I have repeatedly asked that for such a certificate of providing trains to brakes, why it is needed, what is written there, and why. Because this topic is quite voluminous, reply in a brief form, well, I can not work. So it has come to write this post.
I warn you right away, in the post there will be a lot of complex technical terms, so it is better not to read it to lovers, it will not be something interesting here :(
But if suddenly it became interesting to you that a bunch of numbers and letters is written in the title photo, or it may be interesting what we did with the help on, you can continue reading.
I was driving somehow with one assistant and watched a certificate. Here the assistant suddenly asks:
- Do you know how to count your help?
- Well, yes, all the machinists know how.
- ha ha, no, not all, believe :)
- O_O.
After reading this post, the help will be able to be considered not only the machinists, but everyone who wants)
So, what is this certificate? Previously, she was called "Help on the brakes of VU-45", since 2015, its name has changed on "Help on providing trains by brakes and a good action", and this name in principle best describes the appointment of our certificate under consideration.
It is worth notify that the certificate will be described by the cargo, because with passenger references I did not work in practice. Maybe an addition to the passenger certificate will appear through the year :) Also, I still will try, as far as possible, do not delve into the Debresses and various special cases, therefore it is not necessary to be clever about the mode of inclusion of air distributors, charging pressure, cases of various testing options brakes, and other narrow features.
This certificate is issued during the complete testing of the brakes, which is performed when trains traded to cars at the initial departure station. Checked the work of brakes of all wagons. The certificate fills and gives the inspector of the wagons (hereinafter - the trailer), which is responsible for the correct conduct of testing of the brakes. The driver needs to check the certificate, because the traps have an unpleasant property unconsciously (and sometimes consciously) to run through hardcore (these cases will be described and considered at the end of the post).
Help follows the train until the locomotive change. In this case, the driver takes it and takes it into the depot (if the locomotive brigades change without capture, the making driver passes the certificate of the receiving machine).
Certificates that I photographed as examples were issued in 2015, it means completely to meet the new
"Rules for maintenance of brake equipment and control brakes of railway rolling stock", which replaced the old brake instructions No. 277 from January 1, 2015. For especially inquisitive, I will sometimes refer to these rules.
Consider certificate on items.
1. Stamp stationwhich issued a certificate. Often it is pested where it fell, as in the above certificate.
2. Time to issue a reference. At first glance, everything is clear here.
3. Date of issue. Also nothing special
4. Series and locomotive number. Sometimes it is also written there, where it should be, somewhere on the side. Sometimes there are not the locomotive at all.
5. Train number. Here, too, everything is clear. It is not clear why he is not written. He is not written because they forgot to write it, but because in our region there is a vicious practice to assign a number of the number right before departure, but at the subsequent stations shifts to change it. Therefore, there are situations where the number in the help does not fit up to the opening of the locomotive when the driver needs to be counted in the depot.
6. Train weight. In cargo trains, only the weight of the wagons fits into this graph. Locomotive is not taken into account.
7. The number of axes. How much in the train axes. 4 axes - one car (although, of course, there are 6 and 8-axis cars, but these are very rare cases).
8. Required pad Pressing. This is the most necessary parameter. It is he who determines how effectively the train will slow down. This figure is calculated easily:
<вес поезда> X.<единое наименьшее тормозное нажатие / 100>
If everything is clear with the weight of the train, it is even written to the left, the fact that I will explain now for a single smallest brake pressing.
For each train, there is a single smallest brake pressing per 100 tons of forces, in which the train can follow with the maximum speed for it. Complete table of possible trains and pressing is in the rules, pages 80-82. I will write the main rules:
1. Cargo loaded train: 33 TC;
2. Cargo empty train: 55 TC;
3. Passenger train 120 km / h: 60 TC;
4. Passenger train 140 km / h: 78 TC.
Perhaps someone will have a question: why is it necessary for the empty train more pressing than for loaded? This is done so that the carriages do not choke, that is, such a normal requires good brakes in all cars. If a smaller press was required for the empty train, then the trackers could not repair wagons with faulty brakes, but to piss them into empty trains, because the press would have enough due to the low weight of the train.
So, knowing that we have a loaded train, we can calculate the required brake pressing:
2213 tons x 33/100 (I do easier, immediately multiply weight by 0.33) \u003d 730.29. This value is rounded upward. On the Zabaclan (Zabaykalskaya) road, the trackers are rounded in a smaller side, but she and the Zakaclanskaya, that everything is through the ass.
In Help, we see the figure 731, in brackets 33. This means that the required pressing corresponds to a single smallest brake pressing of 33 tons of forces per 100 tons of train weight. The value of the single smallest pressing per 100 tons can be less, but this later.
9. Actual security brakes. This is the main "work area". In simple language in this section, we see how many cars (more precisely brake axes) with which brakes are in the train. The first column contains a set of possible brake presses on the axis. What pages are depending on the type of wagon, you can learn from the table in the rules, pages 87-89.
The most common, it is:
1. loaded car 7 TC;
2. Empty wagon 3.5 TC.
In the help, we see that we have 180 axes (it means 45 wagons) with a press of 7 vehicles on the axis. We multiply 7 at 180, we obtain the actual brake pressing of 1260 vehicles.
If the train is different cars, such as in this help:
In this case, we consider pressing for each type of wagons and fold them. The resulting result should be greater than the required pressing (8). In our considered certificate, actual pressing significantly exceeds the required 1260\u003e 731. But this is a special case - a lightweight container train. In truly heavy trains, actual pressing is very rarely consistent with the required, calculated with a single smallest press of 33 TCs.
If a single smallest brake pressing of 33 TCs in a loaded train is not provided, then the maximum reduction rate should be reduced. As this is described in the Rules, page 86, paragraph 35.
In practice, the speed of movement is not reduced, because freight trains with composite brake pads (and they are all with composite pads) can follow at a speed of 80 km / h with a single smallest brake pressup up to 30 vehicles.
In this reference we have a train weighing 6997 tons:
Here, a single lowest brake pressing of 33 vehicles is not provided, only 32 TCs are provided (which is indicated in brackets).
In this case, when calculating the required brake pressing, we begin to gradually reduce the unified smallest brake pressing. Example:
6997 tons x 0.33 \u003d 2310 TC
In fact, we counted only 2160 vehicles. Malawata will be!
Then we try to reduce the unified smallest pressing to 32:
6997 tons x 0.32 \u003d 2240 TC. Again lacks.
6997 tons x 0.31 \u003d 2170 TC. Slightly almost met!
6997 tons x 0.30 \u003d 2100 TC. You can drive at the set speed. In the graph of the required brake pressing will be inscribed 2100 (30).
But if for some reason the pressing is not enough and with a single smallest press of 30 vehicles, the train can be sent when pressed by pressing, calculated with a single smallest brake pressing up to 28 TCs (for empty train 50 TC), the speed is reduced to 70 km / h (an empty train is not reduced). Read more about the minimum uniform lowest brake pressures in the rules, pages 83-85.
When the minimum single smallest brake pressing of 28 TCs per 100 tons of weight of the train is not provided, this train is prohibited.
It is worth noting that all brakes may not be included on the train. In this case, the number of axes of the "total" will be less than in section (7), as in section (9) indicate only axes on which brakes work.
If the train goes from the station, where there is a wagon depot, brakes should always be included. That is, the number of "all axes" in section (9) must coincide with the section (7).
If you understand how to work with weight (6), by pressing (8), and the actual pressing (9), you can already confidently say that you can consider a certificate. If you believe that the assistant, the dialogue with which I described at the very beginning of the post, will not even know how some machines do not know.
Let us continue:
10. The required number of manual brake axes. Surely many wondered what kind of twigs on the wagons?
it manual brakes. The required number of manual brakes indicates how many manual brake axes are necessary to hold the train in place in the event of a malfunction of pneumatic brakes. It is calculated by this number like a demanding brake pressing:
<вес поезда> H.<коэффициент уклона / 100>
The slope coefficient depends on the maximum slope on the site, you can find out from the table in the rules, page 90.
Three, we, as a rule, take the factor of 0.c for travel trains following within the railways (and we have most trains are most such a coefficient.
Consider:
2213 tons x 0.6 / 100 \u003d 13,278. Again, rounded in the biggest side, we get 14.
11. The actual number of manual brake axes. With this amount we will verify the number of axes. 160\u003e 14, everything is fine.
In the "Other Data" column, various marks can be recorded. More details are described in the rules, page 104. We will consider the most common, paragraphs 12-17.
12. Sign of the presence of composite pads. As I said, all cargo trains are used with composite brake pads. K-100% suggests that the train is 100% compositive.
13. Sign of tail fence. I do not understand why this item is here, because the tail freight train There should always be fenced. The fencing of the tail of the cargo train looks like a red circle with white crossing. But more often these circles are missing, and the train is fencing simply by some red iron, or in general they write in chalk "KH.", Or "tail" ... in particularly launched cases, even https://instagram.com/p/d7lxpjkff /
14. The pressure of the brake highway of the tail car. The pressure in the brake line of the tail car depends on the charging pressure installed in the locomotive (in the empty train is 4.8 - 5.0 kgf / cm2, in loaded 5.0 - 5.2 kgf / cm2) in more detail about the charge pressures in the rules , Page 19-20. It is allowed to decrease no more than 0.3 kgf / cm2 in trains up to 300 axes, not more than 0.5 kgf / cm2 in trains from 300 to 400 axes, and not more than 0.7 kgf / cm2 in trains, more 400 axes.
