Actions of the locomotive crew when a train is disconnected or broken on a stretch. When a freight train was moving along the stretch, the automatic coupling device broke
Brief information about the automatic coupling equipment of the car.
The automatic coupler is designed to couple the cars to each other and to the locomotive.
Until 1948, the rolling stock of domestic railways was equipped with screw couplers - devices for manually coupling cars. Coupling and uncoupling of cars was carried out by special workers - couplers. The work of a coupler was very dangerous, and the level of injuries among workers in this specialty was quite high. Currently, the rolling stock is equipped with automatic couplers of the SA-3 type. Thanks to this, the operations of coupling and uncoupling cars have become safe due to the absence of people at the time of coupling or uncoupling cars in the inter-car space. In addition, it became possible to significantly increase the weight of the train, speed up and simplify the process of forming trains, especially at marshalling yards, and speed up and simplify shunting work at stations. Of course, with the installation of automatic couplers on rolling stock, the level of traffic safety has increased significantly.
Coupling of adjacent automatic couplers occurs automatically when pressed or impacted. Disconnection of coupled automatic couplers occurs when the handle of the release lever of one of the automatic couplers is turned. The lever is located on the side of the end beam of the car. After coupling, the automatic coupling equipment perceives and transmits tensile and compressive forces in the train and absorbs shock loads that arise during shunting work.
Automatic couplers are divided into three types: non-rigid, rigid and semi-rigid.
Rice. 8 A-- non-rigid type; b-- semi-rigid type; V-- hard type
Non-rigid , automatic couplers (Fig. 8 A) allow relative movement of coupled bodies in the vertical direction. If there is a difference in the height of the longitudinal axes, non-rigid automatic couplers are arranged in steps, maintaining a horizontal position. Movement in the horizontal plane in them is ensured by relatively simple hinges at the ends of the automatic coupler body.
Hard automatic couplers (Fig. 8 V) exclude relative movement of coupled bodies in vertical plane. If before coupling the cars there was a difference in the heights of the longitudinal axes, then after coupling they will align and take an inclined position, located in one straight line. At the ends of the body of such automatic couplers there are complex hinges that provide relative vertical and horizontal angular movements.
Semi-rigid automatic couplers (Fig. 8 b) interact with each other during operation as non-rigid ones, however, their vertical movements relative to each other are limited by safety brackets located on the small teeth of the housings. Semi-rigid automatic couplers are used in carriages, and there are fewer impacts between the mating surfaces; facilitating the operation of the automatic coupler mechanism as a result of smaller movements of parts; reducing noise when carriages move, which is important for creating comfort for passengers.
TO merits non-rigid automatic couplers relate : ensuring guaranteed coupling of cars with a significant difference in longitudinal axes in height, especially when coupling a loaded car to an empty car; absence of complex end hinges; less weight of the automatic coupler, simplicity of design. Non-rigid automatic couplers are used in surface railway cars, and rigid ones in subway cars.
The automatic coupler body (Fig. 9) is a hollow shaped casting consisting of a head part and a shank.
Inside the head part there are parts of the automatic coupling mechanism.
She has great 1 and small 4 teeth that, when connected, form a pharynx. The end surfaces of the small tooth and throat perceive compressive forces, and traction forces are transmitted by the rear surfaces of the large and small teeth. On the vertical wall of the pharynx near the small tooth there is a window for a lock 3, and next to it is a window for the lock holder 2. A protrusion 5 is cast in the upper part of the head, which absorbs a hard blow when
Rice. 9
it through the socket onto the carriage frame. On the side of the small tooth, a shelf is cast inside the head for the upper arm of the lock safety device against self-release, and on the side of the large tooth there is a spike for hanging the lock holder.
In the lower part of the head there are holes for the protrusions of the automatic coupling lock and a horizontal hole for installing the lift roller.
An oblong hole is made in the hollow shank 6 (Fig. 9) for the wedge connecting the body to the traction clamp. The end of the shank 7 serves to transmit shock loads and has a cylindrical surface that provides horizontal rotation of the automatic coupler.
The horizontal projection of the teeth, jaw and protruding part of the lock is called contour engagement.
Before coupling, automatic couplers can occupy different relative positions and their axes can be shifted vertically or horizontally.
The height of the automatic coupler axis above the level of the rail heads should be no more than 1080 mm for freight and passenger cars and no less than 980 mm for cars with passengers.
The difference in height between the longitudinal axes of coupled automatic couplers of adjacent cars in passenger trains running at speeds up to 120 km/h should be no more than 70 mm, and in trains running at speeds over 120 km/h, no more than 50 mm.
Between the locomotive and the first carriage of a passenger train, the difference in height between the longitudinal axes of coupled automatic couplers is allowed no more than 100 mm;
Rice. 10
Clutch automatic couplers occurs as follows (Fig. 10). When cars collide, the small tooth of the body of one automatic coupler slides along the guide surface of the small or large teeth (depending on the deviation of the heads in the horizontal plane to one side or the other). Then the small tooth enters the throat and presses on the protruding part of the lock 5.
