Actions of the locomotive crew when stopping a train due to violation of the integrity of the brake line. Integrity of the train brake line Actions of the driver in the event of a drop in pressure in the brake line of a freight train causing the brakes to operate

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

Disconnection of brake hoses or other violation of the integrity of the brake line on a train;

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

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

Stop valve failure on a passenger train.

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

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

Frequent activation of compressors;

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

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

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

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

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

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

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

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

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

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

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

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

2.6. The procedure for inspecting the train composition.

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

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

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

Take signaling accessories with you and a flashlight at night;

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

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

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

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

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

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

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

Perform a short brake test.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

2.9. Procedure for detecting rolling stock derailment.

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

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

Turn on the red lights of the buffer lights;

Provide train fencing in accordance with the established procedure;

Report to the DNC (chipboards limiting the stretch).

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

Are there any human casualties?

Availability of clearance on the adjacent track,

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

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

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

In the future, follow the instructions of the DNC.

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

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

3. Procedure V in case of detection

Loss of brake line pressure due to disconnection of brake hoses;

Closing the oncoming end valve on the train,

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

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

Spontaneous operation of the air distributor for braking;

Opening the stop valve on a passenger train;

Mechanical damage to brake pipes.

1.2 Signs of brakes on a train due to a drop in pressure in the train’s brake line are:

– reduction in speed that does not correspond to the track profile;

– frequent switching on of compressors;

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

– activation of the brake line rupture alarm;

– longitudinal-dynamic reactions in the train, unusual for this track profile.

1.3 In the event of a stop on a passenger train section due to the use of a stop valve or due to spontaneous braking, the conductors must inspect the cars they serve and, if necessary, immediately give a stop signal in the direction of the locomotive. In other trains, during such a stop, the assistant driver must inspect the train, find out whether it is full by the number of the last car, and check the presence of a train signal on this car (extract from clause 78 Appendix No. 6 of the PTE).

1.4 If a train is forced to stop during a stretch due to a malfunction or non-standard operation of the braking equipment, the locomotive crew is obliged to take measures to identify the malfunction.

Before setting the train in motion, make sure that there are no sliders or welds on the surface of the carriage wheel pairs.

In cases where faulty air distributors are disconnected, recalculate the actual brake pressure and the permissible speed that ensures safe driving of the train.
2 Actions of the locomotive crew when the pressure drops

brake line of a passenger train causing the brakes to operate
If a drop in pressure is detected in the brake line of a passenger (mail-baggage, freight-passenger) train, the driver must apply emergency braking by placing the driver's valve handle in the emergency braking position until the train comes to a complete stop. When applying emergency braking, a system for supplying sand under the wheelsets must be used. The supply of sand must be stopped when the speed is less than 10 km/h.

3 D driver's actions when brake pressure drops
the main line of a freight train causing the brakes to activate
If, when a freight train is moving, its speed does not decrease without activating the brakes, but there are signs of a possible break in the brake line, the driver must immediately turn off the traction and turn the driver's crane handle to III position (overlap without power) and observe the pressure in the brake line, when there is a rapid and continuous drop in pressure in the brake line or a sharp slowdown in the movement of the train that does not correspond to the track profile, perform service braking, after which the driver's crane handle is turned to III position and stop the train without applying the auxiliary brake of the locomotive;

– if there is no rapid and continuous decrease in pressure in the brakehighway and a sharp deceleration of the train, perform service braking atthe value of the first stage, then release the brakes in the prescribed manner,At the same time, it is allowed to turn on the traction mode only after the auto brakes have been completely released.

After this, the driver must analyze the mode of driving the train and the reason for the possible spontaneous actuation of the brakes that occurred at the moment of running up or pulling back the cars, following the turnout street, or eliminating overcharging pressure during the brake release period. If longitudinal dynamic reactions could be a possible cause, it is necessary to take all measures to smoothly drive the train in an extended state. In the event of self-braking of the train at the moment of elimination of overcharging pressure, subsequently release the brakes after braking by moving the driver's valve handle to the 1st position with increasing the pressure on the pressure gauge of the surge tank by a smaller amount, up to the charging value.

In the event of repeated braking of the train due to spontaneous activation of the auto brakes, if after placing the driver's tap handle for 5-7 seconds in the 3rd position, there is no continuous drop in pressure in the brake line, brake and release the auto brakes in the established order, informing the DNC about this or chipboard and submit a control check of the car brakes. Coordinate with the DNC the control inspection station.

When a train is forced to stop due to a drop in pressure in the brake line, the driver (assistant driver) is obliged to announce via radio the location and reason for stopping the train in the form: “Attention, attention, listen, everyone! I am the driver of train No...., last name, stopped at...(time) at...km, picket,...track, section..., due to (specify the reason), I have no information about the presence of a clearance on the adjacent track (or there is a clearance in case of a stop due to - for locomotive malfunctions), be vigilant! The message is repeated several times until confirmation is received from the drivers of oncoming and following trains, including those moving in the same direction along the adjacent track of a double-track (multi-track) section. Information is transmitted in the following sequence: first on the VHF band (to drivers of trains traveling in the opposite or similar direction, to the head of a passenger train), then on the HF band (to those on duty at stations limiting the haul, to the train dispatcher). Upon receipt of the specified message, the drivers of all trains located in the radio communication coverage area, train dispatchers (hereinafter referred to as DNC) and station attendants (hereinafter referred to as DSP) are required to stop radio communications and listen carefully to the message. Drivers of following and oncoming trains are required to confirm the information received. “I, the driver of train No....surname, understand that train No....is standing on...km...picket,...track,...distance,” make a note on the DU-61 form about the location of the obstacle and take measures to ensure the safety of the train. The driver of a passenger train must report the place and reason for the stop to the head of the train.
5 Train inspection procedure
When the train stops due to a drop in pressure in the brake line, the driver must send an assistant driver to inspect the train, having previously instructed him on the procedure.

