With full service braking, the horizontal lever. Technical condition of the brake equipment of wagons. Checking auto brakes in freight trains

Six- and eight-axle, as well as wagons for the transport of dangerous goods, freight wagons may only be operated with composite blocks.

3.7.4 The following malfunctions of the brake equipment of freight cars are most common:

brake line	Leaks of compressed air in connections and from brake
	appliances;
	Crack in the main pipe along the thread;
	Scuffs, dents of the main pipe;
	Damage to the supply pipe;
	Crack, thread wear of the tee.
Connecting sleeve	No clamp;
	Kink, crack in the tip of the sleeve;
	Deterioration of the comb of the connecting head;
	Fracture, crack of the connecting head;
	The groove for the sealing ring is clogged;
	Sleeve swelling;
	Sleeve break;
	Sleeve split.
Terminal crane	Spall, crack of the crane body;
	Faucet valve jamming.
air distributor	Fracture, crack of the working chamber;
	Thread wear in the places where the fastening studs are installed
	the main and main parts of the working chamber;
	Thread wear in the places where union nuts are installed
	breathing tubes;
	Loose fastening of the working chamber.
spare tank	Thread wear, spare tank fitting broken;
	Cracks, wear, dents in the spare tank;
	Loose storage tank.

Brake cylinder - loosening of the brake cylinder;

- fracture of a crack in the brake cylinder body;

- break of the release spring;

- wear of the piston cuff;

- wear of the thread of the fitting in the places where the union nuts of the inlet pipes are installed.

3.7.5 In case of detection, when monitoring the technical condition of the brake equipment, malfunctions, on the side walls of the car bodies (between the corner

and side racks), on the sides of the platforms, on the boilers of tanks, the following conditional chalk marks are applied:

"STP" change the brake device; "ORP" adjust the brake linkage;

"PP" adjust or replace the automatic brake linkage adjuster;

"ST" change triangel; "PSh" put a cotter pin, washer; "CKK" to change the end valve;

"SR" change the connecting sleeve; "SVR" to change the roller of the brake linkage; "SK" to change the brake pad.

On the wagons to be repaired with uncoupling, clear chalk corresponding inscriptions are also applied: “Remway”, “Overload”, “To the depot”, etc.

In the departure park, replacement and repair of faulty parts and assemblies of braking equipment are carried out without uncoupling the car from the train, found both in the arrival and marshalling parks, and in the departure park.

3.7.6 During maintenance of the brake system of cars, check: - fastening of all devices, fittings and pipelines on the car (Figure 3.25,

table 3.5); - the presence and serviceability of safety and supporting brackets and devices;

roystvo (figure 3.25, table 3.5);

Figure 3.25 Scheme of inspection of the brake system of a freight car

Availability and correct installation of devices fixing the tightening force of fixing nuts (cotter pins, locking bars, washers, locknuts) (Figure 3.26, Table 3.5);

- the presence of lever transmission rollers fixed from falling out with a washer

and a standard cotter pin with the antennae set apart at an angle of at least 90 °, a triangular suspension roller guard (Figure 3.26, Table 3.5);

Figure 3.26 Scheme of inspection of the brake linkage of the cargo trolley

Table 3.5 - The sequence of inspection of the brake equipment of the car


Checking the	Inspection of levers	Inspection of the regulator	Inspection of spare
standing and	brake lever-	torus brake	th tank,
con-	Noah transmission, Vali-	lever shift	spirit distribution	pipes,
end valve;	kov, cotter pins,	cottages, drafts, pre-	la and their fastenings
inspection of the connection	washers, spacer	protective	on the wagon frame;	ma (when on-
thread ru-	traction, triangel,	devices, tor-	status control
kava, crepe	suspension brake-	brain cylinder-	supply	Safety
niya master	shoes, pre-	ra, horizontal-	pipes; co-control	yarn
ral pipe	guards wali-	levers, con-	responsibilities include	devices
	cove suspension tor-	troll	modes
	muscle shoes.	installation for-	braking and
	Wear check	heavy horizontal	start loading va-
	brake pads	steel levers
	and their fastenings, co-	shoe type
	shoe standing
	suspension and retracting
	power devices

- the correct connection of the brake line hoses, the opening of the end valves between the cars and the uncoupling valves on the supply air ducts from the line to the air distributors, as well as their condition and reliability of fastening;

- correct activation of the air distributor modes on each car

- the density of the braking network of the composition, which must comply with the established standards.

The presence of leaks is determined by ear and visually (if necessary, soap the connections). A clear sign of a leak is the presence of an oily dust roller in summer or oily frost in winter. Figure 3.27 shows the most likely places for air leaks in the brake equipment of freight cars.

When passing air into the atmosphere in a threadless connection (Figure 3.28 a, b), it is allowed to tighten the union nut without removing the connection from the brake line with the torque indicated in Table 3.6.

- the effect of autobrakes on the sensitivity to braking and release. Air distributors and electric air distributors that work unsatisfactorily should be replaced with serviceable ones. At the same time, the operation of electro-pneumatic brakes should be checked from a power source with a voltage during braking of not more than 40 V, while the voltage in the electric circuit of wires No. 20 wagons inclusive, and not more than 0.3 V for longer trains;

- on cars with auto mode - compliance of the output of the auto mode fork with the car loading, reliability of fastening of the contact strip, support beam on the bogie, auto mode, damper part and pressure switch on the bracket; tighten loose bolts;

Table 3.6 - Performance characteristics of threadless connections

Name	Fitting 4370	Nipple 4371		Coupling 01-4379	Fitting 4374	Tee 01-4375	End valve4314B
Name
and number without
threaded connection
unity

Tightening torque
ki cap
ki cap


Ra-range
running temp.
ratour, ºС
Maximum
temperature,			120, no more than 4 hours

1-connecting heads of brake sleeves. 2- rubber-textile sleeve; 3- end valve connections; 4-brake line connections; 5-mounting flange of the main part of the air distributor; 6 - mating flange of the main part of the air distributor; 7 - connections of the brake line and supply pipes; 8 - auto mode connections; 9- disconnection valve connections; 10-threaded connection of the supply pipe to the two-chamber reservoir from the reserve tank: 11-threaded connection at the two-chamber reservoir of the supply pipe to the brake cylinder (auto mode): 12-threaded connection of the supply pipe to the two-chamber reservoir from the brake line: 13-rod of the brake cylinder; 14-pipe connection unit and brake cylinder plug; 15-supply connection and reserve tank plug.

Figure 3.27 The most probable places of air leaks in the brake equipment of freight cars.

Figure 3.28 Threadless connections in the brake line of freight cars

The correctness of the regulation of the leverage and the operation of automatic regulators, the output of the rod of the brake cylinders, which must be within the limits indicated in table 3.7:

if necessary, carry out the adjustment by rearranging the rollers on the rods (Figure 3.29 c), followed by adjusting the dimension "a" (the distance from the end of the protective tube coupling of the TRP regulator to the start of the connecting thread on its screw) and re-checking the output of the brake cylinder rod. Dimensions "a" for freight and passenger cars must not be less than those indicated in Table 3.7.

The angles of inclination of the horizontal and vertical levers must ensure the normal operation of the linkage until the brake pads wear to the limit:

with a symmetrical arrangement of the brake cylinder on the car and on cars with separate bogie braking (Figure 3.29 a) with full service braking and new brake shoes, the horizontal lever on the side of the brake cylinder rod should be perpendicular to

axles of the brake cylinder or have an inclination from its perpendicular position up to 10o away from the bogie;

with an asymmetric arrangement of the brake cylinder on the wagons and on

in cars with separate bogie braking (Figure 3.29 b) and new brake shoes, the intermediate levers must have an inclination of at least 20o towards the bogies.

Note: Incorrect setting of the tightening of the horizontal levers with composite pads can lead to jamming of the wheels, with cast iron pads - to insufficient brake pressure.

Figure 3.29 Scheme for adjusting the tilt angles of the horizontal and vertical levers

Using the adjusting screw, align the hole in its head with the hole in the drive thrust lever and connect them with a roller, with the setting of the cotter pin. After installing the governor drive, release the brake. In this case, the distance between the regulator body and the stop lever (stop) is set automatically. Approximate values of the dimension "A" (mounting dimension of the regulator drive) are given in Table 3.7.

Note: When the size “A” is more than the norm, the regulator works as a rigid rod and, as the brake pads wear out, does not tighten the TRP, which leads to an increase in the output of the brake cylinder rod.

When the size "A" is less than the norm, the regulator excessively tightens the TRP, after the brake is released, the brake pads may remain pressed to the wheels, which may lead to their jamming.

- the thickness of the brake pads and their location on the wheel tread. The gap between the brake pads and the wheels must be up to 10 mm. It is not allowed to leave brake pads on freight cars if they protrude from the tread surface to the outer edge of the wheel by more than 10 mm. On passenger and refrigerated cars, it is not allowed to let the blocks out from the tread surface beyond the outer edge of the wheel. The minimum thickness of the brake pads at which they must be replaced is: for cast iron - 12 mm, composite with a metal back - 14 mm, with a mesh-wire frame - 10 mm (blocks with a mesh-wire frame are determined by the ear filled with friction mass). The thickness of the brake pad should be checked from the outside, and in case of wedge-shaped wear - at a distance of 50 mm from the thin end. In the event of obvious wear of the brake pad on the inside (on the side of the wheel flange), replace the pad if this wear can cause damage to the shoe;

- serviceability and operation of hand brakes, paying attention to the ease of actuation and pressing of the pads to the wheels - at the points of formation of freight trains and at the points of formation and turnover of passenger trains. The same check of hand brakes must be carried out by wagon inspectors at stations with maintenance points preceding steep long descents;

- the provision of the train with the required pressing of the brake shoes in accordance with the value of the calculated pressing of the brake shoes in terms of cast iron, on the axle of passenger and freight cars (Appendix I);

- the state of the surfaces of electrical contacts of the heads of the sleeves No. 369A, the distance between the heads of the connecting sleeves No. 369A and the plug connectors of the inter-car electrical connection of the lighting circuit of the cars when they are connected. This distance must be at least 100 mm;

Table 3.7 - Parameters for adjusting the brake linkage of wagons

Size "A", mm.

Stem outlet

brake qi-

Freight wagons with symmetrical

Composition

location of the TRP (according to

luvagons, covered, cisterns,

platforms) Fig. 3.30 (a), and so

Cast iron

the same wagons

bunker type

(hoppers) with asymmetrical

the location of the TRP,

fig .3.30 (b)

Eight-axle tanks

Composition

Freight wagons with rod-

Composition

driven

(dumpcar, thermos on trolleys

Cast iron

TsNII-X3, autonomous refrigeration

wagons on bogies

kah TsMV-Dessau), fig. 3.30 (at)

Refrigerated sections and

Composition

carts

KVZ-I2 with lever drives

Cast iron

on TsMV-Dessau trolleys with

pivotal

regulator, fig. 3.30 (at)

Freight wagons with tele-

nym braking with composite

equipment blocks

rice . 3.30 (d, d)

Passenger cars

Composition

Cast iron

Composition

Cast iron

Composition

Cast iron

Dimension Ritz - with air

Cast iron

limiters

VL-RITS on TVZ-carts

Composition

car kit

End valve No. 4314B - 2 pcs.

Coupling No. 4370 - 3 pcs.

Nipple No. 4371 - 6 pcs.

Tee No. 4375-01 - 1 pc.

Three-way valve No. 4325B - 1 pc.

Coupling No. 4379 - 1 pc.

Depot repair kit

Coupling No. 4379-01 - 1 pc.

Fitting No. 4374 - 2 pcs.

Diagnostic equipment connection device

Spool valve No. 4316 - 2 pcs.

b) The air duct of the brake system of freight cars with a separate braking system with a threadless connection of instruments and pipes with a valve for connecting devices for diagnosing air pressure in brake cylinders

The effect of autobrakes on the sensitivity to braking and release. Air distributors and electric air distributors that work unsatisfactorily should be replaced with serviceable ones. At the same time, the operation of electro-pneumatic brakes should be checked from a power source with a voltage during braking of not more than 40 V, while the voltage in the electric circuit of wires No. 20 wagons inclusive, and not more than 0.3 V for longer trains;

On cars with auto mode - compliance of the output of the auto mode fork with the car loading, reliability of fastening of the contact strip, support beam on the bogie, auto mode, damper part and pressure switch on the bracket; tighten loose bolts;

Table 5.3

Performance characteristics of threadless connections

Name and number of threadless connection	Fitting 4 370	Nipple 4 371	Nipple 4 378	Coupling 4 379-01	Coupling 4 379	Fitting 4 374	Tee 4375-01	End valve 4314B
Tightening torque of union nuts, N*m			200 (+-) 20/150 (+-)15
Operating temperature range, deg.С
Maximum temperature, deg.С	120, no more than 4 hours

The correctness of the regulation of the leverage and the operation of automatic regulators, the output of the rod of the brake cylinders, which must be within the limits indicated in table 5.4:

* if necessary, carry out the adjustment by rearranging the rollers on the rods (Figure 5.5 c), followed by adjusting the dimension "a" (the distance from the end of the protective tube coupling of the TRP regulator to the start of the connecting thread on its screw) and re-checking the output of the brake cylinder rod. Dimensions "a" for freight and passenger cars must not be less than those indicated in Table 5.4.