When the longitudinal axes of the automatic couplers coincide, the locks press on each other. As a result of this, the locks go inside the body pockets, and the lock guards and upper arms move with them 3 which slide along the shelves and pass over the stops of 2 counterweights 1 lock holders. Moving further in the jaws, the small teeth press on the paws 4 lock holders, causing them to turn. At this moment the counterweights 1 lock holders are placed under the upper arms 3 fuses, creating a support for them. When the small teeth take the extreme right position against the large teeth, the locks 5 are released from pressure and, under the influence of their own weight, fall back into the jaws, filling the resulting space in the engagement circuit, and ensure the locking of the automatic couplers. The locks cannot enter the body pockets again, since the upper arms 3 fuses, having slipped off the counterweights 1 lock holders for shelves 7, are located against the stops of 2 counterweights of the lock holders, ensuring that the lock is held in this position. At this moment, the counterweight of the lock holder is in the upper position and cannot lower, since the small tooth of the adjacent automatic coupler presses on its paw. This position of the parts prevents self-release of automatic couplers when the train is moving.
Signal processes 6 The locks of the 5 coupled automatic couplers are located inside the housing pocket and are not visible from the outside.
To uncouple automatic couplers (Fig. 11 A), It is enough to move at least one of the locks inside the housing pocket, which frees up space and makes it possible for small teeth to exit the jaws.
Rice. eleven A-- switching off the fuse; b-- end of release
To do this, you need to turn the release drive lever using a chain to turn the lift roller. Then the lift 1, set on a square part 8 roller, rises with his wide finger 3 will press the lower figured shoulder 5 of the fuse and raise its upper shoulder 4 above the counterweight stop 6 of the lock holder. Thus, the self-release fuse is turned off. As the roller rotates further, the wide finger 3 The lifter, resting against the protrusion of the lock, will press on it and move the lock 9 inside the pocket. Narrow finger 3 (Fig. 11 b) the lift will press from below on the horizontal edge of the release angle 2 of the lock holder. Due to the presence of an oval hole in the lock holder, it rises upward, allowing a narrow finger to pass through 3 lift 1 past the vertical edge of the release angle 2. Released from the pressure from below, the lock holder will fall down under the influence of its own gravity thanks to the oval hole. At the same time, a narrow finger 3 the lift will rest against the vertical edge of the release angle and will be held in a vertical position, not allowing the lock to exit into the mouth. In this position, the signal arm 7 of the lock will protrude from the body, indicating that the automatic couplers are disengaged. The mechanism will remain in this state until the cars are separated.
When moving cars apart, the small teeth of adjacent automatic couplers come out of the gaps, depriving the lock holder arm of the stop. The lock holder rotates under the influence of the counterweight. His paw goes into the mouth, and the release angle 2 releases the lift 1 and a lock, which, under the influence of their own gravity, are lowered to the lower position, ensuring the readiness of the mechanism for subsequent engagement.
If the automatic couplers were mistakenly disengaged, the coupled position of the mechanism can be restored without moving the cars apart by lifting the lock holder up. To do this, there is a hole in the bottom of the housing through which a thin rod is passed, which is used to press the lock holder paw. Thanks to the oval hole, the lock holder rises and the mechanism parts fall down - the automatic couplers are engaged and protected from self-release.
The most common consequence of various malfunctions in the automatic coupling device is self-release automatic couplers , reasons whom can be :
- 1. Bending or fracture of the self-release safety device and counterweight or lock holder paw;
- 2. The lock holder falls off the tenon and, at the same time, the lock jams, the lock tenon breaks for attaching the self-release safety device;
- 3. Broken bridge of the slot in the lock for the lower arm of the self-release safety device;
- 4. The lift sinks into the oval cutout of the lock, as a result of which its mobility is lost;
- 5. The thinness of the lock;
- 6. The signal arm of the lock is bent, as a result of which the arm does not pass freely through the hole for it at the bottom of the coupling body pocket;
- 7. Wear of the traction and impact surfaces of the large and small teeth;
widening of the pharynx;
- 8. The lift roller falls out or gets stuck when turning;
- 9. Bent holder or release lever;
- 10. Broken fastening bolts or broken holder and lever bracket;
- 11. Short or long release drive chain.
Short chain When the automatic coupler is extended due to the compression of the draft gear, as well as during significant lateral deviations of the automatic coupler body on curved sections of the track, the lift roller is tensioned and rotated, which is why the self-release safety device is turned off. Long chain It can also create conditions for self-release of automatic couplers, since if not carefully inspected, the car may be sent with the lever in the release position. In this case, either incomplete clutch occurs, or, as with a short chain, the self-disengagement fuse is turned off.
Reason self-release may be caused by foreign objects getting under the lock, and in winter, snow or ice may accumulate at the bottom of the automatic coupler pocket due to the fact that when engaged, the lock will not be able to completely return to its lower position and the self-release safety device will be turned off.
Other cause -- this is an excess of the permissible height difference between the longitudinal axes of automatic couplers, which leads to self-uncoupling when the train moves along sections of the track with large subsidence or abysses, as well as when a group of cars is lowered from the hump of a hump.
In the event of self-release of automatic couplers in a passenger train, due to the disconnection of the brake hoses, the train will self-braking.
