Violation of the integrity of the train brake line. Actions of the locomotive crew in case of violation of the integrity of the train brake line. Actions of the driver in the event of a drop in pressure in the brake line of a freight train causing the brakes to operate

A rupture of the brake line or the opening of a stop valve leads to a slowdown in the movement of the train, continuous operation of the compressor, and when the compressors are turned off, a rapid drop in pressure is observed in the main tanks (at 0.5 kgf/cm2 in approximately 8 - 15 s). A break is also determined by the specific noise of the main supply through the driver's tap and an increase in the traction current of the locomotive. Possibly insignificant (at 0.2 – 0.3 kgf/cm2) decrease in pressure in the brake magistrates.

On a freight train when the warning light comes on "TM" or if a line rupture is suspected, move the driver’s crane handle to the shut-off position for 5 - 7 seconds without feeding the brake line leaks. If after this there is a continuous and rapid decrease in pressure in the line, the train must be immediately stopped by service braking, using the overlap position without feeding the brake line leaks, and the cause of the decrease in pressure must be identified and eliminated.

Turning on the warning light "TM" may also be caused by unsatisfactory adjustment of the driver's crane stabilizer (together with a violation of the density of the equalizing piston) or a malfunction of the sensor itself No. 418 .

If, when moving the operator's crane handle to the position III after the lamp lights up "TM" there is no rapid drop in pressure in the line, then if there is a signaling device on the locomotive, the first stage of braking is performed, after the lamp goes out "TM" release the brakes and drive the train further. In the absence of a signaling device or its inactivity, the operator’s crane handle is moved from the position III to position I until the pressure in the surge tank increases by 0.5 - 0.7 kgf/cm2 above the charger, after which it is transferred to the train position.

To avoid false activation of the rupture alarm when switching from high pressure to normal, the stabilizer is adjusted to a reduced rate of overcharging elimination, and if it cannot be adjusted, then the brakes on the route are released by moving the driver's crane handle to the position I with an increase in pressure in the equalization tank to the charging one.

If the brake line of a passenger, freight-passenger or mail-luggage train breaks, emergency braking is immediately performed.

The driver informs all train drivers on the stretch, as well as station attendants (dispatchers), by radio about the train stopping due to a line break, and makes sure that the message has been received.

If the connecting hoses are disconnected or damaged on the train, then after restoring the integrity of the brake network, a short brake test is performed.

If an open end valve is detected at the tail of the train, close it, check for the presence of a tail signal and write down the number of the last car for comparison with the number indicated in the brake certificate. If self-uncoupling is suspected, they check whether there are any cars on the track within sight and, if uncoupled cars are found, take measures to secure them, and then follow the instructions of the train dispatcher.

In the event that the damage to the brake line cannot be repaired, the train is removed from the section in the manner established by the order of the head of the road.

Changing the length of a train's brake line. IN passenger train shutting off of the end valves or blockage of the air duct can be determined by the duration of air release through the driver's valve. When the pressure in the line decreases by 0.5 kgf/cm2 the release of air into the atmosphere through the valve with four or fewer cars should stop immediately, with eight - after 2 - 3 s.; at 16 - after 7 - 9 s.; at 20 - after 11 - 13 s. When the operator's crane handle is moved from the position I to position II after charging the surge tank to 5.0 kgf/cm2 in a train of 12 or more cars there should be no air venting. A reset indicates a reduction in the length of the brake line. How more time discharge, the shorter the line. The locomotive crew needs to determine the cause and location of the air duct blockage, and after eliminating the malfunction, perform a short brake test.

On a freight train, blocked end valves or clogged brake lines can be detected when checking the tightness of the brake network. A sharp increase (more than 20% of the value indicated in the certificate form VU-45) the time of pressure drop in the main tanks may be a consequence of a decrease in leaks due to a reduction in the length of the train main. In this case, the locomotive crew must perform a short brake test while parked.

If the locomotive is equipped with a brake line break indicator No. 418 , then the shutdown of the end valves or a break in the line is easily determined by the lighting of the warning lamp "TM". When the warning light is activated in a parking lot, check its serviceability by performing the first stage of braking, in which the lamp "TM" should go out. If the indicator is in working order, inspect the composition and perform a short brake test.

To determine the location of the blockage of the brake line, it is necessary to perform braking, and if the brakes of part of the train do not work or are not released during vacation, then the location of the blockage must be looked for in the first car of this part or standing in front of it.

In a freight train, as in a passenger train, it is possible to detect the overlap of the end valves in the first 10 - 15 cars by moving the driver's valve handle from the train position to the I and returning her back to the train. If the brake line is short, the pressure gauge arrow when the driver's tap handle is in I position deviates to the right by a large amount, and when the handle of the driver's tap is moved to the train position, air is released through the driver's tap into the atmosphere.

If the brake line is blocked and you are driving EPT The first few braking times will be effective due to the residual air pressure in the reserve reservoirs. Further use EPT may lead to the passage of a prohibiting signal. Therefore, it is important in all cases mentioned in the Brake Operating Instructions to test the car brakes and check their operation on the road. Detect shortening of the brake line when driving on EPT it is possible if you perform braking without discharging the brake line by increasing the pressure in the brake cylinders to 2.0 – 2.5 kgf/cm2, and then immediately put the driver’s crane handle in position III. Typically, the pressure in the brake line decreases by 0.3 kgf/cm2 due to the flow of air from it into reserve tanks. If there is no such reduction in pressure, it can be assumed that the brake line is shortened.

Finding unsatisfactory performance EPT, the driver turns them off and checks the operation of the brakes.