In our train 180 axes. Charging pressure was 5.2 kgf / cm2. So 5.0 kgf / cm2 in the tail carriage places normal.
According to the rules, the pressure in the tail carriage should be measured by a special pressure gauge.
15. Vacation time of two tail wagons. Time, from performing the crane of the driver in the cabin to the position of vacation, until the tailings of the tail of the tail wagons leave the wheels. Sometimes they write the vacation time of each car separately, sometimes with one digit (the time of vacationing the brakes of the car, which releases the most long time). In trains up to 300 axes, time should not exceed 50 seconds, from 300 to 400 axes of 60 seconds, more than 400 axes - 80 seconds. In our reference, the time of vacation is 30 seconds, it means everything is fine.
And now let's see this certificate:
Here we see that the axes are 304, but the vacation time is as much as 89 seconds !!! The thing is that in this train, the air distributors were included on the mountain mode. This mode is used for driving trains by started descentsWhen a slow brake vacation is required.
If the air distributors are included on the mountain mode, then the vacation time, which I described above should be increased by 1.5 times.
16. The output of the brake cylinder stock of the last car. On the possible variants of the magnitudes of the output of the rods of the last car can be read in the rules, page 66 (cargo) and 69-70 (passenger). We are also interested in the range of 25-80 mm (the size of the rod output at a braking stage of 25-65 mm in a cargo car with two brake cylinders, and 40-80 mm for a car carriage with one cylinder). We have 50 mm in Help, which corresponds to the norm.
Here in this reference, the outlet of the rod 78 mm, almost oppressive:
17. CV is a meeting room. Usually full testing Brakes produce 2 trackers: one inspects the cars from the tail of the train, the other - from the head. Somewhere in the middle of the train, they will meet. The number of the car on which they met is written in the help.
At large sorting stations, the testing of the brakes produces several trackers to accelerate the process. In this case, instead of the Wagon of the meeting, the letter "T" is written, and the number of trackers who have triggered. Just we can see in the certificate under consideration. "3br" means that the testing produced the 3rd brigade consisting of 6 trackers.
18. Train brake network density. When I am asked: "What is the density of the braking network?" (Or braking highway), I do not know how to answer this is understandable. Moreover, the exact technical definition of what it is - does not exist. When you try to define this, the term is usually started to describe the process of measuring this density.
In general, if there was a "brake hole" parameter, then the "density" would be reverse parameter. The smaller the air leaks into the atmosphere from the brake line, the higher the density.
The figure written in the certificate shows how many seconds when measuring the density pressure in the main tanks (of which the brake line is fed) the locomotive fell by 0.5 kgf / cm2 (therefore, 0.5 II - 160 is written there). If you want to learn about the process more, see the rules starting from page 91.
Here it is possible to pay attention to the fact that the density is measured during the train (2nd) position of the driver's crane (normal state), and after the braking stage, at the 4th position of the driver's crane (in this case, the density of the brake cylinders of the wagons is checked). Therefore, we see 0.5 II - 160 (with the II position of the crane, the density was 160 seconds), and 0.5 IV - 160 (after braking at the IV position of the crane, the density also made 160 seconds).
The density of the brake network at the IV position should differ no more than 10% in the direction of the decrease (in the direction of increasing at least as much).
In real conditions, there is no case when at the IV position the density is almost 2 times less, due to the leaky brake cylinders of the wagons.
19. Tailing car room. Almost the last in order, but not much the point. The pelon's tail number in the help should be checked with train documents. This is a guarantee that we left with documents on our train. In addition, when breaking the train, the driver's assistant must check the number of the tail car with the certificate number. It will be a guarantee that he really reached the last carriage, and that another piece of the train did not go when the break.
20. Signature of the trap.
Here, in general, everything. It can be noted that various side information is written on certificates, like a path number on which the train (in our help there is such an example: the 89th path in the upper left corner), the names of the carriers, in section (9) in the empty places then they write all sorts of letters "zy", and some notes do not do at all where they should be. All this is not necessary, and no need.
Still in the reference there is a reverse side:
This should make data on changing the train composition (trains / cards of wagons), and testing the brakes in the following way. But most often this is simply recorded by the density values \u200b\u200bof the brake network at the II position of the driver's crane during parking (for all parking, more than 5 minutes you need to re-measure the density of the brake network).
In the first column they write a station or a kilometer (or a signal that was stood, as in the example of the "kr. River NM1A": the station is a red river, a route traffic light NM1A).
In the "Type of testing" column, the type of testing of the brakes is written if it was produced. "C / P" (abbreviated sample, although it would be more correct to "C / O" - abbreviated testing, just everything used to write "C / P"). In the following graphs, in theory, you need to write about changing the weight of the train and new brake pressures, but it always write stupidly into the string, without complying with the columns. And in the speakers "required" and "actual" write the density of the brake network.
We were given a certificate, in which it was necessary to calculate the press, and reveal the deviation from the norm in sections (14), (16), (18), the lack of manual axes (10), (11), and wagons with disconnected brakes, comparing ( 7) and (9), because by the terms of the task, the train went from the station, where there is a wagon depot.
Why need to check the help?
Because the carriages are periodically stupid. It's like in the game "Papers, Please," where you check the documents of immigrants. It seems fine, but sometimes somewhere there is no no, and there will be a discrepancy.
First I will describe the most enchanting case of the carboeboism for all my practice.
Locomotive VL80C, \u200b\u200bempty train 96 wagons (high length, more than 350 axes), weight about 2,200 tons, start trying brakes.
Enters the waiter to write a certificate. Asks about Elektrovoz: "Two, Trejka?" (number of seconds). "Trejca," I answer it thoughtfully, because I think about myself: "When was the last time you saw the VL80C two-handle? I am about 2 years ago, now they have long been all the 3-section ...".
The trailer happily says "understandable!". Then I did not expect a trick, and did my own business, but when I started checking a certificate, I saw in the column (4) "Lokomotiv Series" ...
If someone thinks I'm too pressing, there is a photo VL80C and 3ES5K. Considering that the case was Day, and the locomotive series is written on the face with large letters even the question "Diva, Trejka?" It was superfluous.
I look a new one, I begin to consider the required press (8) I see that something is clearly not that. It turned out to be the trap wrote the required pressing with a single smallest 33 TC, as for loaded, but we have empty (should be 44). In addition, from this fleet of departure, the western train leaves. "What kind of garbage?", I ask. The trailer is sorry: "Well, I looked at something, the weight of 2200, I think the light, short."
Forced to rewrite the help.
I look a new one. I consider actual pressing (9). I see that something is clearly not that. There was a trailer in the column "Pressing the pads, TC" instead of the product of pressing on the axis on the number of axes wrote ... Number of cars!
I just had no words ... The trap tried to justify himself, saying that he usually works in an even eastern departure fleet, and this odd park was put on one shift. In the East Park, only 2 S5K and 3ES5K really work, they are mainly formed heavy trains, and if not to look at the number of cars and axes, the train weighing 2,200 tons can really seem short.
If the first two plumbers could be written to the inability of the tractor to adapt to the changing environment, here is such an epichny face, like writing the number of cars (in the certificate the number of cars does not appear by anywhere), instead of pressing the pad, I can not explain anything other than the fabulous dolboybism.
In general, this wounder 3 times rewrote a certificate, and eventually escaped, forgetting his pack of net help with a copy (the certificate is drawn up under the copy of two copies).
In fairness, I will say, of course, you should not think that there are many such drug addict among the trains. No, most often the certificate is drawn up correctly, sometimes trails even suggest something useful. For example, I'm just just lasting the trip learned from the trailer that new instruction Changed the time of vacation of tail wagons.
But, after all, there are no illogical actions of the carriers, not so uptret, but still strange.
It happened that it happened a couple of times so that I had two different references on my hands on the same train.
The first case is the train whose certificate we viewed:
On the left, Vladivostoksky reference, right - new, Khabarovskaya. Called, "Find the difference." With the train and locomotive nothing changed, but:
1. The pressure of the tail car increased (despite the fact that in the electric locomotive pressure I even slightly "twisted" in a smaller side);
2. The tailings began to release longer (in principle, this can be written off on the error when the time is started);
3. The output of the string of the last car decreased at 15 mm, although I made a fairly large braking stage (in this case, the rod yield was to increase);
4. And the most interesting thing from somewhere there are still 24 brake axes.
It can be concluded that all these parameters (except, except, the time of vacation) is not measured, but they are written "from the bald".
The brake network density has also changed, but this is already on our locomotive conscience. Before me, the driver wrote a density less than it really is. I will not shine soul, and I will also say that I wrote her less than she really is. Only TSSS! Do not speak anyone!
Why is this done to describe long, but this is forced to measure.
But the reference, on the 7th thousandth (train weighing 6997 tons):
On the left - the Belogorsk Help (I dragged her home, and sfotal, so that it was better to see, laying out a little higher as an example of a heavy train). Right - Khabarovskaya.