In case of brake hoses disconnection on a train conductors carriages at the command of the train manager, they are required to give a stop signal in the direction of the locomotive, taking into account the visibility of the locomotive crew, using a red signal flag or a red signal light. This signal is also removed by order of the train manager. Boss trains And train electromechanic notify the locomotive driver about the self-uncoupling on the train and, together with the employees of the locomotive crew, perform a preliminary inspection of the automatic couplers of the uncoupled cars. It is first necessary to brake the uncoupled cars using the hand brake. Then visually check the condition of the vertical movement limiters of the automatic coupler heads. Then, using template 873, you need to check the condition of both released automatic couplers. The width of the pharynx is considered normal if the template attached to the corner of the small tooth does not pass by the toe of the large tooth with its other end (Fig. 12, a).
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The length of the small tooth corresponds to the norm if the template is set to position I (Fig. 12, b), does not fit completely on it. The distance from the impact wall of the jaw to the traction surface of the large tooth is checked with a template, as shown in position II. In a working automatic coupler, the template should not extend into the space between the indicated surfaces. The thickness of the lock is considered within the tolerance when the size of the cutout in the template is less than this thickness (Fig. 12, c).
When checking the action of the self-release safety device, the template, located perpendicular to the impact wall of the automatic coupler mouth, should rest against the lock holder paw with one end, and the square against the traction surface of the large tooth (Fig. 12, G). The fuse is good if, when you press the lock, it goes into the coupling pocket no more than 20 mm.
The same position of the template allows you to check the action of the mechanism to hold the lock in the disengaged state before the cars are pulled apart. To do this, turn the lift roller all the way and then release it. The lock must be held in the unlocked position, and after the template stops pressing the lock holder paw, it must be lowered under its own weight to the lower position.
Template 873 can be used to check the difference in height between the longitudinal axes of coupled automatic couplers (Fig. 12, d). To do this, the template is pressed with its protrusion into the lower surface of the automatic coupler lock located above, and another protrusion, spaced 100 mm from the first, should not reach the lock of the second automatic coupler.
After the measurements have been made, the cause of the self-release is determined, the issue of eliminating the detected faults or requesting an auxiliary locomotive is decided. To replace failed parts, spare parts or parts of extreme automatic couplers from the tail car or locomotive can be used. After eliminating the malfunction, it is necessary to engage the disconnected automatic couplers. To do this, you need to release the brakes of the head part of the train and bring it down at a speed of no more than 3 km/h until it engages with the uncoupled part of the train. After coupling the automatic couplers, it is necessary to slightly move the train forward in order to check the reliability of the coupling. If the automatic couplers are engaged, then it is necessary to connect the brake hoses, open the end valves, and release the hand brakes of the uncoupled part of the train. After completing these operations, it is necessary to carry out a short brake test, after which the train can be sent off the stretch. It is necessary to proceed to the nearest inspection point, where, with the participation of wagon inspectors, a full inspection of the disengaged automatic couplers should be carried out. While the train is traveling to the point where a full inspection will be carried out, the passage through the end doors of the cars, between which the self-release device was located, must be locked.
Based on the results of the preliminary inspection, a report is drawn up in the form specified in Appendix No. 1. The report is signed by employees of the train and locomotive crews. Based on the results of the full inspection, a report is also drawn up, which is signed by the train crew workers, locomotive crew workers and technical maintenance workers who carried out the full inspection. Both acts are drawn up in triplicate. One copy remains with the locomotive crew, the other with the train manager, and the third is transferred to the depot that is territorially investigating this case of defects. Faulty parts of automatic couplers and other items that caused self-disengagement are stored at the PTO until the end of the investigation into the defective case and must be presented at the request of a representative of the home depot.
ANSWER: Procedure for detecting a train disconnection (break). If during inspection of the train a self-release or broken automatic couplers are detected, the assistant driver is obliged to:
- take measures to secure the uncoupled part of the train by laying brake shoes on the side of the slope and activating the existing hand brakes of freight cars, in accordance with the securing standards;
- in a passenger train, through the car conductors, activate the hand brakes of each car of the uncoupled part;
- make sure that the number of the last car of the uncoupled group corresponds to the number indicated in the certificate of form VU-45;
- report to the driver about the securing of uncoupled cars, the distance between them, the condition of their automatic couplers and brake hoses.
After receiving information from the assistant driver, the driver coordinates further actions with the DNC.
IN passenger train report the self-release to the train manager. Together with him and the train electrician, after disconnecting the high-voltage heating cable of the train, inspect the automatic coupling devices. If the locks of both automatic couplers remain mobile and there are no visible faults in them, the assistant driver, in the presence of the train manager, must couple the cars with a settling speed of the head of the train of no more than 3 km/h. During the connection, the train manager is in the vestibule of the car at a working stop valve, monitoring the access and coupling of parts of the train.
In the event of a malfunction of the mechanism of one of the automatic couplers of disconnected cars, after connecting the train, replace the internal automatic coupler mechanism removed from the automatic coupler of the last car or locomotive.
If it is impossible to replace the mechanism or the automatic coupler is faulty, request an auxiliary locomotive.
