18.1 When a freight train breaks on a stretch and is delivered to a station, be guided by the order of actions of workers in case of a forced stop of a train on the stretch of the Rules for the technical operation of railways of the Russian Federation and the Instruction on train movement and shunting work on the railways of the Russian Federation
When delivering a burst train from the haul, replace the damaged connecting brake hoses with spare ones or those removed from the tail car and the locomotive.
18.2 During the withdrawal of the exploded train, the absence of compressed air in the brake network of the last cars can be allowed only if it is impossible to restore the integrity of the brake line and the need to shut off the end valves for this reason. In this case, in a train on an ascent, the driver must declare the need to place an auxiliary locomotive at the tail of the train to follow to the nearest station, where the malfunction must be eliminated or the faulty carriage is uncoupled. The procedure for the withdrawal of such trains from the haul, the speed of their movement, taking into account the availability of braking pressure, are established by the owner of the infrastructure or the owner of non-public tracks and are indicated in the local instructions of the owner of the infrastructure or the owner of non-public tracks.
Before the train leaves the stretch, perform a short test of the automatic brakes.
19 FEATURES OF SERVICE AND CONTROL OF BRAKES IN WINTER CONDITIONS
For normal and uninterrupted operation of auto-braking equipment on locomotives, multi-unit rolling stock and wagons in winter conditions, it is necessary to thoroughly and in advance prepare it for work in these conditions and ensure proper care during operation.
19.1 Measures to ensure the proper operation of the braking equipment of locomotives and multiple unit trains in winter conditions
19.1.1 To ensure the serviceability of the braking equipment in winter conditions, the locomotive crew must:
On locomotives that are in the sludge, at an air temperature below minus 30 ° C, do not allow compressors to start without preliminary heating the oil in the crankcases;
When starting up the steam-air pump, open the steam valve gradually, turning the pump on slow, with the steam and air cylinder outlet valves open. Only after removing condensate from the cylinders and sufficient heating of the pump, close the outlet taps, and then gradually increase the opening of the steam valve;
Do not switch off the compressors (steam-air pump on the locomotive) during long train stops.
19.1.2 Upon the arrival of a locomotive or multiple-unit train from the trip, the locomotive crew must drain condensate from the main tanks and collectors, blow through the brake line by successively opening the end valves on both sides, the pressure line with the separation of intersection connections, open the drain valves of the main tanks and collectors, turn off compressors (steam-air pump on a steam locomotive).
19.1.3 Ice formed on the parts of the brake and brake linkage of the locomotive and the multi-unit rolling stock must be removed by the locomotive crew as soon as possible (when parked at a station, at a turnaround point, etc.).
19.1.4 When performing maintenance and current repairs of locomotives and multiple unit rolling stock, heat the main tanks until the moisture is completely released from them. At the end of the heating process of the main tanks, blow out the pipelines with compressed air and drain the condensate from the water collectors.
The frequency of these operations is established by the head of the subdivision of the owner of the infrastructure or the owner of non-public tracks according to local conditions based on operating experience in order to ensure the stable operation of the braking equipment and maintain its operability in the winter.
19.1.5 Before leaving the depot, the locomotive crew is obliged to check the operation of the electric heating devices for the purge valves of the main tanks. In winter, it is prohibited to issue from the depot locomotives with faulty electrical heating devices for blowdown valves of the main tanks.
19.1.6 At subzero temperatures during the acceptance of the locomotive, with the locking devices closed, the assistant driver must close the end valves between the locomotive sections, disconnect the brake line hoses and check for ice in the connecting heads. If there is ice, remove it and make an entry in the journal of the TU-152 form.
19.2 Measures to ensure the proper operation of the braking equipment of cars
19.2.1 The circulating stock of air diffusers intended to replace faulty ones on wagons should be stored on closed racks at the outside temperature.
19.2.2 In winter, when preparing the brakes in a train, pay attention to the tightness of the flange joints of the brake devices and the brake cylinder liners.
19.2.3 At the points of formation and turnover of passenger trains at outdoor air temperatures of minus 25 ° C and below, wagons with brake equipment of Western European type and KE type should be included in the head of the train, excluding their placement by the tail or second from the tail when operating at low temperatures ...
19.2.4 Car inspectors and rolling stock repairmen are obliged to do the following:
Before connecting the hoses of the brake line, blow it out with compressed air, clean the heads of the connecting hoses from dirt, ice and snow, check the condition of the sealing rings, if necessary, clean the surfaces of the electrical contacts of the heads of the hoses No. 369A with sandpaper. Replace defective rings. Do not lubricate the rings;
When purging the brake line while connecting the hoses and charging the brakes, make sure that there is free air passage;
Open the frozen brake cylinder, remove the piston, clean the working surface of the cylinder, wipe it with a dry technical cloth and lubricate. Replace the defective cuff. After assembly, test the cylinder for tightness;
Before testing automatic brakes as part of a stationary compressor unit with automatic registration of parameters at a temperature of minus 30 ° C and below, it is allowed to perform full braking and release after fully charging the brake network;
When testing auto brakes and detecting air distributors that are insensitive to braking and release, as well as with a delayed release, fasten the flanges, inspect and clean the dust screen and filter, and then repeat the brake operation test; in case of an unsatisfactory test result, replace the air distributor;
In case of poor mobility of the parts of the brake linkage, lubricate their articulated joints with axial oil with the addition of kerosene, remove the formed ice.
On passenger cars at the points of formation and turnover of the train, as well as when the train is parked for more than 10 minutes. conductors are required to remove ice from the brake linkage and its safety devices. It is not allowed to send wagons with brake shoes as part of the train, which do not leave the wheels due to freezing of the brake linkage and its safety devices;
When the train enters the station, be sure to monitor the condition of the brakes of the entire train. If wagons with wheels are found skidding, have potholes or other malfunctions that threaten traffic safety, take measures to stop the train.
19.3 Procedure for warming up frozen parts of brake equipment
19.3.1 It is allowed to heat the main tanks, injection, feed, overflow pipes and the main air duct with an open fire (torch) on solid fuel steam locomotives, electric locomotives and electric trains, provided that fire safety rules are observed, which exclude the possibility of ignition of structural elements of locomotives and electric trains.
19.3.2 On diesel locomotives, diesel trains, railcars, rail buses and steam locomotives operating on liquid fuel, the use of open fire (torch) is allowed only for warming up in the brake system those frozen places that are at least 2 m from the fuel tanks , fuel and oil supply fittings, oil and fuel lines.
19.3.3 It is forbidden to use open fire to warm up the braking equipment on locomotives and multi-unit rolling stock in their parking areas in the presence of flammable and combustible liquids spilled on the tracks, at the points of equipping locomotives with liquid fuel, near unloading and filling devices, parks with tanks for oil products, warehouses of easily combustible materials and other fire hazardous places, as well as if there are wagons with discharge, flammable and liquid cargo on adjacent tracks.
19.3.4 In the event of freezing of the main air line, first of all, tap it with light blows of a hammer - a dull sound indicates the presence of an ice plug. Such a place of the air duct must be warmed up, after which the pipeline must be blown through the end valves until the ice plug is completely removed.
19.3.5 It is possible to heat the main tanks, pressure, supply and bypass pipes with fire only after the compressed air has been released from them and with the outlet valves closed. Opening the taps is only allowed after removing the fire.
19.3.6 On steam locomotives, when the tube of the travel regulator of the steam-air pump freezes, the pressure rises above the set one. In this case, it is necessary to turn off the pump, reduce the pressure to normal, and then warm up the frozen place.
19.3.7 Remove frozen air duct connecting sleeves, warm up and re-install or replace with spare ones.
19.3.8 When the air distributor freezes, turn it off and bleed the air from the working volumes with the exhaust valve until the brake cylinder rod is completely removed, replace the air distributor upon arrival at the nearest service station.