Here we have more and more sadly than in previous comparison. First, again, the problems of the tribes with the recognition of the locomotive series. The train arrived with the system 150/148, 2x2ES5K. The tribe does it seem puzzled:
- What is the locomotive to write?
- Well, write as it is, 2x2ES5K, we always write
- What is the head?
- 150, but you both write
- 3ES5K write?
- What is 3 s5k?! Quarter, 150/148. 2ES5K. If you are confused by 2x2ES5K, you can write 2 S5K-150/148, we are essay (VL80C) so we write ...
The trap said nothing.
Since it was necessary to go faster (we have already taken the second locomotive, we were transferred from the first, because there was not ready the train), I managed to only consider compliance with the press.
Well, yes, I removed the old help in my pocket, so as not to be disturbed, so I did not compare anything with her then.
And only then, when Fotal Help, discovered in the column "Lokomotiv series" ...
But that's not all. In the process of moving the train from Belogorsk to Khabarovsk, 10 cars were transformed into wagons with separate braking (pay attention to the number of axes with pressing 8.5 TCs on the axis are wagons with two brake cylinders). Apparently the brake cylinders on the wagons have the property to multiply by killing on the path.
In the family of manual brake axes, too, a small replenishment.
Due to such braking fertility, a single smallest brake pressing increased with 32 TCs to 33, and it was possible to drive at a speed of 90 km / h.
There were other cases of illogical behavior of carrot, but they are not such visual and interesting, so I will not consider them.
At this end. I hope now the contents of the references to ensure the trains to the brakes and their serviceable action became someone clearer.
Note:
The time of filling the main tanks to check: on electric locations and electric trains when normally voltage; on locomotives and diesel trains - when working with a diesel engine at zero position of the controller; On steam locomotives at a pressure of 10-11 kgf / cm 2. On IVTS and locomotives with a brake scheme that provides automatic braking of sections with their self-session - after complete charging of the nutrient network.
The time of filling the main tanks on locomotives is indicated for a single compressor.
The volume of the nutritional network (the total main and nutrient tanks) of the ER electric trains is specified for the compositions of ten cars, for diesel trains of others from six cars.
When changing the number of sections or the number of locomotives operating on the system of many units when the main tanks are connected to the total volume, the specified time to increase or decrease proportionally changes in the volume of main tanks.
Regulations on the brakes
1. For maximum speeds of trains, a single smallest brake pressing is established in recalculation to cast iron brake pads for every 100 TC weight:
1.1. The composition of the loaded freight, empty freight train with the number of axes from 400 to 520 (inclusive) and the refrigerated train for speeds of up to 90 km / h inclusive (pneumatic brakes, cast-iron and composite brake pads) - 33 vehicles.
1.2. The composition of the connected cargo train weighing up to 12 thousand vehicles with a combined brake trunk and locomotives in the head and middle of the train speeds up to 65 km / h inclusive (pneumatic brakes cast iron and composite blocks) - 33 TCs.
1.3. The composition of the connected cargo train weighing up to 12 thousand vehicles with unindicted brake lines (when eliminating the consequences of disasters, accidents and natural disasters) for speeds of up to 60 km / h inclusive (pneumatic brakes, cast-iron and composite brake pads) - 33 vehicles;
1.4. The composition of the cargo train weighing up to 12 thousand vehicles with locomotives in the head and tail of the train (the tail locomotive is included in the brake line for controlling brakes) for speed speeds up to 75 km / h inclusive (pneumatic brakes and cast iron, composite brake pads) - 33 TCs;
1.5. The composition of the empty cargo cars up to 400 axes (inclusive) for speeds of up to 70 km / h inclusive (pneumatic brakes, cast iron and composite brake pads) - 33 TCs;
1.6. composition of empty cargo cars up to 400 axes (inclusive) for speed speeds up to 100 km / h inclusive (pneumatic brakes, cast iron and composite brake pads) - 55 vehicles;
1.7. passenger train for speed speeds up to 120 km / h inclusive (electropneumatic brakes and cast iron, composite brake pads) - 60 vehicles;
1.8. passenger train for speed speeds Over 120 km / h to 130 km / h inclusive (electropneumatic brakes, cast-iron and composite brake pads or lining) - 68 TC;
1.9. Passenger train for speed speeds over 130 to 140 km / h inclusive (electropneumatic brakes and composite brake pads or lining) - 78 vehicles;
1.10. Passenger train for speed speeds Over 140 to 160 km / h inclusive (electropneumatic brakes and composite brake pads or lining) - 80 vehicles;
1.11. Passenger train, as part of which there are wagons of the envelope rice and wagons of other countries with a pneumatic brake included, but not equipped with electropneumatic brakes and composite pads, on pneumatic brakes:
For speed speeds over 120 to 140 km / h, inclusive of 70 vehicles for every 100 TCs during the fencing of places of obstacles not less than 1600 m on the descents to 0.010 inclusive;
For speed speeds over 140 to 160 km / h, inclusive 80 TC for every 100 TC weights during the fencing of places of obstacles not less than 1800 m on the descents to 0.010 inclusive.
Passenger trains in the presence of a single-wing ricon with a disconnected brake, equipped with an electropneumatic brakes, equipped with an electropneumatic brake, is allowed to operate with speeds installed by P.P. 1.7 and 1.9, subject to the provision of necessary braking presses;
1.12. Refrigerated trains for speed speeds over 90 to 100 km / h inclusive (pneumatic brakes and composite brake pads) - 55 TC;
1.13. refrigerated trains for speed speeds over 100 to 120 km / h inclusive (pneumatic brakes and composite brake pads) - 60 vehicles;
1.14. The cargo-passenger train, the composition of the empty cargo cars with the number of axes from 350 to 400 inclusive for speeds of motion up to 90 km / h inclusive (pneumatic brakes, cast iron and composite brake pads) - 44 vehicles.
2. Specified in paragraph 1, a single smallest brake pressing of 100 cc weights is mounted for maximum speeds of trains in accordance with the requirements of paragraph 15.38 of the Rules technical exploitation Railways of Ukraine. On lines equipped with highlocking with three-digit alarms, when driving loaded trains, as well as empty freight trains with a number of axes from 400 to 520 and refrigerated trains with a maximum speed of 90 km / h, the driver is obliged to be guided by the green fire of the locomotive light locomotive signaling, which allows Train passing with the maximum speed set.
Under the conditions provided for the maximum speed of 90 km / h of cargo loaded trains, and the corresponding fence of the work of work and suddenly emerged obstacles, the speed of movement of the connected freight trains weighing up to 12 thousand vehicles with a combined brake trunk, freight trains weighing up to 12.0 Thousand TCs with locomotives in the head and tail of the composition and freight trains weighing up to 16 thousand vehicles with a combined brake trunk and locomotives in the head and last third of the composition, increases by 10 km / h on the descents to 0.010 inclusive.
On the lines equipped with four-digital signaling, on semi-automatic blocking sites, as well as in cases of malfunction of automatic locomotive alarm, the maximum speed of the cargo loaded train, as well as empty freight trains with the number of axes from 400 to 520 should be no more than 80 km / h.
3. Passenger trains under paragraph 1.7 of these standards in exceptional cases in the refusal of electropneumatic brakes management in the path and transition to pneumatic braking, as well as when they are conducted by the locomotives of cargo series, not equipped with electropneumatic brakes, is allowed to follow without a decrease in the maximum permissible speed by 10 km / h if the brake pressing meets the requirements of the relevant items.
4. The largest determining descent, which allows the movement of trains with the above unified smallest brake pressing in the fencing of works and suddenly occurred obstacles at distances specified in clause 4 tab. 3.1 posted in the signaling instructions on railways Ukraine is:
4.1. For freight and refrigerator trains, which are treated at a speed of up to 80 km / h inclusive - 0.010. At the same time, on the descents cooler - 0.010 to 0.015 inclusive at a speed of at least 70 km / h, based on the fences of the obstacles' places, no less than 1200 m.
4.2. For load-made freight and refrigerated trains, as well as empty freight trains from 400 to 520 axes inclusive, circulating at a speed of 80 km / h inclusive - 0.010. At the same time, on the descents steeper 0.010, based on the fences of the places of obstacles not less than 1500 m. At the same time, for loaded freight and refrigerated trains, as well as empty freight trains from 400 to 520 axes inclusive on the descents steeper 0.010 to 0.015 inclusive at the speed not more than 70 km / h, based on the fencing of places of obstacles not less than 1200 m;
4.3. For connected freight trains weighing up to 12 thousand TCs with a combined brake trunk and locomotives in the head and middle of the train, which are treated at a speed of up to 65 km / h inclusive - 0.010. At the same time on the descents steeper 0.010 to 0.012 inclusive with a speed of at least 60 km / h based on the fencing of places of obstacles not less than 1200 m;
4.4. For connected freight trains with unindicted brake lines, which are treated at a speed of up to 60 km / h inclusive - 0.012;
4.5. For freight trains weighing up to 12 thousand vehicles with locomotives in the head and tail of the train (the tail locomotive is included in the brake line for controlling brakes), which are treated at a speed of 75 km / h inclusive - 0.010. At the same time, on the descents steeper 0.010 to 0.012 inclusive at a speed of not more than 65 km / h, based on the fencing of places of obstacles not less than 1200 m;
4.6. For freight trains weighing up to 16 thousand TCs with a combined brake trunk and locomotives in the head and last third of the trains, which are treated at a speed of up to 70 km / h inclusive - 0.010. At the same time on the descents steeper 0.010 to 0.012 inclusive with a speed of not more than 65 km / h, based on the fencing of places of obstacles not less than 1200 m.