- on a freight train, check the serviceability of the automatic coupler mechanism and connecting hoses of disconnected cars. After receiving information from the assistant driver about exiting the inter-car space, connect the train, while settling the head of the train should be done with extreme caution so that when coupling cars the speed does not exceed 3 km/h
- replace damaged brake hoses with spare ones, and if they are missing, remove them from the tail car or front beam of the locomotive;
After connecting the parts of the train during the stretch, charge the brakes, briefly test the brakes on the two tail cars, remove the brake shoes from under the cars, release the hand brakes and remove the rest of the train from the stage.
It is prohibited to connect parts of a train during a stretch:
a) during fog, snowstorm and other unfavorable conditions, when signals are difficult to distinguish;
b) if the uncoupled part is on a slope steeper than 2.5%o and can move away from the push when connected in the direction opposite to the direction of train movement.
If it is impossible to connect the train, the driver must request an auxiliary locomotive at the rear of the train, additionally indicating in the application the exact distance between the separated parts of the train.
When withdrawing part of a train from a section, it is necessary to protect the tail car of the withdrawn part of the train with an unfurled yellow flag at the buffer beam on the right side, and at night with a yellow lamp light and write down the numbers of the tail cars of the remaining part of the train and the withdrawn part.
It is prohibited to leave trains containing cars with people and dangerous goods of class 1 (explosive materials) on the stretch without security.
In the event of a break in the automatic coupling devices of wagons, the driver is obliged to order a control check of the brakes.
In the event that there is another freight train on the stretch behind the train, in the carriage of which the automatic coupling devices have been broken, it can be used to remove the tail section of the train from the stretch, provided that, as a rule, it does not exceed ten cars. To do this, in agreement with the DNC and the driver of the first train, the second train is combined with a group of cars that remained on the stretch after the automatic coupler was broken. Before connecting to these cars, you must ensure that they are secured and will not move forward when connecting. After coupling with a group of cars, it is necessary to connect the brake line hoses, charge the brakes of the group of cars, test their action by actuating and releasing the brakes of the first and second cars in the direction of travel and after receiving an order from the DNC (which makes sure that the head of the train has already arrived at the station ) follow to the first station at a speed of 5-10 km/h To give hand signals or provide information to the driver using a portable radio station ( mobile phone) on the first car in the direction of travel of the train there must be an assistant driver or another road worker who fulfills the requirements of the driver. If the number of cars that need to be removed from the stage exceeds 10 or there is a passenger (motor unit) train following these cars, then the stage is freed from trains sent after the train in which the automatic coupling devices have broken and the removal of the remaining part of the train on the stage is carried out by an auxiliary locomotive.
1.3 Withdrawal order trains from the stage
at violation integrity of the train brake line
or brake malfunctions in the last two carriages
In the event of a rupture or malfunction of the train's brake line, the absence of compressed air in the TM of the last cars and the impossibility of restoring its integrity by the forces of the locomotive crew, or a malfunction of the brakes in one or 2 of the last cars, the train is removed from the stretch only by an auxiliary locomotive, which stands at the rear of the train, with speed limit for freight trains is no more than 25 km/h, for passengers no more than 15 km/h
When requesting an auxiliary locomotive, the train driver who stopped on the stretch is obliged to report to the DNC of the section in person, or
through the chipboard of the nearest stations, about the number of cars in the tail part of the train located after the car with the damaged TM. If 30 or more cars with faulty automatic brakes remain at the rear of the train, only a two-section freight locomotive should be issued to assist the train. If there are up to 30 cars with working brakes in the tail section of the train, assistance can be provided, in addition to the above locomotives, by a diesel locomotive of the ChME-3 series (taking into account the weight of the train that stopped on the stretch, the profile of the track and the stopping place with the condition of picking up the train from its place).
Assistance to a passenger train or electric train can be provided by a locomotive of any series.
If another train is on the section from the station from which assistance will be provided from the tail of the stopped train, the following procedure for clearing the section is established:
■ If there is a passenger locomotive following you on the stretch, assistance is provided only to the passenger or commuter train.
■ If there is a freight train following on the stretch, the locomotive crew secures the freight train, the locomotive, by order of the DNC, is uncoupled from the train, and assistance to the freight or passenger train is provided by this locomotive. It is strictly forbidden to uncouple the locomotive from a human train or a train that contains cars with dangerous goods.
■ If on a stretch, following a stopped freight train, there is a passenger train with locomotive traction, then it is removed from the stretch by a separate locomotive to the station from which assistance will be provided to the freight train stopped due to a faulty brakes.
■ If there is an electric train on the stretch, then at the command of the DNC of the section, the locomotive crew changes the control cabin and without stopping returns to the station, from which assistance will be provided to the freight train stopped due to a faulty automatic brakes.
■ If during a stretch it is necessary to provide assistance to a passenger train that has stopped due to a brake malfunction and there is also a passenger train behind it, then by order of the DNC such trains can connect at a speed of no more than 15 km/h leave the stretch to the first station where the train's TM is being repaired.
