Operation and adjustment of the crane stabilizer No. 395. Actions when recharging TM in a freight and passenger train.


It serves to eliminate supercharged pressure from the UR. It is similar in design to a gearbox. It has an upper part with an excitation valve, and a lower adjustment one. With a spring, a glass, an emphasis and a diaphragm. The cavity above the diaphragm is connected with a AT hole of 0.45 mm.


If at the first position of the RCM there was an overpressure in the UR and TM, then when the handle is moved from the first to the second position, the equalizing volume will communicate with the AT through the stabilizer with a hole of 0.45 mm

UR-cam. above the reducer diaphragm – hole 1.6mm- cam. above UP – hole 0.45mm-AT

The rate of elimination of overcharging from the equalization volume occurs 0.2AT in 80-120 sec (Northern railway 100-120 sec). AT, at a rate that does not cause the brakes to actuate – 0.2 AT for 80-120 sec (Northern railway 100-120 sec). and the tail of the train. If the rate of elimination of overcharge pressure exceeds 120 seconds, then it is necessary to increase the tightening of the spring in the stabilizer with an adjusting glass, which will cause a large deflection of the diaphragm, and actually a greater lift of the excitation valve, increasing its flow area and the elimination of overcharge will be faster. With less time to eliminate overcharging, the stabilizer glass must be turned out, while weakening the spring force on the diaphragm, while at the same time to eliminate will increase.

Passenger train.

Overcharging pressure in a passenger train can lead to:

– jamming of wheel pairs in case of failure of the stop valve, hitchhiking or emergency braking due to increased pressure in the brake cylinders;

– not releasing the brakes due to overpressure in the reserve tank after braking, with the formation of sliders during further movement.


– switch to pneumatic control of the brakes;

– stop the train with a step of 0.5-0.6 kgf / cm 2 ;

– in the parking lot, switch to normal charging pressure by performing several braking-release cycles (braking stage – 1.0 kgf / cm 2 ; release I by the position of the driver’s crane; the pressure in the surge tank is 0.5 kgf / cm 2 less than that, with which the previous braking was performed; repeat the cycles until the pressure during release reaches the normal charging value of 5.0-5.2 kgf / cm 2 );

– if pressure continues to increase, change the reducer or the driver’s crane from the second control cabin;

– the driver’s assistant personally checks the release of wagons of the entire train (when working “in one person” this check is carried out by a team of conductors at the direction of the head of the train).

Freight train.

Overpressurizing the brake line of a freight train cannot lead to excessive pressure in the brake cylinders due to the presence of an air distributor restrictor, but it can cause:

-heavier operation of brake compressors due to increased air leakage from the brake line;

– spontaneous actuation of the brakes in the head of the train when the compressor is turned off and air is outflowed into the tail section (at a pressure in the brake line higher than the pressure of turning on the compressor);

– a decrease in the duration of the release of the brakes in the head and an increase in the release time of the brakes in the tail of the train due to a change in the ratio of pressures in the main, spool and working chambers of the air distributors.


Clearly set the driver’s crane handle to position II.

If the liquidation of overcharge pressure has begun and the brakes do not spontaneously work, proceed further. In case of spontaneous operation of the brakes, release I by the position of the driver’s crane handle and adjust the stabilizer to the minimum rate of overcharge pressure elimination. If the train still stops, discharge the brake line to 3.5 kgf / cm 2 , release the brakes I by the position of the driver’s crane handle with overpressure to 6.0-6.5 kgf / cm 2 .

If the elimination of overcharge pressure did not start due to a malfunction of the driver’s crane, turn the valve handle to position IV.

When the pressure increase stops, hold the driver’s valve handle in position IV until the pressure drops to the charging pressure due to leaks in the surge tank. After that, put the crane handle in position II. Repeat these steps if necessary.

If the pressure continues to rise, return the driver’s valve handle to position II and tighten the stabilizer spring to increase the rate of overcharge pressure elimination. If this is not enough, loosen the stabilizer plug. With further following, the release of the brakes should be made with an overestimation of no more than 0.2-0.3 kgf / cm 2 .

Stop at the nearest station and determine the cause of the overpressure.

If the reducer valve is clogged, then:

– or blow it out by closing the combined valve and setting the driver’s valve handle to the VI position.

– either put the valve handle in the IV position, unscrew the reducer plug, take out the feed valve and manually clean it, as well as the valve seat.

In case of other malfunctions of the driver’s crane, replace it with a serviceable one in another cab.

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