19.3.10 If one of the brake cylinders on the locomotive freezes, the air distributor must be left switched on and continue to work with the remaining brake cylinders. On arrival at the depot, repair the brake cylinder malfunction.
In such cases, turn off the air distributor on multi-unit wagons, and upon arrival at the depot, open the brake cylinder, remove the piston, clean the cylinder and piston from ice, lubricate their working surfaces. After assembling the brake cylinder, check its tightness.
19.3.11 In all cases of detecting a brake malfunction on a locomotive or a car of a multiple-unit rolling stock, and if it is impossible to eliminate it, the driver must personally release the brake, completely release the air with the exhaust valves and check the brake shoes from the wheels.
The malfunction of the braking equipment must be repaired at the nearest station where there is a depot or maintenance facility.
Answer: 9. When disconnecting (breaking) a train on a stretch, the driver must:
1) Immediately report the incident by radio to the train drivers on the haul, and the DSP stations that limit the haul, which immediately report this to the DNTs. In the absence or failure of radio communication, the message is transmitted by other types of communication, in accordance with paragraph 103 of Appendix No. 6 to the Rules;
2) through the assistant driver, check the condition of the train and coupling devices at the separated cars and, if they are in good working order, couple the train. Separated parts of the train should be upset for clutching with special care so that when the cars collide, the speed does not exceed 3 km / h;
3) replace damaged brake hoses with spare ones or those removed from the tail car and at the locomotive's front beam.
In all cases, when the operations to connect the separated parts of the train cannot be performed within 20 minutes, the driver must take measures to ensure that the part of the train left without a locomotive is secured with brake shoes and hand brakes.
After coupling the separated parts, the assistant driver must make sure that the train is intact according to the number of the tail car and the presence of a train signal on it. Before the resumption of movement, the hand brakes must be released, an abbreviated test of the automatic brakes must be carried out, the brake shoes must be removed from under the cars.
10. It is not allowed to connect parts of the train on the stretch:
1) during fog, snowstorm and other unfavorable conditions, when the signals are difficult to distinguish;
2) if the uncoupled part is on a slope steeper than 0.0025 and from the push when joining it can go away in the direction opposite to the direction of the train movement.
In exceptional cases, a locomotive can be used to connect to the uncoupled part of the train in accordance with the procedure provided for in paragraph 22 of this Appendix.
11. If it is impossible to connect the train, the driver must request an auxiliary locomotive or recovery train in the manner prescribed in paragraph 2 of this Appendix, indicating in addition in the application the approximate distance between the disconnected parts of the train.
In the exceptional cases provided for in paragraph 2 of this Appendix, a train locomotive (with or without wagons) may be used to deliver a written request for assistance to a railway station. The tail of such a locomotive must be marked in the manner provided for in paragraph 90 of Appendix 7 to the Rules.
It is not allowed to leave unsecured trains on the haul, in which there are wagons with people and dangerous goods of class 1 (BM).
3. Fencing of places of obstacles and work at the station with stop signals on public and non-public tracks. ISI p .42
Answer: 42. Any obstacle to movement on station railway tracks and turnouts should be fenced with stop signals, regardless of whether a train (shunting train) is expected or not.
When fencing a place of obstacle on the station railway track or performing work with stop signals, all arrows leading to this place are set in such a position that the railway rolling stock cannot enter it, and are locked or sewn up with crutches. A portable red signal is installed at the place of an obstacle or work on the axis of the railway track (Fig. 98).
If any of these arrows are pointed with their wits in the direction of the obstacle or work and do not make it possible to isolate the railway track, such a place is fenced on both sides with portable red signals installed on public railway tracks at a distance of 50 m, and on non-general railway tracks. use - 15 m from the boundaries of the place of obstacle or work (Fig. 99). In the case when the points of switches on public railway tracks are located closer than 50 m, and on non-public railway tracks - closer than 15 m from the place of the obstacle or work, a portable red signal is installed between the points of each such arrow (Fig. 100).
When fencing with portable red signals the place of an obstacle or work on a turnout switch, the signals are set: from the side of the cross - against the limit column on the axis of each converging railway track; on the opposite side on public railway tracks - 50 m, and on non-public railway tracks - 15 m from the point of the switch (Fig. 101).
If another switch is located near the turnout to be fenced, which can be put in such a position that the railway rolling stock cannot enter the turnout, where there is an obstacle, then the turnout is locked or sewn up in this position. In this case, a portable red signal from the side of such an isolating arrow is not set (Fig. 102).
When the arrow cannot be put in the indicated position, then on public railway tracks at a distance of 50 m, and on non-public railway tracks - 15 m from the place of the obstacle or work in the direction of this arrow, a portable red signal is installed (Fig. 101).
If the place of the obstacle or work is located at the entrance switch, then from the side of the haul it is fenced with a closed input signal, and from the side of the railway station - by portable red signals installed on the axis of each converging railway track against the limit post (Fig. 103).
When the place of an obstacle or work is between the input switch and the input signal, then from the side of the stretch it is fenced with a closed input signal, and from the side of the railway station - with a portable red signal installed between the edge of the input switch (Fig. 104).
The switch post duty officer who has discovered an obstacle at the turnout switch must immediately install one portable red signal at the obstacle site (before the start of repair work) and report this to the railway station duty officer.
Ticket 8
1. Duties of the driver when driving the train (the driver must). What is prohibited to the driver on the way (not entitled). PTE Appendix 6 p. 99,100
Answer: 99. When driving a train, the driver must:
have braking devices always ready for action, check them along the way, prevent pressure drop in the main tank and in the line below the established norms;
when prohibiting readings of constant signals, readings of speed reduction signals and other signals requiring a speed reduction, using service braking, stop the train without passing the stop signal, and proceed with the speed reduction signal at a speed not exceeding the speed set for this signal;
follow the signal sign enclosing the neutral insert (to avoid stopping the locomotive on it) at a speed of at least 20 km / h;
in the event of a sudden signal to stop or the sudden occurrence of an obstacle, immediately apply emergency braking means to stop the train.
100. On the way, the driver is not entitled to:
exceed the speeds established by these Rules, by order of the owner of the infrastructure, carrier, owner of non-public railway tracks, as well as issued warnings and signal instructions;
to be distracted from the control of the locomotive, motor-car train, special self-propelled rolling stock, its maintenance and monitoring the signals and the state of the railway track;
disable properly functioning safety devices or interfere with their work;
go to the haul in the event of a failure on a locomotive, special self-propelled rolling stock of traction equipment that provides train guidance, and the impossibility of eliminating the cause of the failure.
2. Departure of the delayed train after blocking the output signal of the traffic light during semi-automatic blocking. IDP appendix 3 clause 6
Answer: 6. If, after the opening of the exit traffic light, the train for some reason is not dispatched, the station's chipboard is obliged to close the exit traffic light, make an entry in the train traffic log and inform about the delay of the train to the neighboring separate point and DSC. Departure of a delayed or another train of the same direction is carried out at a closed exit traffic light by permission on the form DU-52 with filling in point I. A neighboring separate point about the time of the actual departure of the train is notified by phone. In case of electromechanical blocking without executive posts, after the actual departure of the detained or another train in the same direction, a blocking signal is sent to the neighboring separate point. The following trains depart on blockage as usual. Permission on the DU-52 form with filling in point I is issued to the driver of the leading locomotive also in cases of spontaneous closure of the output traffic light (due to false occupancy of an isolated section, burnout of a traffic light or erroneous closing of the output traffic light) when the blocking action is in good order.