After the auxiliary locomotive is coupled to the tail of the train, the locomotive crew of the lead locomotive closes the end valves of the TM of the car (group of cars) in which the integrity of the brake line on both sides is broken, the locomotive crew of the auxiliary
body of the locomotive turns on the brakes of the tail section of the train into the brake line of the locomotive (train) and takes control of the tail section of the train. Both locomotive crews check the operation of the brakes in two cars before (after) the faulty car (group of cars) of their group for braking and release; The driver of the lead locomotive recalculates the actual brake pressure on the train, taking into account the part of the brakes that is turned off, and follows at a limited speed to the first station at which the faulty brake line must be repaired or the faulty car must be uncoupled from the train.
While driving the train along the stretch, the driver of the auxiliary locomotive follows all the instructions of the driver of the lead locomotive. When braking or reducing speed to stop, the driver of the lead locomotive is the first to perform the braking stage, after which he gives the driver of the auxiliary locomotive an indication of the amount of discharge of the TM (taking into account the length of each part of the train, the presence of empty and loaded cars, etc.). If it is necessary to release the brakes while the train is moving or before setting it in motion after stopping, the driver of the auxiliary locomotive is the first to release the brakes, and after completing the release of the brakes and transferring RCM No. 394 (395) to the second position, he notifies the driver of the lead locomotive. It is allowed to release the brakes at the head no earlier than 10 With. after the start of the brake release at the rear of the train. The brakes of a double passenger train are controlled simultaneously by the command of the driver of the front locomotive.
While traveling along a stretch with such a train, the radio receivers on both locomotives must be removed from the control panel.
In cases that threaten traffic safety (rolling stock derailment, fire in a train or locomotive, contact wire breakage, preventing a collision with people or vehicles, etc.), the drivers of both locomotives are allowed to apply emergency braking and transmit information about this to the driver of the lead (auxiliary) locomotive immediately after braking.
1.Regulations!!!
2. Procedure for identifying a train disconnection (break). If during inspection of the train a self-release or broken automatic couplers are detected, the assistant driver is obliged to:
- take measures to secure the uncoupled part of the train by laying brake shoes on the side of the slope and activating the existing hand brakes of freight cars, in accordance with the securing standards;
- in a passenger train, through the car conductors, activate the hand brakes of each car of the uncoupled part;
- make sure that the number of the last car of the uncoupled group corresponds to the number indicated in the certificate of form VU-45;
- report to the driver about the securing of uncoupled cars, the distance between them, the condition of their automatic couplers and brake hoses.
After receiving information from the assistant driver, the driver coordinates further actions with the DNC.
In the passenger train, report the self-release to the train manager. Together with him and the train electrician, after disconnecting the high-voltage heating cable of the train, inspect the automatic coupling devices. If the locks of both automatic couplers remain mobile and there are no visible faults in them, the assistant driver, in the presence of the train manager, must couple the cars with a settling speed of the head of the train of no more than 3 km/h. During the connection, the train manager is in the vestibule of the car at a working stop valve, monitoring the access and coupling of parts of the train.
In the event of a malfunction of the mechanism of one of the automatic couplers of disconnected cars, after connecting the train, replace the internal automatic coupler mechanism removed from the automatic coupler of the last car or locomotive.
If it is impossible to replace the mechanism or the automatic coupler is faulty, request an auxiliary locomotive.
- on a freight train, check the serviceability of the automatic coupler mechanism and connecting hoses of disconnected cars. After receiving information from the assistant driver about exiting the inter-car space, connect the train, while settling the head of the train should be done with extreme caution so that when coupling cars the speed does not exceed 3 km/h
- replace damaged brake hoses with spare ones, and if they are missing, remove them from the tail car or front beam of the locomotive;
After connecting the parts of the train during the stretch, charge the brakes, briefly test the brakes on the two tail cars, remove the brake shoes from under the cars, release the hand brakes and remove the rest of the train from the stage.
It is prohibited to connect parts of a train during a stretch:
a) during fog, snowstorm and other unfavorable conditions, when signals are difficult to distinguish;
Ticket 16
1. In what cases is a shortened brake test performed? What do they check?
A shortened brake test is carried out:
After the train locomotive is coupled to the train.
After any disconnection of the brake line.
After a freight train has stopped for more than 30 minutes.
After changing locomotive crews without uncoupling the locomotive from the train.
After a passenger train has stopped at the station for more than 20 minutes.
What are they checking? When placing the CM in one of the brake positions, check the rod exit to the TC and the fit of the block to the gearbox, and when releasing, check the rotation.
2. The procedure for providing assistance to a train stopped on a section by a single locomotive with AB and PAB (from the head of the train)
On the wrong path (AB and PAB) - follow at a speed of no more than 60 km/h, and after stopping at least 2 km to the place indicated in the DU-64 permit, at a speed of no more than 20 km/h. We pick up an assistant and follow no more than 10 km/h, stop after 10-15 meters. trailer speed is no more than 3 km/h.
3. While moving along the stretch, the train approaches a traffic light with a prohibitory indication. What are the regulations for actions and negotiations in this production situation?
· Attention!!! red ahead
· over 400-500m speed no more than 20
· for 100-150m speed no more than 3
After the RB is triggered, report the position of the driver’s controller and the position of the KM handle
· 50m stop
1.Types of separate items. Station boundary.