The angles of inclination of the horizontal and vertical levers must ensure the normal operation of the linkage until the brake pads wear to the limit:

* with a symmetrical arrangement of the brake cylinder on the car and on cars with separate bogie braking (Figure 5.5 a) with full service braking and new brake shoes, the horizontal lever on the side of the brake cylinder rod should be perpendicular to the axis of the brake cylinder or have an inclination from its perpendicular position to 10 about away from the cart;

* with an asymmetric arrangement of the brake cylinder on cars and on cars with separate bogie braking (Figure 5.5 b) and new brake shoes, the intermediate levers must have an inclination of at least 20 degrees towards the bogies.

Rice. 5.5

Note: Incorrect setting of the tightening of the horizontal levers with composite pads can lead to wheel jamming, and with cast iron pads, to insufficient brake pressure.

After adjusting the leverage, it is necessary to perform a full service braking. Bring the thrust lever (stop) of the drive close to the regulator body and fix its position, for which, in the lever drive, by turning the adjusting screw, align the hole in its head with the hole in the drive thrust lever and connect them with a roller, with the setting of the cotter pin. After installing the governor drive, release the brake. In this case, the distance between the regulator body and the stop lever (stop) is set automatically. Approximate values of dimension "A" (setting dimension of the regulator drive) are given in table 5.4.

Note: When the size "A" is more than normal, the regulator works as a rigid rod and, as the brake pads wear out, does not tighten the TRP, which leads to an increase in the output of the brake cylinder rod.

When the size "A" is less than the norm, the regulator excessively tightens the TRP, after the brake is released, the brake pads may remain pressed against the wheels, which can lead to their jamming.

The thickness of the brake pads and their location on the wheel tread. The gap between the brake pads and the wheels must be up to 10 mm. It is not allowed to leave brake pads on freight cars if they protrude from the tread surface to the outer edge of the wheel by more than 10 mm. On passenger and refrigerated cars, it is not allowed to let the blocks out from the tread surface beyond the outer edge of the wheel. The minimum thickness of the brake pads at which they must be replaced is: for cast iron pads - 12 mm, for composite pads with a metal back - 14 mm, with a mesh-wire frame - 10 mm (pads with a mesh-wire frame are determined by the ear filled with friction mass). The thickness of the brake pad should be checked from the outside, and in case of wedge-shaped wear - at a distance of 50 mm from the thin end. In the event of obvious wear of the brake pad on the inside (on the side of the wheel flange), replace the pad if this wear can cause damage to the shoe;

Serviceability and operation of hand brakes, paying attention to the ease of actuation and pressing of the pads to the wheels - at the points of formation of freight trains and at the points of formation and turnover of passenger trains. The same check of hand brakes must be carried out by wagon inspectors at stations with maintenance points preceding steep long descents;

Table 5.4

Parameters for adjusting the brake linkage of wagons

Size "A", mm.	Size "a" not less than, mm.	Brake rod outlet
Lever drive	Rod drive
I st. braking
Freight wagons with a symmetrical arrangement of the TRP (gondola cars, covered cars, tanks, platforms) Fig. 3.30 (a), as well as bunker-type cars (hoppers) with an asymmetrical arrangement of the TRP, Fig. 3.30 (b)	Composite pads
Cast iron pads
Eight-axle tanks	Composite
	Composite
Cast iron
Refrigerated sections and thermos cars on KVZ-I2 bogies with an automatic regulator lever drive, fig. 3.30 (a), and on TsMV-Dessau bogies with an auto regulator rod drive, fig. 3.30 (at)	Composite
Cast iron
Freight wagons with bogie braking with composite blocks equipped with auto-regulators, fig. 3.30 (d, e)

Passenger cars
	Composite
Cast iron
	Composite
Cast iron
	Composite
Cast iron
Dimension Ritz - with air distributors KE Oerlikon, Dako	Cast iron
VL-RITS on trolleys TVZ-TsNII "M"	Composite

Maintenance of the brake equipment of wagons with disc brakes

When servicing the brake equipment of wagons with disc brakes, additionally check:

In the area accessible to the inspector, the friction surfaces of the rims of all brake discs of the car. If defects are found below and shown in Figure 5.7, the cart with a faulty disc brake is switched off.

a) Scheme of a symmetrical brake linkage of the car

b) Scheme of asymmetric brake linkage of the car

c) Scheme of a symmetrical brake linkage of a car with a rod drive

d) Scheme of the brake linkage of a wagon with trolley braking

e) Scheme of brake linkage of bunker-type cars with trolley braking

Notes:

1. PST - full service braking

2. The output of the brake cylinder rod with composite pads on passenger cars is indicated taking into account the length of the clamp (70 mm) installed on the rod

3. The norms for the output of the rods of the brake cylinders for freight cars before steep long descents are set by the head of the railway

4. When adjusting the lever gears of freight cars at maintenance points (in the departure park) and points of preparation for transportation, set the outlet of the brake cylinder rod to the minimum allowable size or 20-25 mm less than the upper limit; on cars equipped with linkage auto-adjusters, their drive is adjusted to maintain the output of the rod at the lower limit of the established standards.

Rice. 5.7

1 - cracks located around the circumference of the crown, more than 30 mm long; 2 - radial and oblique cracks in the middle part of the crown with a length of more than 20 mm; 3 - radial and oblique cracks with a length of more than 10 mm, located within 20 mm from the outer or inner edge of the crown; 4 - solid spots (stripes) of dark color with a width of more than 80 mm and a length of more than 100 mm; radial or oblique cracks detected by an eddy flaw detector and confirmed by the magnetic particle method, but not visually detected, more than 10 mm long;

* nicks in the form of cracks of more than 20 mm and nicks with sharp edges turning into a crack, which is recorded by an eddy flaw detector.

Permissible defects in the rims of brake discs include: a network of small cracks; concentric grooves;

* wave-like wear; badass; spotting

Check the serviceability of the magnetic rail brake pneumatic cylinders and the condition of the shoes, the height and parallelism of the location of the magnetic rail brake shoes above the track rail. The size between the extreme poles of the electromagnet and the rail should be in the range from 126 to 130 mm. Check the reliability of the bolt fasteners. When lifting and lowering, the shoe of the magnetic rail brake must not warp;

Check the fastening of pipelines and hoses on the trolley (the tightness of their connections, the absence of air leaks), the condition of the power cable of the magnetic rail brake coils.

Fastening brake parts, including disc brake pads (visually);

The thickness of the disc brake pads. Ceramic-metal overlays with a thickness of 13 mm or less and composite overlays with a thickness of 5 mm or less along the outer radius of the overlays must be replaced;

The total gap between both linings and the disc on each disc, which should be no more than 6 mm. On wagons equipped with parking brakes, check clearances when releasing after emergency braking.

All faults identified during the check must be eliminated, the faulty brake equipment and fastening parts should be replaced with new or repaired ones, which are missing.

The procedure for including wagons with disc brakes in trains

Joint operation in the same train of cars with disc and shoe brakes is allowed, provided that the latter are equipped with composite brake shoes. Joint operation in one train of wagons with disc and shoe brakes with cast-iron shoes is allowed only as an exception for the transfer of individual wagons with a disc brake to their destination.

The transfer of wagons with disc brakes in freight trains is allowed with the automatic brakes turned off, in the amount of not more than 2 wagons. At the same time, on cars with parking brakes, both disconnecting valves from the brake line to the parking brake cylinders must be open.

The air distributors of the cars are switched on for a short train mode with a train length of up to 20 cars inclusive, and for a long train mode with a train length of more than 20 cars.

After fully charging the brake network of the cars, purge the 170-liter supply tanks through the outlet cock on each car to remove condensate.

Estimated brake pressure on the axle of wagons with disc brakes (in terms of cast-iron brake pads) is taken as:

For speeds up to 120 km/h inclusive - 10 tf;

For speeds up to 140 km / h inclusive - 12.5 tf.

The tare weight of wagons is determined according to the data printed on the side wall of the wagon body, and the load from passengers, hand luggage and equipment - in accordance with the Rules for the operation of brakes of the rolling stock of railways.

The norms for providing passenger trains with brakes and the permissible speeds of movement in the presence of wagons with disc brakes in their composition are established in full accordance with the Rules for the Operation of Brakes of the Rolling Stock of Railways.

When filling out a brake certificate f. VU-45 against the corresponding pressing on the axle of wagons with disc brakes in the column "Other data" write down - DT. When specifying in the certificate the number of composite pads in the composition, take into account cars with disc brakes as cars with these pads. The output of the rod of the brake cylinder of the tail car with a disc brake may not be indicated in the certificate.

In freight trains, all freight-type air distributors must be switched on. Freight trains, which include a special rolling stock with a running main line or cars with dangerous goods, are allowed to be sent with the automatic brakes turned off for these cars in accordance with the procedure established by the railway administrations. At the same time, in freight trains, the number of cars with disengaged brakes or a span line in one group of cars should not exceed eight axles, and in the tail of the train in front of the last two brake cars - no more than four axles. The last two carriages in the train must have active automatic brakes.

In the event of a malfunction of the automatic brake of one or two tail cars along the route and the impossibility of eliminating it at the first station, perform shunting operations to ensure the presence of two cars with serviceable automatic brakes in the tail of the train.

In freight (except for trains with a charging pressure of 6.0-6.2 kgf / sq. cm) and passenger trains, the joint use of air distributors of cargo and passenger types is allowed, and air distributors of cargo type must be turned on without restriction, air distributors No. 292 must be included to the long mode.

If there are no more than two passenger cars in a freight train, then their air distributors should be turned off (except for two tail cars).

For freight cars equipped with cast-iron brake pads, the air distributors must be turned on in the loaded mode when the car is loaded with more than 6 tf per axle, for the average - from 3 to 6 tf per axle (inclusive), for the empty one - less than 3 tf per axle.

For freight cars equipped with composite pads, the air distributors should be switched on in the empty mode, with an axle load of up to 6 tf inclusive, and in the medium mode - with an axle load of more than 6 tf.

In the loaded state of cement hopper cars equipped with composite blocks, the air distributors are switched on to the loaded braking mode.

The use on other types of freight cars with composite pads of the loaded mode is allowed in the cases provided for by the Instruction for the operation of the brakes of the rolling stock of railways.

The inclusion of air distributors in freight trains in the mountain mode is necessary before long descents with a steepness of 0.018 or more, and switching to the flat mode is necessary after the train passes these descents at the points established by order of the head of the railway. It is allowed to use the mountain mode in loaded trains according to local conditions and on slopes of lesser steepness (established by the head of the railway).

For cars equipped with automatic mode or having a "Single-mode" stencil on the body, turn on the air distributor with cast-iron blocks for loaded mode, for composite blocks - for medium mode or loaded mode with an axle load of more than 6 tf, for loaded hopper cars for transporting cement - in accordance with a separate instruction of the railway administrations or an order of the head of the railway. The inclusion of air distributors on these cars in the empty mode is prohibited.

For air distributors of refrigerated cars, turn on the modes in the following order. Automatic brakes of all cars with cast-iron brake pads, including freight cars with a service compartment in a five-car section, should be switched on when empty in the empty mode, when loaded up to 6 tf (inclusive) - on the medium and more than 6 tf per axle - on the loaded mode of braking . Automatic brakes of service, diesel and machine cars, including freight cars with a diesel compartment of the five-car section, should be switched on to the medium mode with the switch fixed.

On refrigerated cars with brake linkage, the design of which allows the operation of the car brake with both cast iron and composite brake shoes (horizontal levers have two holes for installing tightening rollers), when equipped with composite shoes, the braking modes include:

On freight refrigerated wagons in the manner established by this Instruction for freight wagons;

On service, diesel and engine cars, including cars with a diesel compartment of the five-car section, to the medium braking mode with the switch fixed.

Automatic brakes of service, diesel and engine cars, including cars with a diesel compartment of a five-car section with a lever transmission designed for operation only with cast-iron brake shoes (the horizontal lever has one hole for installing a tightening roller), when equipped with composite shoes, switch on the empty braking mode with fixing the mode switch.

The inclusion of autobrakes to the appropriate braking mode as part of a train, as well as for individual cars or a group of cars attached to trains, is carried out:

At stations with maintenance points - inspectors;

At intermediate stations where there are no wagon workers, inspectors sent from nearby PTOs, or employees specially assigned by order of the head of the railway, trained and passed tests in knowledge of the PTE, Signaling Instructions and Instructions for the operation of brakes of the rolling stock of railways;

On the haul after unloading the hopper - dosing and dump car turntables - workers serving this train.

The loading of wagons must be determined according to the train documents. It is allowed to determine the loading of cars to be guided by the drawdown of the spring set and the position of the wedge of the shock absorber of the bogie 18-100 relative to the friction bar: if the upper plane of the shock absorber wedge is higher than the end of the friction bar - the car is empty, if the upper plane of the wedge and the end of the friction bar are at the same level - the load of the car is 3-6 tf per axle.

The time for reducing the pressure by 0.5 kgf/cm 2 in the main tanks when checking the tightness of the train brake network is indicated in Table 5.5.

Table 5.5

Locomotive series	Time, s, with train length in axes


VL60 (all types), TE1, M62, TEM7
2TE10, 2TE116, 2TE121, TE3, TG16, TG20, TG102, VL11 m, VL85, 2M62, 2M62U

Notes. 1. The pressure reduction time in the main tanks for locomotives of the series not listed in the table, as well as in the tanks of stationary compressor units of the PHE, is taken according to the column of locomotives with the corresponding volume of the main tanks.