4.7. For freight trains from empty cars to 350 axes, which are treated at a speed of up to 100 km / h inclusive - 0.010. At the same time on the descents steeper 0.010 to 0.015 inclusive at a speed of at least 90 km / h, based on the fencing of places of obstacles not less than 1200 m;
4.8. for passenger trainswhich are treated at a speed of up to 100 km / h inclusive - 0.015. At the same time on the descents steeper 0.010 to 0.015 inclusive, based on the fencing of places of obstacles, no less than 1200 m;
4.9. For freight trains, which are treated at a speed of up to 120 km / h inclusive - 0.010. At the same time, on the descents steeper 0.010 to 0.015 inclusive no more than 110 km / h, based on the fencing of places of obstacles, no less than 1300 m;
4.10. For passenger trains, which are treated at speeds, more than 120 to 140 km / h inclusive - 0.010:
4.11. For passenger trains, which are treated at a speed of more than 140 to 160 km / h inclusive - 0.010:
4.12. For refrigerated trains, which are treated at a speed of more than 90 to 100 km / h inclusive - 0.010. At the same time, on the descents steeper 0.010 to 0.015 inclusive at a speed of 90 km / h, based on the fencing of places of obstacles not less than 1200 m;
4.13. For refrigerated trains, which are treated with the speed of more than 100 to 120 km / h inclusive - 0.010. At the same time on the descents steeper 0.010 to 0.015 inclusive at a speed of 100 km / h, based on the fences of places of obstacles not less than 1300 m;
4.14. For cargo-passenger trains, freight trains from the empty wagons with the number of axes from 350 to 400 inclusive, which apply at a speed of more than 90 km / h inclusive - 0.010. At the same time on the descents steeper 0.010 to 0.015 inclusive with a speed of at least 80 km / h, based on the fencing of places of obstacles not less than 1200 m:
5. Cargo trains, as part of which have 4-axis cars with axial load More than 21 TCs and auto motors of all wagons are included, can move at speeds specified in paragraph 4.2:
With brake pressing less than 33 TCs, but not less than 32 TC per 100 TC composition - if there is no less than 50% of cars, equipped with composite brake pads with air distributors included on the average mode;
With brake pressing less than 32 TCs, but no less than 31 TC per 100 Tc of the train weight - if there are no less than 75% of cars equipped with composite brake pads with air distributors included on the average mode.
With brake pressing less than 31 TCs, but not less than 30 Tc per 100 tux train weight - in the presence of 100% wagons equipped with composite brake pads with air distributors included on the average mode.
The percentage of wagons equipped with composite pads, indicate in the certificate of the brakes of the form Wu-45 according to the sample: K-50%, K-75%, K-100%.
6. Trains with locomotives and cars that have a brake pressing of 100 cc weights less provided by clause 1, passenger trains when inclusive passenger cars are less than 20.2 g and cargo cars in them, cargo-passenger trains in their cargo loaded wagons and (AutoTotorosis of all wagons included), cargo trains in the presence of cars with discharge goods or special rolling stock with a span highway, empty cargo trains up to 350 axes in the composition of which there are cars with a tara more than 25 vehicles and the quantity brake shoes on the axis on paragraph 7 tab. 1 of these standards with the included auto motors of all wagons, compositions from the wagons of hopper-dispensers, prefabricated, export and transmitting trains are allowed to skip, and when the faulty autotractors appears, individual wagons are allowed to send when specified in paragraph 1, a single smallest brake pressure Can be provided:
6.1. cargo and refrigerated trains, which are treated with speeds of up to 80 km / h, with a pressing of at least 28 TC per 100 TC train weight;
6.2. cargo and trains with a composition of empty wagons up to 350 axes, which are treated with rates from 90 to 100 km / h, with a pressing of at least 50 vehicles per 100 tux weight;
6.3. Passenger trains, which apply at a speed of up to 120 km / h, with a pressing of at least 55 TC per 100 tux weight;
6.4. Passenger trains that are treated at a speed of 120 to 160 km / h, with a pressing of at least 68 TC per 100 tux weight;
6.5. Cargo-passenger trains, which are treated at a speed of up to 90 km / h, with a pressing of at least 38 TC per 100 vehicle weight of the train;
6.6. Refrigerated trains, which are treated at a speed of 90 to 120 km / h, with a pressing of at least 68 TC per 100 cc weight;
6.7. At the same time, the indicated clause 1, 2, 3, 4 of the speeds should be reduced by 2 km / h per ton of missing brake pressure per 100 cc weights. It is thus determined by non-defective 5 km / h. The speed is rounded to multiple 5 of the nearest less.
On the same magnitude, the rate of transmission of traffic lights with one yellow (non-moving) light is reduced, comparable to the installed ultrasound for trains having a braking press specified in clause 1.
6.8. Cargo loaded trains that have maximum speed 90 km / h should be provided with brake pressing at least 33 TC per 100 vehicle weight composition.
With a smaller press, the speed of cargo loaded trains is set by the order provided for for freight and refrigerated trains, which are treated with speeds up to 80 km / h.
7. With defining descents, steeper specified in clause 4 of these standards, the permissible speeds of trains are set by the head of the railway, guided by the nomograms given in the rules of traction calculations for travel, and based on local conditions, and for descents steeper 0.020 permissible speeds determine research path.
8. In exceptional cases, when the brake pressing is less specified in clause 6 of these standards, the permissible speeds of trains are set by the head by the head of the railway, guided by the nomograms given in the rules of traction calculations for travel, and based on local conditions. At the same time, the adjustable speeds of trains should be 20% less speedswhich are determined by nomograms.
When providing brake pressing less than the number of trains specified in the nomogram, the speed of the train is established by a study path.
9. In determining the calculated powers of the brake pads of passenger and cargo wagons, it is guided by Table. 1, and locomotives Table. 2 of these standards. With 100% of the included and proper brakes, it is allowed to receive calculation without calculations:
60 TC per 100 cc train weight at speeds of up to 120 km / h for electric trains of all episodes, diesel trains DR1 in / and, d, passenger trains with locomotives Emergencies of all indexes, VL80 all indexes, VL65, VL60, TEP10, TE7 , TEP60, VL82, VL82M, VL10, VL10U, VL11, VL11M, TEP70, TEP75, TEP80 and compositions that have in its composition CMV for the carriage of passengers, including wagons of the RIC (except interregional), as well as for passenger trains that They have no less than 12 CMV. including wagons of dimensions of ric (except interregional);
33 TC per 100 tux weight of the composition at a speed of up to 75 km / h for a raft from the metro wagons sent along the routes of Ukrzalizni.
In these cases, in the certificate of VU-45 form, the brake press table is not filled, and in the "Total" line indicates the value of the desired pressing of the pad.
10. The calculated powers of the composite brake pads on the axis of passenger trains, which are treated with speeds up to 120 km / h, to take into pig-iron pads the same with cast iron, and at higher speeds in the following ratio:
Speed \u200b\u200bwith more than 120 to 140 km / h - by 25% more, and speeds over 140 to 160 km / h - by 30% more than for cast iron pads. In determining the calculated force of pressing composite brake pads on the axis of passenger cars with brakes "Ke", it is guided by paragraph 3 of Table 1.
11. When counting the maintenance of trains by brakes, the locomotive accounting and the number of axes are determined by table. 3 of these standards. When calculating the maintenance of freight trains, the weight of the locomotive and its braking pressing is not taken into account.
12. The required amount of manual brakes of wagons or manual brake shoes to hold the composition of the cargo, cargo-passenger and postal-luggage train in place in case of damage or inability to actuate the automatic brakes is determined by every 100 vessels of the weight of the composition depending on the slope in the table. 4 of these standards. A single smallest amount of manual brakes for every 100 Tc weight of the composition of a freight, cargo-passenger and postal-luggage train, which should be within two or more railways, is taken 0.6 brake axis. With the need of manual brakes, a single low amount of 0.6 axis installed according to unified number of 0.6 axis for every 100 Tc, as well as, if in exceptional cases provided by the Ukrzaliznya, a single smallest number of manual brakes may not be provided as part of a cargo train, which lacks them can be replaced by manual brake shoes
For trains, which follow within their railway, as well as under leading descents, steeper 0.012 The need for manual brakes and brake shoes for every 100 Tc weight of the composition is set by the head of the railway as indicated in Table. 4 standards.
