With full service braking, the intermediate lever. Technical condition of the car brake equipment

3.7.1 Technical condition the braking equipment of the cars should be checked during maintenance by workers of the PTO and maintenance checkpoints. The work is supervised by a shift supervisor or a senior inspector of wagons (shift supervisor), who must ensure the technical readiness of the braking equipment and the inclusion of all brakes in the train, the connection of hoses, the opening of all end and release valves, the established norm of brake pressure in the train, as well as reliable operation brakes when testing them at the station and along the route.

It is forbidden to submit for loading, boarding passengers, to put on the train wagons with faulty braking equipment, as well as without presenting them for maintenance and writing in the log of the form VU-14 on the recognition of carriages as fit for safe travel on trains.

At the stations of formation, turnover and along the route, where the train stops for maintenance is provided for by the schedule, it is required to check the operability of the braking equipment of each car with the necessary repairs or replacement with serviceable ones.

At stations where there is no PTO, the procedure for checking the technical condition and repairing the braking equipment of cars when they are put on the train and submitted for loading is established by the railway administration or the owner of the infrastructure.

3.7.2 It is forbidden to install wagons in the train, in which the braking equipment has at least one of the following faults:

Defective air distributor, electric air distributor (in a passenger train), auto mode, end or disconnect valve, exhaust valve, brake cylinder, reserve tank, working chamber;

Damage to air ducts - cracks, breaks, abrasions and delamination of connecting hoses, cracks, breaks and dents on air ducts, looseness of their connections, weakening of the pipeline, at the attachment points;

Malfunction, atypical fastening of mechanical parts - traverse, triangels, levers, rods, suspensions, auto-adjuster linkage, shoes; cracks or breaks in parts, spalling of shoe lugs; improper fastening of the shoe in the shoe, faulty or missing safety devices and auto mode beams, atypical parts and cotter pins in the nodes;

Defective hand brake;

Looseness of fastening of parts;

Not adjusted linkage;

The thickness of the pads is less than specified in p. 3.7.6 of this Instruction.

3.7.3 It is forbidden to install composite shoes on cars, the linkage of which is rearranged under the cast iron shoes (i.e. the tightening rollers of the horizontal levers are located in the holes located farther from the brake cylinder), and vice versa, it is not allowed to install cast iron shoes on cars, linkage which are rearranged under composite blocks, with the exception of wheelsets of passenger cars with gearboxes, where cast iron blocks can be used for speeds up to 120 km / h.

Six- and eight-axle, as well as wagons for the transport of dangerous goods, freight wagons are allowed to operate only with composite blocks.

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

Brake line	Compressed air leaks in the joints and from the braking devices; - crack in the main pipe on the thread; - scuffs, dents of the main pipe; - damage to the supply pipe; - crack, wear of the tee thread.
Connecting sleeve	Lack of a clamp; - break, crack of the sleeve tip; - wear of the ridge of the connecting head; - break, crack of the connecting head; - the groove for the O-ring is clogged; - swelling of the sleeve; - sleeve break; - sleeve layering.
End valve	Split, crack of the valve body; - jamming of the tap valve.
Air diffuser	Break, crack of the working chamber; - wear of the thread in the places where the studs for fastening the main and main parts of the working chamber are installed; - wear of the thread in the places where the union nuts of the supply pipes are installed; - loosening of the fastening of the working chamber.
Spare tank	Worn thread, breakage of the spare tank fitting; - cracks, scuffs, dents of the reserve tank; - loosening of the storage tank fastening.
Brake cylinder	Looseness of the brake cylinder fastening; - fracture of a crack in the brake cylinder body; - break of the release spring; - wear of the piston cuff; - wear of the thread of the union in the places where the union nuts of the supply pipes are installed.
Triangel	Crack, bend, or break in a triangel string; - crack, bend or fracture of the triangel spacer; - crack, bend or break of the triangel traverse; - custard shoe.
Brake linkage	Wear of brake pads; - violation of TRP regulation.

3.7.5 In case of revealing, when checking the technical condition of the braking equipment, malfunctions, on the side walls of the car bodies (between the corner and side posts), on the sides of the platforms, on the boilers of the tanks, the following conventional chalk marks are applied:

"STP" to change the brake device;

"ORP" adjust the brake linkage;

"PP" adjust or replace the automatic regulator

brake linkage;

"ST" to change the triangel;

"PSh" put the cotter pin, washer;

"SKK" to change the end valve;

"CP" to change the connecting sleeve;

"SVR" to change the roller of the brake linkage;

"SK" to change the brake pad.

On the cars to be repaired with uncoupling, clear chalk corresponding inscriptions are also applied: "Remput", "Overload", "At the depot", etc.

In the departure park, the replacement and repair of defective parts and units of brake equipment is carried out without uncoupling the car from the train, found both in the arrival and marshalling yards and in the departure park.

See comments onp. 3.7.6

3.7.6 When servicing the braking system of cars, check:

Fastening of all devices, fittings and pipelines on the car (Figure 3.25, Table 3.5);

Availability and serviceability of safety and support brackets and devices (Figure 3.25, Table 3.5);

Rice. 3.25. Scheme of inspection of the brake system of a freight car

The presence and correctness of installation of devices fixing the tightening force of the fastening nuts (cotter pins, lock strips, washers, lock nuts) (Figure 3.26, Table 3.5);

The presence of linkage rollers secured from falling out by a washer and a standard cotter pin with divorced antennae at an angle of at least 90 degrees, a triangel suspension roller fuse (Figure 3.26, Table 3.5);

Rice. 3.26. Scheme of inspection of the brake linkage of the cargo trolley

Table 3.5- Sequence of inspection of the braking equipment of the car

pos. one	pos. 2, 3, 4, 5	pos. 6	pos. 7	pos. eight
Checking the condition and position of the end valve; inspection of the connecting sleeve, fastening of the main pipe	Inspection of brake linkage levers, rollers, cotter pins, washers, spacer rods, triangel, brake shoe suspensions, brake shoe suspension rollers fuses. Checking the wear of the brake pads and their fastening, the condition of the suspension shoe and the diverter devices	Inspection of the brake linkage adjuster, rods, safety devices, brake cylinder, horizontal levers, checking the conformity of the horizontal levers tightening installation to the type of pads	Inspection of the reserve tank, air distributor and their attachment to the car frame; monitoring the condition of the supply pipes; control of compliance of the activation of the braking and release modes with the loading of the car

Correct connection of the brake line hoses, opening of end valves between cars and disconnecting valves on the supply air lines from the line to the air distributors, as well as their condition and fastening reliability;

Correctness of switching on the modes of the air distributors on each car, taking into account the presence of the auto mode, including in accordance with the load and type of pads;

The density of the brake network of the train, which must correspond established standards.