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

3. When checking the density of the brake network of a freight train with a charging pressure of 5.6-5.8 kgf / cm 2, reduce the time standards by 20%, and with a charging pressure of 5.3-5.5 kgf / cm 2 - reduce by 10% .

In winter conditions, the inspector-repairman must additionally:

In order to prevent the formation of ice plugs, ensure that, during the maintenance of wagons, mandatory blowing from the locomotive of the air line of the wagons and cleaning, if necessary, of dust-catching nets, as well as blowing out the brake system of the locomotive before hitching to the train.

Before connecting the brake line sleeves, blow it with compressed air, clean the heads of the connecting sleeves from dirt, ice and snow. Do not apply grease to the O-rings.

Open the frozen brake cylinder (air leakage through the rod), remove the piston, clean the working surface of the cylinder, wipe it with a dry technical cloth and lubricate. Replace defective cuff. After assembly, the cylinder is tested for tightness.

When testing automatic brakes and detecting air distributors that are not sensitive to braking and release, as well as with the presence of a delayed release, fix the flanges, inspect and clean the dust-catching mesh and filter, then repeat the test of the brake operation, in case of an unsatisfactory test result, replace the air distributor.

In case of poor mobility of the linkage parts, lubricate their hinge joints with seasonal axle oil with the addition of kerosene, remove the formed ice as soon as possible. It is not allowed to send, and trains, wagons with brake pads that do not move away from the wheels due to freezing of the brake linkage.

operation of anti-skid and high-speed regulators on passenger cars with brakes of the Western European type in accordance with the instructions of the owner of the infrastructure, the owner of the infrastructure complex, as well as clause 5.8 of this Instruction;

on cars with auto mode, the output of the auto mode fork should correspond to the load on the axle of the car, the reliability of fastening the contact strip, the support beam on the bogie and auto mode, the damper part and the pressure switch on the bracket, tighten the loose bolts;

correct adjustment of the brake leverage and the operation of automatic regulators, the output of the rods of the brake cylinders, which must be within the limits specified in Table 5.1 of this Instruction.

The lever transmission must be adjusted so that the distance from the end of the coupling to the end of the protective tube of the auto-regulator is at least 150 mm for freight cars and 250 mm for passenger cars, and for freight cars with separate bogie braking for auto-regulators RTRP-300 and RTRP-675- M - not less than 50 mm; the angles of inclination of the horizontal and vertical levers must ensure the normal operation of the linkage until the brake pads wear out. With a symmetrical arrangement of the brake cylinder on the car and on cars with separate bogie braking with full service braking and new brake shoes, the horizontal lever on the side of the brake cylinder rod should be perpendicular to the axis of the brake cylinder or have an inclination from its perpendicular position up to 10o away from the bogie. With an asymmetric arrangement of the brake cylinder on cars and on cars with separate bogie braking and new brake shoes, the intermediate levers must have an inclination of at least 20 ° towards the bogies;

the thickness of the brake pads and their location on the wheel tread. It is not allowed to leave brake pads on freight cars if they protrude from the tread surface beyond the outer edge of the wheel rim by more than 10 mm. On passenger and refrigerated cars, it is not allowed to let the blocks out from the tread surface beyond the outer edge of the wheel.

The thickness of the brake pads for passenger trains must ensure the passage from the formation point to the turnaround point and back. The thickness of the brake pads for refrigerated and freight cars is established by order of the owner of the infrastructure, the owner of the infrastructure complex in agreement with the territorial bodies of the federal executive body in the field of railway transport on the basis of experimental data, taking into account the provision of their normal operation between maintenance points.

The thickness of cast-iron brake pads must be at least 12 mm. The minimum thickness of composite brake pads with a metal back is 14 mm, with a mesh-wire frame - 10 mm (pads with a mesh-wire frame are determined by the ear filled with friction mass).

Check the thickness of the brake pad from the outside, and in case of wedge-shaped wear - at a distance of 50 mm from the thin end.

In case of wear of the side surface of the pad on the side of the wheel flange, check the condition of the triangle or traverse, brake shoe and brake shoe suspension, eliminate the identified shortcomings, replace the shoe;

the provision of the train with the required pressing of the brake shoes in accordance with the approved standards for brakes, given in Appendix 2 to this Instruction.

Table 5.1

Exit of a rod of brake cylinders of cars, mm

Wagon type	Departure from service points	Maximum allowable at full braking in operation (without automatic control)
Truck with pads:
cast iron

compositional

Truck with separate trolley braking with pads:
cast iron

compositional

Passenger
with cast iron and composite pads

size RIC with KE air distributors and cast-iron blocks

VL-RITS on TVZ-TsNII M bogies with composite pads

Notes. 1. In the numerator - with full service braking, in the denominator - with the first stage of braking.

2. The output of the brake cylinder rod with composite pads on passenger cars is indicated taking into account the length of the clamp (70 mm) installed on the rod.

5.2. When adjusting the leverage on cars equipped with an auto-adjuster, its drive is adjusted on freight cars to maintain the output of the brake cylinder rod at the lower limit of the established norms in accordance with Table 5.2 of this Instruction.

On passenger cars at the formation points, the drive adjustment should be carried out at a charging pressure of 5.2 kgf/cm2 and full service braking. On wagons without automatic regulators, adjust the leverage to maintain the output of the rod, not exceeding the average values of the established norms.

Table 5.2

Approximate installation dimensions of the brake linkage regulator drive

Wagon type	Type of brake pads	Size "A", mm
lever drive	rod drive
Freight 4-axle	Composite
Cast iron
Truck 8-axle	Composite
Truck with separate trolley braking	Composite
Refrigerated 5-car section built by BMZ and GDR	Composite
Cast iron
Autonomous refrigerated wagon (ARV)	Composite
Cast iron
Passenger car (wagon packaging):
From 42 to 47 tons	Composite
Cast iron
From 48 to 52 tons	Composite
Cast iron
From 53 to 65 tons	Composite
Cast iron

5.3. The standards for the output of brake cylinder rods for freight cars that are not equipped with auto-adjusters before steep long descents are set by the owner of the infrastructure, the owner of the infrastructure complex in agreement with the territorial bodies of the federal executive body in the field of railway transport.

5.4. It is forbidden to install composite blocks on cars, the linkage of which is rearranged for cast-iron blocks (i.e., the tightening rollers of the horizontal levers are located in the holes located farther from the brake cylinder), and, conversely, it is not allowed to install cast-iron blocks on cars, the linkage of which is rearranged for composite pads, with the exception of wheel pairs of passenger cars with gearboxes, where cast-iron pads can be used up to a speed of 120 km / h.

Six - and eight-axle freight cars should only be operated with composite blocks.

5.5. When inspecting the train at the station where there is a maintenance point, the cars must have all malfunctions of the brake equipment, and parts or devices with defects should be replaced with serviceable ones.

Rice. 3.27. The most probable places for air leaks in the brake equipment of freight cars
When passing air into the atmosphere in a threadless connection (Figure 3.28 a, b), it is allowed to tighten the union nut without removing the connection from the brake line with the torque indicated in Table 3.6.

a) Freight car brake system air duct with threadless connection of instruments and pipes

car kit
End crane No. 4314B	- 2 pcs.
Coupling No. 4370	- 3 pcs.
Nipple No. 4371	- 6 pcs.
Tee No. 4375-01	- 1 PC.
Three-way valve No. 4325B	- 1 PC.
Coupling No. 4379	- 1 PC.
Depot repair kit
Coupling No. 4379-01	- 1 PC.
Fitting No. 4374	- 2 pcs.
Diagnostic equipment connection device
Spool valve No. 4316	- 2 pcs.

b) Air duct of the brake system of freight cars with a separate braking system with a threadless connection of instruments and pipes with a valve for connecting devices for diagnosing air pressure in brake cylinders

Rice. 3.28. Threadless connections in the brake line of freight cars
- the effect of autobrakes on the sensitivity to braking and release. Air distributors and electric air distributors that work unsatisfactorily should be replaced with serviceable ones. At the same time, the operation of the electro-pneumatic brakes should be checked from a power source with a voltage during braking of not more than 40 V, while the voltage in the electrical circuit of wires No. 20 wagons inclusive, and not more than 0.3 V for longer trains;

Name and number threadless connections	Union 4370	Nipple 4371	Nipple 4378	Coupling 4379-01	Coupling 4379	Union 4374	Tee 4375-01	Terminal tap 4314B
Moment puffs union nuts, N*m	150(+-)15				200(+-)20		200(+-)20/ 150(+-)15	200(+-)20
Range workers temperatures, deg.С	- 60...+ 60
Maximum temperature, deg.С	+ 120, no more than 4 hours

The correctness of the regulation of the leverage and the operation of automatic regulators, the output of the rod of the brake cylinders, which must be within the limits indicated in table 3.7:

* if necessary, carry out the adjustment by rearranging the rollers on the rods (Figure 3.29 c), followed by adjusting the dimension "a" (the distance from the end of the protective pipe coupling of the TRP regulator to the start of the connecting thread on its screw) and re-checking the output of the brake cylinder rod. Dimensions "a" for freight and passenger cars must not be less than those indicated in Table 3.7.

The angles of inclination of the horizontal and vertical levers must ensure the normal operation of the linkage until the brake pads wear to the limit:

* with a symmetrical arrangement of the brake cylinder on the car and on cars with separate bogie braking (Figure 3.29 a) with full service braking and new brake shoes, the horizontal lever on the side of the brake cylinder rod should be perpendicular to the axis of the brake cylinder or have an inclination from its perpendicular position to 10o away from the cart;

* with an asymmetric arrangement of the brake cylinder on cars and on cars with separate bogie braking (Figure 3.29 b) and new brake shoes, the intermediate levers must have an inclination of at least 20 ° towards the bogies.

Rice. 3.29. Scheme for adjusting the angles of inclination of horizontal and vertical levers
Note: Incorrect setting of the tightening of the horizontal levers with composite pads can lead to wheel jamming, and with cast iron pads, to insufficient brake pressure.
After adjusting the leverage, it is necessary to perform a full service braking. Bring the thrust lever (stop) of the drive close to the regulator body and fix its position, for which, in the lever drive, by turning the adjusting screw, align the hole in its head with the hole in the drive thrust lever and connect them with a roller, with the setting of the cotter pin. After installing the governor drive, release the brake. In this case, the distance between the regulator body and the stop lever (stop) is set automatically. Approximate values of the dimension "A" (mounting dimension of the regulator drive) are given in table 3.7.

Provision of the train with the required pressure of the brake shoes in accordance with the value of the calculated pressure of the brake shoes in terms of cast iron, on the axle of passenger and freight cars ( Appendix I);

The state of the surfaces of electrical contacts of the heads of the sleeves No. 369A, the distance between the heads of the connecting sleeves No. 369A and the plug connectors of the inter-car electrical connection of the lighting circuit of the cars when they are connected. This distance must be at least 100 mm;
Table 3.7 - Parameters for adjusting the brake linkage of wagons

			Size "A", mm.		The size "a" not less, mm.	Stem outlet brake cylinder
			Lever- drive	Rod drive unit		Stem outlet brake cylinder
			Lever- drive	Rod drive unit		I st. braking	PST
Freight wagons with symmetrical location of the TRP (gondolas, covered, cisterns, platforms) fig.3.30 (a), a as well as wagons bunker type (hoppers) with asymmetrical location TRP, Fig. 3.30 (b)		Composite pads	35-50	-	150	40-80	50-100
		Cast iron pads	40-60	-	150	40-100	75-125
eight-axis cisterns		Composite	30-50	-	-	-	-
Freight wagons with rod driven autoregulator (dumpcar, thermos on trolleys TsNII-X3, autonomous refrigerated wagons on trolleys TsMV- Dessau), rice. 3.30 (at)		Composite	-	140-200	150	40-80	50-100
		Cast iron	-	130-150	150	40-100	75-125
Refrigeration sections and wagons thermoses on trolleys KVZ-I2 with lever drive autoregulator, fig.3.30(a), and on trolleys CMV-Dessau with pivotal driven autoregulator, rice. 3.30 (at)		Composite	25-60	55-145	150	40-80	50-100
		Cast iron	40-75	60-100	150	40-100	75-125
Freight wagons with trolley braking with compositional pads equipped autoregulators, rice. 3.30 (d, e)		574B and 675	15-25	-	350	25-50	25-50
		RTRP-300	15-25	-	250- 300	25-50	25-50
Passenger cars
	42-47 t	Composite	25-45	140-200	250	80-120	130-160
		Cast iron	50-70	130-150	250	80-120	130-160
	48-52 t	Composite	25-45	120-160	250	80-120	130-160
		Cast iron	50-70	90-135	250	80-120	130-160
	53-65 t	Composite	25-45	100-130	250	80-120	130-160
		Cast iron	50-70	90-110	250	80-120	130-160
Ritz size - s air distribution KE dividers Oerlikon, Dako		Cast iron	-	-	-	50-70	105-115
VL-RITS on TVZ-TsNII bogies "M"		Composite	-	-	-	15-30	25-40

a) Scheme of a symmetrical brake linkage of the car

b) Scheme of asymmetric brake linkage of the car

c) Scheme of a symmetrical brake linkage of a car with a rod drive

d) Scheme of the brake linkage of a wagon with trolley braking

e) Scheme of brake linkage of bunker-type cars with trolley braking

3.1. On locomotives not equipped with blocking device No. 367, in non-working cabs, the combined valve and the release valve on the air duct from the auxiliary brake valve No. 254 to the brake cylinders must be closed.