At railway stations, where train radio communication devices are equipped with a system of automatic registration of negotiations, instead of issuing a permit on the form DU-52, the train driver can be sent by radio communication an order of departure recorded on the negotiation recorder in accordance with paragraph 17.1 of Table No. Instructions. At railway stations that have devices that allow reopening the exit traffic light during a free run, the train departs at the newly opened exit traffic light. A chipboard station can only use devices for reopening the exit traffic light with the consent of the DNTs.
3. Pointer "Lower pantograph", purpose. Installation of the pointer and permanent signs to it. ISI p.66.69
Answer: ... On electrified DC sections in front of air gaps, where, in the event of a sudden voltage drop in one of the sections of the contact network, the passage of the electric rolling stock with raised pantographs is not allowed, signal light indicators "Lower the pantograph" are used, placed on the supports of the contact network or individual masts (Fig. 140).
When a flashing light strip of transparent white color appears on the signal indicator, the driver must immediately take measures to follow the enclosed air gap with the current collectors lowered. Normally, the indicator strips do not light up and in this position the indicators have no signal value. In the case of using the signal indicators "Lower the pantograph", a permanent signal sign with reflectors "Attention! Current section "(Fig. 147). A permanent signal sign "Raise the pantograph" with reflectors on it is installed behind the air gap in the direction of travel (Fig. 148).
Installation diagrams of signal indicators "Lower pantograph" and permanent signal signs "Raise pantograph" and "Attention! Current section "are shown in Fig. 149, 150. Their placement should not impair the visibility and perception of constant signals.
When handling 12-car electric trains, the distance from the air gap to the permanent sign “Raise the pantograph” must be at least 250 m.
Ticket 9
1. Track and signal signs, their purpose and place of installation. PTE Appendix 1 clause 30
Answer: The owner of the infrastructure, the owner of the non-public railway track shall establish:
signal and track signs on the main railway lines;
limit posts at turnouts and in other places where railway tracks are connected.
If necessary, to designate the boundaries of the railway right-of-way of public and non-public railway tracks, as well as to designate hidden structures of the roadbed on the surface of the earth, special road signs are installed.
Signal signs are installed, respectively, by the owner of the infrastructure, the owner of a non-public railway track on the right side in the direction of travel, and track signs on the right side in kilometers at a distance of at least 3100 mm from the axis of the extreme railway track.
In the excavations (except for rocky ones) and at the exits from them, track and signal signs are installed, respectively, by the owner of the infrastructure, the owner of the non-public railway track outside the ditches and trays on the field side. In heavily skidded notches and at the exits from them (within 100 m), these signs are installed at a distance of at least 5700 mm from the axis of the extreme railway track. The list of such excavations is established, respectively, by the owner of the infrastructure, the owner of non-public railways. On electrified sections, signal and track signs can be installed on the supports of the contact network, except for those supports on which traffic light heads, complete transformer substations, disconnectors and arresters of the contact network are installed.
Limit posts are installed in the middle of the track-to-track at the point where the distance between the axes of the converging railway tracks is 4100 mm. On the existing station railway tracks, on which the railway rolling stock, built according to the dimension T, does not circulate, it is allowed to maintain a distance of 3810 mm. On transshipment railway tracks with a narrowed inter-track, limit posts are installed in the place where the width of the inter-track reaches 3600 mm.
On curved sections of the railway track, these distances must be increased in accordance with the rules and regulations.
Signal, road and special road signs must comply with the rules and regulations.
2. The procedure for accepting trains at the station with a prohibiting indication of the entrance traffic light by order of the station attendant. IDP app. 9 p. 32
Answer: Reception of a train with a prohibiting indication of the entrance traffic light is carried out according to the registered order of the station's chipboard, transmitted to the train driver by radio communication in accordance with paragraph 4.1 of Table No. 2 of Appendix No. 20 to this Instruction.
When the train follows the wrong railway track and there is no input signal along this railway track, the train is received according to the registered order of the station chipboard, transmitted to the train driver by radio communication in accordance with paragraph 4.2 of Table No. 2 of Appendix No. 20 to these Instructions
After repeating the order and receiving confirmation from the station's chipboard that the order was understood correctly, the driver enters the train at the railway station.
A similar order from the DSP station is transmitted to the driver about the train following to the railway station with a prohibitive indication of the entrance traffic light, if this permission is transmitted by a special telephone installed at the entrance traffic light (signal sign "Station Border"). This phone can only be used by locomotive crews.
As a rule, the order is transmitted by radio communication to the driver in advance, when the train approaches the railway station. The order is transmitted by a special telephone to the driver after the train stops before the entrance traffic light (signal sign "Station boundary").
3. Designation of the head and tail of a freight train when the cars move forward on the right and wrong track. ISI p.87.88
Answer: ... The head of a freight train when moving by carriages forward on single-track and along the correct railway track on double-track sections is not indicated by signals during the day, at night it is indicated by a transparent white light from a lantern near the buffer bar (Fig. 190).
When the carriages move forward on the wrong track, the head of the freight train is indicated by: in the daytime - an unfurled red flag, shown on the left side by an employee accompanying the train, who is on the front transition platform; at night - with the transparent white light of a lantern near the bumper bar and the red light of a hand lantern, shown from the left side by an employee accompanying the train (Fig. 191).
88. The tail of the train when moving on single-track and on the correct and wrong railway track on double-track sections is indicated:
The tail of the train when moving on single-track and on the correct and wrong railway track on double-track sections is indicated by:
1) train head:
in the daytime - the locomotive is not indicated by signals, and the car is indicated by a red disc near the buffer bar of the car on the right side (Fig. 195);
at night - two transparent white lights of lanterns near the locomotive's buffer beam (Fig. 188) or one transparent white light near the car's buffer beam on the right side, while the head car is supplemented with an audible signaling device;
2) the tail of the train:
in the afternoon - with a red disc at the buffer bar of the car on the right side
(Fig. 196), the locomotive in the tail of the train is not indicated by signals;
at night - with one transparent white light of a lantern on the buffer bar of the car on the right side (Fig. 197) or two red lights on the buffer bar of the locomotive (Fig. 198)
Ticket 10
1. Obligations of the driver after coupling the locomotive to the train. PTEpr. 6 p. 97
Answer: 97. After attaching the locomotive to the train (special self-propelled rolling stock to the economic train), the driver must:
make sure that the locomotive, special self-propelled rolling stock is correctly coupled with the first car of the train and that the air hoses and electrical wires are connected, as well as that the end valves between them are open;
charge the brake line with compressed air, make sure that the pressure drop does not exceed the established norms, and test the automatic brakes;
get a certificate of providing the train with brakes, compare the number of the tail carriage indicated in it with the full-scale sheet and make sure that the braking pressure on the train complies with the established standards;
to get acquainted with the composition of the freight and freight-passenger trains using the full-scale list - the presence of wagons occupied by people, goods of certain categories specified in the rules for the carriage of goods by rail, as well as open railway rolling stock;
familiarize yourself with the composition of the passenger and postal-baggage trains using the full-scale list - the presence of wagons occupied with cargo and luggage;
if the locomotive is equipped with a radio station with an individual call, set the assigned train number on the radio control panel.
After the locomotive is coupled to the passenger train with electric car heating, the driver is obliged to lower the pantographs for the electrician to connect the high-voltage intercar electrical connectors.
On sections equipped with automatic locomotive alarms, the driver of the leading locomotive, motor-car train, special self-propelled rolling stock must turn on these devices before leaving the railway station, and in sections equipped with radio communication, make sure that the radio station is turned on, and by calling to check the radio connection with the head (mechanic-foreman) of the passenger train and, accordingly, with the head of work on the economic train.