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

1 - connecting heads of brake hoses; 2- rubber-textile sleeve; 3 - end valve connections; 4 - brake line connections; 5 - attachment flange of the main part of the air distributor; 6 - attachment flange of the main part of the air distributor; 9 - connections of the isolation valve; 10 - threaded connection of a conductive pipe to a two-chamber reservoir from a reserve reservoir; 11 - threaded connection at the two-chamber reservoir of the supply pipe to the brake cylinder (auto mode); 12 - threaded connection of the supply pipe to the two-chamber reservoir from the brake line; 13 - brake cylinder rod; 14 - pipe connection unit and brake cylinder plug; 15 - supply connection and stopper of the reserve tank

Rice. 3.27. The most likely locations for air leaks in the brake equipment of freight cars

When air is passed into the atmosphere in a threaded connection (Figure 3.28 a, b), it is allowed to tighten the union nut without removing the connection from the brake line by the torque specified in Table 3.6.

but) Air line of the brake system of a freight car with a threadless connection of instruments and pipes

Carriage set
End valve No. 4314B
Coupling No. 4370
Nipple No. 4371
Tee No. 4375-01
Three-way crane No. 4325B
Coupling No. 4379
Depot repair kit
Coupling No. 4379-01
Fitting No. 4374
Diagnostic equipment connection device
Spool valve No. 4316

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

Rice. 3.28. Threadless connections in the brake line of freight cars

The effect of automatic brakes on the sensitivity to braking and release. Air distributors and electrical air distributors that are not working satisfactorily must be replaced with serviceable ones. In this case, check the action of the electro-pneumatic brakes from a power source with a voltage during braking of no more than 40 V, while the voltage in electrical circuit wires No. 1 and 2 in the braking mode, in terms of one car of the checked train, should be no more than 0.5 V for trains up to 20 cars inclusive, and no more than 0.3 V for trains of greater length;

On cars with auto mode - correspondence of the output of the auto mode plug to the loading of the car, the reliability of fastening the contact strip, support beam on the bogie, auto mode, damping part and pressure switch on the bracket; Tighten loose bolts;

Table 3.6- Performance characteristics of threadless connections

Name and number of the threadless connection	Union 4370	Nipple 4371	Nipple 4378	Coupling 4379-01	Coupling 4379	Union 4374	Tee 4375-01	End valve 4314B
Tightening torque of union nuts, N * m							200(+-)20/ 150(+-)15
Operating temperature range, degrees C
Maximum temperature, degrees C	120, no more than 4 hours

The correctness of the linkage regulation and the action of automatic regulators, the output of the brake cylinder rod, which should be within the limits specified in table 3.7:

* if necessary, the adjustment is carried out by rearranging the rollers on the rods (Figure 3.29 c), followed by adjustment of the size "a" (the distance from the end of the sleeve of the protective pipe of the TRP regulator to the beginning of the connecting thread on its screw) and re-check the output of the brake cylinder rod. Dimensions "a" for freight and passenger cars must be at least as indicated in Table 3.7.

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

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

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

Rice. 3.29. Adjustment of the angles of inclination of the horizontal and vertical levers

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

After adjusting the linkage, full service braking is required. Bring the thrust lever (stop) of the actuator close to the regulator body and fix its position, for which, in the lever actuator, by rotating the adjusting screw, align the hole in its head with the hole in the thrust lever of the actuator and connect them with a roller, with the setting of the cotter pin. Release the brake after installing the governor drive. In this case, the distance between the regulator body and the stop lever (stop) is set automatically. Approximate values of dimension "A" (installation dimension of the regulator drive) are given in table 3.7.

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

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

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

Serviceability and operation of hand brakes, paying attention to the ease of actuation and pressing of the shoes to the wheels - at the points of formation of freight trains and at the points of formation and turnover of passenger trains. Car inspectors should carry out the same check of hand brakes at stations with points Maintenance preceding steep, long descents;

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

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

Table 3.7- Parameters for adjusting the brake linkage of cars

		Dimension "A", mm.		Dimension "a" not less, mm.	Exit of the rod of the brake cylinder
		Lever drive	Rod drive		Exit of the rod of the brake cylinder
		Lever drive	Rod drive		1st Art. braking
Freight cars with a symmetrical arrangement of TRP (gondola cars, covered, tanks, platforms) Figure 3.30 (a), as well as bunker-type wagons (hoppers) with an asymmetrical arrangement of TRP, Figure 3.30 (b)	Composite pads
	Cast iron pads
Eight-axle tanks	Compositional
Freight cars with a rod drive of the autoregulator (dump car, thermos on bogies TsNII-X3, autonomous refrigerated cars on bogies TsMV - Dessau), Fig. 3.30 (c)	Compositional
	Cast iron
Refrigerated sections and thermos cars on KVZ-I2 bogies with a lever drive of an autoregulator, Fig. 3.30 (a), and on TsMV - Dessau bogies with a rod drive of an autoregulator, Fig. 3.30 (c)	Compositional
	Cast iron
Freight cars with bogie braking with composite shoes equipped with autoregulators, fig. 3.30 (d, d)

Passenger cars
	Compositional
	Cast iron
	Compositional
	Cast iron
	Compositional
	Cast iron
Gabarita Rits - with air distributors KE Oerlikon, Dako	Cast iron
VL-RITs on trolleys TVZ-TsNII "M"	Compositional

a) Scheme of a symmetrical brake linkage of a car

b) Scheme of an asymmetric brake linkage of a car

c) Diagram of a symmetrical brake linkage of a carriage with a rod drive

d) Diagram of the brake linkage of the car with bogie braking

e) Diagram of the brake linkage of bunker-type wagons with bogie braking

Rice. 3.30. Brake linkage adjustment diagrams

Notes:

1. PST - full service braking.

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

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

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

Action of anti-union and high-speed regulators on passenger cars with brakes of the Western European type in accordance with separate instructions and the procedure below. Check the action of pneumomechanical, anti-union and high-speed regulators on RIC cars in the passenger mode of engaging the brake with full service braking. The action of the anti-skid regulator is checked on each axle of all cars included in the train:

* through the window in the sensor body, turn the inertial weight, and air should be released from the brake cylinder of the tested bogie through the relief valve. After the impact on the load has ceased, it must return to its original position, and the brake cylinder must be filled with compressed air to the initial pressure, which is monitored by a pressure gauge on the side wall of the car body. Press the button of the speed regulator on the side wall of the car. The pressure in the brake cylinders should rise to the set value, and after you stop pressing the button, the pressure in the cylinders should drop to the initial value. After checking, turn on the car brakes to the mode corresponding to the upcoming maximum speed of the train.