The disconnecting valves on the supply air line, the air line from the air distributor to valve No. 254 and the disconnecting valve on the air line from the brake line to the speedometer on all locomotives must be open and their handles sealed. On electric locomotives of the ChS series, a disconnecting valve on the air duct from the valve
No. 254 to the brake cylinders must be open. The driver's crane handle must be in the emergency braking or service braking position if an emergency stop device is available.

3.2. When changing the control cab by the locomotive crew, the following order of work must be observed.

3.2.1. In an abandoned control cabin not equipped with blocking device No. 367, or in the presence of a brake blocking device No. 267, the driver must:

Before leaving the cab, perform emergency braking by the driver's crane No. 328, 394, 395. After the line is completely discharged, turn the handle of the combined valve to the double thrust position. Before leaving the cab, the driver must make sure that the brake cylinders are filled to full pressure, and if there is a brake lock
No. 267 turn the removable lock key and remove it from the socket;

Turn the handle of valve No. 254 to the last braking position and, after filling the brake cylinders to full pressure, close the disconnect valve on the air line to the brake cylinders (on electric locomotives of the ChS series, do not close the disconnect valve), and when servicing electric locomotives of the ChS series by one driver, the valve handle
No. 254 leave in the train position;

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

Going to the working cab, the driver must:

Open the disconnect valve on the air line to the brake cylinders from valve No. 254;

Move the handle 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;

Open the combination cock by placing its handle vertically upwards when the surge tank is filled to the charging pressure;

Move the crane handle No. 254 to the train position.

3.2.2. In the abandoned control cabin equipped with blocking device No. 367, the driver must:

Before leaving the cab, perform emergency braking by the driver's crane and discharge the brake line to zero;

Crane handle No. 254 to move to the last brake position. When full pressure is established in the brake cylinders, move the locking device key from the lower position to the upper one and remove it;

Make sure that there is no unacceptable decrease in pressure in the brake cylinders (pressure in the brake cylinders is allowed to decrease by no more than 0.2 kgf / cm 2 in 1 min);

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

Going into the working cab, the driver must insert the key into the locking device and turn it down. After that, the driver's crane handle is transferred to the train position, the brake network is charged to the set pressure.

The handle of the combined crane in the non-working and working cabs must be in the vertical (train) position.

3.3. During the transition, the driver's assistant must be in the cab to be left and, using the pressure gauges of the brake line and brake cylinders, control the activation of the brake in the working cab. In case of spontaneous release of the locomotive brake, the assistant must apply the hand brake, and on the locomotive not equipped with blocking device No. 367, open the disconnect valve on the air duct from valve No. 254 to the brake cylinders.

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

On electric locomotives of the ChS series, the assistant driver, before leaving the non-working cab, must transfer the handle of crane No. 254 to the train position.

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

3.4. Having completed all the operations for the transition to the working cabin, the driver must:

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

After setting the locomotive in motion, check the operation of the auxiliary brake at a speed of not more than
3 – 5 km/h until the locomotive stops.

3.5. On locomotives equipped with remote-controlled driver's cranes, the procedure for changing control cabins should be carried out in accordance with the instructions for their operation.

4. TRAILER OF THE LOCOMOTIVE TO THE COMPOSITION

4.1. Approaching the train, the driver must stop the locomotive with an auxiliary brake at a distance of 10-15 m from the first car and stretch the speed tape. At the command of the wagon inspector or an employee trained in performing operations for testing automatic brakes (hereinafter referred to as the wagon inspector), the driver must set the locomotive in motion and drive up to the train at a speed of no more than 3 km / h, ensuring smooth coupling of automatic couplers.

4.2. After coupling the locomotive with the freight train, the driver must check the reliability of the coupling with a short movement from the train. Coupling of a locomotive with passenger, mail-luggage, passenger-and-freight trains and with a train fixed with special mechanical stops is checked only by signaling processes of automatic coupler locks.

Before connecting the hoses between the locomotive and the first car, the wagon inspector is obliged to inform the driver about the presence of passenger cars, locomotives and wagons of the multiple unit rolling stock in the freight train, about the loading of freight wagons in the train (loaded, empty), the number of wagons in the passenger train, the presence of wagons with disengaged electro-pneumatic brakes or wagons with Western European brakes that differ in principle of operation. Having received the required information, the driver is obliged to adjust the driver's valve to the amount of charging pressure in accordance with Table 2.2 or clause 2.2.6 of these Rules and turn on the locomotive air distributor to the mode in accordance with the requirements of clause 2.2.7 of these Rules. The above features of the composition of the wagon inspector must be recorded in the certificate of form VU-45.

After hitching the locomotive to the train and moving the driver to the working cabin, at the command of the driver, the driver’s assistant must blow the brake line of the locomotive from the side of the train by opening it three times through the end valve, connect the hoses of the brake line between the locomotive and the first car (before switching on the EPT power source, if any) , open the end valve first at the locomotive, and then at the car.

The driver, together with the wagon inspector, is obliged to check the correct coupling of the automatic couplers by the signal branches of the locks and a special crowbar, the reliability of the automatic coupler mechanism for coupling, the correct connection of the sleeves and the opening of the end valves between the locomotive and the first car.

When servicing the locomotive by one driver, the wagon inspector, after hitching the locomotive to the train and moving the driver to the working cab, at the command of the driver, must blow through the end valve the brake line of the locomotive from the side of the train and the first car, connect the brake line hoses between the locomotive and the first car (before turning on the source power supply of the EPT, if any) and open the end valves first at the locomotive, and then at the car.

4.3. With multiple traction, the connection of the hoses and the opening of the end valves between the locomotives and the first car is performed by the assistant driver of the first locomotive, and the execution of this work is checked by the driver of the first locomotive together with the drivers of other locomotives and is responsible for the correct execution. In addition, during multiple traction, the driver of the first locomotive, together with the drivers of other locomotives, checks whether the handles of the combined crane (or double traction crane) are set to the double traction position.

With multiple traction and maintenance of each locomotive by one driver, the connection of the hoses and the opening of the end valves between the locomotives is performed by the driver of the second locomotive.

4.4. After hitching the locomotive to the passenger train, opening the end valves and changing the control cabin, the driver is obliged to put the driver’s crane handle in position I and hold for 3-4 s, then transfer to the train position, at which to further charge the brake network of the train.

4.5. After hitching the locomotive to a freight train with a charged brake network, the driver must increase the pressure in the line above the normal charging one. To do this, the driver's crane handle must be moved to position I and kept in this position until the pressure in the surge tank rises by 0.5 - 0.7 kgf / cm 2 above the charging pressure to which the driver's crane is adjusted, and then transferred to the train position.

4.6. After hitching the locomotive to a freight train, braked or with an uncharged brake network, it is necessary to brake by reducing the pressure in the surge tank by 1.5 - 1.7 kgf / cm 2 before connecting the hoses and opening the end valves.

After connecting the hoses and opening the end valves between the locomotive and the first car, move the driver’s valve handle to position I and hold until the pressure in the surge tank rises by 1.0 - 1.2 kgf / cm 2 above the charging pressure to which the driver’s valve is adjusted, after which the driver's crane handle is transferred to the train position.

5. MAINTENANCE OF BRAKING EQUIPMENT OF CARS

5.1. When servicing wagons, check:

The state of components and parts of braking equipment for compliance with their established standards. Replace parts that do not meet established standards and do not ensure normal operation of the brake;

The correct connection of the brake line hoses, the opening of the end valves between the cars and the disconnecting valves on the supply air ducts from the line to the air distributors, as well as their condition and reliability of fastening, the state of the electrical contact surfaces of the heads of sleeves No. 369A. If necessary, clean the contact surfaces with sandpaper. When coupling passenger cars equipped with two brake lines, hoses located on one side of the automatic coupler axis in the direction of travel must be connected;

The correctness of switching on the modes of the air distributors on each car, taking into account the presence of an automatic mode, including in accordance with the axle load and the type of brake pads;

The density of the braking network of the composition, which must comply with the established standards;

The effect of automatic brakes on sensitivity to braking and release, the effect of an electro-pneumatic brake with checking the integrity of the electrical circuit in wires No. 1 and 2 of the train, the absence of a short circuit between these wires and to the car body, voltage in the circuit of the tail car in braking mode. The operation of the electro-pneumatic brake should be checked from a power source with a stabilized output voltage of 40 V, while the voltage drop in the electrical circuit of wires No. 1 and 2 in the braking mode, in terms of one car of the tested train, should be no more than 0.5 V for trains up to 20 cars inclusive and not more than 0.3 V for compositions of greater length. Air distributors and electric air distributors that work unsatisfactorily should be replaced with serviceable ones;

Operation of the anti-skid and high-speed regulators on passenger cars with brakes of the Western European type in accordance with the local instructions of the owner of the infrastructure, as well as clause 5.8 of these Rules;

On cars with auto mode, the output of the auto mode fork should correspond to the load on the axle of the car, the reliability of fastening the contact strip, the support beam on the bogie and auto mode, the damper part and the pressure switch on the bracket, tighten the loose bolts;

The correctness of the regulation of the brake linkage and the operation of automatic regulators, the output of the rods of the brake cylinders, which must be within the limits specified in Table 5.1 of these Rules.

The brake linkage must be adjusted so that the distance from the end face of the protective tube coupling and the connecting thread of the auto-adjuster screw is at least 150 mm for freight cars and 250 mm for passenger cars, and for freight cars with separate bogie braking for auto-adjusters RTRP-300 and RTRP- 675-M - not less than 50 mm; the angles of inclination of the horizontal and vertical levers must ensure the normal operation of the brake linkage up to the limit wear of the brake pads. With a symmetrical arrangement of the brake cylinder on the car and on cars with separate bogie braking with full service braking and new brake shoes, the horizontal lever on the side of the brake cylinder rod should be perpendicular to the axis of the brake cylinder or have an inclination from its perpendicular position up to 10 degrees away from the bogie . With an asymmetric arrangement of the brake cylinder on cars and on cars with separate bogie braking and new brake shoes, the intermediate levers must have an inclination of at least 20 degrees towards the bogies;

The thickness of the brake pads and their location on the wheel tread. It is not allowed to leave brake pads on freight cars if they protrude from the tread surface beyond the outer edge of the wheel rim by more than 10 mm. On passenger and refrigerated cars, the brake pads are not allowed to extend from the tread surface beyond the outer edge of the wheel.

The thickness of the brake pads for passenger trains must ensure the passage from the formation point to the turnaround point and back. The thickness of the brake pads for refrigerated and freight cars is set by the order of the owner of the infrastructure on the basis of experimental data, taking into account the provision of their normal operation between maintenance points.

The minimum thickness of the brake pads at which they must be replaced:

Cast iron - 12 mm;

Composite with a metal back - 14 mm;

With a mesh-wire frame - 10 mm (brake pads with a mesh-wire frame are determined by the ear filled with friction mass).

Check the thickness of the brake pad from the outside, and in case of wedge-shaped wear - at a distance of 50 mm from the thin end.

In case of wear of the side surface of the brake pad on the side of the wheel flange, check the condition of the triangle or traverse, brake shoe and brake shoe suspension, eliminate the identified shortcomings, replace the brake shoe.

5.2. When adjusting the brake linkage on cars equipped with an auto-adjuster, its drive is adjusted on freight cars to maintain the output of the brake cylinder rod at the lower limit of the established norms in accordance with Table 5.1 of these Rules.

On passenger cars at the formation points, the drive adjustment should be carried out at a charging pressure of 5.2 kgf / cm 2 and full service braking. On cars without automatic regulators, adjust the brake linkage to maintain the output of the rod, not exceeding the average values of the established norms.

5.3. The standards for the output of brake cylinder rods for freight cars that are not equipped with auto-adjusters before steep long descents are set by the owner of the infrastructure in agreement with the territorial bodies of the federal executive body in the field of railway transport.

5.4. It is forbidden to install composite brake shoes on cars, the brake linkage of which is rearranged for cast-iron brake shoes (i.e. the tightening rollers of the horizontal levers are located in the holes located farther from the brake cylinder), and, conversely, it is not allowed to install cast-iron brake shoes on cars, the brake linkage of which is rearranged for composite brake shoes, with the exception of wheel sets of passenger cars with gearboxes, where cast-iron brake shoes can be used up to travel speed
120 km/h

Six- and eight-axle freight cars should only be operated with composite brake pads.

Table 5.1

Exit of a rod of brake cylinders of cars, mm

Wagon type	Departure from service points		Maximum allowable at full braking in operation (without automatic control)
Truck with brake pads:
cast iron		75 – 125	175
		40 – 100
compositional		50 – 100	130
		40 – 80
Truck with separate trolley braking with brake pads:			–
cast iron		30 – 60	-
		-
compositional		25 – 50	-
		-
Passenger
with cast iron and composite brake pads		130 – 160	180
		80 – 120
size RIC with KE air distributors and cast-iron brake pads		105 – 115	125
		50 – 70
VL-RITS on TVZ-TsNII M bogies with composite brake pads		25 – 40	75
		15 – 30

Notes. 1. In the numerator - with full service braking, in the denominator - with the first stage of braking.

2. The output of the brake cylinder rod for composite brake shoes on passenger cars is indicated taking into account the length of the clamp (70 mm) mounted on the rod.