Control of brakes during a forced stop of a train on a stretch

Stop on the descent. Securing a passenger train during a forced stop on a stretch is carried out by the head of the train and the carriage conductors at the direction of the driver.

On a freight train, 30 - 50 m before the stop, activate the sandbox to improve the adhesion of the locomotive wheels to the rails. After stopping the train, apply full braking with the auxiliary brake of the locomotive (if necessary, with the hand brake of the locomotive) and release the automatic brakes. If the train starts to move, perform a braking step by reducing the pressure in the line by 0.7 – 0.8 kgf/cm2, after which it is allowed to switch at least 13 air distributors in the head part of the freight train to the mountain mode and leave the train in a braked state during the parking process. In case of movement after the first stage of braking, it is necessary to perform the second stage of braking by reducing the pressure in the line by 0.7 - 0.8 kgf/cm2 and stop the train. After the train stops, apply the auxiliary brake of the locomotive and the hand brakes of the train, signaling this to the conductors passenger cars or the work manager on the economic train.

On trains where there are no such workers, the assistant driver must place the brake shoes on the locomotive under the wheels of the cars, and if they are insufficient, additionally apply the hand brakes of the cars in the quantity and in accordance with the procedure established by the head of the road.

In a passenger train, in addition, report the forced stop to the train manager via radio communication.

Before setting the train in motion after parking, remove all brake shoes from under the wheels. After this, activate the automatic brakes, release the hand brakes on the train, and then fully release the automatic brakes of the train and the auxiliary brake of the locomotive in stages. If the train does not start moving on its own, smoothly turn on the controller and, as soon as the head part starts moving, turn off the controller and perform the braking step with the auxiliary brake of the locomotive.

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

Stop on the rise. To stop the train on an ascent, move the controller handle to the lowest running position, after reducing the speed, turn off the controller and activate the auxiliary brake of the locomotive, and after compressing the train, the automatic brakes. Then secure the train as if stopping on a descent.

Before setting the train in motion, remove the brake shoes and release the brakes. If, after turning on the traction mode, it is not possible to set the train in motion, then perform the first stage of braking and then measure the brake release time with the train position of the driver's crane handle before the train begins to roll. After the start of rolling, stop the train with the first stage of braking and repeat the release. After waiting the required time and without waiting for the brakes to be completely released, set the train in motion.

When settling a train stopped on an incline onto a lighter profile, be guided by the requirements PTE. Release the auxiliary brake and if the train does not start moving on its own, turn on the controller and keep the train stretched, using the locomotive's auxiliary brake if necessary. To stop the train at a designated place, apply the automatic brakes using the first braking stage.

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

Features of brake control in winter. Preventing freezing of brake equipment

The likelihood of brakes freezing is greatest during the transition from positive to negative temperatures. Freezing is possible at temperatures up to +5°C.

To reduce the likelihood of brake freezing, it is necessary to prevent overheating of compressors in the forced air, promptly remove moisture from moisture collectors and devices that reduce air pressure (driver's tap, EPK-150, tap no. 254 , locking device No. 367, gearboxes, etc.).

IN winter time Brake performance also deteriorates as a result of a decrease in the sealing properties of rubber products, threaded connections, thickening of the lubricant, and ice formation on the lever transmission and brake pads.

The following violations in its maintenance lead to freezing of brake equipment:

Untimely removal of moisture from the main reservoirs, brake and feed networks of the locomotive, driver's cranes, EPK-150 and etc.;

Large air leaks from the brake and feed networks of the locomotive and train;

Operation of one compressor instead of two or low performance of compressors;

Failure to comply with the rules for the maintenance and repair of brake devices (lack of lubricant on the rubbing surfaces of the devices or the use of inappropriate brands of lubricant, dirty filters, oil separators, release of oil into the discharge pipeline, etc.);

Untimely removal of ice and snow from the lever transmission;

Getting moisture and damp sand into sandbox bunkers, violating the rules for their maintenance.

An analysis of brake equipment failures shows that in winter the most vulnerable places are:

Intersectional connections (connecting hoses, especially with calibrated washers, end valves, places where pipelines bend, hoses for blocking pressure regulators of diesel locomotives);

Moisture collectors and their drain valves (especially the first main tank after the compressor and compressor cooler);

Supply pipeline from main tanks to blocking device No. 367 or the driver’s tap and the brake line pipe from these devices, especially under the driver’s cab;

Pressure switch No. 304 , locking device No. 367 , pressure regulator AK-11B, driver's crane, brake cylinders;

Isolation valves, bypass pipes of the main tanks, a discharge pipe at the point where it enters the tank.

2.1. The main causes of pressure drop in the brake line

trains are:

Disconnection of brake hoses or other damage to integrity

brake line in the train;

Breakage (self-release) of the automatic coupler in the train;

Derailment of rolling stock with violation of brake integrity

highways;

Stop valve failure on a passenger train.

2.2. Signs of a drop in pressure in the brake line of a train

are:

Reduction in speed that does not correspond to the track profile;

Frequent activation of compressors;

Rapid reduction in pressure in the main tanks after shutdown

compressors when sandboxes and typhons are not working;

Triggering of the brake line rupture warning lamp with

sensor No. 418.

Basic control over the integrity of the train brake line

carried out by the driver using control devices located in

control cabin.

2.3. The procedure for a train driver in the event of a pressure drop in

brake line of a passenger train, MVPS.