Maintenance of brake equipment for cars with disc brakes

When servicing the brake equipment of cars with disc brakes, in addition, check:

In the area accessible to the inspector, the friction surface of the rims of all the brake discs of the car. When defects are found below and shown in Figure 3.31, the trolley with a faulty disc brake is turned off. For wagons in which the above listed defects of brake discs are found, an act is drawn up in accordance with Appendix D;

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

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

Permissible defects in brake disc rims include: a mesh of small cracks; concentric grooves;

* wavy wear; bullies; spotting

Rice. 3.31. Types of defects on the surface of the brake disc rim

Check the serviceability of the pneumatic cylinders of the magnetic rail brake and the condition of the shoes, the height and parallelism of the location of the shoes of the magnetic rail brake above the track rail. The dimension between the extreme poles of the electromagnet and the rail should be in the range from 126 to 130 mm. Check that the bolts are secure. When lifting and lowering, the magnetic rail brake shoe must not be tilted;

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

Fastening of brake parts, including disc brake linings (visually);

Disc brake pads thickness. Sintered plates with a thickness of 13 mm or less and composite plates with a thickness of 5 mm or less along the outer radius of the plates must be replaced;

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

All malfunctions identified during the check must be eliminated, the faulty braking equipment and fastening parts must be replaced with new or repaired ones, supplied.

3.7.7 Engaging the brakes to the appropriate braking mode as part of a train, as well as a group or individual carriages attached to trains, must be performed taking into account the following requirements:

1) Before the train departs from the station where there is a PTO, as well as from the train formation station or the point of mass loading of goods, the brakes of all cars must be turned on and function properly.

2) On passenger and post / baggage trains, all passenger air diffusers must be switched on. Passenger trains should be operated on electro-pneumatic braking as the main type of brake, and if there are passenger cars of RIC gauge with automatic brakes and freight cars in the passenger train, on pneumatic braking.

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

If the electro-pneumatic brake fails on no more than two cars, it is necessary to disconnect the electric air distributors of these cars from the electrical circuit in the terminal boxes. These wagons must follow an automatic brake to the PTO station of formation or turnover, where faulty devices must be replaced with serviceable ones.

It is prohibited to place freight cars on passenger trains, except for the cases provided for by the PTE. If freight cars equipped with air distributor No. 483 are attached to a passenger train, then the brakes of these cars must be included in the brake network of the train; in this case, set the mode switch of air distributors No. 270 or 483 to the position of the flat mode, and the cargo switch to the position corresponding to the loading of the car. Freight cars, the brakes of which do not have a passenger or flat mode, are prohibited to be included in a passenger train.

In passenger trains with up to 20 carriages inclusive, air distributors No. 292 should be switched on to short-train mode "K". When forming passenger trains with more than 20 carriages, air distributors No. 292 should be switched on to long-train duty "D". Switching on air distributors No. 292 for short-set mode "K" in trains with more than 20 to 25 wagons is allowed by separate instructions of the railway administration.

In passenger trains with a length of more than 20 cars, the inclusion of cars with high-speed triple valves is not allowed, and in the composition of a shorter length of such cars there should be no more than two.

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

The procedure for the inclusion of wagons with disc brakes in trains

Passenger train trains should be formed, if possible, with the maximum number of wagons equipped with disc brakes.

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

The transfer of wagons with disc brakes in freight trains is allowed with the auto brakes turned off, in the amount of no more than 2 wagons. In this case, on cars with parking brakes, both release valves from the brake line to the parking brake cylinders must be open.

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

After fully charging the braking network of the cars, purge the feed tanks with a volume of 170 liters through the outlet valve on each car to remove condensate.

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

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

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

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

The norms for the provision of passenger trains with brakes and the permissible speed of movement in the presence of wagons with disc brakes in their composition are established in full accordance with the Rules for the operation of brakes of rolling stock of railways.

When filling out a certificate for brakes f. VU-45 against the corresponding pressing on the axle of cars with disc brakes in the column "Other data" write - DT. When specifying in the certificate the number of composite pads in a train, consider wagons with disc brakes as wagons with these pads. The exit of the brake cylinder rod of a tail car with a disc brake is allowed not to be indicated in the certificate.

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

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

In freight (except for trains with a charging pressure of 6.0-6.2 kgf / cm2) and freight-passenger trains, the combined use of air distributors for freight and passenger types, moreover, cargo type air distributors must be turned on without restriction, air distributors No. 292 must be turned on for long-range operation.

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

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

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

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

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

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

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

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

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

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

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

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

The inclusion of automatic brakes for the appropriate braking mode as part of a train, as well as for individual cars or a group of cars attached to trains, is performed:

At stations with service points - inspectors;

At intermediate stations, where there are no employees of the carriage economy, inspectors sent from the nearest maintenance stations, or workers specially assigned by the order of the head of the railway, trained and passed tests in knowledge of the PTE, signaling instructions and instructions for operating the brakes of the rolling stock of railways;

On the stretch after unloading the hopper - dispenser and dump car - the workers serving this train.

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

3.7.10 In operation, there are two types of brake testing - full and reduced.

Complete testing of automatic brakes on trains:

At formation stations before the train departs;

After changing the locomotive;

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

Before the delivery of the multi-unit rolling stock from the depot or after it has been left without a brigade at the station;

At stations preceding long-run tracks, where the train stops are stipulated by the schedule; before long descents of 0.018 and steeper, full testing is carried out with a ten-minute exposure in a braked state. The list of such stations is established by local instructions, approved by the head of the railway administration unit.

Full testing of electro-pneumatic brakes is carried out at stations of formation and turnover of passenger trains from stationary devices with automatic registration of parameters or without automatic registration of parameters or from locomotives.

Full testing of brakes is carried out from a stationary compressor unit or a locomotive in accordance with the Rules for the operation of brakes for rolling stock of railways. Before carrying out a full brake test, check the integrity of the train brake line and make sure that the compressed air passes through it freely. To do this, the inspector of the tail group cars is obliged to notify the locomotive driver via park communication or radio communication about the start of the inspection and, in compliance with safety measures, open the last end valve of the tail car, and then close it:

* at a freight train after 8-10 seconds;

* at a passenger train after the emergency braking accelerators of the car air distributors have been triggered.

Check the integrity of the brake line with a fully charged brake network of the train, for a passenger train additionally with the power supply off the EPT on the locomotive.

On all freight trains, a wagon inspector must measure the charging pressure in the tail wagon line using a pressure gauge installed on the head of the connecting sleeve of the last wagon, and make sure that the charging pressure should not differ by more than:

* by 0.3 kgf / sq. cm from the charging pressure for a train length of up to 300 axles;

* by 0.5 kgf / sq. cm with a train length of more than 300 to 400 axles inclusive;

* by 0.7 kgf / sq. cm with a train length of more than 400 axles.

Note: Measurement of the pressure in the line of the tail car of the train should be performed after the brake network of the entire train is fully charged, before checking the integrity of the brake line.

Car inspectors must check the release of the brake at each car of the train for the departure of the brake cylinder rod and the departure of the brake pads from the wheels. If air distributors that have not been released for release are identified, it is not allowed to release them manually until the reasons for the non-release are clarified. All revealed malfunctions of the braking equipment on the cars must be eliminated and the action of the brakes on these cars must be checked again.