2. In what cases are the reception and the procedure for the reception of trains at the station carried out when the indication of the entrance traffic light is prohibited by written permission. IDP app. 9 p. 34
Answer: 34. In exceptional cases, when other types of permits provided for in paragraph 30 of this annex cannot be used to receive a train at a railway station with a prohibitive indication of an entrance traffic light, the train is accepted with the written permission of the station's DSP of the following content:
“The driver of train No.… is allowed to follow… the track of the station. The receiving route is ready. Particleboard (signature) ".
The permit is certified by the stamp of the railway station and the signature of the station's chipboard indicating the date, month and time of filling out the permit (hours, minutes).
To transfer a written permission to the driver of an arriving train, switch posts on duty, signalmen, duty officers and centralization post operators, workers of composing crews and other workers may be involved in the manner prescribed in the TRA station or instructions on the procedure for servicing and organizing traffic on non-public railway tracks.
3. How and in what cases the warning signal is given. ISI p.97
Answer: 97. The warning signal - one long whistle, and when driving on the wrong railway track - one long, short and long whistle of a locomotive, motor-car train, special self-propelled railway rolling stock is given:
1) when a train approaches railway stations, track posts, passenger stopping points, portable and manual signals requiring a reduction in speed, signal signs "C", recesses, curved sections of the railway track, tunnels, level crossings, removable railcars, removable repair towers, track cars and other removable mobile units, and on non-public railway tracks, in addition, when approaching car dumpers, bunkers, ramps, wagon scales, devices for restoring the flowability of goods, garages for defrosting cargo, as well as other objects located on non-public railway tracks ;
2) when the train approaches the place of work, starting from the kilometer preceding the one indicated in the warning, regardless of the presence of portable signals;
3) upon perception of the manual signal "Lower the pantograph" given by the signalman;
4) when approaching people on the railway track and in other cases established by the owner of the infrastructure, the owner of non-public railway tracks.
When following during fog, snowstorm and other unfavorable conditions that reduce visibility, the warning signal is repeated several times.
Train compilers who stopped maneuvers due to the reception of a train, signalmen and turnout attendants, upon a warning signal, are obliged to check each one on their site and make sure that the traffic safety of the received train is ensured.
Ticket 11
1. Visibility of signal lights of traffic lights on the main and side tracks of the station.
Answer: 4. Red, yellow and green signal lights of traffic lights of entrance, warning, checkpoints, barriers and cover on straight sections of public railway tracks must be clearly distinguishable from the control cabin of the mobile unit at a distance of at least 1000 m day and night. the indications of these traffic lights, as well as signal stripes at traffic lights, must be clearly distinguishable at a distance of at least 400 m. In highly rugged terrain (mountains, deep ditches), a reduction in the visibility distance is allowed, but not less than 200 m.
On non-public railway tracks, signal lights of traffic lights of entrance, warning, checkpoints, barriers and cover on straight sections of the railway track must be clearly distinguishable day and night from the control cabin of the mobile unit at a distance of not less than the stopping distance determined for a given place with full service braking and the set speed, and the entrance and technological signaling - at least 50 m.
The readings of the exit and route traffic lights of the main railway lines must be clearly distinguishable at a distance of at least 400 m, the exit and route traffic lights of the side railway tracks, invitation signals and shunting traffic lights - at a distance of at least 200 m, and the readings of route signs - at a distance of at least 100 m.
2. The driver's action after stopping the train in front of a traffic light with a red light, as well as with an incomprehensible indication or extinguished during auto-blocking. IDP app. 1 item 2
Answer: 2. In the case of automatic blocking, the permission to enter the block section by the train is the permissive indication of the exit or passage traffic light.
As an exception, at traffic lights (except for those in front of entrance traffic lights) located on protracted ascents, it is allowed in each individual case, with the permission of the owner of the infrastructure or the owner of non-public railway tracks, to install a conditionally permitting signal given by a sign in the form of the letter "T" on the traffic light support board. The presence of this signal serves as a permission for the freight train to follow the red traffic light without stopping. In this case, the train must follow a red light traffic light on public railways at a speed of no more than 20 km / h, and on non-public railways - no more than 15 km / h.
After a train stops in front of a traffic light with a red light, as well as with an incomprehensible indication or an extinguished light, if the driver sees or knows that the block section in front is occupied by a train or there is another obstacle to movement, it is prohibited to continue driving until the block- the site will not be vacated. If the driver does not know about the presence of a block section of the train (other obstacle) in front of him, he must release the automatic brakes after stopping and, if during this time a permitting light does not appear at the traffic light, drive the train until the next traffic light on public railway tracks at a speed not more than 20 km / h, and on non-public railway tracks - no more than 15 km / h.
In the case when the next traffic light is in the same position, the movement of the train after stopping continues in the same order.
In the event that, after following the traffic light with a prohibitory indication, with an incomprehensible indication or an extinguished light, and following the block section, a yellow or green light appears at the locomotive traffic light, the train driver can increase the speed to 40 km / h and follow with extreme vigilance until the next traffic light.
In case of an unstable indication of lights at a locomotive traffic light while moving along a block section, the driver must drive the train to the next traffic light on public railways at a speed of no more than 20 km / h, and on non-public railway tracks - no more than 15 km / h.
When a train moves along a section, the train driver and his assistant are obliged to monitor the readings of traffic lights and strictly comply with their requirements, and if there is an automatic locomotive signaling (hereinafter - ALSN), monitor the readings of both track and locomotive traffic lights.
When the signal of the road traffic light is not visible (due to the long distance, the presence of a curve, fog, and in other cases), the train driver and his assistant, before approaching the road traffic light at a distance of visibility, must be guided by the indications of the locomotive traffic light.
3. Signals given by output traffic lights when semi-automatic blocking.
ISI p.14,16,17
Answer: 14. Output traffic lights in the areas equipped with semi-automatic blocking signal:
1) one green light - the train is allowed to leave the railway station and proceed at the set speed; the haul to the next railway station (track post) is free (Fig. 28);
2) one red light - stop! It is forbidden to drive through the signal (fig. 29);
3) two yellow lights - the train is allowed to leave the railway station at a reduced speed; the train follows with a deviation along the turnout; the haul to the next railway station (track post) is free (Fig. 30);
4) two yellow lights, of which the upper one is flashing - it is allowed for the train to leave the railway station at a reduced speed; the train follows with a deviation along the turnout; the haul to the next railway station (track post) is free; the entrance traffic light of the next train station is open (Fig. 30a).
16. In the presence of a branch equipped with a track block, as well as to indicate the railway track to which the train goes on multi-track sections equipped with a track block, and on double-track sections equipped with a two-way automatic block, exit traffic lights, if necessary, set by the infrastructure owner or owner railway tracks of non-public use, supplemented by the corresponding indication of the route indicator.
In the absence of a route indicator, it is allowed to use a signal before the reconstruction of signaling devices: two green lights at the exit traffic lights - when a train leaves for a branch or a railway track of a multi-track section, or along the wrong railway track with a two-way auto-blocking, which indicates that at least two block sections are free when auto-blocking, to the freedom of the haul to the next railway station (track post) - with semi-automatic blocking (Fig. 33).
On double-track sections where movement on the correct railway track is carried out according to auto-blocking signals, and on the wrong railway track according to the indications of locomotive traffic lights, as well as on double-track sections equipped with automatic locomotive signaling, used as an independent means of signaling and communication, output traffic lights when departing from railway station on the wrong railway track is allowed to give a signal: one yellow flashing and one moon-white lights - the train is allowed to leave the railway station and then follow the wrong railway track according to the indications of the locomotive traffic light (Fig. 34).
When switching on temporary devices for organizing traffic on the wrong railway track of double-track and multi-track hauls, according to the signals of locomotive traffic lights, for the period of repair, construction and restoration work, it is allowed to send trains to the wrong track according to the signals set for the correct railway track.