If the pressure in the passenger brake line drops (postal

baggage, cargo-passenger) train, MVPS driver must use

emergency braking by placing the operator's crane handle in position

emergency braking, and the auxiliary brake handles in extreme

braking position to a complete stop. When using emergency

braking, the feed system must be used

sand under the wheelsets. Sand supply should be stopped at speed

movement 10 km/h.

2.4. The driver's procedure in the event of a drop in pressure in the brake

freight train mainline.

If, when a freight train is traveling, its speed without being brought to

The brake action is not reduced, but there are signs of a possible rupture

brake line, the driver must immediately turn off the traction for 5-7

sec, move the handle of the operator's crane to position III (overlapping without

supply) and monitor the pressure in the brake line, while:

If there is a rapid and continuous drop in pressure in the brake

highways or a sharp slowdown in train movement that does not correspond to

track profile, perform service braking, then turn the crane handle

transfer the driver to position III and stop the train without using

locomotive auxiliary brake;

If there is no rapid and continuous decrease in brake pressure

highway and a sharp deceleration of the train, perform service braking at

the value of the first stage, then release the brakes in the established order;

In the event of repeated braking of the train due to spontaneous

activation of the auto brakes in the train, perform braking and release the auto brakes

in accordance with the established procedure, informing the DNC or DSP about this and declaring control

checking the car brakes, having agreed with the DYSH station for its implementation.

2.5. The procedure for transmitting information about a train stopping for a reason

pressure drop in the brake line.

When a train is forced to stop due to a drop in pressure in

brake line, the driver (assistant driver) is obliged to install

order to announce via radio communication the place and reason for the train stop, indicating

lack of information about the availability of rolling stock dimensions.

2.6. The procedure for inspecting the train composition.

When the train stops due to a drop in pressure in the brake

highway, the driver must send an assistant driver for inspection

of the train, having previously instructed him on the procedure.

Before leaving to inspect the train, the assistant driver must:

Write down the number of the tail car from the brake certificate, form VU-45;

Take with you signaling accessories and a flashlight at night;

When stopping a freight train on an unfavorable profile, take

brake shoe for securing cars;

To determine the cause of the pressure drop in the brake line

inspect the entire train;

- Having reached the last carriage, check it with the number indicated in the certificate

forms VU-45, make sure that there are tail signals on the car, and also that

that the end valve is in the closed position , and the brake hose

mainline is suspended on a bracket (in a passenger train additionally

check with the conductor of the tail car).

Inspection of a passenger train is carried out jointly with the head

trains or train electrician.

2.7. Procedure for disconnecting brake hoses or friend

violation of the integrity of the brake line on the train.

If a disconnection of the brake hoses is detected, the locomotive crew

Inspect them and, if necessary, replace them (remove them from the tail

car or locomotive) and connection, making sure that the number of the tail car

Perform a short brake test.

If a violation of the integrity of the train brake line is detected due to

for malfunctions of the brake equipment of cars and the impossibility of

elimination, the locomotive crew is obliged to:

- in agreement with DSC, order an auxiliary locomotive from the tail

trains for removing the tail section from the stage , or request workers

carriage facilities for troubleshooting;

If the end valve is closed to the faulty car, carry out

securing the tail part of the train from the faulty car, according to the norm

fastening.

2.8. Procedure for detecting a train disconnection (break).

If during inspection of the train a self-release or broken automatic couplers are detected,

The assistant driver is obliged to:

Take measures to secure the uncoupled part of the train by laying

brake shoes on the slope side and actuating the existing

hand brakes of freight cars, in accordance with fastening standards;

In a passenger train, through the carriage conductors, activate

hand brakes for each car of the uncoupled part;

Make sure that the number of the last car of the uncoupled group

corresponds to the number indicated in the certificate of form VU-45;

Report to the driver about securing the uncoupled cars, the distance

between them, the condition of their automatic couplers and brake hoses. After receiving information from the assistant driver, the driver coordinates further actions with the DNC.

In case of self-uncoupling, the locomotive crew is obliged to:

If possible, make a train connection with settling speed

2.1. The main reasons for the drop in pressure in the brake line of a train are:

separation of brake hoses or other violation of the integrity of the brake line in the train;

breakage (self-release) of the automatic coupler in the train;

derailment of rolling stock with violation of the integrity of the brake line;

failure of the stop valve on a passenger train.

2.2. Signs of a drop in pressure in the train brake line are:

speed reduction that does not correspond to the track profile;

frequent activation of compressors;

rapid decrease in pressure in the main reservoirs after turning off the compressors when sandboxes and typhons are not working;

activation of the brake line rupture alarm with sensor No. 418.

The main control over the integrity of the train's brake line is carried out by the driver using control devices located in the control cabin.

2.3. The procedure for a train driver to act in the event of a drop in pressure in the brake line of a passenger train,M.B.PS.

If the pressure in the brake line of a passenger (mail and luggage, freight and passenger) train, MVPS drops, the driver must apply emergency braking by placing the driver's crane handle in the emergency braking position, and the auxiliary brake handle in the extreme braking position until a complete stop. When applying emergency braking, a system for supplying sand under the wheelsets must be used. The supply of sand must be stopped at a speed of 10 km/h.