After fully charging the passenger brake network of the train to the set pressure, the driver and car inspector are obliged to check the density of the train's brake network. To check the density of the brake network, it is necessary to turn off the combined valve or double-draft valve and, after 20 seconds after closing the valve, measure the pressure drop in the brake line; pressure reduction is allowed no more than 0.2 kgf / cm 2 for 1 minute or 0.5 kgf / cm for 2.5 minutes.

The tightness of the braking network from the locomotive should be checked by the driver and the inspector of the cars during full testing of automatic brakes and short testing, if it is performed after full testing from a stationary installation with automatic registration of parameters or without automatic registration of parameters. In case of reduced testing of automatic brakes in other cases, the presence of a car inspector when checking the density is not required.

When fully testing the electro-pneumatic brakes of a passenger train from a locomotive or stationary devices, an inspector of carriages on the tail carriage must measure the voltage in the braking mode, which should be in passenger trains of any length more than 30 V, and write this data into the VU-45 certificate. Car inspectors are obliged to check the operation of the electro-pneumatic brakes throughout the train and make sure they are working properly.

Note: In a passenger train, at stations, the electro-pneumatic brakes are tested first, and then the automatic ones.

Based on the results of full testing of automatic brakes, the inspector of the cars must draw up and issue to the driver a certificate of the VU-45 form about the provision of the train with brakes and their serviceable operation ( Appendix K). The certificate of the VU-45 form is drawn up as a carbon copy in two copies. A copy of the certificate is kept in the book of these certificates for seven days by the official who tested the brakes.

Abbreviated testing of automatic brakes on trains is required to be done:

After coupling the train locomotive to the train, if a complete testing of the automatic brakes from the compressor unit (station network) or the locomotive was carried out at the station beforehand;

After a change of locomotive crews, when the locomotive is not disconnected from the train;

After any disconnection of the sleeves in the train or between the train and the locomotive (except for uncoupling the pushing locomotive included in the brake line), as well as after closing the end valve in the train;

When a wagon or a group of wagons is coupled to an arriving train, an abbreviated test of the brakes is carried out with a mandatory check of their operation for each wagon and the density of the train's brake network, as well as checking the integrity of the brake line in accordance with paragraphs. 10.2.3 and 10.2.4 of the Rules for the Operation of Brakes of Railway Rolling Stock.

In passenger trains, after a train has stopped for more than 20 minutes, when the pressure in the main tanks drops below 5.5 kgf / sq.cm, when changing the control cabin or after transferring control to the driver of the second locomotive on the stretch after the train stops due to the impossibility of further control of the train movement from the head cockpit;

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

In freight trains after a train stop, more than 30 minutes.

With a short test, check the condition of the brake line by the action of the brakes of the two tail carriages. If an abbreviated test is carried out after a complete test made from a stationary compressor installation, then the driver and inspector of the cars are obliged to check the density of the brake network of the train from the locomotive.

On passenger trains, carry out an abbreviated test first of the electro-pneumatic brakes and then of the automatic brakes. If the abbreviated testing of the automatic brakes of a passenger train was carried out with the involvement of the head (mechanic-foreman) of the train and the conductors of the carriages, then the head (mechanic-foreman) must make a note on the implementation of the abbreviated testing of the auto brakes in the certificate of the VU-45 form available to the driver. Electro-pneumatic brakes are tested in a manner similar to their complete testing from a locomotive by the action of the brakes of two tail cars.

At each shortened testing of auto brakes, a car inspector, and where this position is not provided, the station duty officer, chief conductor, train compiler or employees who are entrusted with the responsibility to test the brakes, make a note about the implementation of the shortened testing of auto brakes (including a note about the change that took place train with indication of the number of the tail car) in the VU-45 certificate available to the driver. In the event of a change in the density of the brake network due to the hitching (uncoupling) of cars, the driver enters new data on the density of the brake network in the certificate of the VU-45 form.

Without performing an abbreviated test or with inoperative brakes for two tail cars, it is prohibited to send a train to the haul.

Testing brakes in trains with wagons equipped with disc brakes

Checking the integrity of the brake line and full testing of the brakes is carried out in accordance with the Rules for the operation of brakes for rolling stock of railways.

Abbreviated testing of brakes in trains on the action of brakes of 2 tail carriages, if they are equipped with disc brakes, is carried out in accordance with the Rules for the operation of brakes for rolling stock of railways.

When testing the brakes, their operation and release on cars with disc brakes is checked on each axle of the car using warning devices and on bogies using pressure gauges on the side panel of the car body. In the presence of pressure, the pressure gauges should light up the alarms, and in the absence of pressure, the alarms should go out.

In the event of smoke or sparking under the wagons, the departure of the train in such cases is allowed only after elimination of the causes, if necessary, turn off the brake of the faulty bogie or wagon. Disengage the brakes of individual bogies or carriages even if there are no apparent reasons for the malfunction.

To turn off the disc brakes of individual cars or bogies, enter the appropriate marks on the brake pressure in the VU-45 certificate.

The driver, having received the certificate, is obliged to make sure that the data on the train brakes indicated in it comply with the standards and requirements established by the Rules for the operation of brakes. When traveling with a train with double or multiple traction, the drivers of all locomotives before departure should familiarize themselves with the data specified in the certificate of the VU-45 form.

3.7.11 In winter conditions, the inspector must additionally:

1) 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. Do not apply grease to O-rings;

2) open the frozen brake cylinder (air leakage along the rod), remove the piston, clean work surface cylinder, wipe it with a dry technical cloth and grease with ZhT-79L or PLASMA-T5 grease. Replace the defective cuff. After assembly, test the cylinder for tightness;

3) before carrying out a full testing of automatic brakes in a train from a locomotive or a stationary installation at an ambient temperature of 25 degrees C and below, perform a three-time service braking and release, followed by charging the brake line to the set charging pressure;

4) at an ambient temperature of 25 degrees C and below, with full and reduced testing of the brakes, measure the release time of the brakes of the two tail cars and the value of the charging pressure in the brake line of the tail car;

5) when testing auto brakes and detecting air distributors that are not sensitive to braking and release, as well as the presence of a delayed release, fasten the flanges, inspect and clean the dust screen and filter, then repeat the test of the brake, in case of an unsatisfactory test result, replace the air distributor;

6) in case of poor mobility of the linkage parts, lubricate their hinge joints with seasonal axial oil with the addition of kerosene, remove the formed ice as soon as possible. It is not allowed to send on the train carriages with brake pads that do not leave the wheels due to freezing of the brake linkage.

During the departure of the train from the station, a submachine inspector monitors the state of the brakes of the carriages of the entire train. In case of detection of wagons with malfunctions that threaten traffic safety, take measures to immediately stop the train, take a decision to eliminate the malfunctions or uncouple the wagon and continue the train.