Table D.2.1
The magnitudes of the calculated pressing of brake pads in recalculation of pig-iron on the axis of passenger and cargo wagons
| № p / P. | Type of Vagon. | |
| 1 | 2 | 3 |
| 1. | All-metal passenger cars with tara | |
| 53 vehicles and more | 10,0 |
|
| 48 TC and more, but less than 53 vehicles | 9,0 |
|
| 42 TC and more, but less than 48 vehicles | 8,0 |
|
| 2. | All-metal passenger cars dimensions of rice with brake "ke" and cast-iron brake pads | |
| on passenger mode | 10,0 |
|
| on the speed \u200b\u200bmode | 15,0 |
|
| 3. | All-metal passenger wagons dimensions of Vl Rice with brake "ke" and composite blocks (in recalculation of cast iron pads) | |
| on passenger mode | 10,0 |
|
| on speedy mode | 13,0 |
|
| 4. | Passenger cars 20.2 m and more | 9,0 |
| 5. | Other passenger park cars | 6,5 |
| 6. | Cargo wagons with cast iron brake pads | |
| on loaded mode | 7,0 |
|
| on average mode | 5,0 |
|
| on email mode | 3,5 |
|
| 7. | Cargo cars equipped with composite brake pads (in recalculation of cast iron pads), when turned on | |
| on loaded mode | 8,5 |
|
| on average mode | 7,0 |
|
| on email mode | 3,5 |
| 8. | Four-axle isothermal and luggage CMV with one-sided braking | 6.0 |
| 9. | Cars refrigerated rolling stock with cast-iron brake pads when turned on | |
| on loaded mode | 9,0 |
|
| on average mode | 6,0 |
|
| on email mode | 3,5 |
|
| 10. | Cars of refrigerated rolling stock with composite brake pads when turned on: | |
| on average mode | 7,0 |
|
| on email mode | 4,5 |
|
| 11. | Hopper-Dispensers TsNII-2 and CNII-3 (composite pads) when turned on: | |
| on loaded mode | 7,0 |
|
| on email mode | 3,5 |
|
| 12. | Hopper-dispensers CNII-2 and CNII-3 (cast iron pads) when turned on: | |
| on loaded mode | 3,5 |
|
| on email mode | 1,25 |
|
| 13. | Hopper-dispensers of CNII DVZ and Hopper-cement produces of release until 1973 (cast iron pads) when turned on | |
| on loaded mode | 6,0 |
|
| on email mode | 2,5 |
|
| 14. | Hopper-dispensers TsNII-DVZ (composition pads) when turned on: | |
| on average mode | 7,0 |
|
| on email mode | 3,0 |
|
| 15. | Hopper-dispensers CNII-DVS (iron pads) when turned on: | |
| on loaded mode | 7,0 |
|
| on email mode | 3,0 |
|
| 16. | DUMPKARS ZVS50, 4VS50, 5ВС60 (cast iron pads) when turned on | |
| on loaded mode | 6,0 |
|
| on average mode | 4,5 |
|
| on email mode | 3,0 |
| 17. | DUMPKARA SUP60, SUM95, SP100, D50 (cast iron pads) when turned on: | |
| on loaded mode | 7,0 |
|
| on average mode | 4,5 |
|
| on email mode | 3,5 |
|
| 18. | Hopper-dispensers CNII-DVSM and DUMPKARA Sun60, Sun95, Sun100, D50, TVS165, TVS180, 5VS105, ZVS50, 4VS50, 5VS60 2VS105 (composite pads) when turned on: | |
| on average mode | 7,0 |
|
| on email mode | 3,5 |
Note:
2. For refrigerated wagons that satisfy special technical conditions for speed speed up to 120 km / h, the brake pressing on the axis of composite brake pads in recalculation to cast-iron to accept: on the average Mode 14 TC, on the empty of 8.5 vehicles.
3. For cargo wagons with weight of containers, more than 26 vehicles, equipped with composite brake pads, in the presence of a stencil press the pads on the axis of an empty car to receive in accordance with the value indicated on the stencil.
Table D.2. 2.
The magnitude of the calculated forces of pressing pig-iron brake pads on the axis of locomotives, the motorwagon rolling stock and tenders
| Type and series of locomotives | The magnitude of the press brake pads on the axis, TC |
|
| cargo mode | empty mode |
|
| Electric locomotives |
||
| CHC1, ChSZ. | 14,0 | - |
| CHS2, CHS2T, CHS4, CHS4T, CHS6, Emergencies7, CS8, CS200 on high-speed mode | 16,0 | - |
| CHS2, CHS2T, CHS4, CHS4T, CHC6, CHS7, CHC8, CS200 on speed at speeds less than 60 km / h and passenger mode | 12,0 | - |
| VL80, VL80K, VL80T, VL80C, \u200b\u200bVL80R, VL82. Vl82m, Vl85, Vl65, Vl10, Vl10u, Vl11, Vl11m, Vl15 | 14,0 | 6,0 |
| Vl23, Vl60 of all indexes | 11,0 | 5,0 * |
| Other series of Elektrovozov | 10,0 | 5,0 * |
| Diesel locomotives |
||
| TEP60, TE1, 2TE116, 2TEP60, 2TE10B, TEP70 TEP75, TEP80, STE10M, 2TE10M. 4TE10C, 2TE121, 2M62U, 3M62U, 2TE10U, ZE10U, 2TE10UT | 12,0 | 5,0 * |
| TEP10, TE7 | 11,5 | - |
| TEM7, TEM7A | 13,0 | 5,5 |
| TE2, TG102. | 9,0 | 4,0 |
| CHMEZ, CHMEZT, CHMEZE, TEM2UM, TEM16, TEM17, TEM18 | 11,0 | 5,0 |
| TGMZa | 8,0 | 4,0 |
| Other series of thermal carriers | 10,0 | 5,0 * |
| Locomotives series |
||
| PD P, SU, P36 | 8,0 | - |
| E, E, CO (for all indexes of the specified series), L, LV | 6,0 | 3,0 |
| FD. | 7,0 | 3,0 |
| TE | 9,0 | - |
| Other series of steam locomotives | 5,0 | 2,0 * |
| Tenders of locomotives series |
||
| PD P. | 11,0 | - |
| P36 | 10,0 | - |
| LV, PD, TE | 8,0 | 4,0 |
| L, SU. | 7,0 | 3,0* |
| Tenders of other series of locomotives | 5,0 | 3,0 |
| Electric trains |
||
| Motor carriage (except ED9T) | 10,0 | - |
| Motor car ED9T. | 12,0 | |
| Trailed and head car | 9,0 | |
| Motor and head car ER200 | 15,0 | |
| Diesel train series d |
||
| Motor car | 12,0 | |
| Trailed and head car | 9,0 | |
| Diesel train series D1, D1A, DR1P, DR1A |
||
| Motor car | 10,0 | - |
| Trailed and head car | 8,0 | - |
Note:
The calculated powers of pressing cast-iron brake pads with increased phosphorus content on the axis of the Motorwanda rolling stock take 10% more.
When switching the cargo type air distributor to the average braking mode, the calculated pressure of the pads on the axis of locomotives to take equal to 70% of the calculated press in proportion.
For diesel locomotives of TEP70 and TEP80, when using comb high-phosphate cast iron brake pads, the estimated force of pressing the axis takes to take 16 vehicles at speeds up to 120 km / h and 18 TCs - from 120 to 160 km / h inclusive (without turning on the speed mode).
For electric locomotive VL65 with air distributors of the passenger type, the estimated force of pressing the axis to take 14 TCs.