2.4. The procedure for a driver's actions in the event of a drop in pressure in the brake line of a freight train.

If, when a freight train is traveling, its speed does not decrease without activating the brakes, but there are signs of a possible rupture of the brake line, the driver must immediately turn off the traction for 5–7 seconds. move the handle of the driver's crane to position III (roof without power) and observe the pressure in the brake line, while:

if there is a rapid and continuous drop in pressure in the brake line or a sharp slowdown in the movement of the train that does not correspond to the track profile, perform service braking, after which the driver’s valve handle is moved to position III and the train is stopped without using the locomotive’s auxiliary brake;

if there is no rapid and continuous decrease in pressure in the brake line and a sharp deceleration of the train, perform service braking by the amount of the first stage, then release the brakes in the prescribed manner;

in the event of repeated braking of the train due to spontaneous activation of the automatic brakes in the train, brake and release the automatic brakes in the established order, informing the DNC or DSP about this and declare a control check of the automatic brakes, having agreed with the DNC station for its implementation.

2.5. The procedure for transmitting information about a train stopping due to a drop in pressure in the brake line.

When a train is forced to stop due to a drop in pressure in the brake line, the driver (driver's assistant) is obliged to announce in the established manner by radio the place and reason for stopping the train, indicating the lack of information about the presence of the rolling stock gauge.

2.6. The procedure for inspecting the train composition.

When the train stops due to a drop in pressure in the brake line, the driver must send an assistant driver to inspect the train, having previously instructed him on the procedure.

Before leaving to inspect the train, the assistant driver must::

write out the number of the tail car from the brake certificate, form VU-45;

take with you signaling accessories and a flashlight at night;

when stopping a freight train on an unfavorable profile, take a brake shoe to secure the cars;

to determine the cause of the pressure drop in the brake line, inspect the entire train;

Having reached the last car, check it with the number indicated in the certificate of form VU-45, make sure that there are tail signals on the car, and also that the end valve is in the closed position, and the brake line hose is suspended on a bracket (in a passenger train, additionally check with the conductor of the tail car).

Inspection of a passenger train is carried out jointly with the train manager or train electrician.

2.7. Procedure in case of disconnection of brake hoses or other violation of the integrity of the brake line on a train.

If a disconnection of the brake hoses is detected, the locomotive crew is obliged to:

inspect them,, if necessary, replace them (remove them from the tail car or locomotive) and connect them, making sure that the number of the tail car corresponds to the number indicated in the certificate of form VU-45;

perform a short brake test.

If a violation of the integrity of the train brake line is detected due to a malfunction of the brake equipment of the cars and the impossibility of eliminating it, the locomotive crew is obliged to:

in agreement with the DSC, order an auxiliary locomotive from the tail of the train to remove the tail section from the stage, or request carriage workers to eliminate the malfunction;

if the end valve to the faulty car is closed, secure the tail part of the train from the faulty car, according to the fastening standard.

2.8. Procedure for detecting a train disconnection (break).

If during inspection of the train a self-release or broken automatic couplers are detected, the assistant driver is obliged to:

take measures to secure the uncoupled part of the train by laying brake shoes on the side of the slope and activating the existing hand brakes of freight cars, in accordance with the securing standards;

in a passenger train, through the car conductors, activate the hand brakes of each car of the uncoupled part;

make sure that the number of the last car of the uncoupled group corresponds to the number indicated in the certificate of form VU-45;

report to the driver about the securing of uncoupled cars, the distance between them, the condition of their automatic couplers and brake hoses.

After receiving information from the assistant driver, the driver coordinates further actions with the DNC.

In case of self-uncoupling, the locomotive crew is obliged to:

if possible, connect the train with a settling speed of the head of the train of no more than 3 km/h;

Replace damaged brake hoses with spare ones, and if they are missing, remove them from the tail car or front beam of the locomotive;

After coupling the train, perform a short test of the brakes based on the action of the brakes of the two tail cars.

The procedure for further actions in the event of a train disconnection (break) is determined by paragraphs 7.9. - 7.13. IDP.

If it is impossible to connect the train, the driver is obliged to request an auxiliary locomotive at the rear of the train.

When withdrawing part of a train from a section, it is necessary to protect the tail car of the withdrawn part of the train with an unfurled yellow flag at the buffer beam on the right side, and at night with a yellow light from a lamp and write down the numbers of the tail cars of the remaining part of the train and the withdrawn part.

In the event of a break in the automatic coupling devices of wagons, the driver is obliged to order a control check of the brakes.

2.9. Procedure for detecting rolling stock derailment.

If a rolling stock derailment is detected, the assistant driver is obliged to immediately secure the tail section of the train in accordance with the securing standards, fencing the derailment site in accordance with the fencing standards and report to the train driver.

The train driver, having received information about the rolling stock derailment, is obliged to:

turn on the red lights of the buffer lamps;

provide train fencing in accordance with the established procedure;

report to the DNC (chipboards limiting the stretch);

After a personal inspection of the gathering place, transfer the following information to the DNC (chipboards limiting the route):

are there any human casualties,

presence of clearance on the adjacent track,

indicate exactly at which kilometer and picket the derailment occurred, the nature of the terrain, whether there are any approaches to the railway track,

how many units of rolling stock derailed (is there a locomotive derailment),

status data contact network and contact network supports;

In the future, follow the instructions of the DNC.

2.10. Procedure for detecting a failure of the stop valve on a passenger train.

If, during an inspection of a passenger train, it turns out that the pressure drop in the brake line was due to the failure of the stop valve, then no further inspection is carried out. The locomotive driver acts on the basis of the decision on further travel made by the train manager. The locomotive driver must receive a report in the established form, which is drawn up by the head of the train on the fact and reasons for the failure of the stop valve.

If, when a freight train is traveling, its speed decreases without activating the brakes, signs of a possible brake line rupture have appeared: frequent starts of compressors, a rapid decrease in pressure in the main reservoirs after turning off the compressors when the sandboxes and typhons are not working, the activation of a brake line rupture alarm with sensor No. 418, the driver must immediately turn off the traction for 3-5 With move the handle of the driver's tap to position III (roof without power) and observe the pressure in the brake line.