7.1 When servicing wagons, check:

- the condition of units and parts of the brake equipment for compliance with the established standards. Parts that do not ensure the normal operation of the brake - replace;

- correct connection of the brake line hoses, opening of end valves between cars and disconnecting valves on supply air lines, as well as their condition and reliability of fastening, condition of surfaces electrical contacts sleeve heads No. 369A (if necessary, clean the contact surfaces). Correct suspension of the sleeve and reliable closing of the end valve. When coupling passenger cars equipped with two brake lines, sleeves located on one side of the automatic coupler axis must be connected in the direction of travel;

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

- the density of the brake network of the train, which must comply with the established standards;

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

- the action of anti-union and high-speed regulators on passenger cars with brakes of the Western European type in accordance with separate instructions of the owner of the infrastructure, as well as clause 7.8 of these Rules;

- on cars with auto mode, the output of the auto mode plug corresponds to the load on the car axle, the reliability of fastening the contact strip, the support beam on the bogie and auto mode, the damper part and the pressure switch on the bracket, tighten the loosened bolts;

- the correct regulation of the brake linkage and the action of automatic regulators, the output of the brake cylinder rods, which should be within the limits indicated in table. 7.1.

Table 7.1 Exit of the rod of the brake cylinders of cars, mm

Type of wagons	When leaving from service points	Maximum allowable at full braking in operation (without autoregulator)
Cargo with pads:
cast iron		75–125
40–100
compositional	50–100
40–80
Freight with separate bogie braking with pads:		–
cast iron		30-70	-
-
compositional		25-65	-
-
Passenger
with cast iron and composite pads		130–160
	80–120
RIC dimensions with KE air distributors and cast iron pads		105–115
	50–70
VL-RITs on trolleys TVZ-TsNII M with composite blocks		25–40
	15–30

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

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

The linkage must be adjusted so that the distance from the end of the protective pipe coupling to the connecting thread on the autoregulator screw is at least 150 mm for freight cars and 250 mm for passenger cars, and for freight cars with separate bogie braking 50 mm for autoregulators RTRP-300 and RTRP-675-M; the angles of inclination of the horizontal and vertical levers must ensure the normal operation of the linkage up to the limit of wear of the brake pads. (With a symmetrical arrangement of the brake cylinder on the car and on cars with separate bogie braking with full service braking and new brake pads, the horizontal lever on the side of the brake cylinder rod should be perpendicular to the axis of the brake cylinder or have an inclination from its perpendicular position up to 10 ° away from bogies. With an asymmetric arrangement of the brake cylinder on cars and on cars with separate bogie braking and new brake pads, the intermediate levers must have an inclination of at least 20 ° towards the bogies)

- the thickness of the brake pads and their location on the rolling surface of the wheels. It is not allowed to leave brake pads on freight cars if they extend from the rolling surface beyond the outer edge of the wheel rim by more than 10 mm. On passenger and refrigerated wagons, the exit of the blocks from the rolling surface beyond the outer edge of the wheel is not allowed.

The thickness of the brake pads for passenger trains must ensure the passage from the point of formation to the point of turnover and back and is established by local instructions based on experimental data.

The minimum thickness of the pads at which they must be replaced: cast iron - 12 mm; composite with a metal back - 14 mm, with a mesh-wire frame - 10 mm (pads with a mesh-wire frame are determined by the eyelet filled with a friction mass).

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

In case of wear of the lateral surface of the shoe on the side of the wheel flange, check the condition of the triangel or traverse, brake shoe and brake shoe suspension, eliminate the identified deficiencies, replace the shoe;

- provision of the train with the required pressing of the brake pads in accordance with the brake standards approved by the infrastructure owner (Appendix 2).

7.2 When adjusting the linkage on cars equipped with an autoleveler, its drive is adjusted on freight cars to maintain the brake cylinder rod output at the lower limit of the established norms (Table 7.2.).

On passenger cars at formation points, the drive should be adjusted at a charging pressure of 5.2 kgf / cm 2 and full service braking. On cars without autolevellers, adjust the linkage to maintain the rod exit not exceeding the average values of the established norms, and on cars with autoregulators - at the average values of the established rod exit rates.

7.3 The norms for the output of the rods of the brake cylinders for freight cars not equipped with automatic regulators, before steep long descents, are established by local instructions.

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

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

Table 7.2 Approximate installation dimensions of the brake linkage adjuster drive

Car type	Brake pad type	Dimension "A", mm
lever drive	rod drive
Cargo 4-axle	Compositional	35–50	140–200
Cast iron	40–60	130–150
Cargo 8-axle	Compositional	30–50	–
Freight with separate bogie braking	Compositional	15–25	–
Refrigerated 5-car section built by BMZ and GDR	Compositional	25–60	55–145
Cast iron	40–75	60–100
Autonomous refrigerated car (ARV)	Compositional	–	140–200
Cast iron	–	130–150
Passenger carriage (carriage container):
42 to 47 t	Compositional	25–45	140–200
Cast iron	50–70	130–150
48 to 52 t	Compositional	25–45	120–160
Cast iron	50–70	90–135
53 to 65 t	Compositional	25–45	100–130
Cast iron	50–70	90–110

7.5 When inspecting the train at the station where there is a maintenance point, all the malfunctions of the braking equipment must be identified in the cars, and parts or devices with defects must be replaced with serviceable ones.

If a malfunction of the braking equipment of cars is detected at stations where there is no maintenance point, it is allowed to follow this car with the brake off, provided that the traffic is safe to the nearest service station.

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

Car inspectors should carry out the same check of hand brakes at stations with maintenance points preceding steep, long descents.

7.7 It is forbidden to install wagons in the train, in which the braking equipment has at least one of the following faults:

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

- damage to air ducts - cracks, breaks, abrasions and delamination of the connecting sleeves; cracks, breaks and dents on air lines, looseness of their connections, weakening of the pipeline at the attachment points;

- malfunction of the mechanical part - traverse, triangels, levers, rods, suspensions, auto-adjuster linkage, shoes; cracks or breaks in parts, spalling of shoe lugs, improper attachment of the shoe in the shoe; faulty or missing safety devices and auto mode beams, atypical fasteners, atypical parts and cotter pins in the nodes;

- faulty hand brake;

- loosening of fastening of parts;

- unadjusted linkage;

- the thickness of the pads is less than that specified in clause 7.1 of these Rules.

7.8 Check the action of the pneumomechanical anti-union and high-speed regulators on RIC cars in the passenger mode of engaging the brake with full service braking.

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

Press the button of the speed regulator on the side wall of the car. The pressure in the brake cylinders should rise to the set value, and after you stop pressing the button, the pressure in the cylinders should drop to the initial value.

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

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

Similar information.

3.7.1 The technical condition of the braking equipment of the cars should be checked during maintenance by the workers of the PTO and maintenance checkpoints. The work is supervised by a shift supervisor or a senior inspector of wagons (shift supervisor), who must ensure the technical readiness of the braking equipment and the inclusion of all brakes in the train, the connection of hoses, the opening of all end and release valves, the established norm of brake pressure in the train, as well as reliable operation brakes when testing them at the station and along the route.