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

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

– take with you signaling accessories, the necessary tools from the technical first aid kit, and a flashlight at night;

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

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

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

Inspection of a passenger train should be carried out jointly with the train manager or train electrician.
6 Procedure in case of disconnection of brake hoses or other violation of the integrity of the brake line on a train.
If a disconnection of the brake hoses is detected, the locomotive crew is obliged to:

Inspect them,, if necessary, replace them (if not in the technical first aid kit, remove them from the tail car or locomotive) and connect them, making sure that the number of the tail car corresponds to the number indicated in the certificate form VU-45;

Perform a short brake test with a preliminary check of the integrity of the brake line.

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

Order DNC (DSP) an auxiliary locomotive from the tail of the train to remove the tail section from the stage, or DNC makes a decision to send carriage workers to eliminate the malfunction;

If there is no air in the brake line of the tail section of the train, secure it from the faulty car in accordance with the fastening standards.

7 Procedure for detecting a train disconnection (break).

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

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

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

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

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

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

The assistant driver checks the serviceability of the automatic coupler mechanism and connecting sleeves of disconnected cars.

The locomotive driver, after receiving information from the assistant driver, connects the train, ensuring the coupling speed of the cars is no more than 3 km/h.

Damaged brake hoses are replaced with spare ones, and if they are missing, they are removed from the tail car or front beam of the locomotive.

After connecting the parts of the train during the stage, charge the brakes, briefly test the brakes, remove the brake shoes from under the cars, release the hand brakes and remove the train from the stage.

It is prohibited to connect parts of a train during a stretch:

a) during fog, snowstorm and other unfavorable conditions, when signals are difficult to distinguish;

b) if the uncoupled part is on a slope steeper than 2.5‰ and can move away from the push when connected in the direction opposite to the direction of movement of the train.

If it is impossible to connect the train, the driver must request an auxiliary locomotive at the rear of the train, additionally indicating in the application the exact distance between the separated parts of the train.

When withdrawing part of the train from the section, it is necessary to calculate the brakes with a note in the certificate form VU-45, perform a short test of the brakes, protect the tail car of the withdrawn part of the train with an unfurled yellow flag at the buffer beam on the right side, and at night with a yellow lamp light and write down the numbers of the tail carriages of the withdrawn and remaining parts of the train.

It is prohibited to leave trains containing cars with people and dangerous goods of class 1 (explosive materials) on the stretch without security.

In the event of a break in the automatic coupling devices of cars, the driver is obliged to inform the DSC about the need to carry out a control check of the brakes.
8 Procedure for detecting rolling stock derailment
If a rolling stock derailment is detected, the assistant driver is obliged to immediately secure the tail section of the train in accordance with the securing standards, fencing the derailment site in accordance with the fencing standards and report to the train driver.

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

Turn on the red lights of the buffer lights;

Provide train fencing in accordance with the established procedure;

Report to the DNC (chipboards limiting the stretch);

Inspect the derailment site and provide the DNC (DSP) with updated data: stage, kilometer, picket, train number, are there any casualties, how many units are in derailed condition, of which, how many are lying on their sides, is there a derailment of the locomotive, which car derailed first? count from the head or tail of the train, type of rolling stock, loaded or empty cars, whether there is damage or leakage of cargo. Availability of clearance on the adjacent track. Condition of the contact network. The need to turn off the voltage, including along an adjacent path.

Check the presence of carriages with dangerous goods and carriages accompanied by conductors on the train. Open the package of transportation documents to determine the priority actions using the emergency card or transmit by radio the numbers of the emergency cards indicated on the back of the train manifest.

If there is steam or cargo leakage, approach for inspection not from the leeward side.

The nature of the terrain (height of the embankment, presence of a curve, slope, swamp, bridge, etc.). Possibility of access for restoration equipment, including vehicles.

Receive confirmation of the transmitted message by recording the time and to whom the information was transmitted.

In the future, follow the instructions of the station duty officer and the train dispatcher.

9 Actions of the locomotive crew when detecting a drop in pressure in the brake line or braking of an individual car in a passenger train
9.1 Procedure for detecting the opening of a stop valve on a passenger train.

After the train departs, conductors of passenger cars must ensure that the brakes of the cars are released and that there is no extraneous knocking and report the results of the inspection to the head of the passenger train.

The locomotive driver acts on the basis of the decision on further travel made jointly with the train manager. The head of the train, regarding the fact and reasons for the breakdown of the stop valve, draws up a report in the established form, which he transmits to the driver when the train stops at the station according to the schedule.