If there is a rapid and continuous drop in pressure in the brake line or a sharp deceleration in the movement of a train that does not correspond to the track profile, it is necessary to perform service braking at a step of 0.5-1.0 kgf/cm 2, then move the driver’s crane handle to position III and stop the train without using the locomotive’s auxiliary brake. After the train stops, identify and eliminate the fault.

Without waiting for the train to stop, turn on two red buffer lights on the locomotive. When an oncoming train appears, give signals by briefly flashing the spotlight, call the driver of the oncoming train via train radio and inform him that there is no information about the condition of the train and the presence of clearance on the adjacent track.

At the same time, via radio communication, inform the train dispatcher, the attendants at the stations limiting the stretch, and the drivers of oncoming and passing trains on the stretch, and in the passenger train, the head of the train about what happened, including in the message information about the condition of the train and the gauge on the adjacent no information path available.

At the same time, the driver of the oncoming train, having received a message from the driver of the stopped train information about the train stopping due to the brakes being activated and his lack of information about the presence of clearance on the adjacent track, as well as if there are red lights at the buffer beam, take measures to reduce the speed from in such a way as to follow along standing train at a speed of no more than 20 km/h, and proceed further with special vigilance and readiness to stop immediately if an obstacle to further movement is encountered. If the driver of an oncoming train has received information that there has been a derailment of rolling stock on an adjacent track that has gone beyond the gauge of the rolling stock, he must stop the train with his head near the locomotive of the oncoming train, and if it is not possible to smoothly reduce the speed in time, apply emergency braking.

If, when the driver's crane handle is set to position III, there is no rapid and continuous decrease in pressure in the brake line and a sharp deceleration of the train, perform service braking by the amount of the first stage, then release the brakes in the established order. In the event of repeated braking of the train due to spontaneous activation of the automatic brakes in the train, brake and release the automatic brakes in the established order, reporting the brake malfunction to the train dispatcher or the station duty officer, and at the same time request a control check of the automatic brakes. Proceed to the nearest station where there is a service station for cars or to the station indicated by the train dispatcher.

If the “TM” warning lamp of the brake line rupture indicator lights up while parked, it is necessary to check the serviceability of the indicator by the braking stage, at which the “TM” lamp should go out. Having ensured that the indicator is in good working order, after restoring the charging pressure, check the density of the brake network in position II of the driver's crane handle, which should not differ from the density specified in the certificate of form VU-45, by more than 20% in the direction of decreasing or increasing. If the HM density does not meet these conditions, perform a short brake test. Report the incident to the train dispatcher or station duty officer.

8.5.4 Spontaneous braking of a passenger train and open circuit of electro-pneumatic brakes

The most likely reason for spontaneous braking of a passenger train (in the absence of a decrease in pressure in the brake line) is the supply of power to the EPT circuit from an external source, regardless of whether the EPT power source on the locomotive is turned on or not.

Most often this occurs due to the inter-car connection touching the lighting circuit, which has broken insulation of the head of the connecting sleeve of the conventional unit. No. 369A.

Since in the lighting network of the train the “minus” is the car body, and the “plus” gets into the head of the hose (control wire No. 2), then through the contact in the head of the connecting hose of the tail car, all electric air distributors receive power from the working wire No. 1. No. 305. As a result, the train is completely braked without turning on the warning light on the locomotive. If at the same time the EPT power source on the locomotive was turned on, and the driver’s crane handle was set to the overlapping position, then due to the opposite switching on of the locomotive power converter and the car power supply, a short circuit would occur, leading to the activation of the current protection in the static converter and the disconnection of the EPT power source from the chain.

Foreign voltage entering the EPT circuit can also occur on locomotives, mainly electric locomotives that have a single-wire control circuit.

To identify and eliminate the cause of self-braking of the EPT, the auxiliary brake of the locomotive is activated, the power source of the EPT is turned off (if it was turned on), and, by closing the end valves, the hoses between the locomotive and the first car are disconnected. If the brakes of the first car are released, you need to look for a malfunction on the locomotive, paying attention to the position of the relay for turning on the EPT circuit when the autostop is activated. If the brakes of the first car do not release, then it is necessary to inspect the inter-car connections of the lighting circuits and, where they touch the heads of the connecting sleeves, hang the wires, eliminating the contact, notify the conductor, who, if necessary, can turn off the car lighting circuit. If the reason for braking has not been identified and the brakes do not release, it is necessary to disconnect both EPT wires in the last terminal box of the last car and insulate them, thus creating an open circuit between wires No. 1 and 2. For the same purpose, you can jam the ball contact of the connecting head

tail car sleeves in a recessed position (insert insulated objects between the ball and its socket).

The reason for the braking of an individual car when traveling to the EPT may be damage (breakdown) of the selenium diode of the electric air distributor of the conventional unit. No. 305, which is determined by strong reactions in the train when braking. The serviceability of the diode is determined by full testing of the EPT at the train formation or turnover stations. If the diode is damaged along the route (strong reactions on the train), they switch to automatic brakes.

An open circuit of the EPT or failure of its devices leads to the extinguishing of the EPT signal lamp.

In this case, the driver must turn off the EPT power source and switch to controlling the auto brakes. But if the EPT circuit is broken during braking, the power source is not immediately turned off, but a deep reduction in pressure in the brake line is first performed.