If a malfunction of the brake equipment of wagons is detected at stations where there is no maintenance point, it is allowed to follow this wagon with the brake off, provided that traffic safety is observed to the nearest PTO.

Table 5.2

Approximate installation dimensions of the drive of the autoregulator of the brake linkage

Wagon type	Type of brake pads	Size "A", mm
Wagon type	Type of brake pads	lever drive	rod drive
Freight 4-axle	Composite	35 – 50	140 – 200
Freight 4-axle	Cast iron	40 – 60	130 – 150
Truck 8-axle	Composite	30 – 50	–
Truck with separate trolley braking	Composite	15 – 25	–
Refrigerated 5-car section built by BMZ and GDR	Composite	25 – 60	55 – 145
Refrigerated 5-car section built by BMZ and GDR	Cast iron	40 – 75	60 – 100
Autonomous refrigerated wagon (ARV)	Composite	–	140 – 200
Autonomous refrigerated wagon (ARV)	Cast iron	–	130 – 150
Passenger car (wagon packaging):
From 42 to 47 tons	Composite	25 – 45	140 – 200
From 42 to 47 tons	Cast iron	50 – 70	130 – 150
From 48 to 52 tons	Composite	25 – 45	120 – 160
From 48 to 52 tons	Cast iron	50 – 70	90 – 135
From 53 to 65 tons	Composite	25 – 45	100 – 130
From 53 to 65 tons	Cast iron	50 – 70	90 – 110

5.6. At the points of formation of freight trains and at the points of formation and turnover of passenger trains, car inspectors are obliged to check the serviceability and operation of the hand brakes, paying attention to the ease of actuation and pressing of the brake shoes to the wheels.

The same check of hand brakes must be carried out by car inspectors at stations with maintenance points preceding steep long descents.

5.7. It is forbidden to put into the train wagons in which the brake equipment has at least one of the following faults:

Faulty air distributor, electric air distributor, electrical circuit of the electro-pneumatic brake (in a passenger train), auto mode, limit or disconnect valve, exhaust valve, brake cylinder, reservoir, working chamber;

Damage to air ducts - cracks, breaks, wear and delamination of connecting sleeves; cracks, breaks and dents in air ducts, looseness of their connections, weakening of the pipeline at the attachment points;

Malfunction of the mechanical part - traverses, triangles, levers, rods, suspensions, auto-regulator, shoes; cracks or kinks in parts, spalling of the brake shoe lugs, improper fastening of the brake shoe in the shoe; defective or missing safety devices and beams of auto modes, non-standard fastening, non-standard parts and cotter pins in assemblies;

Faulty hand brake;

Loose fastening of parts;

Unadjusted brake linkage;

The thickness of the brake pads is less than that specified in clause 5.1 of these Rules.

5.8. Check the operation of the pneumomechanical anti-skid and high-speed regulators on the RIC cars in the passenger mode of applying the brake with full service braking.

On each wagon, check the operation of the anti-skid regulator on each axle. To do this, rotate the inertial weight through the window in the sensor housing, and air must be released from the brake cylinder of the tested bogie through the relief valve. After the impact on the load has ceased, it must return to its original position by itself, and the brake cylinder must be filled with compressed air to the initial pressure, which is controlled by a pressure gauge on the side wall of the car body.

Press the speed control button on the side wall of the car. The pressure in the brake cylinders should increase to the set value, and after the button is pressed, the pressure in the cylinders should decrease to the original one.

After checking, turn on the brakes of the wagons to a mode corresponding to the upcoming maximum speed of the train.

5.9. Check the distance between the heads of the connecting sleeves
No. 369A and plug connectors of the inter-car electrical connection of the lighting circuit of the cars when they are connected. This distance must be at least 100 mm.

6. HOW TO PLACE AND ENGAGE THE BRAKES

6.1. The order of placement and activation of brakes in trains with locomotive traction.

6.1.1. It is forbidden to put cars on trains that have not undergone maintenance and without an entry in the VU-14 form log.

6.1.2. Before the departure of a train from a station where there is a wagon maintenance point or a brake test point, as well as from a train formation station or a mass loading point, the brakes of all wagons must be switched on and operate properly.

Automatic brakes of locomotives and tenders (except for tenders that do not have an empty braking mode and follow in a non-working state) should be included in the braking network.

6.1.3. Freight trains, which include a special rolling stock with a span highway or wagons with discharge cargo, are allowed to be sent with the automatic brakes of these wagons turned off in accordance with the procedure established by the owner of the infrastructure. At the same time, in freight trains, the number of cars with disengaged brakes or a span line in one group of cars should not exceed eight axles, and in the tail of the train in front of the last two brake cars - no more than four axles.

6.1.4. The last two carriages in the train must have active automatic brakes. In the event of a malfunction of the automatic brake of one or two tail cars of a freight train en route and the impossibility of eliminating it, the train is deduced from the haul provided that an auxiliary locomotive is placed at the tail. At the first station, perform shunting operations to ensure the presence of two cars with serviceable automatic brakes at the tail of the train.

6.1.5. In passenger and mail-luggage trains, all passenger-type air distributors must be turned on, and in freight trains, all cargo-type air distributors.

6.1.6. Passenger and mail-luggage trains must be operated on electro-pneumatic braking, and if the passenger and mail-luggage trains contain passenger cars of RIC size with automatic brakes on and freight cars, they must be operated on pneumatic braking. In the event of a failure of the EPT along the route, the driver is obliged to report to the train dispatcher and receive his order to follow the automatic brakes to the PTO of passenger cars, where the malfunction must be eliminated.

To drive passenger trains, passenger types of locomotives equipped with an electro-pneumatic brake must be used.

In exceptional cases, for driving passenger trains, it is allowed to use freight types of locomotives, which must be equipped with an electro-pneumatic brake and a train heating system (except when assisted by an auxiliary locomotive).

At speeds of passenger trains over 120 km/h, the duplicated power supply of wires No. 1 and 2 of the electro-pneumatic brake must be turned off.

As an exception, it is allowed to attach to passenger trains with electro-pneumatic brakes no more than two passenger cars that are not equipped with an electro-pneumatic brake, but with a serviceable automatic brake, as noted in the VU-45 certificate.

If the electro-pneumatic brake fails on no more than two cars, disconnect the electric air distributors of these cars from the electrical circuit in the terminal boxes. These cars must follow on an automatic brake to the maintenance point, where faulty devices must be replaced with serviceable ones and connected to the electrical circuit in the terminal boxes, which is noted in the VU-45 certificate.

It is forbidden to send passenger trains equipped with an electro-pneumatic brake from the points of formation and turnover on pneumatic control.

6.1.7. It is not allowed to put freight wagons in the compositions of passenger and mail-luggage trains.

6.1.8. In passenger trains with a train of up to 20 cars, inclusive, turn on air distributors No. 292 in the short-range mode “K”, turn on high-speed triple valves with an emergency braking accelerator. When forming passenger trains with a composition of more than 20 cars, air distributors No. 292 are switched on for the long train mode "D". The inclusion of air distributors No. 292 on the short-range mode "K" in trains with a composition of more than 20 to 25 cars is allowed by separate orders of the owner of the infrastructure.

6.1.9. KE brakes of passenger cars of international traffic include in the passenger mode at a speed of up to 120 km/h; at a higher speed, turn on the high-speed mode. It is forbidden to turn on the high-speed braking mode if there is no speed controller sensor or at least one anti-skid device sensor on the car or if there is a malfunction. The transfer of passenger cars equipped with the KE brake in freight trains should be carried out with the brake off, if the brakes of the train are switched on in the flat mode, and with the inclusion in the cargo mode, if the brakes of the train are switched on in the mountain mode. If there is one carriage with a brake of the Western European type in a passenger train, it is allowed to turn off the brake of this car if the train is provided with a single minimum rate of brake pressure per 100 tf of weight, excluding the switched off brake.

6.1.10. Locomotives of passenger trains when driving trains of more than 25 cars must be equipped with devices for automatically switching on the electro-pneumatic brake when the stop valve is opened in the train. In case of failure of the electro-pneumatic brake in such a train, it is allowed to bring it on automatic brakes to the first station, where the operation of the electro-pneumatic brake is restored. Otherwise, the train must be split into two trains.

6.1.11. In freight trains, in which the charging pressure is set in the range of 4.8 - 5.2 kgf / cm 2 and freight-passenger trains, it is allowed to jointly include freight and passenger types of air distributors in the auto-brake network, while the mode switch of air distributors No. 483 or 270 should be installed to the position of the flat mode, and the cargo switch - in accordance with paragraphs. 6.1.12, 6.1.13 and 6.1.14 of these Rules. Air distributors No. 292 should be switched on for long-range mode.

If there are no more than two passenger cars in a freight train, then turn off their air distributors (except for two tail cars). The transfer of wagons with disc brakes in freight trains is allowed only in the amount of not more than two wagons with disengaged brakes.

6.1.12. For freight wagons not equipped with automatic mode, turn on the air distributors in the following order.

6.1.12.1. Air distributor with main part 270.023 and two-chamber tank 295.001 or 295M.001 or 295M.002 with cast-iron brake shoes include:

For empty mode with an axle load of less than 3 tf per axle;

6.1.12.2. Air distributor with main part M270.023 and two-chamber tank M295.001 or M295M.001 or M295M.002 with composite brake shoes include:

For loaded mode with an axle load of more than 6 tf per axle;

For the average mode with an axial load from 3 to 6 (inclusive) tf per axle;

For empty mode with an axle load of less than 3 tf per axle.

6.1.12.3. Air distributor with main part 270.023 and two-chamber tank 295.001 or 295M.001 or 295M.002 with composite brake shoes include:

On the average mode with an axial load of more than 6 tf per axle;

For empty mode with an axle load of 6 tf or less per axle;

To the loaded mode by a separate order of the owner of the infrastructure on specific sections of the road with an axial load of at least 20 tf on the rails, in accordance with clause 18.4.6 of these Rules.

In the loaded state of cement hopper cars equipped with composite blocks, switch on the air distributors to the loaded braking mode.

It is necessary to turn on the air distributors in freight trains to the mountain mode before long descents with a steepness of 0.018 or more, and switch to the flat mode after the train passes these descents at the points established by the order of the owner of the infrastructure.

It is allowed to use the mountain mode in loaded trains according to local conditions and on slopes of lesser steepness (set by the owner of the infrastructure). In trains, in the presence and proper operation of the electric brake on the locomotive, taking into account local conditions, based on experimental trips with the permission of the owner of the infrastructure, it is allowed to use the flat mode of air distributors on long descents with a steepness:

With a train of loaded wagons - up to 0.020 inclusive;

With a train of empty wagons - up to 0.025 inclusive,

On slopes of greater steepness - by order of the owner of the infrastructure.

6.1.13. For freight cars equipped with auto mode or having a “Single Mode” stencil on the body, turn on the air distributors in the following order.

6.1.13.1. The air distributor with the main part M270.023 and the two-chamber tank M295.001 or M295M.001 or M295M.002 with composite brake pads should be switched on in the loaded mode.

6.1.13.2. Air distributor with main part 270.023 and two-chamber tank 295.001 or 295M.001 or 295M.002 include:

For loaded mode, with cast-iron brake pads;

Medium duty, with composite brake pads;

In the loaded mode, with composite brake pads, it is allowed by a separate order of the owner of the infrastructure on specific sections of the road with an axial load of at least 20 tf on the rails, in accordance with clause 18.4.6 of these Rules.

6.1.14. For air distributors of refrigerated cars, turn on the modes in the following order.

Automatic brakes of all cars with cast-iron brake pads, including freight cars with a service compartment in a five-car section, should be switched on when empty in the empty mode, when loaded up to 6 tf per axle (inclusive) - on the medium and more than 6 tf per axle - on the loaded braking mode. Automatic brakes of service, diesel and machine cars, including freight cars with a diesel compartment of the five-car section, should be switched on to the medium mode with the switch fixed.

On refrigerated cars with brake linkage, the design of which allows the operation of the car brake, both with cast iron and composite brake shoes (horizontal levers have two holes for installing tightening rollers), when equipped with composite brake shoes, the braking modes include:

- on refrigerated freight cars - for empty mode when loading up to 6 tf per axle and medium when loading 6 or more tf per axle;

- on service, diesel and engine cars, including cars with a diesel compartment of the five-car section - to the medium braking mode with the switch fixed.

Automatic brakes of service, diesel and machine cars, including cars with a diesel compartment of a five-car section with a brake lever transmission designed for operation only with cast-iron brake shoes (the horizontal lever has one hole for installing a tightening roller) when equipped with composite brake shoes, turn on the empty mode braking with fixing the mode switch.

Refrigerated rolling stock is allowed to circulate at speeds up to 120 km/h in accordance with the order of the owner of the infrastructure.

6.1.15. The inclusion of autobrakes to the appropriate braking mode as part of a train, as well as for individual cars or a group of cars attached to trains, is carried out:

At stations with maintenance points - wagon inspectors;

At intermediate stations where there are no employees of the carriage economy, - the persons specified in clause 8.1.6 of these Rules;

On the haul, after unloading the hopper-dosing and dump car turntables, there are workers servicing this turntable.

6.1.16. The loading of wagons is determined according to the train documents.

To determine the loading of wagons, it is allowed to be guided by the drawdown of the spring set and the position of the wedge of the shock absorber of the TsNII-KhZ bogie relative to the friction bar: if the upper plane of the wedge of the shock absorber is higher than the end of the friction bar - the car is empty, if the upper plane of the wedge and the end of the friction bar are at the same level - the wagon load is 3 – 6 tf per axle.