9.2 If, in the process of controlling the brakes of a passenger train when performing service braking with a discharge of 0.5-0.6 kgf/cm² (0.05-0.06 MPa), a deep discharge of the train brake line occurs, then the probable cause is a malfunction of the emergency braking accelerator of the air distributor condition No. 292. After stopping and releasing the train brakes, perform service braking again, discharging the brake line by 0.5 - 0.6 kgf/cm² (0.05-0.06 MPa). If the pressure in the train brake line drops below 4 kgf/cm², turn off all emergency brake accelerators by setting the air distributor switch to condition. No. 292 to the “UV” position. Proceed to the inspection point for passenger cars, where the fault must be eliminated by carriage workers.

9.3 While driving the train, when the driver’s crane handle is in the train (II) position and the release position (I), an alternating current must pass through the electro-pneumatic brake circuit, and the signal lamp with the letter “O” must light up, and the power source must provide voltage not less than 50 V.

When the operator's crane handle is placed in the brake position, a 50V direct current with polarity (+) is supplied to the EPT circuit, to the working wire, (-) to the rail, the signal lamps “O” and “T” light up. In this position, the pressure in the brake cylinder of the moving unit increases by an average of 1 kg/cm 2 for 1 second (regulated by a calibrated hole in the brake valve seat of 1.8 mm).

When the driver's crane handle is placed in position III or IV (overroof), the polarity of the direct current changes to (-) in the working one and (+) on the rail, the signal lamps “O” and “P” light up.

Along the route, the driver must monitor the normal operation of the electro-pneumatic brake using signal lamps, and in case of duplicate power supply - according to the ammeter readings in the overlap position, which should not change while driving the train in the direction of decreasing by more than 20%. If there is a greater deviation in the readings, a voltage drop on the power source in the braking position is below 45 V, if the electro-pneumatic brake is insufficiently effective or the braking is unsatisfactory, spontaneous filling of the brake cylinders, as well as when the warning light goes out, switch to pneumatic brake control.

When stopping braking with an electro-pneumatic brake before prohibiting signals, braking should be done by placing the driver's crane handle in position V; upon reaching the required pressure in the brake cylinders, the crane handle should be moved to position III (overlapping without supply to the line)

If along the route the warning light goes out or the lighting of the warning lights does not correspond to the position of the driver’s crane handle, then it is necessary to switch to pneumatic brake control by turning off the power source (ACB) of the electro-pneumatic brakes. If the warning light goes out when approaching the prohibiting signals or the limit column in the electro-pneumatic braking mode, apply emergency braking and turn off the power source of the electro-pneumatic brakes, about which an appropriate entry should be made in the VU-45 certificate.

If, while the train is moving, spontaneous braking of the EPT occurs with filling of the brake cylinders to a maximum pressure of 3.8-4.0 kg/cm 2 (0.38-0.4 MPa), the locomotive crew is obliged to turn off the power to the EPT circuits using the toggle switch on the driver's console and the CBA EPT. The absence of EPT brake release indicates the presence of foreign power. In the event of a forced stop, the locomotive crew is obliged to immediately inform the drivers behind the moving trains, the chipboard stations of the stations limiting the stretch, and call the LNP and EMS serving the train. To find a fault, insert a dielectric gasket between the contact fingers of the connecting sleeves condition No. 369A of the locomotive and the first car; if the brakes have not been released, disconnect wires No. 1 and No. 2 in the terminal box on the locomotive buffer. If the result is negative, inspect the train, paying attention to the distance of the sockets of the low-voltage circuits of the carriage equipment to the heads of the connecting hoses. At the same time, using a dielectric gasket, open the contact fingers of the connecting hoses between the cars to search for a car with an external power source or a faulty air distributor, condition No. 305. If a fault is not found, shut off the brake line disconnect valves in the middle of the train and disconnect the connecting hoses to identify the faulty section, in the first or second half of the lineup. After that, by alternately sequentially disconnecting the connecting hoses, identify the faulty car, and by opening the EPT terminal box of the undercar equipment, disconnect the electric air distributor from the studs of wires No. 1 and No. 2. It is necessary to take into account that the pin of wire No. 1 has an M8 thread, wires No. 2 - M6.

Before departure, perform a short test of the car brakes.

At the locomotive crew change point, draw up a joint report on the detected malfunction. The commission inspection is attended by TCHM (TCMI), LNP, FEM and a carriage worker.

9.4 In cases where a separate car with braked wheel pairs is detected in a passenger train, it is necessary:

– after stopping the train on a stretch or station, activate the auxiliary brake of the locomotive and release the train brakes using the driver’s crane cond. No. 395;

– identify a car with an unreleased brake;

– check whether the car’s handbrake is activated;

If the train was running on pneumatic brakes, check the operation of the pneumatic air distributor of the car condition. No. 292 by testing the brakes, measuring the release time, which should be no more than 25 seconds.

If it is detected that the brakes of the car are not released or released slowly, close the isolation valve from the brake line to the air distributor and completely bleed the air from the reserve tank. Check the separation of the brake pads from the rolling surface of the wheel pairs. Carry out a short test of the train brakes and proceed further to the nearest technical service point, where the fault must be eliminated. If the train was running on electro-pneumatic brakes, then first of all turn off the power to the EPT on the locomotive and if the brakes of the car are released, then the fault is in the electrical part of the electric air distributor conv. No. 305. In this case, perform a short test of the train brakes and follow the pneumatic control of the brakes to the nearest technical service point, where the malfunction must be eliminated. If the car brake does not release, close the isolation valve from the brake line to the air distributor and forcefully release the air from the reserve tank using the exhaust valve lever. If the brakes on the car are released, open the EPT terminal box of the undercar equipment and disconnect wires No. 1 and No. 2 and turn off the electric air distributor. Carry out a short test of the train brakes and proceed further using pneumatic brakes.