The need for such an action is explained as follows. If the EPT circuit breaks during braking, the braking efficiency of the train depends on the time of transition to pneumatic braking. So, at pause 3 With the pressure in the brake cylinders decreases from 4.0 to 1.8-2.0 kgf/cm 2 as a result of air escaping through the electric air distributor. Then, if emergency braking was applied, the pressure in the cylinders for 2-4 With increases to maximum due to the action of air distributor No. 292. Thus, the time to restore pressure in the brake cylinder will be 6-7 s. If following the EPT was short-term, the spare reservoir does not have time to charge to normal pressure and the newly established maximum pressure in the brake cylinder will be lower than the initial one (3.8 kgf/cm 2 instead of 4.0 kgf/cm 2).

When braking the EPT with a discharge of the brake line, air distributor No. 292 does not operate, since in this case the pressure in its spool chamber, as well as in the spare reservoir, decreases due to the supply of air to the brake cylinder. Therefore, after the EPT circuit breaks, the brakes are released. To activate the air distributor. No. 292, it is necessary to reduce the pressure in the line to a value corresponding to full service or emergency braking. However, when braking the EPT with a discharge of the brake line, braking occurs in those cars where the EPT has not worked or is missing.

8.5.5 Changing the length of a train brake line

■ First method: when the pressure in the line decreases by 0.5 kgf/cm 2 the release of air into the atmosphere through the valve (the handle is in position IV) with four or fewer cars should stop immediately, with eight - after 2-3 With, at 16 - after 7-9 s, at 20 - after 11-13 s.

■ Second method: when moving the operator’s valve handle (RCC) from position I to position II after increasing the pressure in the surge tank by 0.5 kgf/cm 2 above the charging point in a train of 12 or more cars, air is not discharged from the brake line (TM) into the atmosphere. The release of pressure indicates a shortening of the brake line, since in position I of the RCM, charging of the brake occurs faster than the equalization tank. The longer the reset time, the shorter the line. The locomotive crew must notify the carriage workers about the suspicion of TM blockage in order to determine the reasons and location of the TM air duct blockage and, after eliminating the malfunction, perform a short brake test.

If the brake line is clogged (the end valves are closed) and the vehicle is following the EPT, the first few braking sessions will be effective due to the residual air pressure in the reserve reservoirs. Continued use of the EPT may result in the passage of a prohibiting signal. Therefore, it is important in all cases mentioned in the Brake Operating Instructions to test the brakes and check their operation along the route.

On a freight train, closure of end valves or blockage of the brake line can be detected by comparing the time of pressure drop in the main reservoirs when the train departs from the starting station and along the route.

Such a comparison must be carried out after a long stay or after repair work has been carried out on the train. A sharp increase (more than 20%) in the time of pressure drop in the main tanks may be a consequence of a decrease in leaks due to a reduction in the length of the train main. Having discovered it along the route, it is necessary to check the operation of the brakes, and at a stop - the condition of the train's brake line by performing a short brake test.

If the locomotive is equipped with a brake line break indicator, cond. No. 418, then the end valves are closed or the line is broken

easily determined by the lighting of the “TM” signal lamp. When the alarm goes off in a parking lot, check its serviceability by performing the first stage of braking, at which the “TM” lamp should go out. If the indicator is in working order, inspect the composition and perform a short test of the car brakes.

To determine the location of the blockage in the brake line, it is necessary to perform braking, and if the brakes on part of the train do not work or are not released during vacation, then the location of the blockage must be looked for in the first car of this part or in the one standing in front of it.

In a freight train, as in a passenger train, it is possible to detect the overlap of the end valves in the first 10-15 cars by moving the driver's valve handle from the train position to position I and returning it back to the train position. If the brake line is short, air is released into the atmosphere through the driver's valve. Therefore, when departing trains, this method of checking TM for shortening is practiced.

In all cases of detection of shortening of the vehicle along the route, apply emergency braking and find out the reasons.

2.1. The main causes of pressure drop in the brake line
trains are:

Disconnection of brake hoses or other damage to integrity
brake line in the train;

Breakage (self-release) of the automatic coupler in the train;

Derailment of rolling stock with violation of the integrity of the brake line;

Stop valve failure on a passenger train.

2.2. Signs of a drop in pressure in the brake line of a train
are:

Reduction in speed that does not correspond to the track profile;

Frequent activation of compressors;

Rapid decrease in pressure in the main reservoirs after turning off the compressors when sandboxes and typhons are not working;

Triggering of the brake line rupture alarm with sensor No. 418.

The main control over the integrity of the train's brake line is carried out by the driver using control devices located in the control cabin.

2.3. Procedure for a train driver's actions in the event of a drop in pressure in the brake line of a passenger train, MVPS.

2.4. The procedure for a driver's actions in the event of a drop in pressure in the brake line of a freight train.

If, when a freight train is moving, its speed does not decrease without activating the brakes, but there are signs of a possible rupture of the brake line, the driver must immediately turn off the traction, move the handle of the driver's crane to position III for 5-7 seconds (overlap without power) and observe the pressure in the brake line, while:

If there is a rapid and continuous drop in pressure in the brake line or a sharp slowdown in the movement of the train that does not correspond to the track profile, perform service braking, then move the driver’s valve handle to position III and stop the train without using the auxiliary brake of the locomotive;

If there is no rapid and continuous decrease in pressure in the brake line and a sharp deceleration of the train, perform service braking by the amount of the first stage, then release the brakes in the prescribed manner;

In the event of repeated braking of the train due to spontaneous activation of the automatic brakes in the train, brake and release the automatic brakes in the established order, informing the DNC or DSP about this and declare a control check of the automatic brakes, coordinating with the DNC station for its implementation.