The accounting weight of the locomotives and the actual number of brake axes
| Lockomotive series | The number of autotore axes | The number of manual brake axes | Locomotive accounting (for steam locomotives with a tender), TC |
|||
| lokomotiva | tender | lokomotiva | tender | estimated | in empty state |
|
| 1 | 2 | 3 | 4 | 5 | 6 | 7 |
| Electrovoza |
||||||
| Vl22, Vl22m | 6 | 6 | - | 132 | 130 |
|
| Vl23, Vl60 V / and | 6 | - | 6 | - | 138 | 136 |
| VL8, VL10, VL11, VL11M, VL80, VL80K | 8 | - | 4 | - | 184 | 180 |
| VL82, VL80T, VL80C, \u200b\u200bVL80R | 8 | - | 4 | - | 192 | 183 |
| Vl82g, Vl10V. | 8 | 4 | 200 | 196 |
||
| Vl85, Vl15 | 12 | - | 4 | - | 288 | 282 |
| Vl65 | 6 | - | 2 | - | 141 | 138 |
| CHC1, ChSZ. | 4 | – | 4 | – | 84 | 83 |
| FE2. | 6 | - | 2 | – | 120 | 119 |
| ChS2T. | 6 | - | 2 | – | 128 | 127 |
| ChS4, CHS4T | 6 | - | 2 | 126 | 125 |
|
| VL41. | 4 | - | 4 | – | 92 | 90 |
| CS6 | 8 | - | 2 | – | 164 | 162 |
| CHS7 | 8 | - | 2 | - | 172 | 168 |
| CS8 | 8 | - | 2 | – | 175 | 173 |
| CS200. | 8 | - | 2 | - | 156 | 154 |
| Diesel locomotive |
||||||
| TE1, TEM1, TEM2 | 6 | - | 2 | 121 | 118 |
|
| TE2. | 8 | – | 4 | 170 | 166 |
|
| TEP75 | 6 | – | 6 | 138 | 134 |
|
| TEP70 | 6 | - | 2 | „ | 131 | 127 |
| TEP80. | 8 | „ | 2 | 180 | 176 |
|
| TE3, TE7 | 12 | – | 4 | – | 254 | 250 |
| ZTEZ, 2The | 18 | - | 6 | – | 381 | 375 |
| 2Te10l, 2TE10, | 12 | - | 4 | - | 260 | 254 |
| 2TE10B, 2TE10M, 2TE116, 2TE10U, 2TE10UT | 12 | - | 4 | - | 276 | 264 |
| ZTE10m, ZTE10V, ZTE10U | 18 | - | 6 | - | 414 | 395 |
| 4TE10S. | 24 | - | 8 | - | 552 | 528 |
| 2Teople121 | 12 | - | 4 | - | 300 | 292 |
| 2m62u | 12 | - | 4 | - | 252 | 240 |
| ZM62U. | 18 | - | 6 | - | 378 | 360 |
| TEP10, TE10 | 6 | - | 4 | - | 129 | 125 |
| TEP60 | 6 | - | 2 | 128 | 126 |
|
| TEP10L. | 6 | 2 | - | 129 | 126 |
|
| 2TEP60 | 12 | - | 4 | - | 258 | 252 |
| TG102. | 8 | - | 2 | - | 168 | 164 |
| VME1 | 4 | - | 2 | - | 74 | 68 |
| CHMEZ, CHMEZT, CHMEZE, TEM2A, TEM2U, TAMMM, TEM16 | 6 | - | 2 | - | 123 | 121 |
| TGMZa | 4 | - | 2 | - | 68 | 65 |
| 2m62. | 12 | - | 4 | - | 240 | 232 |
| M62. | 6 | - | 2 | - | 120 | 116 |
| ChME2. | 4 | - | 1 | - | 72 | 68 |
| TEM7, TEM7A | 8 | - | 2 | - | 180 | 173 |
| TEM2UM, TEM17, TEM18 | 6 | - | 2 | - | 126 | 124 |
| Electric trains |
||||||
| Head railway carriage |
||||||
| ER1, ER9P, ER9M, ER9E, ER9T | 4 | - | 4 | - | 48 | 38 |
| ER2, ER9, ER12 | 4 | - | 4 | - | 50 | 41 |
| Er2R, ER2T. | 4 | - | 2 | - | 51,5 | 42,5 |
| ER29 | 4 | - | 4 | - | 58 | 49 |
| ER200. | 4 | - | 1 | - | 51,5 | 49 |
| Th2. | 4 | - | 2 | - | 51,0 | 43,5 |
| ED2T | 4 | - | 2 | - | 54,0 | 45,0 |
| ED9T. | 4 | - | 2 | - | 50,0 | 41,0 |
| ED4, ED4M | 4 | - | 2 | - | 54,0 | 44,5 |
| Motor car |
||||||
| ER1, ER2 | 4 | - | 4 | - | 64 | 52,5 |
| ER9, ER9P, ER12 | 4 | - | 4 | – | 71 | 60 |
| ER9M, ER9E. | 4 | - | 2 | - | 71 | 60 |
| C p, s p s, with m 3 | 4 | - | 4 | - | 73 | 62 |
| ER22. | 4 | - | 2 | - | 76,5 | 64,5 |
| ER22V. | 4 | - | 1 | - | 77 | 65 |
| Er2R, ER2T. | 4 | 2 | - | 70 | 58,5 |
|
| ER29 | 4 | - | 2 | - | 74 | 61,5 |
| ER200. | 4 | - | 1 | - | 65 | 58,5 |
| Th2. | 4 | - | 2 | - | 68,8 | 57,5 |
| ED2T. | 4 | - | 2 | - | 70,5 | 58,5 |
| ED9T. | 4 | - | 2 | - | 75,5 | 63,5 |
| ED4, ED4M | 4 | - | 2 | - | 70,0 | 58,0 |
| Trailed car |
||||||
| Ere, ER9P, ER9M, ER9E | 4 | - | 4 | - | 48 | 37 |
| ER2, C R Z, S M Z, ER9, ER12 | 4 | - | 4 | - | 50 | 39 |
| ER22. | 4 | - | 4 | - | 54,5 | 41 |
| ER22V. | 4 | - | 4 | - | 56 | 42,5 |
| ER2M | 4 | - | 2 | - | 51, 5 | 40,5 |
| ER29 | 4 | - | 4 | - | 57,5 | 46,5 |
| Th2. | 4 | - | 2 | - | 51,0 | 40,5 |
| ED2T. | 4 | - | 2 | - | 54,5 | 41,5 |
| ED9T. | 4 | - | 2 | - | 50,5 | 38,0 |
| ED4, ED4G. | 4 | - | 2 | - | 53,5 | 41,0 |
| Diesel train |
||||||
| Motor car |
||||||
| D1 | 4 | - | 4 | - | 81 | 70,5 |
| D. | 4 | - | 4 | - | 76 | 65 |
| DR1, DR1P, DR1A | 4 | - | 1 | - | 68 | 56 |
| Trailed car |
||||||
| D1 | 4 | - | 4 | - | 56 | 37 |
| D. | 4 | - | 4 | - | 50 | 37 |
| DRI. | 4 | - | 1 | 52 | 34 |
|
| DRIP DR1A | 4 | – | 1 | – | 54 | 36 |
| Avtaris Ach2. |
||||||
| Motor car | 4 | - | 2 | - | 67 | 46 |
| Trailed car | 4 | - | 1 | - | 46 | 37 |
| Steam locomotives |
||||||
| FD. | 5 | 6 | 6 | 235 | 174 |
|
| PD P. | 4 | 6 | 3 | 235 | 174 |
|
| P36 | 4 | 6 | 3 | 230 | 174 |
|
| Lv | 5 | 6 | - | 3 | 190 | 133 |
| L. | 5 | 4 | - | 4 | 170 | 124 |
| E A, E M | 5 | 4 | - | 4 | 170 | 111 |
| From all indexes | 5 | 4 | - | 4 | 165 | 119 |
| ER | 5 | 4 | - | 4 | 150 | 109 |
| Su. | 3 | 4 | - | 4 | 130 | 109 |
| Uh all indexes other than er | 5 | 4 | - | 4 | 130 | 105 |
| E F, E K, E O, E L | 5 | 4 | 4 | 140 | 105 |
|
| TE | 5 | 4 | - | 4 | 136 | 96 |
| W A. | 5 | 4 | - | 4 | 127 | 85 |
| Other locomotives of small power | 3 | - | - | - | 45 | 45 |
| Tenders |
||||||
| sixy | - | 6 | - | 6 | 100 | 54 |
| four-axle | - | 4 | - | 4 | 65 | 23 |
Table d.2.4.
The required number of manual brakes and brake shoes to hold on the spot after stopping on the distance in the case of damage to the autolikes for every 100 Tc weighing the composition of the freight, cargo-passenger and postal and luggage trains (without a locomotive and tender) depending on the steepness of the descent
| Crudy descent | 0 | 0,002 | 0,004 | 0,006 | 0,008 | 0,010 | 0,012 |
| Number of brake shoes | 0,2 | 0,2 | 0,2 | 0,2 | 0,2 | 0,3 | 0,4 |
| The number of brake axes | 0,4 | 0,4 | 0.4 | 0,4 | 0,6 | 0,8 | 1.0 |
| Crudy descent | 0,014 | 0,016 | 0,018 | 0,020 | 0,022 | 0,024 | 0,026 |
| Number of brake shoes | 0,4 | 0,5 | 0,6 | 0,6 | 0,7 | 0,8 | 0,8 |
| The number of brake axes | 1,2 | 1,4 | 1,6 | 1,8 | - | - | - |
| Crudy descent | 0,028 | 0,030 | 0,032 | 0,034 | 0,036 | 0,038 | 0,040 |
| Number of brake shoes | 0,9 | 1,0 | 1,0 | 1,1 | 1,2 | 1,2 | 1,3 |
Note:
In the numerator - with a load on the axis 10 TC and more; In the denominator - with a load on the axis less than 10 TCs. When calculating the number of manual braking axes, take into account the manual brakes of freight and special wagons, which have a side drive without passing the braking platform.
Maintenance and repair of the hopper-dispenser are carried out in order to maintain it in good condition. Inspection and elimination of deficiencies are carried out before shipment to the flight, before loading, after unloading. Maintenance of a hopper-dispenser (TO-1, TO-2, TO-3) holds the owner of a hopper-dispenser. Testing brakes, inspection running parts, autospots, frames and body perform workers of the road car service, to which hopper-dispensers are attributed, in accordance with existing instructions and regulatory documents of the Ministry of Emergency Situations of the Russian Federation, Ministry of Transport of the Russian Federation and Russian Railways. Views maintenance and repair, their frequency is indicated in Table. 2.8.
Repairs are carried out by the owner of a hopper-dispenser in a depot or on a car repair plant under a contract with them.
Table 2.8.