If the release of the car brake (after its forced release by the lever) does not occur, then the cause may be a malfunction of the mechanical part of the electric air distributor. No. 305. With the disconnect valve from the brake line to the air distributor closed, observing safety requirements, it is necessary to unscrew the brake cylinder plug (the car brake must be released). If it is impossible to unscrew the plug from the brake cylinder cover, to release it (prevent refilling), loosen the fastening on the flange of the electric air distributor condition. No. 305 to the working chamber (three bolts) and release the air. Disconnect EPT wires No. 1 and No. 2 in the terminal box. Perform a short test of the train brakes and proceed to the nearest PTO for pneumatic brake control, where the malfunction must be corrected.

When, when air is released from the brake cylinder, its rod does not sit in place under the action of the return spring, a possible reason could be a break in the return spring of the TC rod, sticking of the rod in the TC due to lack of lubrication or in the presence of ice in winter, jamming of the TRP. To eliminate the malfunction, observing labor safety requirements, knock out the brake lever shaft to the brake cylinder. Make sure that the pads move away from the rolling surface of the wheel pairs and that the TRP is securely fastened.

In cases of air brake failure on one of the two tail cars, order an auxiliary locomotive.

10 The sequence of performing a control check of train brakes in the event of their spontaneous activation during the elimination of overcharge pressure in a freight train
10.1. Check the charging pressure, the tightness of the brake network of the freight train, and the maintenance of constant pressure by the driver's tap in the second position of the driver's tap handle.

10.2 Perform a braking step by reducing the pressure in the surge tank by 0.6-0.7 kg/cm² (0.06-0.07 MPa). A light indicating a break in the TM and the operation of the conditional sensor. No. 418, should light up and go out. Measure the density of the train's brake line when the driver's crane handle is in the 4th position, which should not differ downward from the density in the train position by more than 10%.

10.3 Release the brakes by moving the driver's crane handle to the 1st position until the surge tank is 0.5-1.0 kg/cm² (0.05-0.1 MPa) higher than the charging one. Using the pressure gauges of the brake line and the locomotive's surge tank, check that the driver's valve maintains pressure in accordance with the rate of decline. If spontaneous activation of the brakes occurs during the liquidation process, secure the train and the locomotive against spontaneous departure. Close the disconnect valves from the locomotive to the first car. Check the density of the locomotive's power supply network and brake line, the density of the surge tank, the rate of transition from increased to normal charging pressure, the stability of maintaining pressure in the brake line when the handle is in train position and in the ceiling after the braking stage, pressure limits in the main reservoirs, and the operation of the locomotive's automatic brake. After turning the tap handle 2 2 (0.03 MPa) for 40 s (the brakes on the train should not be released).

2 (0.8 MPa) pressure drop from 6 to 5 kgf/cm 2 (0.6 MPa to 0.5 MPa) in main tanks with a volume of 1000 l occurs in no more than 12 s. If the locomotive is not equipped with a conditional blocking device. No. 367, check the operator’s crane’s passability. Passability is considered normal if, when the valve handle is in the second position and the end valve is open, the pressure decreases within the specified limits in no more than 20 s. If the volume of the locomotive's main tanks is larger during these checks, the time should be proportionally increased.

10.4 After checking the brake equipment of the locomotive, charge the brake line of the train and, by periodically increasing the pressure in the brake line, by disconnecting 10 cars at a time, starting from the tail of the train, determine the group causing braking. Then identify the faulty air distributor.

10.5 When spontaneous actuation of the brakes, during the period of elimination of overcharging pressure, occurs sporadically: adjust the driver’s crane gearbox to maintain pressure in the brake line at 6.3 - 6.5 kg/cm² (0.63-0.65 MPa) and charge the TM at within 10 minutes. After the charging time has expired, unscrew the gearbox spring tightening adjuster to the original charging position. Adjust the driver’s crane stabilizer to a rate of overcharge pressure elimination of 0.2 kg/cm² (0.02 MPa) in 80 seconds. At the moment the pressure changes from high to normal, inspect the train while simultaneously tapping the main parts of the air distributor, condition No. 483. If necessary, repeat increasing the pressure and charging the TM.
11 The sequence of performing a control check in the event of spontaneous activation of the brakes while the train is moving at the moment of approaching or pulling.
11.1 Check the charging pressure, the tightness of the brake network of the freight train, and the maintenance of constant pressure by the driver’s tap in the second position of the tap handle. Perform a braking step by reducing the pressure in the surge tank by 0.6-0.7 kg/cm² (0.06-0.07 MPa). A light indicating a break in the TM and the operation of the conditional sensor. No. 418, should light up and go out. Measure the density of the brake line when the driver's crane handle is in the fourth position, which should not differ downward from the density in the train position by more than 10%.

11.2 Release the brakes by moving the driver's crane handle to the 1st position until the surge tank is 0.5 - 0.7 kg/cm² (0.05-0.07 MPa) higher than the charging one. Using the pressure gauges in the equalization tank and the brake line, check that the driver's valve maintains pressure in accordance with the rate of decline. Spontaneous activation of the train brakes at the moment of transition from high pressure to normal is not allowed.