3.7.2 It is forbidden to install wagons in the train, in which the braking equipment has at least one of the following faults:

Defective air distributor, electric air distributor (in a passenger train), auto mode, end or disconnect valve, exhaust valve, brake cylinder, reserve tank, working chamber;

Defective hand brake;

Looseness of fastening of parts;

Not adjusted linkage;

The thickness of the pads is less than specified in p. 3.7.6 of this Instruction.

Six- and eight-axle, as well as wagons for the transport of dangerous goods, freight wagons are allowed to operate only with composite blocks.

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

Brake line	- Compressed air leaks in the joints and from the braking devices; - crack in the main pipe on the thread; - scuffs, dents of the main pipe; - damage to the supply pipe; - crack, wear of the tee thread.
Connecting sleeve	- lack of a clamp; - break, crack of the sleeve tip; - wear of the ridge of the connecting head; - break, crack of the connecting head; - the groove for the O-ring is clogged; - swelling of the sleeve; - sleeve break; - sleeve layering.
End valve	- spall, crack of the valve body; - jamming of the tap valve.
Air diffuser	- break, crack of the working chamber; - wear of the thread in the places where the studs for fastening the main and main parts of the working chamber are installed; - wear of the thread in the places where the union nuts of the supply pipes are installed; - loosening of the fastening of the working chamber.
Spare tank	- thread wear, breakage of the spare tank fitting; - cracks, scuffs, dents of the reserve tank; - loosening of the storage tank fastening.
Brake cylinder	- loosening of the brake cylinder fastening; - fracture of a crack in the brake cylinder body; - break of the release spring; - wear of the piston cuff; - wear of the thread of the union in the places where the union nuts of the supply pipes are installed.
Triangel	- crack, bend or break of the triangel string; - crack, bend or fracture of the triangel spacer; - crack, bend or break of the triangel traverse; - custard shoe.
Brake linkage	- wear of brake pads; - violation of TRP regulation.

"STP" to change the brake device;

"ORP" adjust the brake linkage;

"PP" adjust or replace the automatic regulator

brake linkage;

"ST" to change the triangel;

"PSh" put the cotter pin, washer;

"SKK" to change the end valve;

"CP" to change the connecting sleeve;

"SVR" to change the roller of the brake linkage;

"SK" to change the brake pad.

On the cars to be repaired with uncoupling, clear chalk corresponding inscriptions are also applied: "Remput", "Overload", "At the depot", etc.

3.7.6 When servicing the braking system of cars, check:

Fastening of all devices, fittings and pipelines on the car (Figure 3.25, Table 3.5);

Availability and serviceability of safety and support brackets and devices (Figure 3.25, Table 3.5);

Rice. 3.25. Scheme of inspection of the brake system of a freight car

The presence and correctness of installation of devices fixing the tightening force of the fastening nuts (cotter pins, lock strips, washers, lock nuts) (Figure 3.26, Table 3.5);

Rice. 3.26. Scheme of inspection of the brake linkage of the cargo trolley

Table 3.5 - Sequence of inspection of the car brake equipment

pos. one	pos. 2,3,4,5	pos. 6	pos. 7	pos. eight
Checking the condition and position of the end valve; inspection of the connecting sleeve, fastening of the main pipe	Inspection of brake linkage levers, rollers, cotter pins, washers, spacer rods, triangel, brake shoe suspensions, brake shoe suspension rollers fuses. Checking the wear of the brake pads and their fastening, the condition of the suspension shoe and the diverter devices	Inspection of the brake linkage adjuster, rods, safety devices, brake cylinder, horizontal levers, checking the conformity of the horizontal levers tightening setting to the type of pads	Inspection of the reserve tank, air distributor and their attachment to the car frame; monitoring the condition of the supply pipes; control of compliance of the activation of the braking and release modes with the loading of the car	Inspection of supply pipes, automatic mode (if available). Safety devices

Correctness of switching on the modes of the air distributors on each car, taking into account the presence of the auto mode, including in accordance with the load and type of pads;

The density of the brake network of the train, which must comply with the established standards.

Rice. 3.27. The most likely locations for air leaks in the brake equipment of freight cars

but) Air line of the brake system of a freight car with a threadless connection of instruments and pipes

Rice. 3.28. Threadless connections in the brake line of freight cars

The effect of automatic brakes on the sensitivity to braking and release. Air distributors and electrical air distributors that are not working satisfactorily must be replaced with serviceable ones. In this case, check the action of the electro-pneumatic brakes from a power source with a voltage during braking of no more than 40 V, while the voltage in the electric circuit of wires No. 1 and 2 in braking mode per one car of the tested train should be no more than 0.5 V for trains up to 20 wagons inclusive, and no more than 0.3 V for longer trains;

Table 3.6 - Performance characteristics of unthreaded connections

The correctness of the linkage regulation and the action of automatic regulators, the output of the brake cylinder rod, which should be within the limits specified in table 3.7:

* if necessary, the adjustment is carried out by rearranging the rollers on the rods (Figure 3.29 c), followed by adjusting the size "a" (the distance from the end of the sleeve of the protective tube of the TRP regulator to the beginning of the connecting thread on its screw) and re-checking the output of the brake cylinder rod. Dimensions "a" for freight and passenger cars must be at least as indicated in Table 3.7.

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

Rice. 3.29. Adjustment of the angles of inclination of the horizontal and vertical levers

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

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

Table 3.7 - Parameters for adjusting the brake linkage of cars

	Dimension "A", mm.	Dimension "a" not less, mm.	Exit of the rod of the brake cylinder
Lever drive	Rod drive
1st Art. braking	PST
Freight cars with a symmetrical arrangement of TRP (gondola cars, covered, tanks, platforms) Figure 3.30 (a), as well as bunker-type wagons (hoppers) with an asymmetrical arrangement of TRP, Figure 3.30 (b)	Composite pads	35-50	-		40-80	50-100
Cast iron pads	40-60	-		40-100	75-125
Eight-axle tanks	Compositional	30-50	-	-	-	-
Freight cars with an autoregulator rod drive (dump car, thermos on TsNII-X3 bogies, autonomous refrigerated cars on TsMV-Dessau bogies), Fig. 3.30 (c)	Compositional	-	140-200		40-80	50-100
Cast iron	-	130-150		40-100	75-125
Refrigerated sections and thermos cars on KVZ-I2 bogies with a lever drive of an autoregulator, Fig. 3.30 (a), and on TsMV-Dessau bogies with a rod drive of an autoregulator, Fig. 3.30 (c)	Compositional	25-60	55-145		40-80	50-100
Cast iron	40-75	60-100		40-100	75-125
Freight cars with bogie braking with composite shoes equipped with autoregulators, fig. 3.30 (d, d)	574B and 675	15-25	-		25-50	25-50
RTRP-300	15-25	-	250- 300	25-50	25-50
Passenger cars
	42-47 t	Compositional	25-45	140-200		80-120	130-160
		Cast iron	50-70	130-150		80-120	130-160
	48-52 t	Compositional	25-45	120-160		80-120	130-160
		Cast iron	50-70	90-135		80-120	130-160
	53-65 t	Compositional	25-45	100-130		80-120	130-160
		Cast iron	50-70	90-110		80-120	130-160
Gabarita Rits - with air diffusers KE Oerlikon, Dako	Cast iron	-	-	-	50-70	105-115
VL-RITs on trolleys TVZ-TsNII "M"	Compositional	-	-	-	15-30	25-40

a) Scheme of a symmetrical brake linkage of a car

b) Scheme of an asymmetric brake linkage of a car

c) Diagram of a symmetrical brake linkage of a carriage with a rod drive

d) Diagram of the brake linkage of the car with bogie braking

e) Diagram of the brake linkage of bunker-type wagons with bogie braking

Rice. 3.30. Brake linkage adjustment diagrams

Notes:

1. PST - full service braking.

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

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

It is forbidden to submit for loading, boarding of passengers, to put on the train carriages with faulty braking equipment, as well as without presenting them for maintenance and an entry in the VU-14 form in the journal on the recognition of cars as fit for safe travel on trains.

3.7.2 It is forbidden to install wagons in the train, in which the braking equipment has at least one of the following faults:

Defective air distributor, electric air distributor (in a passenger train), auto mode, end or disconnect valve, exhaust valve, brake cylinder, reserve tank, working chamber;

Defective hand brake;

Looseness of fastening of parts;

Not adjusted linkage;

The thickness of the pads is less than that specified in clause 3.7.6 of this Instruction.

Six- and eight-axle, as well as wagons for the transport of dangerous goods, freight wagons are allowed to operate only with composite blocks.

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

Brake line	- Compressed air leaks in the joints and from the braking devices; - crack in the main pipe on the thread; - scuffs, dents of the main pipe; - damage to the supply pipe; - crack, wear of the tee thread.
Connecting sleeve	- lack of a clamp; - break, crack of the sleeve tip; - wear of the ridge of the connecting head; - break, crack of the connecting head; - the groove for the O-ring is clogged; - swelling of the sleeve; - sleeve break; - sleeve layering.
End valve	- spall, crack of the valve body; - jamming of the tap valve.
Air diffuser	- break, crack of the working chamber; - wear of the thread in the places where the studs for fastening the main and main parts of the working chamber are installed; - wear of the thread in the places where the union nuts of the supply pipes are installed; - loosening of the fastening of the working chamber.
Spare tank	- thread wear, breakage of the spare tank fitting; - cracks, scuffs, dents of the reserve tank; - loosening of the storage tank fastening.
Brake cylinder	- loosening of the brake cylinder fastening; - fracture of a crack in the brake cylinder body; - break of the release spring; - wear of the piston cuff; - wear of the thread of the union in the places where the union nuts of the supply pipes are installed.
Triangel	- crack, bend or break of the triangel string; - crack, bend or fracture of the triangel spacer; - crack, bend or break of the triangel traverse; - custard shoe.
Brake linkage	- wear of brake pads; - violation of TRP regulation.

"STP" to change the brake device;

"ORP" adjust the brake linkage;

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

"ST" to change the triangel;

"PSh" put the cotter pin, washer;

"SKK" to change the end valve;

"CP" to change the connecting sleeve;

"SVR" to change the roller of the brake linkage;

"SK" to change the brake pad.

On the cars to be repaired with uncoupling, clear chalk corresponding inscriptions are also applied: "Remput", "Overload", "At the depot", etc.

3.7.6 When servicing the braking system of cars, check:

Fastening of all devices, fittings and pipelines on the car (Figure 3.25, Table 3.5);

Availability and serviceability of safety and support brackets and devices (Figure 3.25, Table 3.5);

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

The presence and correctness of installation of devices fixing the tightening force of the fastening nuts (cotter pins, lock strips, washers, lock nuts) (Figure 3.26, Table 3.5);

The presence of the linkage rollers fixed from falling out by a washer and a standard cotter pin with the antennae set apart at an angle of at least 90 °, a triangel suspension roller fuse (Figure 3.26, Table 3.5);

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

Table 3.5 - Sequence of inspection of the car brake equipment

pos. one	pos. 2,3,4,5	pos. 6	pos. 7	pos. eight
Checking the condition and position of the end valve; inspection of the connecting sleeve, fastening of the main pipe	Inspection of brake linkage levers, rollers, cotter pins, washers, spacer rods, triangel, brake shoe suspensions, brake shoe suspension rollers fuses. Checking the wear of the brake pads and their fastening, the condition of the suspension shoe and the diverter devices	Inspection of the brake linkage adjuster, rods, safety devices, brake cylinder, horizontal levers, checking the conformity of the horizontal levers tightening setting to the type of pads	Inspection of the reserve tank, air distributor and their attachment to the car frame; monitoring the condition of the supply pipes; control of compliance of the activation of the braking and release modes with the loading of the car	Inspection of supply pipes, automatic mode (if available). Safety devices

Correctness of switching on the modes of the air distributors on each car, taking into account the presence of the auto mode, including in accordance with the load and type of pads;

The density of the brake network of the train, which must comply with the established standards.

When air is passed to the atmosphere in a threadless connection (Figure 3.28 but, b) it is allowed to tighten the union nut without removing the connection from the brake line by the torque specified in table 3.6.

The effect of automatic brakes on the sensitivity to braking and release. Air distributors and electrical air distributors that are not working satisfactorily must be replaced with serviceable ones. In this case, check the action of the electro-pneumatic brakes from a power source with a voltage during braking of no more than 40 V, while the voltage in the electric circuit of wires No. 1 and 2 in braking mode in terms of one car of the tested train should be no more than 0.5 V for trains up to 20 cars inclusive, and no more than 0.3 V for longer trains;

Table 3.6 - Performance characteristics of unthreaded connections

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

Figure 3.27 The most likely locations for air leaks in the braking equipment of freight cars.