Separate points are railway stations, sidings, overtaking points and waypoints, automatic blocking traffic lights, as well as the boundaries of block sections with ALSN, used as an independent means of signaling and communication.
The boundaries of the railway station are:
· on single-track sections - entrance traffic lights;
· on double-track sections - along each individual main track, on one side there is an entrance traffic light, and on the other - a signal sign “Station Boundary”, installed at a distance of at least 50 m behind the last exit switch.
2. Regulations for negotiations during a forced stop of a train on a stretch.
1. Stop the train on a favorable track profile unless an emergency stop is required.
2. After the stop, report to oncoming and oncoming trains, DSP, DNC: “Attention everyone! I am the driver of train No., full name, stopped at ___ kilometer, ___ picket, stage __, stop time __, even (odd) route, due to _____, I have/don’t have information about the presence of a gauge. Be carefull!"
3. Repeat the message several times until confirmation is received from the drivers of oncoming and following trains; if there is no answer, we inform the DSP, DNC about this. Turn on the red buffer lights.
3. When moving along the section, a violation of the smooth running of the train was detected. What is the procedure for lok. brig. in this situation?
1. In what cases is a full brake test performed? What do they check?
A full brake test is carried out in the following cases:
At the formation station before departure;
After changing the locomotive;
At stations separating adjacent guaranteed sections of freight trains, without changing the locomotive;
At stations where parking is provided, with steep, protracted descents of 0.0018 or steeper.
Check: Current output from the TC and adherence of the brake pads to the gearbox. And on vacation it’s the other way around.
2. Responsibilities of the TCMP in case of a forced stop of the train during the stretch.
Before leaving to inspect the train, the assistant driver must:
Write down the number of the tail car from the brake certificate, form VU-45;
Take signaling accessories with you and a flashlight at night;
When stopping a freight train on an unfavorable profile, take a brake shoe to secure the cars;
Having reached the last car, check it with the number indicated in the certificate form VU-45, make sure that there are tail signals on the car, and also that the end valve is in the closed position and the brake line hose is suspended.
3. When the train moved along the stretch, the driver lost the ability to control the train. What is the procedure for TCMP in this situation?
The assistant driver is obliged to:
Stop the train with emergency braking, move the KM handle to position VI or the handle of the combination valve to the extreme right position;
After stopping the train, move the handle of the auxiliary brake valve to the extreme braking position and secure it with a lock;
Report the incident via radio communication to the DNC, the DSPs limiting the stretch, and the drivers of oncoming and passing trains on the stretch, in the passenger train to the head of the train, in the MVPS to make an announcement on the warning installation about calling medical workers from among the passengers to provide assistance;
Provide first medical care driver;
Agree with the DNC the procedure further actions;
If it is impossible to proceed further, in agreement with the DSC, secure the train with all available means of the locomotive (locomotive hand brakes, brake shoes).
Ticket 19
1. Malfunctions of the gearbox, in which their operation is not allowed?
Crack in the tire, wheel center, axle, gear;
Cracks on the rolling surface of the bandage with a length of more than 10 mm and a depth of more than 3 mm;
Gouges or dents at the top of the ridge more than 4 mm long;
Local widening of the bandage is more than 6 mm;
Loosening of the bandage, wheel center, gear;
The slider (pothole) on the rolling surface of the bandage is more than 1 mm;
Vertical undercut of the ridge of more than 18 mm, measured with a special template;
The thickness of the tires is less than 36 mm (for freight diesel locomotives), and less than 45 mm (for passenger locomotives);
Loosening of the bandage ring - in total over a length of more than 30% in no more than three places and 100 mm from the lock;
Pointed ridge knurl 2mm;
Rolling on a skating circle of more than 7 mm;
The ridge thickness is more than 33 mm or less than 25 mm, measured at a distance of 20 mm from the top of the ridge;
In the absence of a template, the depth of the slide along the route can be determined by its length.
2. The order of departure of trains at group traffic lights.
Based on the permissive indication of the traffic light and the route sign with a green number, the number of the track from which the train is allowed to depart is determined. According to the indication of a repeating traffic light and by radio communication, a registered order, also by permission on a green form with the completion of paragraph II (form DU-54).
3. While the train was moving along the stretch, the driver received information from the driver of the train in front of a jolt along the way. What is the procedure for the locomotive crew in this situation?
Drivers following oncoming trains, having received information about the “push”
are obliged:
- stop the train near the indicated location of the obstacle, make sure that further movement is possible and proceed to this location with the entire train at a speed that ensures the safety of train movement, but not more than 20 km/h.
- report any malfunctions identified at the site of the obstacle via radio communication to the drivers behind the moving trains and the chipboard, and if a malfunction is detected that threatens traffic safety, stop the train and resume movement only after this malfunction is eliminated by the track workers.