11.3 Check the correct activation of braking modes on freight cars in accordance with the loading of the car, mountain and flat modes - in accordance with the conditions of the track profile.

11.4 Inspect the train, paying special attention to loose threaded connections of valves and brake hoses, supply pipelines to air distributors, and automatic modes. Check the reliability of fastening of air distributors and pipelines to the car frame.

11.5 Observing safety requirements, in agreement with the carriage workers and at the command of the station duty officer, set the train in motion, causing a reaction at the beginning of movement and during a stop when the train is compressed. If spontaneous operation occurs unsystematically, it is recommended to increase the charging pressure in the TM to 6 kg/cm² (0.6 MPa) (with an increase in pressure, the speed of the braking processes of the air distributors increases in direct proportion). If the pressure drops, use the brake line pressure gauge of the locomotive to determine the intended part (head or tail) of the train causing braking. If the operation occurs at the initial moment of stretching or compression of the train, then the fault is in the head part and vice versa.

11.6 Using the method of dividing the train into two parts, identify which half of the train contains the faulty car. Further search is carried out by dividing the train into groups. To reduce the time required to find a faulty car, it is necessary to involve the maximum number of participants.

11.7 Upon completion of the inspection of the train, check:

– the correct activation of braking modes on freight cars in accordance with the loading of the car, mountain and flat modes - in accordance with the conditions of the track profile. On cars, in accordance with current instructions - serviceability of automatic load mode regulators (auto modes) and automatic lever gear regulators, correct installation of composite and cast iron brake pads in accordance with the position of the rollers in the holes of the horizontal levers, the magnitude of the output of the brake cylinder rods during full service braking, correct adjustment of the lever transmission and condition of the hand brakes.

– carry out a full test of the brakes, recording the number of brakes that did not come into action or spontaneously released, and after how long. Air distributors of cargo types in flat mode should not release spontaneously for at least 5 minutes, and air distributors of cargo types in mountain mode - for at least 10 minutes.

On freight trains, perform the first stage of braking with the air distributors turned on in flat mode, and, after holding it for 2 minutes, give a second stage of braking by reducing the pressure in the line by 0.3 kgf/cm 2 ; (0.03 MPa) after 2 minutes, check whether the brakes are released due to the blowing of individual air distributors.

11.8 After inspecting the train, secure the train and the locomotive against spontaneous departure. Close the disconnect valves from the locomotive to the first car. Check the density of the locomotive's supply network and brake line, the operation of the driver's tap, the rate of transition from increased to normal charging pressure, the stability of maintaining pressure in the brake line when the handle is in train position and in the ceiling after the braking stage, pressure limits in the main reservoirs, and the operation of the locomotive's automatic brake. After turning the tap handle from the train position to the overlap position with power supply to the brake line, overpressure in it is not allowed; after reducing the pressure in the surge tank by 1.5 kgf/cm 2 (0.15 MPa) V By positioning the handle and moving it to the overlap position, it is allowed to overestimate the pressure in the brake line by no more than 0.3 kgf/cm 2 (0.0 MPa) for 40 sec. (the brakes on the train should not be released).

Check the air permeability through blocking devices No. 367. The permeability is considered normal if, when the driver's tap handle is in position and the brake line end valve is opened from the side of the blocking device being checked, and at an initial charging pressure of at least 8 kgf/cm 2 (0.8 MPa) pressure drop from 6 to 5 kgf/cm 2 (0.6 to 0.5 MPa) in main tanks with a volume of 1000 liters occurs in a time of more than 12 seconds. If the locomotive is not equipped with a conditional blocking device. No. 367, check the operator’s crane’s passability. Passability is considered normal if, when the valve handle is in position 2 and the end valve is open, the pressure decreases within the specified limits within no more than 20 seconds. If the volume of the locomotive's main tanks is larger during these checks, the time should be proportionally increased.

11.9 Based on the identified results, a control inspection report of the established form is drawn up.
_________________________

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

8.5.5 Changing the length of a train brake line

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

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

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

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

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

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

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

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

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

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

1.1 The main reasons for the operation of automatic brakes on a train are:

Loss of brake line pressure due to disconnection of brake hoses;

Closing the oncoming end valve on the train,

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

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

Spontaneous operation of the air distributor for braking;

Opening the stop valve on a passenger train;

Mechanical damage to brake pipes.

1.2 Signs of brakes on a train due to a drop in pressure in the train’s brake line are:

– reduction in speed that does not correspond to the track profile;

– frequent switching on of compressors;

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

– activation of the brake line rupture alarm;

– longitudinal-dynamic reactions in the train, unusual for this track profile.

1.3 In the event of a stop on a passenger train section due to the use of a stop valve or due to spontaneous braking, the conductors must inspect the cars they serve and, if necessary, immediately give a stop signal in the direction of the locomotive. In other trains, during such a stop, the assistant driver must inspect the train, find out whether it is full by the number of the last car, and check the presence of a train signal on this car (extract from clause 78 Appendix No. 6 of the PTE).

1.4 If a train is forced to stop during a stretch due to a malfunction or non-standard operation of the braking equipment, the locomotive crew is obliged to take measures to identify the malfunction.

Before setting the train in motion, make sure that there are no sliders or welds on the surface of the carriage wheel pairs.

In cases where faulty air distributors are disconnected, recalculate the actual brake pressure and the permissible speed that ensures safe driving of the train.