The main part M270.023 with two-chamber tanks 295.001, 295M.001 and 295M.002;

Two-chamber tanks M295.001, M295M.001 and M295M.002 with the main part 270.023;

With cast-iron brake pads, air distributors with main parts M270.023 and two-chamber reservoirs M295.001, M295M.001 and M295M.002

General views and elements of difference between the main parts of M270.023 and 270.023 and two-chamber tanks M295.001, M295M.001, M295M.002 from 295.001, 295M.001 and 295M.002 are given in Appendix 8 to these Rules.

6.2. The procedure for placing and applying brakes on locomotives when following double or multiple traction.

6.2.1. When hitching two or more active locomotives to the train, the automatic brakes of all locomotives must be included in the common brake network. The modes of switching on the air distributors are set in accordance with clause 2.2.7 of these Rules.

6.2.2. When hitching two or more operating locomotives to the train, locomotive drivers (except for the first driver) are required to move the handle of the combined crane, regardless of the presence of a blocking device
No. 367 to the double thrust position (closed), and put the handle of the driver's cranes in the VI position. On locomotives equipped with an emergency stop device, the handle of the driver's crane in the non-working cab and the working cab of locomotives (except for the first driver) must be set to position V.

In addition, when controlling electro-pneumatic brakes, it is necessary to additionally turn off the power source of these brakes in both cabs and disconnect the control unit from the line wire using the EPT general power switch on attached locomotives.

6.2.3. In trains that follow with two or more operating locomotives along the entire traction arm, a locomotive with more powerful compressors (steam-air pumps on a steam locomotive) should be installed at the head of the train.

6.2.4. After hitching the pushing locomotive to the tail of the train with the inclusion of its automatic brakes in the common braking network, the driver of the pushing locomotive must move the handle of the combined crane, regardless of the presence of blocking device No. On locomotives equipped with an emergency stop device, the driver's crane handle must be set to the V position.

After that, the driver's assistant is obliged to connect the hoses of the brake line of the tail car and the locomotive and open the end valves between them. After that, the driver of the leading locomotive is obliged to charge the brake network of the entire train.

If the auto brakes of a pushing locomotive serviced by one driver must be included in the common braking network, then the execution of operations for hitching the pushing locomotive to the train and uncoupling it from the train is assigned to the wagon inspector. At stations where the positions of a wagon inspector are not provided, the hitching and unhitching of pushing locomotives is carried out in accordance with the procedure established by the owner of the infrastructure.

6.2.5. On driven and pushing locomotives equipped with remote-controlled driver's cranes, the procedure for disabling them is established by the operating instructions for these cranes.

6.3. The order of placement and activation of brakes for inactive locomotives and wagons of multi-unit rolling stock.

6.3.1. Locomotives can be sent both singly in trains and in rafts. Motor-car rolling stock is sent in trains, sections and individual wagons. At the same time, the sleeves of the brake line of the locomotives and wagons of the multi-unit rolling stock are connected to the common brake line of the train; all unconnected end sleeves of the supply air ducts must be removed from the rolling stock (except for locomotives sent in the order of dispatcher adjustment), and their end valves are closed.

6.3.2. For locomotives and wagons of multi-unit rolling stock sent in an inoperative state with driver cranes No. 328, 394 and 395, turn off the uncoupling and combined cranes; at the driver's cranes
No. 334 and 334E close the double-thrust cranes, install the handles of the driver's cranes, as with double traction; shut off the taps to the EPC hitchhiking.

Disconnect the power supply from the electro-pneumatic brake circuits.

On locomotives, in which the action of the automatic brake occurs through the auxiliary brake valve No. 254, in one of the cabs, open all disconnecting valves on the air ducts leading to this valve. If there is a blocking device No. 367, turn it on in the same cab, while moving the handle of the combined crane to the double thrust position. In the other cab, the locking device must be disengaged and the combination valve handle moved to the dual traction position. If the action of the automatic brake occurs independently of valve No. 254, then on the air ducts from this valve all disconnecting and combined valves must be closed, and the blocking devices in the cabs must be turned off.

For an inactive locomotive, the valve on the air line connecting the brake line with the supply line through a check valve must be opened when one main tank or group of tanks is turned on. On a multi-unit rolling stock, in which the brake cylinders are filled through a pressure switch, a device must be switched on for sending it in a cold state.

All tap handles on a non-operating locomotive must be sealed in the above positions.

On driven and pushing locomotives equipped with remote-controlled driver's cranes, the procedure for disabling them is established by the operating instructions for these cranes.

On steam locomotives, switch on automatic brakes with a cargo-type air distributor to empty mode, and on electric locomotives and diesel locomotives, switch on air distributors No. 270 and 483 to medium and flat modes. Switching of cargo-type air distributors to mountain mode is carried out depending on the guiding descent at the points established by the order of the owner of the infrastructure.

In rafts formed from passenger locomotives, air distributors No. 292 are switched on for short train mode, and as part of a freight train or in a raft of freight locomotives - for long train mode.

In rafts on the leading locomotive, air distributors No. 270 and 483 switch on the loaded mode.

6.3.3. When following in rafts of cold passenger steam locomotives equipped with a triple valve No. 5, the atmospheric hole in the valve body, designed to let air out of the reserve tank during service braking, is to be plugged. On the lead locomotive, adjust the driver's crane to maintain the raft in the brake network at the train position of the charge pressure handle of 4.5 kgf/cm 2 .

6.3.4. When sending one multi-unit train or a raft formed from the cars of these trains, air distributors No. 292 are switched on for a short train mode if there are no more than 20 cars in the raft. If there are more than 20 wagons in the raft, and also regardless of the number of wagons, when the raft is included in a freight train, air distributors No. 292 are switched on for long train mode.

6.3.5. Rafts with disengaged brakes can only be sent if it is impossible to bring the automatic brakes into action. In these cases, two empty four-axle wagons with active and included auto-brakes must be attached to the tail of the raft.

At the same time, the number of locomotives, cars of multi-unit trains and tenders in a raft is set on the basis of providing the necessary brake pressure, which, taking into account the weight of the lead locomotive and cars and their brakes, should be at least 6 tf per 100 tf of the raft weight for slopes with a steepness of up to 0.010 inclusive, not less than 9 tf for slopes up to 0.015 and not less than 12 tf for slopes up to 0.020 inclusive. The speed of the raft with the automatic brakes turned off for locomotives in the idle state should not exceed 25 km/h.

The raft must be provided with hand brakes in accordance with the regulations.

6.3.6. When sending individual tenders, their automatic brakes must be turned on to the empty mode.

6.3.7. At the points of formation of rafts, the outlets of the rods of the brake cylinders must be adjusted in accordance with clause 2.2.4 of these Rules.

6.3.8. Conductors accompanying a raft or a single locomotive must be instructed not only in general provisions regarding escorting a raft, but also in the rules for using brakes on forwarded locomotives, the procedure for testing autobrakes in a raft and switching air distributor modes.

7. PROVISION OF TRAINS WITH BRAKES

7.1. All trains leaving the station must be provided with brakes with guaranteed pressing of the brake shoes in accordance with the norms for providing trains with brakes given in Appendix 2 to these Rules.

Estimated brake shoe pressures are indicated for wagons in Table 3, and for locomotives, multiple unit rolling stock and tenders in Table 4 of Appendix 2 to these Rules.

The calculated forces of pressing composite brake pads on the axle of passenger cars should be taken in terms of cast-iron brake pads in accordance with paragraph 6.2 of Appendix 2 to these Rules.

In exceptional cases, due to the failure of the automatic brakes of individual cars along the way, the train can be sent from an intermediate station with a brake pressure less than that established by the standards to the first station where there is a car maintenance point, with the issuance of a speed limit warning to the driver. The order of departure and following of such trains is established by the infrastructure owner.

7.2. The actual weight of freight, mail and baggage cars in trains is determined according to the train documents, the accounting weight of locomotives and the number of brake axles - according to Table 5 of Appendix 2 to these Rules.

The weight of passenger cars is determined according to the data printed on the body or channel of the cars, and the load from passengers, hand luggage and equipment is taken: for SV cars and soft cars for 20 seats - 2.0 tf per car, other soft cars - 3.0 tf; for compartment cars - 4.0 tf, for compartment cars with seats - 6.0 tf; for non-compartment reserved seat cars - 6.0 tf, non-compartment non-reserved seat cars - 9.0 tf; for interregional cars in fast and passenger trains - 7.0 tf, restaurant cars - 6.0 tf.

7.3. To hold in place after stopping on the haul in the event of a malfunction of the automatic brakes, freight, cargo-passenger and mail-luggage trains must have hand brakes and brake shoes in accordance with the standards specified in Table 6 of Appendix 2 to these Rules.

7.4. If the automatic brakes fail along the way in the entire train, it is possible to proceed further only after their operation is restored. Otherwise, the train is taken out of the haul by an auxiliary locomotive in the manner established by the Instructions for the movement of trains and shunting work on the railway transport of the Russian Federation.

8. TESTING AND VERIFICATION OF THE BRAKES ON LOCOMOTIVE TRAFFIC TRAINS

8.1. General provisions.

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

When the brakes are fully tested, the tightness and integrity of the brake network, the operation of the brakes for all cars are checked, the pressure of the brake pads in the train and the number of hand brakes are counted. In case of detection of malfunctions of the braking equipment, take measures to eliminate them.

With a reduced test of the brakes, the tightness (except for passenger trains) and the integrity of the brake network are checked by the action of the brakes of the two tail cars.

If a reduced test is carried out after a full test performed from a stationary compressor unit, then the driver and the inspector of the cars must check the tightness of the brake network of the train from the locomotive.

In freight trains, the density of the brake network must also be checked by the driver when changing locomotive crews.

When checking the automatic brakes of a freight train, the magnitude of the change in the density of the brake network and the effect of the brakes on the cars of the head part of the train are determined, or the patency of the brake line is controlled by the pressure in it at the tail of the train.

8.1.2. Full testing of the brakes is carried out from a stationary compressor unit with automatic registration of parameters or a locomotive, an abbreviated one - only from a locomotive.

8.1.3. When testing automatic brakes in a train, the brakes are controlled from the locomotive by the driver, and from the stationary compressor unit with automatic registration of parameters, by the wagon inspector or operator. The operation of the brakes in the train and the correctness of their inclusion are checked by the inspectors of the cars.

8.1.4. After a complete test of the brakes of the train in the train, as well as after a reduced one, if the station had previously performed a complete test of the brakes from a stationary compressor unit with automatic registration of parameters, the inspector of the cars (or the person who performed the complete test of the brakes) draws up a certificate of the VU-form in two copies. 45 on the provision of the train with brakes and their proper operation (in accordance with Appendix 3 to these Rules) and hands the original to the driver of the leading locomotive.

The results of a complete testing of the brakes from a stationary compressor unit with automatic registration of parameters are stored on magnetic and printed on paper. The printout, together with a copy of the VU-45 form certificate, is kept for at least seven days by an official appointed by the head of the unit, whose employee performed a full test of the brakes.

The driver must keep the VU-45 form certificate until the end of the trip and, upon arrival at the depot, hand it over together with the speedometer tape (registration cassette).

If a change of locomotive crews is made without uncoupling the locomotive, then the changing driver is obliged to transfer the brake certificate he has to the driver who accepted the locomotive. The latter, on the speedometer tape, which is removed by the shifting driver, makes a note “Certificate of form VU-45 for train No. ... with actual pressing (according to the certificate of form VU-45) received from the driver (last name, first name, patronymic of the driver who passed), signature received driver (last name, first name, patronymic), depot name.

8.1.5. The density of the brake network from the locomotive must be checked by the driver and the inspector of the cars during the full testing of the automatic brakes and the shortened testing, if it is performed after the full testing from the stationary compressor unit with automatic registration of parameters. With a reduced testing of automatic brakes in other cases, the presence of a wagon inspector during a tightness check is not required.

When compiling and issuing to the driver a certificate of form VU-45, the result of checking the tightness of the brake network of the train from the locomotive is recorded by the worker of the wagon economy who tested the automatic brakes; in other cases, the result of checking the density of the brake network after testing the brakes is recorded in the certificate VU-45 by the driver.

8.1.6. At intermediate stations and sidings where there are no full-time wagon inspectors, full testing of automatic brakes in trains is carried out by wagon inspectors sent from the nearest technical maintenance stations, or employees specially assigned by order trained to perform brake testing operations after they have passed the test on knowledge of the PTE, Instructions for signaling and of this Instruction.

At stations where wagon inspectors are not provided, wagon conductors are involved in testing the operation of autobrakes of tail cars during a reduced test in passenger trains, and employees trained in performing autobrake testing operations in freight trains (the list of positions is established by the owner of the infrastructure).

In passenger trains, the head (mechanic-foreman) of the train and the conductors of the car are involved in testing the brakes on the hauls, and in freight trains on the hauls, the locomotive crew is testing the brakes.

When servicing locomotives of passenger trains by one driver, a reduced brake testing at stations where wagon inspectors are not provided, and on hauls, the head (mechanic-foreman) of the passenger train and the conductor (head, tail) of the car are involved at the direction of the driver, transmitted by radio.

8.1.7. When hitching at a station with a maintenance point to a single next locomotive of a group of cars, regardless of their number, the inspection of the attached cars and the complete testing of the automatic brakes are carried out by the car inspectors in full accordance with the requirements of the Rules for the Technical Operation of Railway Transport of the Russian Federation and this Instruction.