The speed of movement when departing on the wrong railway track on double-track (multi-track) sections equipped with a permanent two-way automatic blocking for movement on the wrong track according to the indications of a locomotive traffic light is set by the owner of the infrastructure or the owner of non-public railway tracks.
17. At railway stations with exit traffic lights, if there is a branch that is not equipped with a wayblock, the readiness of the departure route for the branch is indicated by one moon-white light of the exit traffic light; trains are sent to the branch with the issuance of a wand key or a form DU-50 (hereinafter referred to as the Travel Note) to the driver at the moon-white fire and the extinguished red light of the exit traffic light (Fig. 35).
At railway stations of non-public railway tracks with output traffic lights, in the presence of a branch not equipped with a travel block to indicate the readiness of the departure route for the branch, output traffic lights can be supplemented with appropriate indications, the values \u200b\u200bof which are set by the owner of non-public railway tracks.
In the presence of shunting signaling at railway stations, when the route of departure for the branch is ready, the signal one moon-white light is supplemented by the indication of the route indicator.
At railway stations, where trains leave from railway tracks that do not have sufficient length, when the train head is behind the exit (route) traffic light, a repeating head is installed on its back side, signaling with a green light when the exit (route) traffic light is open and there is freedom in front of two and more block sections (Fig. 36).
Ticket 12
1. Requirements for automatic and semi-automatic blocking. PTE Appendix 3 p. 19-23
Answer: 19. Railroad tracks should be equipped with track blocking, and in some sections - with automatic locomotive signaling, used as an independent means of signaling and communication, in which the movement of trains on the track in both directions is carried out by signals of locomotive traffic lights.
20. Devices of automatic and semi-automatic blocking, as well as automatic locomotive signaling, used as an independent means of signaling and communication, must not allow the opening of the exit or, respectively, the passage or locomotive traffic light until the railway rolling stock releases the block section or the inter-station (interpost) haul, as well as spontaneous closure of traffic lights as a result of the transition from the main to the backup technological power supply or vice versa.
21. On single-track tracks equipped with automatic or semi-automatic blocking, after opening an exit traffic light at a railway station, it must be excluded the possibility of a neighboring railway station opening exit and through traffic lights to send trains to the same track in the opposite direction.
It is allowed on railway tracks to have devices that allow, when trains leave for a section, the length of which is less than the length of the train or less than the stopping distance for a given section and when the boundaries of railway stations coincide, the exit traffic lights are opened only when the entrance traffic lights of a neighboring railway station are open.
The same interdependence of signals should be on double-track and multi-track tracks equipped with automatic or semi-automatic blocking for two-way traffic on each track.
On single-track sections equipped with automatic blocking with double-track inserts, as well as on double-track and multi-track sections of heavy-duty lines, where traffic is indicated by traffic lights
13. The action of the driver when the train is forced to stop
13.1. When the train is forced to stop, the driver must be guided by paragraphs. 17.45-17.53 PTE, local technical instructions and the requirements of this instruction.
13.2. In the event of a forced stop of the train when the pressure in the main tanks drops below 6.0 kgf / cm 2 due to the stop of the compressors due to the removal of voltage in the contact network, damage to the diesel locomotive and for other reasons the locomotive driver is obliged:
13.2.1. On any track profile (platform, slope), activate the automatic brakes in the train by reducing the pressure by 1.5 kgf / cm 2 and perform full braking with the auxiliary brake of the locomotive. Activate the hand brakes of the locomotive or electric locomotive of the traction unit control.
13.2.2. On an incline (ascent, descent), require the compiler, a conductor, a plow driver, a crane operator on a railway track, a rocket launcher, a head of a recovery or utility train to activate the hand brakes of the rolling stock, or put brake shoes under the wheels. On specialized and other trains, where these persons are absent, this work is performed by the assistant driver, and when servicing the locomotive without an assistant, the driver. In this case, the driver first of all activates all the hand brakes of the locomotive, and then fixes the cars with the brakes and, if necessary, places the brake shoes under the wheels. The required number of brake shoes to hold the train in place is determined in accordance with paragraph 10.9 of this instruction.
The person fixing the train (rolling stock) with hand brakes must check the reliability of their holding of each car (locomotive) in accordance with the requirements of clause 11.3 and clause 10.9 of this instruction and personally (if the fixing was carried out not by the driver) notify the driver about securing the train with hand brakes brakes or brake shoes.
Once the compressors have been restored to normal operation, the driver must release and recharge the automatic brakes at the set pressure before starting the train.
Before setting the train in motion, if hand brakes were used or brake shoes were put in place, it is necessary to siege the train from the shoes, perform a braking stage by reducing the pressure in the equalizing tank by 1.5 kgf / cm 2, apply full braking with the auxiliary brake of the locomotive, remove all previously installed brake shoes , release the hand brakes of the wagons, and then the locomotive, then release the automatic brakes of the train and step the auxiliary brake of the locomotive.
13.3. As an exception, when servicing a locomotive without an assistant, the driver is allowed to leave the electric locomotive with the pantograph raised, and the diesel locomotive with a running diesel engine and switched on compressors for a period of no more than 20 minutes to maintain train brakes, release hand brakes, install and remove brake shoes, find out the reason for the forced stop. In this case, the locomotive driver must:
to slow down the pressure drop in the surge tank by 1.5 kgf / cm 2,
apply full braking with the auxiliary brake of the locomotive,
inform, using the available means of communication, the duty officer of the separate point at which the train or the point limiting the run is stopped, about the reason for stopping the locomotive and for what period of time he leaves it,
check the action of the pneumatic brakes of the cars on the exit of the brake cylinder rods and the adhesion of the brake pads to the wheelsets.
Stopping and starting the train on the descent
13.5. To stop the train on the descent, it is necessary to turn off the controller and activate the brakes by reducing the pressure of at least 0.7-0.8 kgf / cm 2. Apply sand (if necessary) 50-60 meters before the stop to adhere the locomotive wheels to the rails. After stopping the train, brake the locomotive with the auxiliary brake, release the automatic brakes and keep them charged for the entire parking period. If the train, braked by the auxiliary brake, starts to move, perform a stage of braking the pressure in the brake line by 0.7-0.8 kgf / cm 2 and keep it in a braked state during the entire stop.
13.6. Before starting the train after a stop, it is necessary to release the automatic train brakes (if they were used) and step the auxiliary brake of the locomotive. If the train itself did not start moving, smoothly turn on the controller.
Stop of the train at the site
13.7. To stop the train at the site when traveling with the controller turned on, it is necessary to turn off the controller and activate the automatic brakes, without releasing them until the train stops completely.
Stopping and starting the train on the rise
13.8. To stop the train on the rise, move the controller's handle to the lowest running position, as the speed decreases, activate the automatic brakes, and then turn off the controller and then proceed in accordance with paragraph 13.5 of this instruction.
If, after turning on the traction mode, it is not possible to set the train in motion, then carefully compress (stretch if the cars are in front) the train and perform a stage of braking to reduce the pressure in the surge tank by 0.7-0.8 kgf / cm 2.
After the train stops, release the auto brakes on the train, wait for the necessary time for their release, and then set the train in motion.
13.9. When upsetting a train that has stopped on an ascent, to a lighter profile, be guided by pp. 17.50-17.51 \u200b\u200bPTE railway transport.
14. Actions of the driver when delivering the train to the station after its break.
14.1. When a train breaks on a stretch, it is delivered, be guided by clause 17.52 of the PTE and the Instructions for the movement of trains for shunting work.
14.2. In the event of a train burst, the locomotive driver must direct all actions to prevent or mitigate a collision with the torn off part of the train.