2.5. The procedure for transmitting information about a train stopping due to a drop in pressure in the brake line.

2.6. The procedure for inspecting the train composition.

When the train stops due to a drop in pressure in the brake line, the driver must send an assistant driver to inspect the train, having previously instructed him on the procedure.

Before leaving to inspect the train, the assistant driver must:

Write down the number of the tail car from the brake certificate, form VU-45;

Take with you signaling accessories and a flashlight at night;

When stopping a freight train on an unfavorable profile, take a brake shoe to secure the cars;

To determine the cause of the pressure drop in the brake line, inspect the entire train;

Inspection of a passenger train is carried out jointly with the train manager or train electrician.

2.7. Procedure for disconnecting brake hoses or other
violation of the integrity of the brake line on the train.

If a disconnection of the brake hoses is detected, the locomotive crew is obliged to:

Inspect them, replace them if necessary (remove them from the tail car or locomotive) and connect them, making sure that the number of the tail car corresponds to the number indicated in the certificate of form VU-45;

Perform a short brake test.

If a violation of the integrity of the train brake line is detected due to a malfunction of the brake equipment of the cars and the impossibility of eliminating it, the locomotive crew is obliged to:

In agreement with DSC, order an auxiliary locomotive from the tail
trains to remove the tail section from the section, or request carriage workers to eliminate the malfunction;

If the end valve to the faulty car is closed, secure the tail part of the train from the faulty car, in accordance with the norm
fastening.

2.8. Procedure for detecting a train disconnection (break).
If during inspection of the train a self-release or broken automatic couplers are detected, the assistant driver is obliged;

Take measures to secure the uncoupled part of the train by laying brake shoes on the side of the slope and actuating the existing hand brakes of freight cars, in accordance with the securing standards;

On a passenger train, through the car conductors, activate the hand brakes of each car of the uncoupled part;

Make sure that the number of the last car of the uncoupled group corresponds to the number indicated in the certificate of form VU-45;

Report to the driver about securing the uncoupled cars, the distance
between them, the condition of their automatic couplers and brake hoses.

After receiving information from the assistant driver, the driver coordinates further actions with the DNC.

In case of self-uncoupling, the locomotive crew is obliged to:

If possible, connect the train with settling speed
the head of the train no more than 3 km/h;

Replace damaged brake hoses with spare ones, and if they are
absence, remove from the tail car or front beam of the locomotive;

After the compound has adhered, perform a short brake test.
by the action of the brakes of the two tail cars.

Order further actions when a train is disconnected (broken), it is defined in paragraphs 7.9. - 7.13. IDP.

If it is impossible to connect the train, the driver is obliged to request an auxiliary locomotive at the rear of the train.

In the event of a break in the automatic coupling devices of wagons, the driver is obliged to order a control check of the brakes.

2.9. Procedure for detecting rolling stock derailment.

The train driver, having received information about the rolling stock derailment, is obliged to:

Turn on the red lights of the buffer lights;

Provide train fencing in accordance with the established procedure;

Report to the DNC (chipboards limiting the stretch);

After a personal inspection of the gathering place, transfer the following information to the DNC (chipboards limiting the route):

are there any human casualties,

presence of clearance on the adjacent track,

indicate exactly at which kilometer and picket the derailment occurred, the nature of the terrain, whether there are any approaches to the railway track,

how many units of rolling stock derailed (is there a locomotive derailment),

data on the state of the contact network and contact network supports;

In the future, follow the instructions of the DNC.

2.10. The procedure for detecting a failure of the stop valve in the passenger
train.

1. Procedure V If a malfunction is detected, there will be a “push” along the way.

3.1. If a lateral, vertical “push” is detected along the route, the train driver is obliged to:

Apply service brakes and monitor conditions closely
rolling stock until the train stops;

If, while traveling with a train, a track malfunction is detected that directly poses a threat to traffic safety (rail bending, track erosion, landslide, snow drift, track overshoot, etc.), apply emergency braking, taking all possible measures to stop the train to a dangerous place;

Immediately notify via train radio communication to the drivers following an oncoming or oncoming train (when a threat is created to the safety of traffic on an adjacent track), the chipboard limiting the stretch, or the DNC in the form:

"Attention, attention! Listen, everyone! I, the driver (surname) of train No. .... at.... km picket, detected a “push” (lateral, vertical or knock, etc.) at a speed of.... km /h. I don’t have (or have) any information about the presence of a clearance on the adjacent track.”

When traveling with a passenger train, convey information about the reason for the stop to the head of the train.

Receive confirmation that the “push” information has been received
drivers following oncoming and oncoming trains, as well as chipboards limiting the stretch.

3.2. The DSP, having received a message from the driver about the presence of a “push” on the way, is obliged to stop sending passing trains to the stage along the specified track, and report the “push” on the way to the drivers of the trains sent from the station earlier and to the road foreman (track foreman).

3.3. After a passenger train stops, its inspection is carried out by the driver together with the train manager. Inspection of other trains is carried out by the train driver.

3.4. If during inspection of the train no faults are found in the locomotive, cars and track underneath the train, after the DSP report on the inspection results, movement is allowed at a speed of no more than 20 km/h. After passing the dangerous place, the entire train proceeds at the set speed.

3.5. If the cause of the shock was: a broken rail, track erosion, a collapse, a track outburst and other track faults that threaten the safety of train traffic, further movement of the train through a dangerous place is permitted only after inspection of this place by a track worker (not lower than the foreman position) and mandatory recording by him in the form DU-61 about the possibility of proceeding to a dangerous place, indicating the speed of movement.