1. Malfunctions in which the operation of locos is not allowed?
malfunction of the device for giving a sound signal;
malfunction of pneumatic, electro-pneumatic, electric, hand brakes
malfunction or disconnection of at least one electric motor
malfunction of automatic locomotive signaling or safety devices;
malfunction of the speed meter and recording devices
malfunction of the spotlight, buffer lamp, lighting, control or measuring device;
crack in the clamp, spring suspension or main leaf of the spring, fracture of the spring leaf;
crack in the axle housing
crack or fracture of at least one tooth of the traction gear;
faulty gear housing causing lubricant leakage;
malfunction of the high-voltage chamber safety lock
pantograph malfunction
malfunction of fire extinguishing equipment or automatic fire alarm;
malfunction of locking devices or closing control entrance doors
2. Departure of a train when the output traffic light is prohibited at AB and PAB
A train is sent to a single-track section or along the wrong track of a double-track section with two-way automatic blocking when the exit traffic light is prohibited:
1) according to a registered order of the station duty officer, transmitted to the train driver via radio communication
2) with permission on a green form with filling out paragraph 1 of the form DU-54.
The departure of a train onto a single-track section and along the wrong track of a double-track section at an invitation signal is prohibited.
3. When the train approached the railway crossing, the locomotive traffic light reading changed from “yellow-red” to “red”. What is the operating procedure of the loco/brigade?
the assistant should be standing next to the driver.
P: Attention!!! red ahead
P: for 400-500m speed no more than 20
P: for 100-150m speed no more than 3
After this, how the RB will operate, report on the position of the driver’s controller and the position of the KM handle
TCMP: stop after 50m
TBI: clear for 50 stop
after stopping, three short beeps (three short - STOP)
We report to the chipboard.
1. PTE requirements for braking equipment.
Railway rolling stock must be equipped with automatic brakes, and passenger carriages and locomotives, cars of motor-car railway rolling stock, in addition, are equipped with electro-pneumatic brakes. Automatic and electro-pneumatic brakes of railway rolling stock and special rolling stock must be maintained in accordance with the rules and regulations and have controllability and reliability in various operating conditions, ensure smooth braking, and automatic brakes also stop the train when the brake line is disconnected or broken and when the stops are opened -crane (emergency braking valve).
Automatic and electro-pneumatic brakes of railway rolling stock must provide brake pressure that guarantees stopping the train during emergency braking at a distance of no more than the braking distance determined according to calculated data approved by the rules and regulations.
Automatic brakes must provide the ability to use different braking modes depending on the loading of cars, the length of the train and the profile of the railway track.
2. Alarms and special signs.
Alarm signals are given by horns, whistles of locomotives (multi-unit trains) and special self-propelled rolling stock, sirens, horns, military signal pipes, and blows to suspended metal objects.
The sounds indicated in the sound signal diagram, if given by blows, are reproduced :
long - often with blows following one after another;
short - with rare strikes according to the number of short sounds required.
The “General alarm” signal is given in groups of one long and three short sounds
in the following cases:
If a fault is detected along the route that threatens traffic safety;
When a train stops in a snow drift, a train accident and in other cases when assistance is required.
The “Fire alarm” signal is given in groups of one long and two short sounds
The “Air Raid” signal is given by a prolonged sound of sirens, as well as a series of short sounds “continuously for 2-3 minutes.
The signal “Radiation danger” or “Chemical alarm” is given for 2-3 minutes: on hauls - by locomotive whistles; at stations - frequent blows to suspended metal objects.
3. While the train was moving along the stretch, a voice informant message “Alarm - 2” was received. What is the procedure for a person to act in this situation?
Take measures to stop the train on the stretch using service braking, following the tail part of the floor control devices;
Inform train drivers on the stretch about this;
Inspect the train
If obvious external signs of destruction of the axle box unit are detected, the driver must report this to the DSP (DNC), who calls a carriage worker to the train to determine the possibility of further movement of the car.
If, as a result of an inspection of the train during the stretch, it is established that the condition of the axle box unit allows it to proceed to the nearest station or a malfunction is not identified, the locomotive crew can continue moving to the station at a speed of no more than 20 km/h, which is reported to the nearest station DSP and called workers to this station
carriage facilities for inspection and giving an opinion on the possibility of further movement of the train. When moving, the locomotive crew is obliged to monitor the condition of the train in curved sections of the track from the locomotive cabin.
Inspection of the train at the station and making a decision on further travel is carried out by the carriage worker, and in his absence - by the train driver.
In the case where the train was stopped with information about dragging, and the driver did not identify the reason when inspecting the registered carriage, he is obliged to inspect the condition of the entire train from both sides. If there is no fault, the train moves at a speed of 40 km/h to the station entrance traffic light, and at a speed of 20 km/h from the entrance traffic light to the stop at
ways of reception. The inspection of the train is carried out by an employee of the carriage facility, and in his absence - by the train driver with a report from DSP, DSC on the results of the inspection and the possibility of further travel.
1. PTE requirements for an automatic coupler.
The height of the automatic coupling axis above the level of the top of the rail heads should be:
– no more than 1080 mm (for a locomotive, passenger and freight empty cars);
– not less than 980 mm (for a locomotive and a carriage with passengers).