The torn off part, before connecting the train or before requesting assistance, must be secured against leaving by hand brakes and brake shoes on the locomotive in accordance with the requirements of clause 13.2 of this instruction. When a locomotive is serviced by one driver, until assistance is requested, the driver must secure the locomotive from leaving.
If it is not possible to keep the detached part, the driver must immediately inform the train dispatcher, the duty officer at the station (post), to which the cars leave, by radio communication or by other means.
Before attaching the locomotive to the detached part of the train, the person making the hitch must ensure that the detached part is securely fastened with braking means.
The withdrawal of a burst train on a temporary coupling is carried out under the guidance of a person of technical supervision of the carriage service.
Before the train departs from the haul, a reduction in the testing of automatic brakes established in Ch. 9 in the order of these instructions.
14.3. The withdrawal of the exploded train in parts or in full should be carried out by a locomotive brigade consisting of two people (driver and assistant).
15. Control of brakes when following double or multiple thrust.
15.1. When two or more operating locomotives were coupled to the train, automatic brakes of all locomotives were required. included in the common brake line. The brakes on the train are controlled by the driver of the first locomotive from the head of the train.
15.2. When attaching two or more operating locomotives to the train, locomotive drivers (except for the first leading one) must move the handle of the combined crane, regardless of the presence of a locking device conv. No. 367 in the position of double traction and the operator's crane handle, service numbers No. 222, 394, 395, in the V position.
15.3. Maintain the pressure in the main tanks on the locomotives within the limits established by clause 2.2.4. of this manual.
15.4. With a double pull, it is prohibited to move the handle of the combination crane from the double pull position and to release or charge the automatic brakes in order to accelerate.
15.5. Before departure, the drivers of all locomotives must personally familiarize themselves with the actual braking pressure on the train, indicated in the VU-45 certificate.
15.6. In the event of a danger requiring an immediate stop of the train when following a double and multiple traction, the driver of the lead locomotive must perform emergency braking, turn off the controller, activate the sandboxes, fully the auxiliary brake of the locomotive and give a stop signal. The drivers of the remaining locomotives must turn off the controller, perform emergency braking, apply the full auxiliary brake of the locomotive, activate the sandboxes and repeat the stop signal.
If one of the drivers notices the danger before the lead locomotive, then, without waiting for signals from the lead locomotive, he is obliged to brake with the simultaneous use of the sandbox and the auxiliary brake of the locomotive, turn off the controller, give a stop signal. The drivers of the remaining locomotives must apply emergency braking, turn off the controller, activate the sandboxes and apply the auxiliary brake of the locomotive.
15.7. When a train is running with double (multiple) traction and a malfunction of the compressors or the driver's crane on the leading locomotive is detected, the driver must give a stop signal (and, if necessary, a general alarm) and, after stopping the train, if possible on the site, transfer control of the brakes to the driver of the second locomotive. Having transferred the control of the brakes to the driver of the second locomotive, the driver of the first locomotive is obliged to put the double traction handle or the combined crane in the double traction position, the driver's crane handle conv. Nos. 222, 394, 395 in V position.
The driver of the second locomotive is obliged to carry out a short test of the brakes in accordance with this instruction and in the future, when driving the train, follow the signals "and continue to obey the signals given by the driver of the first locomotive. locomotive feed lines, where there are their outputs, if they were not connected before the departure of the train.
15.8. After uncoupling the first locomotive, the driver of the second locomotive is obliged to restore the position of the cranes, as for the lead locomotive, charge the brake line and test the auto brakes on the train, guided by Ch. 9 of this manual.
15.9. When hitching a pusher locomotive to the tail of the train and turning on its automatic brakes into the common brake line, the driver of the pusher locomotive must move the handle of the double-pull or combined crane to the double-pull position, and the handle of the driver's crane to the V position, connect the brake lines of the tail car and locomotive and open the end valves between them. After that, the driver of the leading locomotive is obliged to charge the brake line of the entire train and perform a short test of the automatic brakes, the action of which is checked by the driver of the pusher locomotive according to the operation of the automatic brake of his locomotive.
15.10. If, while following the train, the driver of the leading locomotive did not check the effect of the brakes for effectiveness, then the driver of the second locomotive must contact him by radio or give a vigilance signal as a requirement to make this check.
16. Uncoupling the locomotive from the train
16.1. The driver, before uncoupling the locomotive from the train, must activate the automatic brakes by reducing the pressure in the line by 0.8-1.0 kgf / cm 2.
16.2. After that, the assistant driver or the person acting as the compiler closes the end cranes at the locomotive and the first car, disconnects the brake line hoses between the locomotive and the first car, and hangs them on the suspensions.
16.3. The fastening of the rolling stock at the station on slopes less than 5 thousandths is carried out in accordance with Appendix 2 of the Instructions for the movement of trains and shunting work on the railway. e. transport of enterprises of the MCHM system of the USSR.
17. The procedure for activating automatic brakes in non-operating
locomotives transported in trains and rafts and their control
17.1. Locomotives can be shipped in rafts (2-3) and singly.
In this case, the locomotive brake line hoses are connected to a common brake line.
17.2. For locomotives forwarded in an inoperative state, the disconnecting and combined cranes on the supply and brake lines must be closed, the cranes to the EKP and the crane conv. No. 254 should also be covered.
On locomotives with automatic braking action through the crane conv. No. 254, it is necessary at one of the consoles to open all isolation valves on the air ducts going to the valve No. 254.
Air diffusers on the locomotives being shipped must be switched on in accordance with the requirements of paragraph 2.2.6 of this manual.
If there is a locking device conv. No. 367, it must be turned on on the same panel, while the handle of the combined crane must be moved to the double pull position.
The valve of an inoperative locomotive on the air line connecting the brake line with the supply line through the check valve must be open when one main tank or a group of tanks is turned on.
17.3. Rafts with brakes disengaged may only be dispatched in cases where the automatic brakes cannot be activated. In these cases, a wagon or a locomotive with active automatic brakes must be attached to the tail of the raft and a braking pressure of 100 tons of the train weight must be provided, taking into account the brakes of the lead locomotive (follow this instruction, Chapter 4).
17.4. Testing the brakes on locomotives included in the raft should be carried out in accordance with cl. 8.2. of this manual.
17.5. The control of the auto brakes in the raft is carried out by the driver of the lead locomotive in the same way as when driving the train.
18. Controlling the brakes of a single locomotive
18.1. When a single locomotive is moving, the compressors must be turned on, the position of the handles of all cranes in the working and non-working cabins should be the same as when driving a train. The air distributors of the locomotive are included in accordance with clause 2.2.6 of this instructions.
18.2. After departure, it is necessary to check the effectiveness of the automatic brake and the operation of the brakes from the crane conv. No. 254 according to this instruction.
18.3. On the way, the speed of the locomotive and its stop is made mainly by the auxiliary brake valve. In this case, braking is applied stepwise, up to the setting of the valve in the extreme braking position, and then to regulate the speed, release the brakes in steps.
Before stopping the locomotive, it is necessary to loosen the braking, to make the release step of such a magnitude that the remaining pressing force of the brake pads on the axle cannot cause the wheelsets to jam before stopping.
If the distance to the moment of stopping does not allow making a step release, then, without releasing the braking, activate the sandboxes and do not stop their work until the locomotive stops completely. This will increase traction and prevent wheel skidding. When traveling by a single locomotive, it is strictly forbidden to use rheostatic braking of the traction unit if the pneumatic brakes are working properly.
98 When a freight train breaks on the stretch and delivers it to the station, be guided by the order of actions of employees in the event of a forced stop of the train on the stretch in accordance with the Rules for Technical Operation and the Rules for Train Traffic and Shunting Operations or other regulatory documents in force on the territory of the member states of the Commonwealth, Georgia, the Republic of Latvia , The Republic of Lithuania and the Republic of Estonia.