Figure 3.28 Threadless connections in the brake line of freight cars

The correctness of the linkage regulation and the action of automatic regulators, the output of the brake cylinder rod, which should be within the limits specified in table 3.7:

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

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

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

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

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

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

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

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

Table 3.7 - Parameters for adjusting the brake linkage of cars

	Size "A", mm.	Dimension "a" not less, mm.	Exit of the rod of the brake cylinder
Lever drive	Rod drive	1st Art. braking	PST
Freight wagons with symmetrical arrangement of TRP (open wagons, covered wagons, tanks, platforms) Figure 3.30 (a), as well as bunker-type wagons (hoppers) with an asymmetrical arrangement of TRP, Figure 3.30 (b)	Composite pads	35-50	-		40-80	50-100
Cast iron pads	40-60	-		40-100	75-125
Eight-axle tanks	Compositional	30-50	-	-	-	-
Freight cars with a rod drive of the autoregulator (dump car, thermos on bogies TsNII-X3, autonomous refrigerated cars on bogies TsMV-Dessau), rice. 3.30 (c)	Compositional	-	140-200		40-80	50-100
Cast iron	-	130-150		40-100	75-125
Refrigerated sections and thermoses cars on KVZ-I2 bogies with lever drives of the automatic regulator, Figure 3.30 (a), and on trolleys CMV-Dessau with a rod drive of the autoregulator, rice. 3.30 (c)	Compositional	25-60	55-145		40-80	50-100
Cast iron	40-75	60-100		40-100	75-125
Freight cars with bogie braking with composite pads equipped with autoregulators, rice. 3.30 (d, d)	574B and 675	15-25	-		25-50	25-50
RTRP-300	15-25	-	250-300	25-50	25-50
Passenger cars	42-47 t	Compositional	25-45	140-200		80-120	130-160
Cast iron	50-70	130-150		80-120	130-160
48-52 t	Compositional	25-45	120-160		80-120	130-160
Cast iron	50-70	90-135		80-120	130-160
53-65 t	Compositional	25-45	100-130		80-120	130-160
Cast iron	50-70	90-110		80-120	130-160
Gabarita Rits - with air distributors KE Oerlikon, Dako	Cast iron	-	-	-	50-70	105-115
VL-RITs on trolleys TVZ-TsNII "M"	Compositional	-	-	-	15-30	25-40

Notes:

1. PST - full service braking.

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

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

· Through the window in the sensor body, turn the inertial weight, and air should be released from the brake cylinder of the tested trolley through the relief valve. After the impact on the load has ceased, it must return to its original position, and the brake cylinder must be filled with compressed air to the initial pressure, which is monitored by a pressure gauge on the side wall of the car body. Press the button of the speed regulator on the side wall of the car. The pressure in the brake cylinders should rise to the set value, and after you stop pressing the button, the pressure in the cylinders should drop to the initial value. After checking, turn on the car brakes to the mode corresponding to the upcoming maximum speed of the train.

Symmetrical brake linkage of the car

Scheme of an asymmetric brake linkage of a car

Diagram of a symmetrical brake linkage of a carriage with a rod drive

Scheme of a brake linkage of a carriage with bogie braking

Scheme of brake linkage of bunker-type wagons with bogie braking

Figure 3.30 Brake linkage adjustment diagrams

Maintenance of brake equipment for cars with disc brakes

When servicing the brake equipment of cars with disc brakes, in addition, check:

In the area accessible to the inspector, the friction surface of the rims of all the brake discs of the car. When defects are found below and shown in Figure 3.31, the trolley with a faulty disc brake is turned off. For cars, in which the above listed defects of brake discs are found, an act is drawn up in accordance with Appendix D;

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

Fastening of brake parts, including disc brake linings (visually);

Disc brake pads thickness. Sintered plates with a thickness of 13 mm or less and composite plates with a thickness of 5 mm or less along the outer radius of the plates must be replaced;

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

All malfunctions identified during the check must be eliminated, the faulty braking equipment and fastening parts must be replaced with new or repaired ones, supplied.

1 - cracks located around the circumference of the crown, more than 30 mm long;

2 - radial and oblique cracks in the middle part of the crown with a length of more than 20 mm;

3 - radial and oblique cracks more than 10 mm long, located within 20 mm from the outer or inner edge of the crown;

4 - solid dark spots (stripes) with a width of more than 80 mm and a length of more than 100 mm;

Radial or oblique cracks, detected by an eddy current flaw detector and confirmed by the magnetic particle method, but not detected visually, with a length of more than 10 mm;

Crack-shaped cracks with a length of more than 20 mm and cracks with sharp edges that turn into a crack, which is recorded by an eddy current flaw detector.

Permissible defects in brake disc rims include:

Small cracks mesh;

Concentric grooves;

Wavy wear;

Spotting.

Figure 3.31 Types of defects on the surface of the brake disc rim

The procedure for the inclusion of wagons with disc brakes in trains

Passenger train trains should be formed, if possible, with the maximum number of wagons equipped with disc brakes.

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

After fully charging the braking network of the cars, purge the feed tanks with a volume of 170 liters through the outlet valve on each car to remove condensate.

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

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

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

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

In freight (except for trains, which have a charging pressure of 6.0-6.2 kgf / cm 2) and freight-passenger trains, the combined use of freight and passenger air distributors is allowed, and freight air distributors must be turned on without limitation, air distributors No. 292 must be turned on on long-section mode.

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

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

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

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

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

Auto brakes for service, diesel and machine cars, including cars with a diesel compartment

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

on cars with auto mode, the output of the auto mode plug corresponds to the load on the car axle, the reliability of the contact strip, the support beam on the bogie and auto mode, the damper part and the pressure switch on the bracket, tighten the loosened bolts;

the correct regulation of the brake linkage and the action of automatic regulators, the output of the brake cylinder rods, which must be within the limits specified in table 5.1 of this manual.

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

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

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

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

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

provision of the train with the required pressing of the brake pads in accordance with the approved standards for brakes given in Appendix 2 to these Instructions.

Table 5.1

Exit of the rod of the brake cylinders of cars, mm

Type of wagons	When leaving from service points	Maximum allowable at full braking in operation (without autoregulator)
Cargo with pads:
cast iron

compositional

Freight with separate bogie braking with pads:
cast iron

compositional

Passenger
with cast iron and composite pads

RIC dimensions with KE air distributors and cast iron pads

VL-RITs on trolleys TVZ-TsNII M with composite blocks

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

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

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

On passenger cars at formation points, the drive should be adjusted at a charging pressure of 5.2 kgf / cm2 and full service braking. On cars without automatic regulators, the linkage should be adjusted to maintain the rod outlet not exceeding the average values of the established norms.

Table 5.2

Approximate installation dimensions of the brake linkage adjuster drive

Car type	Brake pad type	Dimension "A", mm
lever drive	rod drive
Cargo 4-axle	Compositional
Cast iron
Cargo 8-axle	Compositional
Freight with separate bogie braking	Compositional
Refrigerated 5-car section built by BMZ and GDR	Compositional
Cast iron
Autonomous refrigerated car (ARV)	Compositional
Cast iron
Passenger carriage (carriage container):
42 to 47 t	Compositional
Cast iron
48 to 52 t	Compositional
Cast iron
53 to 65 t	Compositional
Cast iron

5.3. The norms for the output of the brake cylinder rods for freight cars not equipped with automatic regulators, before steep long descents, are established by the owner of the infrastructure, the owner of the infrastructure complex in agreement with the territorial bodies of the federal executive body in the region railway transport.

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

Operate six- and eight-axle freight cars only with composite blocks.

5.5. When inspecting the train at a station where there is a maintenance point, all faults in the braking equipment should be identified in the cars, and parts or devices with defects should be replaced with serviceable ones.