2 Actions of the locomotive crew when the pressure drops in the brake line of a passenger train causing the brakes to operate

If a drop in pressure is detected in the brake line of a passenger (mail-baggage, freight-passenger) train, the driver must apply emergency braking by placing the driver's valve handle in the emergency braking position until the train comes to a complete stop. When applying emergency braking, a system for supplying sand under the wheelsets must be used. The supply of sand must be stopped when the speed is less than 10 km/h.

3 Actions of the driver in the event of a drop in pressure in the brake line of a freight train causing the brakes to operate

If, when a freight train is moving, its speed does not decrease without activating the brakes, but there are signs of a possible rupture of the brake line, the driver must immediately turn off the traction, move the handle of the driver's crane to position III for 5-7 seconds (overlap without power) and observe the pressure in the brake line, when there is a rapid and continuous drop in pressure in the brake line or a sharp slowdown in the movement of the train that does not correspond to the track profile, perform service braking, after which move the driver’s valve handle to position III and stop the train without using the auxiliary brake of the locomotive;

– if there is no rapid and continuous decrease in pressure in the brake line and a sharp deceleration of the train, perform service braking by the amount of the first stage, then release the brakes in the prescribed manner, while turning on the traction mode is allowed only after the brakes have been completely released.

After this, the driver must analyze the mode of driving the train and the reason for the possible spontaneous actuation of the brakes that occurred at the moment of running up or pulling back the cars, following the turnout street, or eliminating overcharging pressure during the brake release period. If longitudinal dynamic reactions could be a possible cause, it is necessary to take all measures to smoothly drive the train in an extended state. In the event of self-braking of the train at the moment of elimination of overcharging pressure, subsequently release the brakes after braking by moving the driver's valve handle to the 1st position with increasing the pressure on the pressure gauge of the surge tank by a smaller amount, up to the charging value.

In the event of repeated braking of the train due to spontaneous activation of the auto brakes, if after placing the driver's tap handle for 5-7 seconds in the 3rd position, there is no continuous drop in pressure in the brake line, brake and release the auto brakes in the established order, informing the DNC about this or chipboard and submit a control check of the car brakes. Coordinate with the DNC the control inspection station.

When a train is forced to stop due to a drop in pressure in the brake line, the driver (assistant driver) is obliged to announce via radio the location and reason for stopping the train in the form: “Attention, attention, listen, everyone! I am the driver of train No...., last name, stopped at...(time) at...km, picket,...track, stage..., due to (specify the reason), I have no information about the presence of a clearance on the adjacent track (or there is a clearance in case of a stop due to - for locomotive malfunctions), be vigilant! The message is repeated several times until confirmation is received from the drivers of oncoming and following trains, including those moving in the same direction along the adjacent track of a double-track (multi-track) section. Information is transmitted in the following sequence: first on the VHF band (to drivers of trains traveling in the opposite or similar direction, to the head of a passenger train), then on the HF band (to those on duty at stations limiting the haul, to the train dispatcher). Upon receipt of the specified message, the drivers of all trains located in the radio communication coverage area, train dispatchers (hereinafter referred to as DNC) and station attendants (hereinafter referred to as DSP) are required to stop radio communications and listen carefully to the message. Drivers of following and oncoming trains are required to confirm the information received. “I, the driver of train No....surname, understand that train No....is standing on...km...picket,...track,...distance,” make a note on the DU-61 form about the location of the obstacle and take measures to ensure the safety of the train. The driver of a passenger train must report the place and reason for the stop to the head of the train.

6.1. The reasons for the drop in pressure in the brake line of rolling stock are:

Disconnection of brake hoses or other violation of the integrity of the brake line on a train;

Breakage (self-release) of automatic couplers in rolling stock;

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

Opening the emergency stop valve (stop valve);

Triggering of auto-stop braking;

Triggering of the emergency braking accelerator;

Violation of compressor performance;

Lost connection with BHV.

6.2. The signs by which the pressure drop in the train brake line, MVPS, is determined are:

Reduction in speed that does not correspond to the track profile; - frequent switching on of compressors;

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

Triggering of the brake line condition monitoring sensor condition. No. 418. Monitoring the integrity of the train brake line is carried out by the driver using control instruments (brake line pressure gauges and main reservoirs) located in the locomotive control cabin, MVPS.

6.3. The procedure for a driver's actions in the event of a drop in pressure in the brake line of a rolling stock. If the pressure in the brake line of a passenger, mail-baggage, freight-passenger train, or MVPS drops, the driver must apply emergency braking by moving the driver's crane control element to the emergency braking position, and the auxiliary brake handle to the extreme braking position until a complete stop. When applying emergency braking, it is mandatory to use a sand supply system (if any) under the wheelsets, which must be stopped when the rolling stock speed is 10 km/h.