At stations where there are no wagon preparation points for transportation or technical service points, each wagon must be inspected before being placed on the train and prepared for proceeding to the nearest station with a technical service point.

The procedure for presenting trains for maintenance and drawing up documents on their readiness, as well as the procedure for inspecting and repairing cars before putting them on a train at stations where there are no points for preparing cars for transportation or maintenance points, is established by the owner of the infrastructure. At such stations, when trailing no more than five cars to a single following locomotive, inspection and full testing of automatic brakes are carried out without handing a VU-45 certificate to the locomotive driver, and data on the weight of the train, brake pressure, taking into account the weight and brakes of the locomotive, date, time of full testing brakes, the density of the braking network, the locomotive driver writes down in the journal of the TU-152 form stored on the locomotive and signs it together with the assistant. At the same time, serviceable autobrakes must be switched on for the appropriate braking mode, with the exception of cases provided for the transportation of special cargo. The last two cars in the train must be with the included and properly functioning auto brakes. The maximum speed of the train is determined by the actual presence of brake pressure, taking into account the weight and brakes of the locomotive. Upon arrival at the depot, the driver must make a copy of the entry from the log form TU-152 on a speed measuring tape or an accompanying sheet of the cassette and hand over the documents.

The train follows without a certificate of form VU-45 to the first station with a maintenance point, where a complete test of the auto brakes must be performed and a certificate of form VU-45 is issued to the driver.

8.1.8. Testing of the brakes before the departure of the train should be carried out after charging the brake network with the pressure indicated in Table 2.2 or in
clause 2.2.6 of these Rules. The time from the start of the vacation during testing to the departure for a long descent of a passenger train should be at least 2 minutes, a freight train - at least 4 minutes.

8.1.9. Testing of automatic brakes in rafts of locomotives and wagons of multi-unit rolling stock is carried out by inspectors of wagons together with conductors of the raft, and where there is no employee of the carriage economy, conductors of the raft. After a complete testing of the brakes, the driver of the leading locomotive is issued a certificate of form VU-45.

At the departure station, where the positions of wagon inspectors are not provided, in the rafts of reserve locomotives in operation, testing of automatic brakes is carried out by employees trained in performing operations for testing automatic brakes (the list of positions is established by the owner of the infrastructure). At such stations, the full testing of autobrakes in a raft is carried out without handing over to the driver of the leading locomotive a certificate of VU-45 form, and data on the number and series of locomotives, brake pressure, taking into account the weight and brakes of the lead locomotive, date, time of full testing of autobrakes, density of the brake network, the driver of the lead locomotive is recorded on a speed-measuring tape or on the accompanying sheet of the cassette and in the journal of the TU-152 form stored on this locomotive, and signs it together with the assistant.

Testing of automatic brakes at a raft consisting of operating locomotives is carried out by employees of locomotive crews without issuing a certificate of form VU-45 in a similar manner. Responsibility for the correct testing of autobrakes rests with the locomotive crew of the lead locomotive.

8.1.10. In a passenger train at the station, first test the electro-pneumatic brakes, and then the automatic ones.

8.1.11. The operation of the brakes of a single following locomotive is checked at the first station of departure by the locomotive crew, which is obliged to check the operation of the automatic (without a 5-minute hold in the inhibited state) and auxiliary brake in the manner established by paragraph 2.2.3 of these Rules, and at intermediate stations - the auxiliary brake .

8.1.12. Responsibility for the correct testing of the brakes in trains and the reliability of the data in the VU-45 form certificate or the TU-152 form log in the scope of their duties are borne by the wagon inspector, the driver, and where there is no wagon inspector, the workers who performed the testing.

8.2. Full brake test.

8.2.1. Full testing of automatic brakes in trains to produce:

At formation stations before train departure;

After changing the locomotive;

At stations separating adjacent guaranteed sections of freight trains, during maintenance of the train without changing the locomotive;

Before the release of the multiple unit rolling stock from the depot or after it has settled without a crew at the station;

At stations preceding hauls with long descents, where the train stop is provided for by the timetable; before long descents of 0.018 and steeper, full testing is carried out with a ten-minute exposure in a braked state. The list of such stations is established by the owner of the infrastructure. When determining long descents, the following values \u200b\u200bshould be guided by:

Steepness Length

From 0.008 to 0.010 8 km or more

More than 0.010 to 0.014 6 km and more

More than 0.014 to 0.017 5 km or more

More than 0.017 to 0.020 4 km and more

0.020 and steeper 2 km or more

Protracted descents with a steepness of 0.018 or more are considered steep protracted.

8.2.2. Full testing of electro-pneumatic brakes is carried out at stations for the formation and circulation of passenger trains from stationary devices with automatic registration of parameters or from locomotives.

8.2.3. Full testing of the brakes of passenger trains.

Before carrying out a full test of the brakes, check the integrity of the brake line of the train and make sure that compressed air is free to pass through it. To do this, the inspector of the tail group cars is obliged to notify the locomotive driver via park communication or radio communication about the start of the inspection and, observing personal safety, open the last end valve of the tail car, and after the emergency braking accelerators of the air distributors of the cars are activated, close it. Check the integrity of the brake line with a fully charged brake network of the train and the switched off power supply of the EPT on the locomotive.

When the locomotive's automatic brakes are activated, the driver is obliged to stretch the speed-measuring tape, perform a braking step, by reducing the pressure in the surge tank by 0.5 - 0.6 kgf / cm 2. After the end of the release of air from the line through the crane of the driver, release the automatic brakes
I by the position of the handle of the driver's crane to the charging pressure and charging the brake network of the train, reporting the results of the check to the inspector of the cars of the head group.

In a train, in which more than a third of the cars with the brakes of the Western European type are on, check the integrity of the brake line in the following order. After the message of the inspector of the cars about the beginning of the check and the opening of the end valve of the tail car, the driver must move the handle of the driver's crane to position III. After the locomotive's automatic brakes are activated, the pressure in the brake line and the surge tank is reduced, the driver's valve handle is moved to the IV position. Then the driver is obliged to stretch the speedometer tape, release the automatic brakes I by the position of the driver's crane handle to the charging pressure and charge the brake network of the train, reporting the results of the check to the inspector of the cars of the head group.

After the train brake network is fully charged to the set pressure, the driver and the wagon inspector must check the density of the train brake network.

To check the tightness of the brake network in a passenger train, it is necessary to close the combined valve or the double thrust valve and after 20 s after closing the valve, measure the pressure drop in the brake line; pressure reduction is allowed no more than
0.2 kgf/cm 2 for 1 min or 0.5 kgf/cm for 2.5 min.

Check the operation of the electro-pneumatic brakes with the toggle switch of the duplicated power supply of wires No. 1 and 2 turned off. After charging the brake network of the train to the set pressure, turn on the power source - the signal lamp "O" should light up. At the signal of the inspector of the cars, perform the braking stage by setting the driver's crane handle to position VE until the pressure in the brake cylinders of the locomotive is 1.0 - 1.5 kgf / cm 2, and then move the crane handle to position IV. When the driver’s crane handle is in the brake position, the “T” lamp should light up on the light signaling device or the driver’s console and the voltage of the power source should not be lower than 45 V, and when the crane handle is moved to the shutdown position, this lamp should go out and the “P” lamp will light up. Car inspectors are required to check the operation of the electro-pneumatic brakes throughout the train and make sure that they work properly.

After that, at the signal of the inspector of the cars “Release the brakes”, the driver must turn off the EPT toggle switch on the control panel, leaving the driver’s crane handle in the overlap position. After 15 seconds, when the brakes are released in the train, turn on the EPT toggle switch on the control panel, after which the car inspectors must check the brake release for all cars and inform the driver about the completion of the test. Then the driver is obliged to transfer the driver's crane handle to the train position, charge the train brake network and turn off the power source of the electro-pneumatic brakes. When testing electro-pneumatic brakes from portable or stationary devices, the same operations are performed as when testing from a locomotive, with the brake line being supplied with compressed air of constant charging pressure.

When fully testing the electro-pneumatic brakes from the locomotive or stationary devices, the wagon inspector on the tail car must measure the voltage in the braking mode, which should be more than 30 V in passenger trains of any length, and record this data in the VU-45 certificate.

It is allowed to check the operation of electro-pneumatic brakes in the automatic mode of repeated stages of braking and release from a stationary console without discharging the brake line. In this case, in the process of checking by the inspectors of the cars of full release, the power supply circuit of the electro-pneumatic brakes is supplied with an overlap voltage, which is turned off after the end of the check.

After a complete testing of the electro-pneumatic brakes, check the operation of the automatic brakes at the signal of the wagon inspector after the brake network is fully charged.

To check the auto brakes for sensitivity to braking, it is necessary to reduce the pressure in the surge tank at one time by 0.5 - 0.6 kgf / cm 2. After reducing the pressure in the surge tank by the specified value, move the driver's valve handle to the shut-off position with power. With such a decrease in pressure, all automatic brakes in the train must come into action and not spontaneously release until they are released by the driver's crane.

The inspectors of the cars, not earlier than 2 minutes after the braking, are obliged to check the condition and operation of the brakes throughout the train for each car and make sure that they work normally for braking by the output of the brake cylinder rods and pressing the blocks to the wheel rolling surface. Before long descents with a steepness of 0.018 and more complete testing should be carried out from a locomotive or a stationary installation with automatic registration of parameters with an exposure of automatic brakes in a braked state for 10 minutes, after which the car inspectors begin to check the brakes.

At the end of the braking action test, release the automatic brakes by moving the driver's crane handle to the train position.

The wagon inspectors must check the brake release for each wagon for the departure of the brake cylinder rod and the departure of the brake shoes from the wheels.

All detected malfunctions of the brake equipment on the cars must be eliminated and the operation of the brakes on these cars should be checked again.

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

Full testing of automatic brakes of freight and freight-passenger trains is carried out at stations equipped with stationary devices with automatic registration of parameters. At stations not equipped with these devices, complete testing should be carried out from the locomotive.

Before starting a full test of the automatic brakes from the locomotive, check the integrity of the brake line of the train and make sure that compressed air is free to pass through it. To do this, the inspector of the tail group cars is obliged to notify the locomotive driver about the start of the inspection, and then, observing safety precautions, open the last end valve of the tail car and close it after 8 - 10 seconds.

When the locomotive's automatic brakes are activated, determined by the lighting of the "TM" lamp of signaling device No. 418, the driver is obliged to stretch the speedometer tape, after which, after two minutes, to produce a braking stage by reducing the pressure in the surge tank by 0.5 - 0.6 kgf / cm 2 with the subsequent transfer of the handle of the driver's crane to the IV position (overlapping with power), reporting the results of the check to the inspector of the cars of the head group. Upon completion of the release of air from the main line through the driver's crane with a train length of up to 100 axles (inclusive), release the automatic brakes in the manner established by clause 8.3.3 of these Rules. With a train length of more than 100 axles, release the autobrakes in the same manner, but at the signal or instruction transmitted by radio by the inspector of the tail group cars, who is obliged to measure the release time of the autobrakes at the last two cars in the tail of the train from the moment the driver receives information about the transfer of the crane handle by the driver the driver in position I until the brake pads start to move away from the wheels. The procedure for measuring the vacation time should be developed by the infrastructure owner for specific enterprises, taking into account local characteristics and approved by the heads of the locomotive, wagon and passenger structural divisions of the infrastructure owner with the inclusion in the technological process of testing autobrakes and instructions from the infrastructure owner.

After the train brake network is fully charged to the set pressure, the driver and the wagon inspector are required to check the density of the brake network. To do this, after turning off the compressors by the regulator upon reaching the maximum pressure in the main locomotive tanks (on steam locomotives by closing the steam outlet valve of the pump) and then reducing this pressure by
0.4 - 0.5 kgf / cm 2, measure the time of its further decrease by 0.5 kgf / cm 2 with the train position of the driver's crane handle.

For trains with locomotives in the head, the shortest allowable pressure reduction time when checking the tightness of the brake network, depending on the series of the locomotive, the length of the train and the volume of the main tanks, is indicated in Table 8.1 of these Rules.

On freight locomotives equipped with a brake line density monitoring device (UKPTM), check the density according to the indication of this device.

In all freight trains, the wagon inspector is obliged to measure the charging pressure in the tail car line using a pressure gauge installed on the head of the connecting sleeve of the last car, and make sure that the charging pressure is not less than that specified in clause 8.2.6 of these Rules. Measurement of pressure in the line of the tail car of the train should be carried out after the brake network of the entire train is fully charged, before checking the integrity of the brake line.

Table 8.1

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

Total volume of main locomotive tanks, l	Time, s, with train length in axes
Total volume of main locomotive tanks, l	up to 100	101–150	151–200	201–250	251–300	301–350	351–400	401–450	451–480	481–530
1000	58	40	29	25	23	20	17	15	13	11
1200	69	46	34	29	25	22	20	18	15	13
1500	80	58	46	34	31	26	23	21	17	18
1800	98	69	52	46	38	33	29	26	22	20
2000	104	75	58	52	40	36	32	29	24	22
2500	129	93	71	64	51	45	40	36	30	28
3000	207	138	102	87	75	66	60	51	45	33

Notes. 1. When checking the density of the brake line of a freight train at a charging pressure of 5.3 - 5.6 kgf / cm 2, reduce the time rate by 10%.

