Providing of trains by brakes

Providing of trains by brakes

After прицепки the locomotive to a railroad train before jointing of tip hoses the engineman and the assistant find out from workers of a wagon economy of feature of a build-up of train (availability of carriages, including the West European types, freight empty cars, whether charging of a braking network and etc. is effected); instal in a brake pipe the necessary charging pressure, bridge hoses and open tip cranes.

If the locomotive is fastened to a passenger railroad train, short-time pases 3—4 with translate the knob of the crane of the engineman in a position I and then instal in a train position, at a freight railroad train with the charged braking network overestimate pressure in the levelling tank on 0.5—0,7 kgs/sm2 above charging transfer of the knob of the crane in a position I.
After прицепки the locomotive to a freight railroad train with not charged braking network or to a railroad train which before it led other locomotive, for the purpose of acceleration of charging of a braking network before jointing of tip hoses reduce pressure in the levelling tank to 1,5 kgs/sm2.

After jointing of hoses open tip cranes and overestimate pressure in the levelling tank a position of I knob of the crane on 1,0—1,2 kgs/sm2 above charging on which the crane of the engineman is adjusted.

After charging of a braking network the engineman checks its gravity. It is very important not to suppose a train departure with air outflow in the braking network, exceeding the installed norms as such outflow create the most unfavorable conditions for activity of brakes. First, they lead to a significant differential pressure between a head and a train tail. At a railroad train to 300 axiss this differential can equal 0.5—0,7 kgs/sm2, and at 300—400 axiss-1,2-1,5 of kgs/sm2. The pressure difference is increased even more if outflow happen in last third of train As a result decrease in charging pressure in a train tail at application complete office or an emergency braking, and also at repeated braking actions will not create in braking cylinders of the necessary pressure. Thereby braking efficiency of a train is reduced. Secondly, at a flat mode of air distributors of outflow of air slow process of holiday and charging of brakes of a tail of a train, than there is a danger of a train breakage and depletion of brakes on long descents at repeated braking actions

The increased outflow of air worsen also activity of compressors. Periodicity of their actuation is increased, especially at frequent braking actions; depreciation of details is expedited, there is an increased heating of the compressor and a supercharge air, which, without having time to be cooled in the main tanks, arrives in a braking network where outlines a condensate considerable quantity that at low temperature can lead to freezing of elements of pneumatic system.

In the empty railroad trains having charging pressure of 4,8 5.0 kgs/sm2, gravity of a braking network raises approximately on 20 % in comparison with gravity at the charging pressure of 5.3 5,5 kgs/sm2 received in freight loaded trains. Such dropped charging pressure can be installed only in the event that pressure in a rear-end car main will be not less than 3.5 kgs/sm2 that ensures the maximum pressure in its braking cylinder within a norm (1,4 1,8 kgs/sm2).

Quite often outflow of air in a train are called by the dropout of sealing rings of braking cylinders and automodes. Controllability brakes thus worsens, their holiday will be slowed.

For detection of such cases of outflow of air in a main determine not earlier than through 2 mines after the executed braking action in a position of IV knob крапа the engineman but to pressure fall in the main tanks. At reduction of impact time of pressure in the main tanks in a position IV in comparison with a position of II knob of the crane of the engineman more than on 5 with it is necessary to reveal and remove air outflow, especially in a train tail.

At a brake test operation in a passenger train gravity of a braking network check only in points of forming and a revolution of trains. If the railroad train follows on electropneumatic brakes (ЭПТ), complete test execute with check of holiday of brakes in a position of a reroof with cutoff on 15 from the switch of feeding of chains ЭПТ. At the duplicated feeding of devices EPT their test is effected only with the switched off tumbler switch bridging wires 1 and 2. The current in chains ЭПТ in a position of a reroof for its control along the line is thus determined.

The brake test operation in passenger trains can extra actuate determination of sensitivity of air distributors № 292.001 to braking action by a main discharge on 0,3—0,4 kgs/sm2. The brake which did not work at such release of pressure, can call along the line operation of boosters of an emergency braking at the expense of fast moving of the main piston of separate air distributors. As consequence, there will be big dynamic reactions in a train to the subsequent complete holiday of brakes.

After fulfilment of a complete brake test operation the form inquiry ВУ-45 of which correctness of filling he should be convinced is given the engineman.

Specifications of Ministry of Railways instal following least braking pressing everyone 100 т weights of a railroad train or a train:

Loaded freight railroad train or refrigerator train, the following with a speed to 90 km/h, — 33 hardware;

The train constituted from empty goods' cars, or refrigerator train, the following with a speed from 90 to 100 km/h,—55 the hardware;

The passenger train following with speed to 120 km/h, — 60 hardware.

A number of the trains consisting of coaches of increased cargo capacity even at braking on of all coaches will have pressing of less installed norms. Missing braking pressing can be compensated replacement of pig-iron chocks composite, which braking force above.

If actual braking pressing does not suffice, determine pressing on 100 т weights of a train.

At tallying of braking pressing when autobrakes of all coaches are actuated, but the norm of pressing 33 hardware on 100 т weights of a railroad train actual pressing is not ensured receive increased at 1 hardware at availability as a part of not less than 25 % of the coaches arranged with composite chocks, on 2 hardware — 50 % of such coaches, on 3 hardware-100 of % of coaches with composite chocks. So, by pressing 30 hardware and availability of 50 % of coaches with composite chocks actual pressing is received 32 hardware and proceeding from it supposed speed is calculated.

It is authorised to send :

Freight trains with pressing less than 33 hardware, but not less 28 hardware on 100 т weights of a railroad train in which special coaches with flying tubes, hoppers-metering devices, hoppers-cement carriers and other coaches with an axle loading more than 21 hardware, and also modular, export and transmitting trains are actuated;

Freight trains with pressing not less than 50 hardware on 100 т the weights of a train consisting of empty cars, converted with speeds to 100 km/h;

Passenger trains with pressing not less than 55 hardware on 100 т the weights of a train incorporating coaches by a length less 20,2 m, special or the goods' cars converted with speeds to 120 km/h.

By braking pressing less than 33 hardware on 100 т weights of a loaded freight railroad train and absence in it of necessary percent of coaches with composite chocks supposed speed of a running is calculated proceeding from speed of 80 km/h by decrease of 2 km/h on each tonno-force of missing braking pressing with rounding to figure, multiple five, towards reduction, i.e. at 31 hardware supposed speed of 75 km/h, and at 28 hardware — no more than 70 km/h.

Similarly for empty railroad trains: by pressing 50 hardware on 100 т weights of a train supposed speed of a running should be no more than 90 km/h (at the rate of speed reductions from 100 km/h).

For passenger trains speed of a running is reduced on 1 km/h on each missing tonno-force of pressing at a grade to 0,006 and on 2 km/h at a grade more than 0,006, i.e. for a train converted with speed to 120 km/h, speed of a running at a lack of braking pressing should not exceed accordingly 115 or 110 km/h.

In the indicated cases under the statement of workers of a wagon economy the form of the warning of a running speed limitation on a site is given enginemen. If braking pressing is less indicated above values, to depart with train from the stations having ПТО, is inadmissible.