Types and frequency of maintenance and repair
|
Type of maintenance and repair |
Conditional designation |
The frequency of repair |
|
Maintenance №1 |
In parking on the way |
|
|
Maintenance No. 2. |
After each unloading |
|
|
Maintenance number 3. |
Once every two months |
|
|
Depot repair |
||
|
Overhaul |
||
|
Capital-recovery (capital with extension of life) |
After the designated service life |
Maintenance No. 1 (TO-1) Perform on the parking lots on the following paths, and it consists in examining unloading and dosing mechanisms, checking the reliability of their consolidation in the transport position and eliminating the identified deficiencies.
Maintenance No. 2 (TO-2) Perform after each unloading of hopper-dispensers, except for the works of T-1, and it consists of cleaning the unloading metering mechanism from the balances of ballast and dirt, purging with compressed air working pneumatic machine, checking for fasteners and integrity of welds and troubleshooting, identified when checking and when unloading ballast.
Maintenance number 3 (TO-3) are carried out at least once every 2 months. At the same time, all works that are included in TO-2 are performed, and also check the density of aircase operating highways, mechanisms management cranes. If necessary, adjust the dosing mechanisms, the dispenser drive, drives of the loss of unloading hatches. Check the attachment of nodes and parts of the listed mechanisms, eliminate the identified disadvantages.
Maintenance and repair of hopper-dispensers is allowed only in the absence of compressed air in the working pneumatic system, with a disadvantaged from locomotive and inhibited parking brake and brake shoes composition of hopper-dispensers.
TO-3 is performed on specially dedicated paths of enterprises of the attribution of hopper-dispensers or in car depot using a source of compressed air.
TO-3, as a rule, is carried out in parallel with the check and repair of the Hopper-dispenser autorosis. The repaired record is recorded in a special journal, which should be kept by the driver of a hopper-dispense "turntable". Operation of hopper-displays without timely maintenance, Depovsky and overhaul And the indicated records in the journal is prohibited.
Scroll possible faults The mechanisms of drive drive, covers of unloading hatches and backfill restrictions of the middle of the path, the likely reasons for their occurrence and how to eliminate them are shown in Table. 2.9.
Lubrication of nodes and parts of the hopper-dispenser are carried out in accordance with the requirements of the lubricant card shown in Fig. 2.30.
Table 2.9.
List of possible malfunctions of the mechanisms of the dispenser drive, covers of unloading hatches and restrictions of the midway
|
Malfunction, external manifestation, additional signs |
Probable reason |
Development method |
|
|
The position of the dosing height pointer does not correspond to the level of the bottom edge of the dispenser relative to y |
|
Adjust the position of the dispenser height and dosing scale dispenser mechanism |
|
|
After lowering the dispenser in the working position of the cover of unloading hatches, working pneumatic cylinders do not open |
|
|
|
|
After lowering the dispenser, the bunker lid spontaneously under the action of cargo opens |
The hinges of the lever transmission of the mechanism of covers when closed did not pass "Dead Point" |
Adjust the closing mechanism of the covers |
|
|
With the "+15" dispenser lowered to the mark, the lid of the unloading hatches of the pneumatic cylinder does not open or open well |
The actual position of the dispenser is above the mark on the dosing scale |
Adjust the position of the height of the dispenser and the dosing scale |
|
In the transport position of the dispenser, the dispenser stops are not adjacent to the closed lids of unloading hatches |
|
|
|
|
When the crane control handle is turned on to the "Dispenser" position ("Dosing" position), the dispenser does not omit (rises) or lowers (rises) very slowly |
|
|
|
|
Does not function or constantly operates the mechanism for restricting backfilling of the middle of the path |
|
|
|
|
Air leakage in pipe connections, in cranes, cuffs and gaskets |
Disorder of threaded connections, damage cuff and gaskets |
Eliminate faults by pulling up couplings, locknings, winding replacement, taping cranes, replacing cuff and gaskets |
Depot and capital repairs of hopper-dispensers are carried out in accordance with the leadership of the Depovsky (CI-587) and capital (CV-627) repair of freight cars, as well as with the leadership of the overhaul of hopper-dispensers 3000.45.15.00.000 Kazakhstan.
After the expiration of the regulatory service life (for hopper-dispensers - 25 years), Hopper-dispensers of the Central DVZ and 55-76 must be derived from operation or they prolong the service life, conducting capital and recovery (KVD). Such repairs are appointed by survey results. technical status Hopper-dispensers with expired regulatory service life. In the literature and in regulatory documents Often instead of the term, the capital repairs are overhaul from the extension of the term useful use (KRP). In addition to the amount of overhaul of hopper-dispensers with KVV (project 730.00,000), as a rule, basic elements and nodes of hopper-dispensers should be replaced, replaced with new working bodies and other aggregates under approved documentation. In addition to strengthening the frame, enhance the upper body of the body, repairing racks having fuses and cracks, welding or enhancing overlays. In the presence of corrosion damage, over 30% thickness, the rack is repaired by installing new part With the enhancement of the place of docking the profile overlay. Running racks straight. Cracks in the sewing and holes are brewing or repairing lining depending on the length and location of the location. Pipes and connecting parts in the presence of damage are replaced. Pneumatic cylinders, taps, check valves and gearboxes are repaired.
Fig. 2.30.
/ - shaft bearing; 2 - Hinge (axis) of the unloading metering mechanism; 3 - cylinder worker (surface of the cylinder and rod, cuff); 4 - brake cylinder; 5 - hinge (axis) lever brake transmission; 6 - Hinges (axes) of levers and control cranes; 7 - hinges (axes), trough, parking brake worm;
8 - control crane; 9 - Screw mechanism dosing
With the KVD simultaneously with the strengthening of the basic elements of the hopper-dispenser, it is upgraded. Projects have been developed (740.00,000 and 750.00.000mhd) on the modernization of Hopper-dispensers of the Central DVZ M and 55-76, which includes the equipment of the hopper-dispensers with a refreshing restriction device in the middle of the track, as well as replacing the mechanism of continuous unloading of ballast on a mechanism with intermittent unloading .
The values \u200b\u200bof the calculated press brake pads on the axis of cars
Table number 7.
| vagon. | Calculated push on the TN axis. |
|||||
| Loaded mode | Middle mode | Empty mode |
||||
| Compositions. Pads | Cast iron pads | Compositions. Pads | Cast iron pads | Composite pads | Cast iron pads |
|
| 1. Hopper-dispensers | 7,0 | - | 3,5 | |||
| 2. Polvagona, platform | 8,5 | 7,0 | 7,0 | 5,0 | 3,5 | 3,5 |
| 3. Sun-60 | 5,0 | 7,6 | 3,6 | 2,0 | 4,1 |
|
| 4. DUMPKARS VS-85 | 5,8 | 8,2 | 4,4 | 2,6 | 5,0 |
|
| 5. DUMMKARS 2VS- 105 | 7,0 | 10,8 | 5,2 | - | 3,0 | 5,8 |
The values \u200b\u200bof the calculated pressing of cast iron brake pads on the axis of locomotive
Table number 8.
| Type of locomotive | Calculated pressing of brake pads on the axis in TN. |
||
| Loaded mode | Middle mode | Empty mode |
|
| Traction aggregate | 16,8 | 12,0 | - |
| TEM-1,2, 18 | 8,7 | 6,8 | 4,4 |
| TGM-6. | 10,2 | 0,0 | 5,1 |
| 2Te10m. | 12,0 | 0,0 | 5,0 |
| TEM-7. | 12,8 | 0,0 | 6,2 |
The magnitudes of the calculated press brake pads
on the axis of a special rolling stock
Table number 9.
| Type of rolling stock | Calculated Pressing on the axis (in TN.) |
|||||
| Loaded mode | Middle mode | Empty mode |
||||
| Compositions. speakers | Cast iron pads | Compositions. Pads | Cast iron pads | Compositions. pads | Cast iron pads |
|
| Cranes | ||||||
| KDE-161. | 4,9 | |||||
| KDE-251, KDE-4-25 | 7,0 | |||||
| EBC-80/1 | 6,0 | |||||
| EBC-300, 300/2, 500, 1000 | 10,0 | |||||
| UK | 4,8 | |||||
| CM-2. | 7,0 | |||||
| Plow MOS-1 | 7,0 | |||||
| VPO - 3000. | 6,7 | |||||
NOTE:
Tables of brake pressures are compiled in accordance with the "Rules of brake calculations for railway Transportation of the Ministry of Communist Party of the USSR "from 08.09.86 and" Instructions for the operation of brakes of the rolling stock of railways "dated 16.05.94
10.8. If you refuse the actions of autotractors in the whole train, it can follow only after restoring their action.
Otherwise, the train is derived-from the run by an auxiliary locomotive completely or in parts of the order set in section 13 of this Instruction.
10.9. The required number of brake shoes to hold the trains of the composition on the spot in case of damage or the impossibility of PAI activation automatic "brakes, is determined depending on the magnitude of the slope and the load on the axis of the car for every 100 tons of its weight according to the standards shown in Table No. 10 .
Table number 10.