2. When working on a multi-unit system, when the main tanks of locomotives are connected to a common volume, increase the specified time in proportion to the change in the volumes of the main tanks.

3. If the total volume of the locomotive's main tanks is different from that presented in the table, the volume should be taken according to the nearest smallest volume given in the table.

4. On each locomotive, in a conspicuous place, there must be an extract indicating the volume of the main tank of this locomotive.

Upon completion of the above operations, with the brake network fully charged, at the signal of the wagon inspector, check the operation of the automatic brakes. To do this, it is necessary to transfer the handle of the driver's crane from the train to the V position and reduce the pressure in the surge tank by 0.6 - 0.7 kgf / cm 2, followed by transferring the handle to the IV position (overlapping with power).

Stretch the speedometer tape and after 2 minutes for freight trains, in which all air distributors are switched on to the flat mode, and 2.5 minutes with the air distributors switched on to the mountain mode, after braking, the car inspectors are required to check the condition and operation of the brakes throughout the train for each of the car and make sure that they work normally for braking by the output of the brake cylinder rods and pressing the brake shoes to the wheel tread surface, and the locomotive driver - the density of the brake network, which should not differ from the density at the train position of the driver's crane handle by more than 10% to the side reduction.

In trains with a length of up to 350 axles, upon completion of the braking action test, at the signal of the wagon inspector, release the automatic brakes by moving the driver's crane handle to the train position. In freight trains of increased length (more than 350 axles long), the release of automatic brakes should be carried out by setting the handle of the driver’s crane to position I with exposure in this position until pressure in the surge tank is reached at
0.5 - 0.6 kgf / cm2 above the pre-brake charger with subsequent transfer to the train position.

The wagon inspectors should check the brake release for each wagon of the train for the departure of the brake cylinder rod and the departure of the brake shoes from the wheels. If air distributors that have not worked for release are identified, it is not allowed to release them manually until the reasons for non-release are clarified. All detected malfunctions of the brake equipment on the cars must be eliminated and the operation of the brakes on these cars should be checked again.

8.2.5. Full testing of autobrakes, before long descents with a slope of 0.018 or more, is carried out from a locomotive or a stationary installation with automatic registration of parameters from the charging pressure in the brake network in accordance with Table 2.2 or clause 2.2.6 of these Rules with holding in a braked state for 10 minutes and checking before testing the integrity of the brake line of the entire train in accordance with paragraphs. 8.2.3, 8.2.4 of these Rules, as well as by measuring the charging pressure in the line of the tail car of freight trains using a pressure gauge installed on the head of the connecting sleeve of the last car. Measurement of pressure in the line of the tail car of the train should be carried out after the brake network of the entire train is fully charged, before checking the integrity of the brake line. By means of the indicated measurement, the inspector of the tail group cars is obliged to make sure that the charging pressure is not less than that specified in clause 8.2.7 of these Rules. During the ten-minute exposure in the inhibited state and the inspection of the train, not a single automatic brake should spontaneously release. Otherwise, the faults on the wagons must be eliminated and the operation of the brakes on these wagons re-checked.

8.2.6. After completing the full testing of automatic brakes in the train, the wagon inspector must hand over to the driver of the leading locomotive a certificate of form VU-45 on the provision of the train with brakes and their proper operation, and after testing with an exposure for 10 minutes before long descents, make a note in the certificate about the testing. The certificate contains data on the required and actual estimated pressure of the brake pads, the number of hand brakes in the axles to hold freight, freight-passenger and mail-luggage trains in place and the presence of manual brake axles in these trains, the number of the tail car, the size of the output of the brake cylinder rod on the tail car, the number (in percent) in the train of composite blocks, the time of delivery of the certificate and the number of the car where the car inspectors meet when testing the brakes, data on the density of the train brake network, the value of the charging pressure in the brake line of the tail car of the freight train, and in certificate for freight trains with a length of more than 100 axles - the longest release time for the automatic brakes of two tail cars and data on the density of the brake network of the train at position II and IV of the driver's crane handle.

8.2.7. The pressure in the brake line of the tail car should not differ by more than 0.3 kgf / cm 2 from the charging pressure with a train length of up to 300 axles; by more than 0.5 kgf / cm 2 with a train length of 300 to 400 axles and by more than 0.7 kgf / cm 2 with a train length of more than 400 axles inclusive.

8.2.8. The driver, having received a certificate, is obliged to make sure that the data on the brakes of the train noted in it comply with the standards established by the owner of the infrastructure, the requirements of these Rules. When traveling with a double or multiple traction train, the drivers of all locomotives must personally familiarize themselves with the data indicated in the VU-45 form certificate before departure.

8.3. Reduced brake test.

8.3.1. Reduced testing of automatic brakes with checking the state of the brake line by the action of the brakes of two tail cars, and in multiple unit rolling stock - by the action of the brake of the tail car during braking and release in trains, perform:

After hitching a train locomotive to the train, if a full test of the train's automatic brakes from a stationary compressor unit with automatic registration of parameters or a locomotive was previously performed at the station;

After changing the control cabin of a multi-unit train and after changing locomotive crews, when the locomotive is not uncoupled from the train;

After any separation of the hoses in the train or between the train and the locomotive (except for the uncoupling of the pushing locomotive included in the brake line), closing the end valve in the train, after connecting the hoses due to the hitching of the rolling stock (in the latter case, with checking the operation of the brake on each attached car) ;

In passenger trains, after the train has been parked for more than 20 minutes, when the pressure in the main tanks drops below 5.5 kgf/cm 2 , when the control cabin is changed or after control is transferred to the driver of the second locomotive on the haul after the train stops due to the impossibility of further control of the train from head cabin;

In freight trains, if during the stop of the train there was a spontaneous operation of automatic brakes or a change in density by more than 20% of the form VU-45 indicated in the certificate;

In freight trains, after the train has been parked for more than 30 minutes, where there are wagon inspectors or employees trained in performing automatic brake testing operations, and who are entrusted with this duty;

When changing the direction of the train from head to tail, if the locomotive did not change.

When freight trains are parked for more than 30 minutes on hauls, as well as at sidings, passing points and stations where there are no wagon inspectors or workers trained to perform automatic brake testing operations (the list of positions is established by the owner of the infrastructure), automatic brakes must be checked in accordance with clause 1.1. 8.4.1 of these Rules.

Reduced testing of electro-pneumatic brakes should be carried out at the points of change of locomotives and locomotive crews by the action of the brakes of two tail cars, when re-forming the train and when hitching cars with checking the brake operation on each attached car, as well as after hitching a train locomotive to the train, if it was previously done at the station full testing of electro-pneumatic brakes from a stationary compressor unit with automatic registration of parameters or a locomotive.

8.3.2. In passenger trains, a reduced test is performed first of electro-pneumatic brakes, and then of automatic brakes. Testing of electro-pneumatic brakes is carried out in a manner similar to their full testing from a locomotive in accordance with
clause 8.2.3 and taking into account clause 8.3.1 of these Rules on the action of the brakes of two tail cars.

8.3.3. When performing a short autobrake test at the signal of the employee responsible for testing the brakes, “Brake”, the driver must blow a whistle one short signal and reduce the pressure in the surge tank by the value set for the full test.

After checking the operation of the brakes of the two tail cars, the signal "Release the brakes" is given for braking. At this signal, the driver gives a whistle two short signals and releases the brakes with the handle of the driver's crane in position I. Hold the valve handle in position I in passenger trains until the pressure in the surge tank rises to
5.0 - 5.2 kgf / cm 2, and in freight and cargo-passenger trains - until the pressure in the surge tank is 0.5 - 0.6 kgf / cm 2 higher than the pre-brake charging pressure, followed by transferring the handle to the train position .

If a short test of the brakes in trains is carried out after a full test from a stationary compressor unit with automatic registration of parameters, the inspectors of the cars and the driver are obliged to check the tightness of the brake network of the train, the integrity of the brake line in accordance with paragraphs. 8.2.3, 8.2.4 of these Rules, in freight trains, the driver is obliged to check the tightness of the brake network of the train after the braking stage at the IV position of the driver’s crane handle, the inspector of cars must check the charging pressure in the tail car line in the manner established by clause 8.2.4 of these Rules , and with a freight train length of more than 100 axles, measure the release time of the autobrakes of two tail cars. At the end of this testing, the driver is given a certificate of form VU-45, as in full testing.

8.3.4. When hitching a wagon or a group of wagons to an arriving train, a short test of the brakes is carried out with a mandatory check of their operation for each hitched wagon and the tightness of the train's brake network, as well as checking the integrity of the brake line in accordance with p.p. 8.2.3 and 8.2.4 of these Rules.

At each shortened testing of the auto brakes, the wagon inspector, and where this position is not provided, the station attendant, the chief conductor, the train builder or the employees who are entrusted with the duty to test the brakes, make a note that the shortened testing of the auto brakes has been completed (including a note on the change composition indicating the number of the tail car) in the VU-45 certificate available to the driver. In the event of a change in the density of the brake network due to the hitching (uncoupling) of cars, the driver enters new data on the density of the brake network in the certificate of form VU-45.

If an abbreviated testing of the autobrakes of a passenger train was carried out with the involvement of the head (foreman mechanic) of the train and wagon conductors, then the head (foreman mechanic) must make a note on the performance of an abbreviated testing of the autobrakes in the driver’s certificate of form VU-45.

8.3.5. At stations where the positions of a wagon inspector are not provided, the operation of the tail wagon brakes in passenger trains is checked by wagon conductors, in freight trains - by employees trained in performing automatic brake testing operations (the list of positions is established by the owner of the infrastructure).

8.3.6. It is prohibited to send a train to a haul without performing a shortened test or with inoperative brakes at two tail cars.

If, during testing, air distributors that have not worked for release are detected, it is not allowed to release them manually until the reasons for non-release are clarified. In these cases, it is necessary to check whether there are closed end valves in the train, especially in those places where cars were coupled or uncoupled. Replace faulty air distributors, and at intermediate stations, turn off and release air through the exhaust valve, making a note about this in the VU-45 form certificate.

8.4. Checking auto brakes in freight trains.

8.4.1. In freight trains after transferring control to the driver of the second locomotive or when changing the cab on the haul after the train stops due to the impossibility of further control from the head cab of the locomotive, when the pressure in the main tank drops below 5.5 kgf / cm 2, when an additional locomotive is hitched to the head of a freight train to follow one or more hauls, and after uncoupling this locomotive, as well as after parking for more than 30 minutes (in the cases provided for in clause 8.3.1 of these Rules), perform the following check of the autobrakes.

The driver, after restoring the charging pressure, is obliged to check the density of the brake network at the second position of the driver’s crane handle, which should not differ from the density indicated in the VU-45 form certificate by more than 20% in the direction of decrease or increase (with a change in the volume of the main tanks due to the transfer control to the driver of the second locomotive to change this rate in proportion to the volume of the main tanks). After making sure that the density of the brake network has not changed more than the specified value, the driver must perform a braking stage by reducing the pressure in the surge tank by 0.6 - 0.7 kgf / cm 2 and release the brakes. The driver's assistant must check the effect of the brakes on braking and releasing on the cars at the head of the train, the specific number of which, but not less than five, is indicated in the local instructions of the owner of the infrastructure.

If, when checking the tightness of the brake network, the driver detects a change of more than 20% from the VU-45 form specified in the certificate, an abbreviated test of the automatic brakes is performed. If on a locomotive equipped with signaling device No. 418, the signal lamp "ТМ" lights up in the parking lot, check the serviceability of the signaling device by the braking stage, at which the lamp "ТМ" should go out. After making sure that the signaling device is in good condition, carry out a short test of the automatic brakes.

At stations where full-time wagon inspectors are available, reduced testing is carried out by wagon inspectors at the request of the driver, and where this position is not provided, by the locomotive crew or employees trained to perform automatic brake testing operations (the list of positions is established by the owner of the infrastructure).

8.4.2. If there is a pushing locomotive at the tail of a freight train, the brake line of which is included in the common train line, and the radio communication is working properly or if there is an automatic system that allows the driver to control the amount of pressure in the brake line of the tail car, then monitoring the state of the brake line of the train and free passage along it compressed air in the above cases, respectively, is produced by the driver of the pushing locomotive according to the indication of the brake line pressure gauge and the operation of signaling device No. 418 or the driver of the head locomotive according to the indications of the indicator of the automatic system. At the same time, the tightness and integrity of the brake line are not checked, and the braking and release of the auto brakes are not performed with a check of their action on the head cars.

Before the departure of the train, the driver of the pushing locomotive is obliged to communicate by radio the pressure in the brake line to the driver of the head locomotive.

8.5. Testing of automatic brakes in trains with a composition of inactive locomotives and wagons of multi-unit rolling stock.

Full testing of automatic brakes in rafts of inactive locomotives and wagons of multiple unit rolling stock is carried out by wagon inspectors together with raft conductors. At stations where wagon inspectors are not provided, a shortened test is carried out by the conductor of the raft.

Testing of automatic brakes in a raft should be carried out in the same way as when testing automatic brakes of a train of the corresponding type. After a complete testing of the autobrakes, the driver of the lead locomotive is issued a certificate of form VU-45.

8.6. Checking the operation of the brakes of a single following locomotive.

At the first station of departure, the locomotive crew is obliged to check the operation of the automatic and auxiliary brakes in the manner prescribed in clause 3.2 of these Rules, and at intermediate stations - the auxiliary brake.