6.4. The procedure for a driver's actions in the event of a drop in pressure in the brake line of a freight train. If, during the passage of a freight train, there are signs of a possible violation of the integrity of the brake line (frequent switching on of compressors or a rapid decrease in pressure in the main reservoirs after turning off the compressors with sand supply devices and typhons not working, a sharp slowdown in the movement of the train that does not correspond to the influence of the track profile), turn off the traction, switch to 5-7 seconds, move the control element of the driver's crane to a position that does not ensure maintaining the specified pressure in the brake line after braking, and observe the pressure of the brake line: - in the case when there is no rapid and continuous decrease in pressure in the brake line and a sharp slowdown in the movement of the train, perform service braking with discharge of the brake line by the amount of the first stage, then release the train's automatic brakes in the established order, while turning on the traction is allowed only after the train's automatic brakes have been completely released; - in the case when there is a rapid and continuous decrease in pressure in the brake line or a sharp deceleration of the train, which does not correspond to the influence of the track profile, perform service braking by the amount of the first stage. Then move the control element of the driver's crane to a position that does not ensure maintaining the specified pressure in the brake line after braking, and stop the train without using the locomotive's auxiliary brake. After stopping the train, move the control element of the auxiliary brake valve to the extreme braking position. If, while a freight train is moving, the sensor for monitoring the condition of the brake line is triggered or a spontaneous decrease in pressure in the brake line occurs, the driver is obliged to perform service braking with discharge of the brake line by the amount of the first stage, and then move the control element of the driver's crane to a position that does not ensure maintaining the specified pressure in brake line after braking and stop the train without using the locomotive's auxiliary brake. After stopping, move the control element of the auxiliary brake valve to the extreme braking position. The driver's assistant must inspect the train, find out whether it is complete by the number of the last car and check for the presence of a train signal on this car, check the integrity and tightness of the brake line and perform a short brake test. In the event of repeated signs of a possible violation of the integrity of the train's brake line (including the activation of a sensor for monitoring the condition of the brake line in the train), it is necessary to move the driver's crane control body for 5-7 seconds to a position that does not ensure maintaining the specified pressure in the brake line after braking and observe pressure of the brake line: - in the case when there is no rapid and continuous decrease in pressure in the brake line and a sharp slowdown in the movement of the train, perform service braking with discharge of the brake line by the amount of the first stage, then release the train's automatic brakes in the established order, turning on the traction is allowed only after complete release of train brakes; - in the case when there is a rapid and continuous decrease in pressure in the brake line or a sharp deceleration of the train, which does not correspond to the influence of the track profile, perform service braking by the amount of the first stage. Then move the control element of the driver's crane to a position that does not ensure maintaining the specified pressure in the brake line after braking, and stop the train without using the locomotive's auxiliary brake. After stopping the train, move the control element of the auxiliary brake valve to the extreme braking position. If there are repeated signs of a possible violation of the integrity of the train's brake line, the driver is obliged to notify the DNC through the chipboard of a nearby station to check the brakes in accordance with Chapter XIV of Rules No. 151.

6.5. The procedure for transmitting information about a train stopping due to a drop in pressure in the brake line. When a train is forced to stop due to a drop in pressure in the brake line, information is transmitted by the locomotive crew in the manner specified in paragraph 5.1 of these Regulations.

6.6. The procedure for inspecting the train composition. The driver must send an assistant driver to inspect the train, having previously instructed him on the procedure. Before leaving to inspect the train, the assistant driver must:

Write down the number of the tail car from the certificate confirming that the train is equipped with brakes and their proper operation; 16 take with you signaling accessories, a portable radio station for quick communication with the driver, and a flashlight in the dark;

When stopping a freight train on an unfavorable profile, take brake shoes to secure the cars, take measures to secure the train with the required number of brake shoes in accordance with the rules and regulations;

To determine the cause of the drop in pressure in the brake line, inspect the entire train, paying special attention to the presence of a constant blow of compressed air from the train's brake network, inspect the wheel pairs for derailment, as well as the condition of the automatic coupling equipment;

Having reached the last car, check its number with the number indicated in the certificate of provision of the train with brakes form VU-45, check the presence on the car near the buffer beam on the right side of the train tail symbol in the form of a red disk with a reflector, the position of the brake line sleeve of the car (must be in a suspended state). On a passenger train, additionally make sure that there are 3 red signal lights on on the tail car and check with the conductor of the last car that it is the tail car of the train. Inspection of a passenger train is carried out jointly with the train manager or train electrician. When servicing a locomotive by a driver alone, the inspection of a passenger train is carried out by the train crew; employees of the locomotive crews of oncoming and passing trains, as well as SPSS, can be involved in inspecting a freight train.

6.7. Procedure in case of disconnection of brake hoses or other violation of the integrity of the brake line on a train. If a disconnection of the brake hoses is detected, the locomotive crew is obliged to:

Inspect them, if a faulty hose is identified, if necessary, replace it with a serviceable one, which is located on the locomotive in the technical first aid kit, and if missing, remove it from the tail car or front beam of the locomotive;

Make sure that the number of the tail car corresponds to the number indicated in the certificate of the train being equipped with brakes and their proper operation;

Check the integrity of the brake line;

Perform a short brake test. If a violation of the integrity of the brake line of train 17 is detected due to a malfunction of the brake equipment and the impossibility of eliminating it, the locomotive crew is obliged to:

Report the nature of the malfunction of the DNC or DSC, request from the DNC through the DSC of a nearby station an auxiliary locomotive to remove the tail section from the haul and then follow the instructions of the DSC;

if it is necessary to close the end valve to a faulty car, it is necessary, taking into account the track profile and the fault that has arisen, to secure the tail part of the train from unauthorized departure in accordance with the rules and regulations established in accordance with the requirements of Section III.7 of Rules No. 151.