When delivering a burst train from the haul, replace the damaged connecting brake hoses with spare ones or those removed from the tail car and the locomotive.
99 During the withdrawal of the exploded train, the absence of compressed air in the brake network of the last cars can be allowed only if it is impossible to restore the integrity of the brake line and the need to shut off the end valves for this reason. In this case, in a train on an ascent, the driver must declare the need to place an auxiliary locomotive at the tail of the train to follow to the nearest station, where the malfunction must be eliminated or the faulty carriage is uncoupled. The procedure for withdrawing such trains from the haul, the speed of their movement, taking into account the provision of braking pressure, are established by the head of the infrastructure owner's unit, and in the absence of railway branches in the railway, by the deputy head of the infrastructure owner's unit and are indicated in the technical and administrative documents of the infrastructure owner.
100 Before the train leaves the stretch, perform a short test of the automatic brakes.
Appendix 4
REGULATIONS
MAINTENANCE OF BRAKING EQUIPMENT AND BRAKE CONTROL OF MOTOR-WAGON TRAINING
I REQUIREMENTS FOR PERFORMANCE OF MAINTENANCE OF BRAKING EQUIPMENT OF MOTOR-WAGON ROLLING STOCK
1 When acceptance and delivery of rolling stock from sludge to a depot without a locomotive crew, TO-1, TO-2, it is necessary:
Check the oil level in the compressor crankcases (if any), which should not go beyond the check marks of the oil gauge;
Check the correct positions of the handles of the disconnecting valves of the air ducts;
Check the presence of seals: on the security system blocks, on the safety valves, on the open position lock of the brake line release valve to the electro-pneumatic hitchhiking valves (hereinafter referred to as EPK), on the release valves on the air supply line and on the air line from the air distributor to the auxiliary brake valve, on the release valve air duct from the brake line or brake cylinder to a speedometer, to pressure sensors (if any), on pressure gauges, visual inspection of which is possible without additional work;
Check for seals on stop valves;
Check for a seal on the isolation valve to the shear valve, which must be in the open position;
Check the condition of the brake linkage, its safety devices, the outputs of the brake cylinder rods, the thickness of the brake pads (linings) and their location on the rolling surface of the wheels (disks), the action of the parking brakes;
Check the air permeability through the end valves of the brake and supply lines by at least three times their continuous opening when the driver's crane control body is in the train position;
Check the activation mode of the passenger air distributor. With a train length of up to 20 cars, the continuously variable air distributor must be switched on for short-haul mode, more than 20 cars for long-part mode. The switching on of air distributors with a step-by-step release should be carried out in accordance with the operating manual for a specific model of rolling stock;
Remove condensate from main and auxiliary tanks, oil and water separators.
The locomotive crew, having previously secured the rolling stock from leaving, from both control cabins with the installed for each type of rolling stock (except for checking the density of the brake and supply networks and checking the absence of an unacceptable decrease in pressure in the brake cylinders, which are carried out from one control cabin) must check:
Pressure maintenance limits in the main tanks during automatic restart of the compressors and their shutdown by the regulator in accordance with the operating manual for traction rolling stock. Deviation from the standard value of the pressure limits is allowed ± 0.02 MPa (± 0.2 kgf / cm 2);
The density of the brake network. The decrease in pressure, measured along the brake line, should be no more than 0.05 MPa (0.5 kgf / cm 2) within 150 seconds (2.5 minutes);
The density of the supply network. The pressure drop, measured along the supply line, should be no more than 0.05 MPa (0.5 kgf / cm) in 450 seconds (7.5 minutes).
For the RA-1 rail bus, the pressure drop measured along the supply line should be no more than 0.05 MPa (0.5 kgf / cm 2) in 600 seconds (10 minutes).
Checking the density of the brake and supply networks is carried out from one control cabin.
Density of the operator's crane surge tank. The density of the surge tank when the driver's crane control is in a position that maintains the specified pressure in the brake line after braking should be no more than 0.01 MPa (0.1 kgf / cm 2) for 180 seconds (3 minutes). Overpressure in the surge tank is not allowed in this case;
The operation of the auxiliary brake (if any) to the maximum pressure in the brake cylinders with full braking, which must be within the limits established in the operating manual for a particular type of rolling stock, agreed with the owner of the infrastructure;
Charging pressure in the brake line, which must comply with the limits specified in table V.1 of this Regulation;
The operation of the air distributors for braking and release.
The check must be carried out by reducing the pressure in the surge tank from the charging pressure by 0.05-0.06 MPa (0.5-0.6 kgf / cm 2). In this case, the air diffusers should work and not give spontaneous release within 300 seconds (5 minutes). After braking, make sure that the pressure in the brake cylinders of the motor-car rolling stock is at least 0.1 MPa (1.0 kgf / cm 2) and the piston rods have come out of the brake cylinders, and the brake pads (linings) are pressed against the wheels ( discs). After completing the check, it is necessary to put the driver's crane control in the train position, in which the brake must be released, and the pads (pads) must move away from the wheels (disks).
The pressure in the brake cylinders of the RA-1 rail bus should be 0.11-0.13 MPa (1.1-1.3 kgf / cm 2);
Operation of the tail car brake control circuit. After fully charging the brake system of the train, it is necessary to reduce the pressure in the brake
mains by 0.05-0.07 MPa (0.5-0.7 kgf / cm 2). In this case, the automatic brakes must come into effect, and light signals must be given on the driver's control panel, which control the operation of the brakes on the train cars and on the tail car. Then release the train brake. Turning off the light signal, which controls the deceleration of this tail car, on the driver's control panel, will show the serviceability of this system;
Checking the operation of the anti-skid device (if any). Full service braking must be performed to check. After reaching the maximum pressure in the brake cylinders, it is necessary to start a test program, which should not, at its end, give an error in the system operation;
The power supply voltage of the electro-pneumatic brake, which must be:
a) not lower than 45 V with the train position of the driver's crane control body and power supply from accumulator batteries with the current collectors released or the diesel engine turned off;
b) not lower than 45 V when the driver's crane control is in the position of service braking by an electro-pneumatic brake;
The action of the electro-pneumatic brake on the possibility of stepwise braking until the brake cylinders are completely filled and the subsequent stepwise release until the air is completely released from the brake cylinders. On a motor-carriage rolling stock equipped with a push-button control of an electro-pneumatic brake, check its action with the train position of the driver's crane control;
The work of the light indication of the operation of the electro-pneumatic brake.
When the driver's crane control element is in a position that ensures an increase in the pressure in the brake line above the charging pressure and in the train position, the green continuity indicator of the electro-pneumatic brake circuit should be lit.
In the positions that provide or do not provide the maintenance of the specified pressure in the brake line after braking - the indicator of the continuity of the electro-pneumatic brake circuit is green, the indicator of maintaining pressure in the brake cylinders is yellow and the brake indicator is red.
In the positions of service braking with discharge of the brake line, or service braking with an electro-pneumatic brake without discharging the brake line, or emergency braking - the indicator of the continuity of the electro-pneumatic brake circuit is green and the brake indicator is red.
On a motor-carriage rolling stock equipped with a push-button control of an electro-pneumatic brake, check its action with the train position of the driver's crane control;
Values \u200b\u200bof the outputs of the rods of the brake cylinders with full service braking. The value of the output of the brake cylinder rod must be within the limits specified in table I.1 of this Regulation.