– not less than 950mm (for a loaded freight car)
2. The difference in height between the longitudinal axes of coupled automatic couplers must be:
In a freight train – no more than 100mm;
Between the locomotive and the 1st car of a freight train - no more than 110 mm;
Between the locomotive and the 1st carriage of a passenger train - no more than 100 mm;
Between passenger train cars at speeds up to 120 km/h - no more than 70 mm;
Between passenger train cars at speeds over 120 km/h – no more than 50 mm
11.9 When a train is disconnected (broken) during a stretch, the driver is obliged to:
immediately, via radio communication, report the incident to the train drivers who are heading along the stretch, and to the station attendants who limit the stretch, who, in turn, immediately report this to the train dispatcher. In the absence of radio communication, messages are transmitted by other means of communication in the manner established in clause 16.43 of the Rules for the Technical Operation of Ukrainian Railways;
through the driver's assistant, and in the event of disconnection of cars on a passenger train, with the help of the train manager or train electrician, check the condition of the train and coupling devices of the cars that have become disconnected, and if they are in working order, couple the train. Parts of the train that have become separated must be brought down for adhesion with extreme caution, so that when the cars collide, the speed does not exceed 3 km/h;
Replace damaged brake hoses and automatic coupler parts with spare ones or those removed from the tail car and near the front beam of the locomotive.
In all cases when operations to connect parts of a train that have become separated cannot be carried out for 20 minutes or more, the locomotive driver is obliged to take measures to ensure that the part of the train that is left without a locomotive is secured with brake shoes and hand brakes .
If part of the train that is left without a locomotive is located on a descent opposite to the movement, then it is secured immediately, and one of the brake shoes must be placed under the wheels of the tail car.
After coupling the parts that have become disconnected, the assistant driver must verify the integrity of the train using the number of the end car and the presence of a train signal on it. Before movement is restored, the brake shoes must be removed from under the cars, the hand brakes must be released, and a short brake test must be performed.
a) during fog, blizzards and other unfavorable conditions, when signals are difficult to notice;
b) if the part that has become uncoupled is located on a slope steeper than 0.0025, and from the push during connection it can move to the side opposite to the direction of movement of the train.
In exceptional cases, to connect with a part of the train that has become uncoupled, the locomotive of the train that is behind can be used in the manner provided for in clause 11.14.5.
11.11 If it is impossible to connect the train, the driver must request a recovery train or an auxiliary locomotive in the manner provided for in clause 11.2, having previously indicated in the application the approximate distance between the parts of the train that have become disconnected.
In exceptional cases, provided for in clause 11.2, a train locomotive (with or without cars) can be used to deliver the text of a written call for help to the station. The tail of such a locomotive must be marked in the manner prescribed in paragraph 7.5 of the Signaling Instructions.
It is forbidden to leave on the stretch without protection by workers. railway trains containing cars with people and dangerous goods of class 1 (explosive materials).
60Actions local. Br. When a train ruptures during a stretch, the load collapses, or the subassembly derails. Same as at 59
The procedure for interaction between workers when cars converge on a section leaving the clearance
The stations at the stations between the route (and in the case of DC – directly between the DNC), and the train engines are responsible for reporting to the driver, who will convey the information. Having rejected the information, the chipboard in the first place safely survives the arrival of trains to the stage, and also, in case of a stable robot, radio communication, additionally informs about the stop of the train at the exit. dry warehouse drivers who follow the train, which is allowed to derail the dry the warehouse and on the average tracks, and also informs the chipboard station, the intermediate stage, and the DNC. In the event that the DSP is not able to inform the drivers to follow the train in which the dry warehouse is allowed to go, the DSP informs the DNC, after which the train dispatcher quietly calls the train driver, which is collapsing behind, and the driver of the train, which is straight along the railway track, It additionally informs about the train's arrival at the end of the rickety warehouse. It is also the responsibility of the DSP to obtain information about the convergence of cars at the train and to inform the DNC of the place where the convergence occurred (km, pc), information about the number of cars that have left, and the nature of the convergence (including obvious There are dimensions for small vehicles) , organize a call from the head of the station, the master of the in-line control department, the electromechanics of the central control system and the communications department, and the corresponding employee of the EChK. If you are injured, call a Swedish medical specialist for help.
The DNC urgently informs the DNC, the ECC about the derailment of cars and issues an order to close the section (tracks) for the flow of trains.
DNCO issues an order for the departure of the new train (subject to dislocation) and informs about the breakdown of transport conditions DN, URB, DGP.
The DNC of the village will ensure the timely dispatch of the new train to the station that borders the crossing, where the convergence has become.
DNTSO, DNTs successfully organize the removal of the head and tail parts of the train from the stage.
DNTSO, DNC, ECC analyze the situation according to the driver's report for the further collapse of trains on the same gauge (which is double-gauge or high-gauge - the obviousness of energy supply and dimensions in terms of total lower stakes).
DNCO, DGP, in cases of need, organize the transportation of passenger and private trains on other routes.
When the passenger car converges with the rails, the conductor of the car must:
– assess the place where the car is leaving (passage, station, piece goods) and inform the head (foreman) of the train and the train electrician according to the established procedure;
– overload, there is no fire under the car and no short circuit to the body;
– organize the evacuation of passengers from ship cars or on the roadbed if there is any danger for passengers on fast trains. Transfer to the final evacuation of passengers.