Brake Shoe Stacking Norm for Lower Tente Ten
| The number of brake shoes with a slope in thousandths |
||||||||||||
| 5 | 10 | 15 | 20 | 25 | 30 | 35 | "40 | 45 | 50 | 55 | 60 |
|
| 50(5) | 0,54 | 1,09 | 1,63 | 2,17 | 2,71 | 3,25 | 3,80 | 4,34 | 4,89 | 5,43 | 5,98 | 6,52 |
| 75(7,5) | 0,38 | 0,79 | 1,15 | 1 53 | 1,91 | 2,30 | G6ya | 307 | 345 | 383 | 4.22 | 4.60 |
| 100(10) | 0,30 | 0,60 | 0,91 | 1,21 | 1,51 | 1,81 | 2,12 | 2,42 | 2,72 | 3,03 | 3,33 | 3,63 |
| 150(15) | 0,22 | 0,44 | 0,66 | 0,88 | 1,10 | 1,32 | 1,54 | 1,76 | 1,98 | 2,21 | 2,43 | 2,65 |
| 200(20) | 0,18 | 0,36 | 0,53 | 0,71 | 0,89 | 1,07 | 1,25 | 1,43 | 1,60 | 1,78 | 1,96 | 2,14 |
| 250(25) | 0,15 | 0,30 | 0,46 | 0,61 | 0,76 | ^0,91 | 1,06 | 1,22 | 1,37 | 1,52 | 1,67 | 1,83 |
| 300(30) | 0,13 | 0,27 | 0,40 | 0,54 | 0,67 | 0,80 | 0,94 | 1,07 | 1,21 | 1,34 | 1,48 | 1,61 |
| 350(35) | 0,12 | 0,24 | 0,36 | 0,48 | 0,60 | 0,72 | 0,84 | 0,97 | 1,08 | 1,21 | 1,33 | 1,45 |
Number of brake shoes (PB)to hold the train of any weight on the slope is determined by multiplying the value received by the norms (see Table No. 10), on the mass of the train (Q) divided by 100
Example: The initial data: 25.8 tons per axle (loaded 2VS-105 \u003d 155 tons, six axes), a value according to normal 1.22 (with a bias 0.040), the weight of 9-loaded dumps 2VS-105 \u003d 1395T. Calculation of 1.22x1395: 100 \u003d 17,019 Rounded to the total number \u003d 18 brake shoes.
(The rules of brake calculations for railway transport Ministry of Black Metallurgy of the USSR from 08.09.86)
When using the hand-held brakes available as part of the train, the required amount for fixing the composition is determined at the calculation: three brake axes for one shoe when fixing loaded wagons, one braking axis in one shoe when the empty wagons is fixed. For the loaded car with load on the axis (gross) 10 tons and more.
When calculating the required amount of shoes (manual brakes), the weight of the locomotive and its hand brakes are not taken into account. The brake shoes must be good and fit under different axis of the composition so that the sock of the causation of the wheel concerned.
When fixing the train formed from the loaded and empty wagons, manual brake shoes must be laid under the loaded wagons first.
Fixing the train on the slopes of less than 5 thousandths is made in accordance with Annex 2 instructions for the movement of trains and maneuver work on the railway. Transport of enterprises of the system MOHM USSR.
The hopper-dispenser consists of a running frame 1, relying on two two-axis trolleys 2 and equipped with typical car trapped devices 3, as well as body 5, bunker, dispenser, outer covers and inner covers, unloading pneumatic equipment (brake and working systems). For the unscrewed ballast from the rails, removal plows are provided.
1 - chassis; 2 - Trolley CNII X30; 3 - car trap devices; 4 - dump plows; 5 - body.
Figure No. 1 - Hopper-dispenser.
The lower part of the body, the end walls of which are tilted at an angle of 50 degrees to the horizon, is a bunker with unloading hatches, equipped with internal and outer covers. The bunker houses the dispenser, represented in various positions in height of the lifting mechanism. The height of the unloaded ballast is set by changing the distance from the bottom of the dispenser to the level of the rail head. Uploading is possible only when moving a hopper dispenser.
Hopper Motors-Dv3 DVI-DV3-M and 56-76, operated on the railways of Russia, mainly have the same design and do not differ from each other on the principle of action. The body of the car relies on the frame and has a common tight design with a frame. The body passes on the frame its own weight and weight of ballast loaded into it. The frame relies on two two-axis carts and evenly distributes the weight of the entire car with ballast on the wheels.
The frame consists of a ridge beam welded from foreign beams, two side beams (corner of 125x80x10), end beams, two pivot beams with Fridays for support on the carts. The bottom of the beams are welded. The body is welded with a frame and has two side walls and two frontal, inclined at an angle of 45 degrees, and the lower parts at an angle of 50 degrees to the horizon. The floor of the body is formed by four opened lids of the hopper hatches.
The bunker is the lower part of the body, with unloading hatches, equipped with outer and inner lids, has longitudinal beams, a spacer pipe and longitudinal lateral bonds. At the ends of the spacer pipes installed guide rollers for fixing and vertical movement dispense frame. On the end walls of the bunker, special stops are strengthened to open and close the side frames of the dispenser when it is lowered and the rise. Combining the position of the internal and outer covers of the bunker can unload ballast materials on a given height of ka of the entire width of the ballast prism, on one or both sides of the path, in the middle of the rut, without falling asleep when the rail heads.
1-body; 2 - bunker; 3 - dispenser; 4 - outer cover; 5 - inner cover.
Figure 2 - Diagram of the device of the hopper-dispenser.
The loading of hopper-dispensers is produced on crushed stone plants, careers or intermediate salary of ballast using bunkers, conveyors or excavators. Before sending a turntable for getting a ballast and, after loading, the wagons must be subjected to technical inspection PTO employees, and the brigade of machinists accompanying the turntable, must carefully check the reliability of fixing unloading and dosage mechanisms in the transport position and in case of detection of deficiencies - eliminate them.
When following in the loading or empty state, unloading dosage mechanisms of hopper dispensers must be in the transport position:
· All covers are closed
· The dispenser is raised, supports the covers and fastened with two screw locks and four transport constipation
· Air from all over working system Released, dismissal crane is closed, and the control cranes are delivered to the "closed" position, "raised".
Following the hopper - digestor turntables in a loaded or empty states are made necessarily with the accompanying brigade. Before departing, the driver must record in the cargo documents that all unloading and dosage mechanisms are checked, working and listed in the transport position. In cases where the turntable follows in a load, this entry is made in the summary of the GU-27, GU-27E or GU-65, and when there is an empty state - GU-33.
In the path, on the parking lots of the brigade, the turntables should control the reliability of fixing unloading devices, and in case of identifying faults, take measures to eliminate them. Empty Hopper - Dispensers are allowed to send without accompaniment to their machinists in the following cases: when he follows the hopper - dispensers in depot or overhaul or from depot or capital repairs, as well as when moving new turbines, Hopper dispensers are the procedure for regulating the car park.
To send a hopper - dispensers without accompaniment, the sender must lead them to a transport position, after which the sender's departure station in the shipment documents makes a record that Hopper is ready to follow and indicate the permissible movement speeds.
Preparation of a hopper - a dispense turntable is made at the station before the distillation, where unloading operations will be performed, and if the ballast will be unloaded at the station paths, then the preparation for unloading is produced at the same station.
Preparation of hopper - disorder disposal consists in bringing them into a temporary transport position. This applies to wagons with valid (non-disconnected) aerial tanks of the working highway. Hopper - dispensers who have no air tanks or disabled, are not given to the temporary transport position. In the temporary transport position, the turntables can follow the routes of the station and distillation to the place of unloading and back.
A temporary transport position is different from the transport that the air tanks of hopper - dispensers are filled with compressed air from the nutritional line of a locomotive under a pressure of 6 kgf / cm 2, after which the cranes reporting the working highway with air tanks are closed.
The unloading of hopper - dispensers should be carried out by locomotives, in which the nutritional highway is removed on the buffer bar and compressed air under pressure 8-9 kgf / cm 2. Reducing the pressure to the necessary (6 kgf / cm 2) is carried out by the built-in valve of maximum pressure or a removable device that provides compressed air pressure entering the working highway, not more than 6 kgf / cm 2.
Technical specifications Presented in Table No. 1
Table # 1 - technical characteristics
|
Indicator |
PNIA-DV3-M |
|||
|
Body volume, m 3 |
||||
|
Body volume (with cap), m 3 |
||||
|
Load capacity, t. |
||||
|
Mass Hopper - Dispenser, T |
||||
|
Dimensions: |
||||
|
length on the axes of the coupling of the motor arms, mm |
||||
|
base on centers of carts »mm |
||||
|
width of the carriage on the side racks, mm |
||||
|
height from rail heads, mm |
||||
|
The number of simultaneously unloaded wagons, pcs. |
||||
|
Speed \u200b\u200bwhen unloading, km / h |
||||
|
Dosing height, mm: |
||||
|
above the heads of rails |
||||
|
below the heads of rails |
||||
|
The volume of the air reservoir of the working highway, l |
||||
|
Volume of the working cylinder, l |
||||
|
Air pressure in the working network (kgf / cm 1) |
||||
|
Calculation Pressing Cast Iron Brake Pads, KN \u200b\u200b(TC): |
||||
|
with a load mode |
||||
|
upon empty mode |
||||
|
Calculated Pressing Composite Brake Pads (in terms of cast iron), KN (TC): |
||||
|
with middle mode |
||||
|
upon empty mode |