Table I.1 - Exit the brake cylinder rod on motor-car rolling stock and rail buses with full service braking
| Type of rolling stock | Brake cylinder rod output, mm | |
| Lower and upper limits | Maximum allowable in operation | |
| Electric train carriages ER2, ER9, ER9P, EM2, EM2K: - motor cars - head and trailed (including ER22) - motor cars ER22 | 50-75 75-100 40-50 | |
| Rail buses RA-1, RA-2 | 25-30 | |
| Head, trailer and motor carriages of electric trains ER2T, ER2R, ER29, ET2 of all indices, ED2T, ED9 of all indices, ED4 of all indices, EM2, EM4, ES2, AYa4D | 50-75 | |
| Electric train carriages of other series: - motor - head and trailed | 75-100 100-125 | |
| Motor and trailed cars of diesel trains: - with disc brakes - with shoe brakes - trailed cars DDB | 5-8 125-140 55-65 | 25* |
| Diesel train ACh2 - motor car - trailer car | 30-50 95-105 |
* In winter 12 mm;
Notes. 1 The output of the rods of the brake cylinders of electric trains at the braking stage should be less than the specified one by 30% when the brake cylinders are located on the car body and by 20% when the brake cylinders are located on the bogie.
2 If there are norms for rod outlets established by the operating manual agreed with the owner of the infrastructure, follow these norms. The maximum allowable stem exit in service should be set 25% higher than the upper limit.
3 When the motor-car rolling stock is released after repair and maintenance (except for TO-1), the linkage must be adjusted to ensure the minimum permissible rod exit rate.
Condition and thickness of brake pads (linings). The minimum thickness of brake pads at which they must be replaced: cast iron
brake pads - 12 mm, composite - 14 mm, for rail buses - 10 mm (pads with a mesh-wire frame are determined by
lug filled with friction mass).
Exit of the brake pads beyond the outer edge of the rolling surface of the tire (wheel rim) is not allowed during operation.
Replace the pads when the maximum thickness is reached, there are cracks along the entire width of the pads, propagating to the steel frame, with wedge-shaped wear, if the smallest permissible thickness is at a distance of 50 mm or more from the thin end of the pads.
Sintered pads with a thickness of 13 mm or less and composite pads with a thickness of 5 mm or less along the outer radius of the pads must be replaced.
The thickness of the pad should be checked at the top and bottom of the pad in the pad holder. The difference in thickness between the upper and lower part of the strip in the strip holder is allowed no more than 3 mm;
Parking (hand) brake action.
On motor-car rolling stock equipped with an electric or hydrodynamic brake, additionally check the action of this brake.
When equipping the motor-carriage rolling stock with a system for checking the condition of the electro-pneumatic brake circuits, additionally check the condition of this system.
2 When the motor-car rolling stock and rail buses are released from the depot after repair and maintenance, it is additionally necessary to check the performance of its compressors in time
filling the main tanks from 0.68 to 0.78 MPa (from 7.0 to 8.0 kgf / cm 2), the power of the automatic doors must be turned off.
3 Perform work on elimination of identified faults and adjustment of equipment units: change of brake pads, adjustment of the brake linkage, change of the cotter pins of the mechanical part of the brake, fastening loose threaded connections in accessible places.
defined by clauses 7.9. - 7 .. IDP.
If it is impossible to connect the train, the driver is obliged to request
auxiliary locomotive at the tail of the train. When withdrawing a part of a train from the haul, it is necessary to protect the tail car of the withdrawn part of the train with an unfurled yellow flag near the buffer bar on the right side, and at night with a yellow light of a lantern and write down the numbers of the tail
carriages of the rest of the train and the withdrawn
In case of breakage of auto-couplers of cars, the driver must declare
control check of brakes.
2.9. The procedure for detecting a rolling stock derailment.
If a rolling stock derailment is detected, the driver's assistant must
immediately fix the tail of the train, in accordance with the norms
fastening, fencing the place of descent, in accordance with the norms of fencing and report
train driver.
The train driver, having received information about the departure of the rolling stock,
Turn on the red lights of the buffer lights;
Provide the train fencing according to the established procedure;
Report to DNTs (chipboard, limiting the run);
after personal inspection of the place of gathering, transfer the DNTs (chipboard,
limiting overtaking) the following information:
whether there are human casualties, whether there is a clearance along the next track, indicate exactly at which kilometer and picket the descent occurred, the nature of the terrain, whether there are approaches to the railway track, how many units of rolling stock derailed (is there
locomotive), data on the state of the overhead and overhead supports;
In the future, be guided by the instructions of the DNTs.
2.10. The procedure for detecting a failure of the stop valve in the passenger
train. If, when examining a passenger train, it turns out that the pressure drop
in the brake line occurred due to the failure of the stop valve, then
no further inspection is performed. The locomotive driver acts on
on the basis of the decision on further travel made by the head of the train.
The locomotive driver must receive an act of the established form, which
is made by the head of the train in fact and about the reasons for the failure of the stop valve.
3. Procedure in the event of a "Jolt" fault
On my way.
3.1. If a lateral, vertical "jolt" is detected along the Trail, the train driver must:
Apply service brake and monitor the condition closely
rolling stock before the train stops;
If a track fault is found while traveling with a train,
directly posing a threat to traffic safety (broken rail,
path erosion, landslide, snow drift, path blowout, etc.) apply an emergency
braking, taking all possible measures to stop the train to a dangerous
Immediately inform the train drivers following the
oncoming or oncoming trains (when there is a threat to traffic safety
on the adjacent path), chipboard, limiting the section, or DNTs in the form:
"Attention, attention! Listen everyone! I, the driver (surname) of train N .... on
km of the picket detected a "push" (lateral, vertical or knock, etc.) when
speed km / h. I have no information about the availability of the dimensions along the next path
(or available).
When traveling with a passenger train, transmit information about
reason for the stop to the head of the train.
Receive confirmation that information about the "push" has been received
drivers of following and oncoming trains, as well as particle boards,
limiting distillation.
3.2. Chipboard, having received a message from the driver about the presence of a "push" on the way
is obliged to stop sending passing trains to the haul on the specified
track, report the "jolt" on the way to train drivers sent from
station earlier and road foreman (foreman of the track).
3.3. After stopping the passenger train, it is inspected
driver together with the head of the train. Inspection of other trains produces
train driver.
3.4. If, when inspecting the train, malfunctions of the locomotive, wagons and track
under the composition were not identified, after the report of the chipboard on the results of the inspection
movement is allowed at a speed not exceeding 20 km / h. After following
the whole train to follow the dangerous place at a set speed.
3.5. If the cause of the shock was: a broken rail, erosion of the track,
landslide, track ejection and other track failures that threaten safety
train movements, further train travel through a dangerous place
is allowed only after inspection of the given place by a track worker (position
not lower than the foreman) and his obligatory entry in the DU-61 form about the possibility
proceed to a dangerous place with an indication of the speed of movement.
If the train is stopped at a broken rail, according to which, according to the conclusion
track foreman (entry in the warning form for the DU-61 train), possibly
skip a train, then only one first train is allowed to pass on it. By
a broken rail within a bridge or a tunnel, passing trains in all cases
is prohibited.
In the event of an obstacle (erosion of the path, landslide, snow drift,
collapsed cargo, etc.) on the adjacent track, the driver must give a signal
general anxiety (one long and three short ones) and organize it
in accordance with the requirements of clause 3.16 of the Instructions for signaling on railways
Of the Russian Federation dated May 26, 2000 No. TsRB-757.
3.6. The train driver who has discovered a track fault when
radio communication failure is obliged to take all possible measures to transmit
relevant information chipboard or dnc. In exceptional cases
it is allowed to use cellular communication.
3.7. The drivers of the following trains, having received information about the "push"
Stop the train near the indicated point of the obstacle, make sure
the possibility of further following and follow this place with the whole composition
at a speed that ensures the safety of train traffic, but not more than 20
Notify any faults found on the spot.
radio communications to the drivers following trains and particle boards, and upon detection
a malfunction that threatens traffic safety, stop the train and
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