatic brakes, the driver, during the further driving of the train, selects the places for the start of braking and the amount of pressure reduction in the brake line so as to prevent the passage of a signal with a prohibition indication, and the speed reduction signal and the place for the start of the speed limit follow at a set speed .

4. The first stage of braking should be performed by reducing the pressure in the surge tank: in loaded trains - by 0.05-0.08 MPa (0.5-0.8 kgf / cm 2), on steep long descents - by 0.06-0 .09 MPa (0.6-0.9 kgf / cm 2), depending on the steepness of the descent; empty - by 0.04-0.06 MPa (0.4-0.6 kgf / cm 2).

The second stage, if necessary, should be performed after at least 6 seconds after the air outlet from the line through the driver's valve stops.

All service braking should be carried out using the position of the driver’s valve control body, at which the compressed air pressure set by the driver’s crane in the brake line is maintained, regardless of compressed air leaks from the brake line after braking.

If the driver's crane has a service braking position with a delayed discharge of the surge tank, then after obtaining the necessary discharge of the surge tank, it is allowed to hold the control element of the driver's crane in this position for 5-8 seconds before moving to a position that ensures that the specified pressure in the brake line is maintained after braking with to stabilize the pressure in the surge tank.

The subsequent stages of braking, if necessary, are performed by reducing the pressure in the surge tank in the range from 0.03 to 0.08 MPa (from 0.3 to 0.8 kgf / cm 2).

The best train braking smoothness is ensured by the discharge of the brake line at the beginning of service braking by the value of the first stage.

Repeated braking should be performed when following the descent in the form of a cycle consisting of braking and release when the required speed of the train is reached.

If, when the automatic brakes are released by the position of the control element of the driver’s crane, which ensures an increase in pressure in the brake line above the charging one, the time for recharging the working chambers of the air distributors in the flat mode was less than 60 seconds (1 minute), the next stage of braking should be performed by reducing the pressure in the surge tank by 0.03 MPa (0.3 kgf / cm 2) is more than the initial braking stage.

In order to prevent the depletion of autobrakes in a train when following a descent on which repeated braking is performed, it is necessary to maintain a time of at least 60 seconds (1 minute) between braking to ensure recharging of the brake line of the train. To fulfill this requirement, do not make frequent braking and do not release the autobrake at high speed.

The time of continuous movement of a train with a constant braking stage on the descent when the air distributors are switched on to the flat mode should not exceed 150 seconds (2.5 minutes). If more prolonged braking is required, increase the discharge of the brake line and, after a sufficient decrease in speed, release the brakes. Based on local conditions, based on the results of experimental trips of the second kind, the specified time can be increased and regulated in the technical and administrative documents of the infrastructure owner.

5. When controlling autobrakes on long descents of 0.018 and steeper, where the charging pressure in the brake line is set to 0.52-0.54 MPa (5.3-5.5 kgf / cm 2) and the cargo-type air distributors are switched on for mountain mode, the first perform the braking stage at the speed established in the technical and administrative documents of the owner of the infrastructure by reducing the pressure in the surge tank by 0.06-0.09 MPa (0.6-0.9 kgf / cm 2), and on steeper slopes 0.030 - 0, 08-0.10 MPa (0.8-1.0 kgf / cm 2). Further, the braking force is adjusted depending on the speed of the train and the track profile. At the same time, do not fully release the autobrakes if the train speed exceeds the set speed before the end of recharging the brake line and performing repeated braking.

If it is necessary to use full service braking, as well as in the process of adjusting braking with additional steps when following the descent, do not discharge the brake line to a pressure below 0.35 MPa (3.6 kgf / cm 2). If, for any reason, when following the descent, the pressure in the brake line is below 0.35 MPa (3.6 kgf / cm 2), stop the train, activate the auxiliary brake of the locomotive, then release the automatic brakes and charge the brake line to parking before the train starts moving (or for at least 300 seconds (5 minutes) if the train is held by the auxiliary brake of the locomotive).

After the train passes a long descent and transfers its brake line to normal charging pressure at the station, the inspectors must check the release of all automatic brakes in the train and switch the air distributors in the train to the flat mode.

6. The auxiliary brake of the locomotive, if used, should be released in steps with a time delay after the automatic brakes of the train are released.

7. Before braking by reducing the pressure in the surge tank by more than 0.10 MPa (1.0 kgf / cm 2) with automatic brakes, first activate the sand feeders.

8. If, after the release of the automatic brakes, it becomes necessary to re-brake, then this release in freight trains must be carried out in advance and at such a speed as to ensure the necessary charging of the brakes for repeated braking.

9. When a freight train is traveling at a speed of more than 80 km/h and a yellow light appears at the locomotive traffic light, actuate the brakes by reducing the pressure in the surge tank in the loaded train by 0.08-0.10 MPa (0.8-1.0 kgf / cm 2), empty - by 0.05-0.06 MPa (0.5-0.6 kgf / cm 2). At a lower speed or longer block sections, braking should be started, taking into account the speed, the profile of the path and the effectiveness of the braking means, at an appropriate distance from the traffic light.

10. In freight trains, after service braking, the full release of automatic brakes should be carried out by increasing the pressure in the surge tank to the charging pressure with a train length of up to 100 axles and by 0.03-0.07 MPa (0.3-0.7 kgf / cm 2) above the charger in trains with a length of more than 100 axles, depending on the conditions of the train.

After reducing the pressure to normal charging, if necessary, repeat the indicated overpressure.