If the train is stopped at a broken rail, on which, according to the conclusion of the track foreman (entry in the warning form for train DU-61), it is possible for a train to pass, then only the first train is allowed to pass along it. Passage of trains on a broken rail within a bridge or tunnel is prohibited in all cases.

In the event of an obstacle (track erosion, landslide, snow drift, fallen load, etc.) on an adjacent track, the driver must give a general alarm signal (one long and three short) and organize its fencing in accordance with the requirements of clause 3.16 of the Signaling Instructions on railways Russian Federation dated May 26, 2000 No. TsRB-757.

3.6. The train driver who discovers a track fault, in the event of a radio communication fault, is obliged to take all possible measures to transmit the relevant information to the DSP or DNC. In exceptional cases, it is allowed to use cellular communications.

3.7. Drivers following oncoming trains, having received information about the “push”
are obliged:

Stop the train near the indicated location of the obstacle, make sure that further travel is possible, and proceed to this location with the entire train at a speed that ensures the safety of train movement, but not more than 20 km/h.

Report any malfunctions identified at the site of the obstacle via radio to the drivers behind the moving trains and the chipboard, and if a malfunction is detected that threatens traffic safety, stop the train and resume movement only after this malfunction is eliminated by the track workers.

3.8. Road master, and in his absence - the foreman of the track on the first
train leaving the station, goes to the stage and takes the necessary measures to eliminate the malfunction.

4. The procedure for the locomotive crew to act in case of insufficient braking effect (failure of auto brakes).

4.1. In case of unsatisfactory operation of automatic brakes along the route, insufficient braking effect (if after the first stage of braking the initial effect is not obtained in a passenger train or multi-unit train within 10 s, in an empty freight train with a length of up to 400 axles and a passenger-and-freight train within 20 s, in other freight trains within 30 s), the driver is obliged to apply emergency braking and take all possible measures to stop the train.

Emergency braking is also applied when, when checking the operation of the automatic brakes, it is revealed that the required braking effect is not obtained at the distance established by local regulations to reduce the speed by 10 km/h in a freight, freight-passenger, passenger train, multi-unit train and single locomotive.

If there is no braking effect after applying emergency braking, the driver is obliged to take all measures to stop the train:

Move the double pull valve to the emergency braking position;

Activate the stop valve, emergency release valve buttons, emergency braking valves (on the series of locomotives where they are installed);

Call auto-stop braking, for which:

turn off the EPC if there is no pressure in the brake cylinders or the impulse line of the locomotive equipped with the KOH device;

turn off the EPC and turn it on without pressing the RB button;

turn off the EPC if there is no pressure in the brake cylinders or the impulse line on a locomotive equipped with a KOH device;

press and hold the RB button on a locomotive equipped with ALSN or KPD;

turn off the CLUB-U power switch when the EPK is turned on;

turn off the ALSN circuit breakers or the “locomotive alarm” button when the EPC is turned on;

Apply electric braking on those series of locomotives where this is provided. In this case, the locomotive brake must be released. It is not allowed to simultaneously use pneumatic and electric braking on electric and diesel locomotives in cases not provided for by the locomotive diagram;

On a passenger train, transmit by radio a requirement to the train manager about the need to activate the stop valves and hand brakes of the train, and if it is impossible to communicate via radio, give a “Three short” signal (request to the train crew employees to activate the hand brakes of the train);

If an attempt to stop the train fails, sound a general alarm and, via train radio communication, additionally inform the traffic control center in front of the station or the DNC about what happened so that they can take measures to freely accept the train into the station or allow the train to pass through the station.

4.2. After stopping the train, the driver must:

Fix the auxiliary brake valve in the extreme braking position and place it on the lock;

In accordance with the established procedure, report to the DNC or DSP of the nearest station, as well as to the drivers of following trains about the reason for the stop;

To find out the reason for the unsatisfactory operation of the auto brakes, check their operation for each car;

If, based on the results of this check, the reason for the unsatisfactory operation of the brakes has not been identified, notify the DNC directly or through the DSP about the need to carry out a control check of the brakes.

Taking into account the profile of the track and ensuring traffic safety, the driver and the DNC jointly determine the station at which the control check will be carried out, and the order of the train to this station based on a registered order transmitted to the driver via train radio communication.

The control check of the brakes is carried out jointly by workers of the locomotive, carriage (or passenger facilities on a passenger train).

4.3. When a train travels to a station, the driver is obliged to:

When the traffic light is green, proceed at a speed of no more than 40 km/h:

Traffic lights with a yellow indication proceed at a speed of no more than 20 km/h;

When approaching a traffic light with a prohibitory indication, stop the train at a distance of 400-500 m before the traffic light and then pull up at a speed of no more than 5 km/h.

4.4. In the event that the identified cause of brake failure cannot be eliminated, the locomotive crew is obliged to:

Secure the train from running away with brake shoes;

Apply hand brakes (if necessary);

The further procedure for removing the train from the stretch will be determined jointly with the DNC.

The train, in order to provide a brake pressure sufficient for safe exit from the stage, can be pulled out using several locomotives with their attachment to the train, or in parts, with each part of the train being pulled out from the stage provided with a brake pressure that ensures traffic safety.

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Violation of the integrity of the train brake line. Actions of the locomotive crew in case of violation of the integrity of the train brake line. Actions of the driver in the event of a drop in pressure in the brake line of a freight train causing the brakes to operate

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