6.8. Procedure for detecting a train disconnection (break). The procedure for disengaging (breaking) a train is determined by paragraphs 9-13 of Appendix No. 7 of the IDP. When a train is disconnected (broken) during a stretch, the driver is obliged to:

Immediately report the incident via radio to the drivers of trains traveling along the stretch and the traffic control stations of the stations limiting the stretch, who immediately report this to the DNC;

Through the assistant driver, check the condition of the train and coupling devices of the disconnected cars and, if they are in good condition, couple the train. The disconnected parts of the coupling train should be brought down with extreme caution so that when the cars collide, the speed does not exceed 3 km/h;

Replace damaged brake hoses with spare ones or those removed from the tail car and at the front beam of the locomotive; In all cases when operations to connect disconnected parts of a train cannot be completed within 20 minutes, the driver is obliged to take measures to ensure that the part of the train remaining without a locomotive is secured with brake shoes and hand brakes. After coupling the disconnected parts, the assistant driver must verify the integrity of the train by checking the number of the tail car and the presence of a train signal on it. Before resuming movement, the hand brakes must be released, a short test of the auto brakes must be carried out, and the brake shoes must be removed from under the cars. It is not allowed to connect parts of the train during the stretch:

During fog, snowstorms and other unfavorable conditions, when signals are difficult to distinguish;

If the uncoupled part is on a slope steeper than 0.0025 and can move away from the push during connection in the direction opposite to the direction of train movement. 18 In exceptional cases, a locomotive behind the moving train may be used to connect with the uncoupled part of the train in the manner provided for in paragraph 22 of Appendix No. 7 of the IDP. If it is impossible to connect the train, the driver must request an auxiliary locomotive or recovery train in the manner provided for in paragraph 2 of Appendix No. 7 of the IDP, additionally indicating in the application the approximate distance between the disconnected parts of the train. In exceptional cases, in the absence of telephone and radio communication with the station's air traffic control center or the DEOC, a train locomotive (with or without wagons) can be used to deliver a written request to the railway station. It is permitted to uncouple the locomotive from the train only after securing the cars by placing brake shoes under the wheels of the cars and actuating the hand brakes. Before uncoupling the locomotive from the train, the automatic brakes of the abandoned cars must also be activated (by fully opening the end valve). The tail of such a locomotive must be marked during the day by an unfurled yellow flag near the buffer beam on the right side, and at night by a yellow lantern. It is not permitted to use a passenger train locomotive to deliver a demand to a railway station. In the event of a break in the automatic coupling devices of cars, the driver, in accordance with the requirements of Section XIV of Rules No. 151, is obliged to notify the DNC through the DSP of a control check of the brakes.

6.9. Procedure for detecting rolling stock derailment. When a rolling stock derailment is detected, the locomotive crew is obliged to:

Immediately begin securing the cars standing on the rails after the dismounted cars, in accordance with the requirement of section III.7 of Rules No. 151;

Carry out fencing of the exit point in accordance with the norms and rules of fencing and in accordance with the requirements of paragraphs 48-49 of the ISI and report to the train driver. The train driver, having received information about the derailment of the rolling stock, is obliged to: - report to the drivers of oncoming and following trains, DNC (DSP, limiting the stretch);

Turn on the red lights of the buffer lights; - after a personal inspection of the derailment site, transfer the following information to the DSP limiting the stretch (DNC): 19 - whether there are human casualties, - the presence of clearance on the adjacent track, - indicate exactly at which kilometer and picket the derailment occurred, the nature of the terrain, whether there are approaches to the railway tracks, - how many units of rolling stock derailed (is there a derailment of the locomotive), - numbers of the derailed cars, the serial number of the first car to derail from the head of the train, the gap between the cars (in meters);

Data on the state of the contact network and contact network supports; - data on the condition and integrity of infrastructure devices (paths, signaling devices);

In the future, follow the instructions of the DNC. If emergency situations occur with cars loaded with dangerous goods (DG), the locomotive driver immediately reports this via train radio communications or any other possible means of communication in the current situation, DNC, DSP of nearby stations, limiting the haul. The locomotive driver and his assistant have the right to open the package with transportation documents. The message must include a description of the nature of the emergency, information about the presence of victims, the name of the cargo contained in the transportation documents, the number of the emergency card (UN number of the cargo, if available), the amount of dangerous cargo in the emergency zone, and in electrified areas - information about the need relieving voltage in the contact network. In an emergency situation, the locomotive crew takes measures, guided by the instructions contained in the emergency card for this dangerous unit.

6.10. Procedure for detecting a failure of the stop valve on a passenger train. If, during an inspection of a passenger train, it turns out that a drop in pressure in the brake line occurred due to the failure of the stop valve, due to the detection of extraneous noise, jerking, shock, or activation of the SKNB, SKNR, then further inspection is carried out by the driver together with the train manager. Based on the results of the inspection, the decision on the order of further travel is made by the head of the train together with the driver. The locomotive driver must receive a report in the established form, which is drawn up by the head of the train on the fact and reasons for the failure of the stop valve. The driver reports the reason for the failure of the stop valve to the DNC.

6.11. On freight trains, in the event of a breakdown of the stop valve (in cars with 20 refrigerated sections, passenger cars, etc.), act in accordance with the requirement of paragraph 179 of Rule No. 151. The decision on the further procedure based on the inspection results is made by the person accompanying the car, together with by the driver, with drawing up a handwritten report and handing it over to the driver.