On short descents, where repeated braking is applied and the air distributors in the freight train must be switched on to the flat mode, the release between repeated braking should be performed by increasing the pressure in the surge tank to the charging pressure.

If the brakes are on the mountain mode and full release is not required, then perform a stepped release by transferring the control valve to the train position until the pressure in the surge tank rises at each stage of release by at least 0.03 MPa (0.3 kgf / cm 2) . At a pressure in the brake line after the next stage of release of the brakes by 0.04 MPa (0.4 kgf / cm 2) below the pre-brake charger, only complete release should be performed.

11. After emergency braking, complete release of the autobrakes until the pressure in the surge tank is higher than the charging pressure by 0.05-0.07 MPa (0.5-0.7 kgf / cm 2) at the driver's crane without a stabilizer and by 0.10 -0.12 MPa (1.0-1.2 kgf / cm 2) if the crane driver has a stabilizer.

12. When the length of the composition of a loaded freight train is more than 100 to 350 axles, simultaneously with the start of release of automatic brakes, brake the locomotive with an auxiliary brake valve with a pressure in the brake cylinders of 0.10-0.20 MPa (1.0-2.0 kgf / cm 2), if it was not braked earlier by the automatic brake of the locomotive and kept in the braked state for 30-40 seconds, then release the locomotive brake in steps.

13. In trains with a train with a length of more than 300 axles, do not release the auto brakes at a speed of less than 20 km/h until the train comes to a complete stop. As an exception, when following a descent, where there is a speed limit of 25 km/h or less, the release of autobrakes should be carried out with advance braking of the locomotive by the auxiliary brake 15-20 seconds in advance.

14. After stopping the train with the use of automatic brakes, it is necessary to wait for the time from the moment the control body of the driver's crane is transferred to the full release position until the locomotive is set in motion:

After the braking stage - at least 90 seconds (1.5 minutes) with the air distributors switched on to the flat mode, and not less than 120 seconds (2 minutes) with the air distributors switched on to the mountain mode;

After full service braking - not less than 120 seconds (2 minutes) with the air distributors switched on to the flat mode, and not less than 210 seconds (3.5 minutes) with the air distributors switched on to the mountain mode;

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

At negative temperatures of the ambient air, the time from the moment the control element of the driver's crane is transferred to the vacation position until the locomotive is set in motion increases by one and a half times.

Transfer the control valve of the auxiliary brake to the last braking position. On locomotives equipped with a driver’s crane, in which the transmission of the control command from the control body to the actuators is carried out electrically or otherwise (except mechanically), the auxiliary brake control crane in the non-working cab must remain in the train position;

Apply the automatic parking brake (if equipped);

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

b) on locomotives not equipped with a blocking device or with a brake blocking device No. 267:

If there is an electro-pneumatic brake, turn off the power control switch for this brake on the control panel;

Discharge the brake line to zero by setting the control element of the driver's crane to the emergency braking position;

Move the handle of the combination valve (if equipped) to the double pull position. If the lock has the function of automatic disengagement of the driver's crane with the brake line, when turning the key of the locking device, do not perform this operation;

After setting the maximum pressure in the brake cylinders, turn the key of the brake locking device No. 267 and remove it;

Close the disconnect valve from the auxiliary brake valve to the brake cylinders.

On electric locomotives of the ChS series, the disconnect valve on the air duct from the auxiliary brake valve No. 254 to the brake cylinders must be open.

Make sure that the brake cylinders are filled to full pressure and that there is no unacceptable decrease in pressure in the brake cylinders (it is allowed to reduce the pressure in the brake cylinders by no more than 0.02 MPa (0.2 kgf / cm 2) for 1 min.)

When the locomotive is equipped with a parking (manual) brake drive and pressure gauges of the brake cylinders in the body, which make it possible to control the inhibited state of the locomotive in the process of moving to another control cabin, the presence of an assistant driver in the leaving cabin is not required.

In the cab being put into operation, the driver must:

a) on locomotives equipped with a blocking device:

b) on locomotives not equipped with a blocking device or with a brake blocking device No. 267:

Open the disconnect valve on the air line to the brake cylinders from the auxiliary brake valve;

Transfer the control element of the driver's crane from the brake position to the train position, and if there is a brake lock No. 267, insert the removable lock key into the socket and turn it, charge the surge tank to the charging pressure;

Open the combined valve, charge the brake line to the charging pressure;

Move the control element of the auxiliary brake valve to the train position.

b) on locomotives equipped with a blocking device:

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

Transfer the control element of the driver's crane from the brake position to the train position and fill the surge tank and the brake line to the charging pressure;

Release the automatic parking brake (if equipped).

The driver's assistant during the transition must be in the left cabin and, using the pressure gauges of the brake line and brake cylinders, control the inhibited state of the locomotive until the brake line is charged from the working cabin. In the event of a spontaneous release of the locomotive brake, the driver's assistant must activate the parking (hand) brake.

On locomotives equipped with a parking (hand) brake drive in only one cab, the assistant driver during the transition must be in a cab equipped with a parking (hand) brake drive.

On locomotives equipped with an automatic parking brake, an assistant driver in a cab equipped with a parking (hand) brake drive is not required.

After the locomotive has been hitched to the train, the presence of the driver's assistant in the cab being left is not required.

Having completed all the operations for the transition to work cabin, the driver must:

Before setting the locomotive in motion, check, by controlling the pressure gauge of the brake cylinders, the operation of the auxiliary, and then automatic brakes;

After setting the locomotive in motion, check the operation of the auxiliary brake at a speed of 3-5 km/h until the locomotive stops.